JP6063797B2 - Body structure - Google Patents

Description

  The present invention relates to an automobile body structure. In particular, the present invention relates to a front structure of a vehicle body for enhancing safety in a small overlap collision.

An automobile may collide with an oncoming vehicle or an installation on a road. In the following, the collision with the oncoming vehicle is described. However, the present invention is not limited to this, and the same applies to an installation on a road.
The collision can be roughly divided into the following three cases.
(1) Full lap collision where the center of the oncoming vehicle and the center of the vehicle body of the own vehicle substantially coincide (2) Offset collision where the center of the oncoming vehicle and the center of the vehicle body of the own vehicle do not coincide, for example, only overlap by about 40% 3) Small overlap collision where the oncoming vehicle's collision position overlaps only the part outside the main frame of the vehicle body

Among these collisions, in the case of a full wrap collision and an offset collision, the impact can be absorbed by the main frame.
This is because the main frame is usually provided with a crash box for absorbing the impact force, and the main frame structure itself is designed to absorb the impact force.
On the other hand, in the case of a small overlap collision, almost no member for absorbing the impact force is provided.
Therefore, in the case of a small overlap collision, in addition to absorbing the impact force, the impact force is converted into a rotational force with the vertical direction of the vehicle body as an axis, thereby ensuring the safety of the occupant.

  As one of such techniques, the technique of Patent Document 1 is disclosed.

JP 2012-221411 A

However, in Patent Document 1, there is a reinforcing member that connects the upper frame and the main frame. However, the portion of the main frame that connects the reinforcing member and the main frame is compared with other main frame portions. It is not an enhanced part.
For this reason, it becomes necessary to reinforce the entire main frame, and there is a problem that the weight increases.

  The present invention has been made in view of the above problems, and an example of the problem is to provide a vehicle body structure that increases safety in the case of a small overlap collision without increasing the weight of the entire vehicle body. is there.

A vehicle body structure according to a first aspect of the present invention is a reinforcing member different from a main frame, an upper frame located above and outside the main frame, an engine, and an upper suspension holding member that holds an upper suspension. The reinforcing member has at least a front reinforcing member positioned in the front direction and a rear reinforcing member positioned in the rear direction, and the front reinforcing member and the rear reinforcing member are The upper frame and the main frame are bridged by being connected to the main frame at the same position of the main frame .

Preferably, the front reinforcement member and the rear reinforcing member extends in a different person direction.

  Preferably, the front reinforcing member is rearward of the bifurcated position when the distance from the front end position of the main frame to the position where the front surface of the engine exists is divided into two equal parts. In the direction side position, it is connected to the upper frame.

  According to the vehicle body structure of the present invention, it is possible to provide a vehicle body structure with improved safety in the case of a small overlap collision without increasing the weight of the entire vehicle body.

It is explanatory drawing of the outline | summary of the vehicle body structure of a motor vehicle. It is explanatory drawing of 1st Embodiment. It is explanatory drawing of the effect of 1st Embodiment. It is explanatory drawing of the modification of 1st Embodiment.

Hereinafter, the first embodiment of the present invention will be described in detail with reference to FIG.
FIG. 1 is an explanatory diagram of the outline of the vehicle body structure of the automobile 101.

As shown in FIG. 1, the automobile 101 has a compartment space 5 in which a passenger rides and a front compartment 2 in which various devices such as an engine and a battery are mounted.
The front passenger compartment 2 only needs to be a space that exists in a forward position of the passenger compartment space 5, and does not have to include an engine and a battery unless otherwise specified. For example, the inside of the front passenger compartment 2 may be hollow so that it can be used as a trunk.

Here, the direction is defined.
The direction in which the automobile 101 normally travels (the direction in which the driver sits on the seat and faces the head without bending) is defined as the forward direction (the lower left direction in FIG. 1). The opposite direction is defined as the backward direction (upper right direction in FIG. 1).
A direction in which the automobile 101 is in the traveling state (a direction in which the driver sits on the seat and the top of the head faces) is defined as an upward direction (upward in the drawing in FIG. 1). The opposite direction is defined as a downward direction (downward direction in FIG. 1).
In addition, the automobile 101 is substantially plane-symmetric with respect to a plane including a straight line that passes through the center of the vehicle body and extends forward and backward, and a straight line that intersects with the straight line and extends upward (hereinafter, this plane Is called a “symmetric plane”.)
The direction approaching this plane is defined as the inward direction. The opposite direction is defined as the outward direction.

  Since the automobile 101 has a plane-symmetric shape on a plane of symmetry, unless otherwise specified, one explanation of the plane of symmetry serves as the description of the other, and the description is omitted.

A main frame 3 and an upper frame 13 are disposed in the front compartment 2.
Further, an upper suspension holding member 7 for holding the upper suspension of the front suspension may be disposed in the front casing 2.
In FIG. 1, the upper suspension holding member 7 shows a top mount of a strut type suspension. However, the present invention is not limited to this type, and may be a suspension type, for example, a double wishbone type suspension, and an upper frame and vehicle body attachment portion.

An upper frame 13 is disposed at a position outward and upward of the main frame 3.
The main frame 3 extends substantially horizontally from the passenger compartment space 5 in the forward direction.
The two main frames 3 may extend forward while slightly opening outward.

The upper frame 13 includes an upper frame linear portion 13a and an upper frame bent portion 13b.
The upper frame straight portion 13a extends substantially only in the forward direction from the passenger compartment space 5 to a certain position in the forward direction.
The upper frame bent portion 13b extends inward and downward. And the upper frame front-end | tip part 31 (refer FIG.2 (c)) of the front-end | tip of the upper frame bending part 13b is connected to the surface which faced the outward direction of the main frame 3. FIG.

The upper frame 13 (upper frame linear portion 13a + upper frame bent portion 13b) and the main frame 3 are connected by a reinforcing member 17.
More specifically, the reinforcing member 17 bridges the upper frame 13 and the reinforcing portion 19 of the main frame 3.
The reinforcing portion 19 refers to a portion having a higher strength than other portions of the main frame 3.
In the first embodiment, the reinforcing portion 19 is a portion in which the strength of the main frame 3 is increased as a result of the suspension member 55 being connected to the main frame 3 (FIGS. 2A and 2B). See)). In the first embodiment, the strength does not need to be higher than that of the other main frame 3 only by connecting the suspension cross member 55, and the strength is increased by the addition of a reinforcing member or the like. It can be expensive.

The reinforcing member 17 may be formed of three reinforcing members 17 so as to be radial. Here, the reinforcing member located in the foremost direction of the reinforcing member 17 is defined as a first reinforcing member 17a. And it goes to the back direction, and is called the 2nd reinforcement member 17b and the 3rd reinforcement member 17c.
As shown in FIG. 1, the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c spread radially around the main frame 3 side.
That is, the first reinforcing member 17a is connected to the upper frame 13 at the most forward position of the upper frame 13, and the third reinforcing member 17c is connected to the upper frame 13 at the most rearward position of the upper frame 13. The second reinforcing member 17 b is connected to the upper frame 13 at an intermediate position before and after the upper frame 13.
Note that the number of the reinforcing members 17 does not have to be three, and may be any number as long as it is one or more.

More specifically, the first reinforcing member 17a is connected to the upper frame bent portion 13b.
The second reinforcing member 17b and the third reinforcing member 17c are connected to the upper frame straight portion 13a (see FIG. 2). It may be connected to the upper frame linear part 13a via the upper suspension holding member 7 (state of FIG. 1).
But the connection position of the 1st reinforcement member 17a, the 2nd reinforcement member 17b, and the 3rd reinforcement member 17c can be changed arbitrarily.

  Each reinforcing member 17 (the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c) is connected to the inward surface of the upper frame 13. However, it may be connected to the lower surface of the upper frame 13 or may be another surface. As shown in FIG. 1, it may be directly connected to the upper frame 13 or may be through other connected parts.

The respective reinforcing members 17 (the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c) are connected at substantially the same position of the main frame 3.
More specifically, all the connection members 15 are connected.
The connecting member 15 is disposed at a position where the reinforcing portion 19 exists.
In the first embodiment, the connection member 15 is connected to the outer surface of the main frame 3. This position may be another position (see a modification example to be described later).
However, the connecting member 15 is not essential, and the reinforcing member 17 may be directly connected to the main frame 3.

  The engine 51 and the main frame 3 may have a structure in which the upper surface of the engine 51 and the upper surface of the main frame 3 are directly connected by the engine mount 53.

  FIG. 2 is an explanatory diagram of the first embodiment.

As shown in FIG. 2 (particularly, FIG. 2B), the engine 51 is connected and fixed to the suspension cross member 55 via the engine mount 53.
The suspension cross member 55 is a member that holds a member for holding the front tire.
By connecting the suspension cross member 55 to the main frame 3, this portion has higher strength than the other portions of the main frame 3. In the first embodiment (the present invention), a portion where the strength of the main frame 3 is higher than the other portions is defined as the reinforcing portion 19.
In the first embodiment, the reinforcing portion 19 is not only formed by connecting the suspension cross member 55 but also connected to the connection structure (flange, bolt and nut, and the main frame 3 is thick for connection). Etc.), the reinforcing portion 19 may be formed.
FIG. 2C is a view from the C position.

The connecting member 15 is disposed on the reinforcing portion 19.
Further, the portion where the reinforcing member 17 is connected to the main frame 3 by the connecting member 15 is a position where the outer surface of the engine 51 is located (front / rear position, upper / lower position). Matches the direction position). That is, the reinforcing portion 19 is located at a position where the outer surface of the engine 51 is located (= range A in FIG. 2A and range A in FIG. 2C).

As shown in FIG. 2A, the connection position E of the first reinforcing member 17a located in the most forward position to the upper frame 13 is the first position F in the most forward direction of the main frame 3 and the front position of the engine 51. When the length between the directional surface and the second position D is L, it is located on the engine 51 side when L is halved.
In other words, it can also be said that the connection position E of the first reinforcing member 17a to the upper frame 13 is located at a distance within L / 2 from the engine 51.
In other words, the reinforcing member 17 (first reinforcing member 17a) is divided into two parts when the distance from the front end position of the main frame 3 to the position where the front surface of the engine exists is divided into two equal parts. It can also be said that it is connected to the upper frame 13 at a position on the rear side of the divided position.

  FIG. 3 is an explanatory diagram of the effect of the first embodiment.

The case where the automobile 101 collides with a collision target object 103 (an oncoming vehicle, an installation object, etc.) will be described with reference to FIG. And the collision which the collision target object 103 contacts only in the outward direction position (range B in FIG. 3A) from the main frame 3 is a small overlap collision.
If no countermeasure is taken in such a case, there is a possibility that the main frame 3 for absorbing a collision cannot perform any function.
In the first embodiment, the reinforcing member 17 functions as a member that exerts a reaction force during the small overlap collision so that the upper frame 13 (particularly, the upper frame bent portion 13b) is not deformed (FIG. 3). (See (b)).
That is, since the connection member 15 is connected to the outer surface of the main frame 3 having high strength, the upper frame 13 can be prevented from being deformed by the collision by the collision object 103.
In the first embodiment, since the main frame 3 is connected to the reinforcing portion 19 which is a strong portion of the main frame 3, compared with the case where the reinforcing member 17 is connected to another main frame 3 portion. Thus, the function of holding the upper frame 13 is higher.
In addition, the reinforcing portion 19 is located in the range A of the engine side surface position. Therefore, even when there is a strong collision that requires the main frame 3 to be deformed inward, the engine 51 can further function as a reaction force generating member that prevents the main frame 3 from being deformed.
Therefore, it is possible to prevent the upper frame 13 from being deformed by a stronger collision than before.
And the fact that the upper frame 13 does not deform means that even if the collision object 103 collides with the small overlap, it is possible to prevent the deformation due to the collision from reaching the passenger compartment 5 where the passenger is boarded. means. In addition, it also means that the vehicle body 101 can convert the impact energy of the offset collision into the rotational energy that the automobile 101 rotates without exerting on the passenger compartment space 5.

In the first embodiment, the reinforcing member 17 is connected to the main frame 3 on the outer surface of the main frame 3.
Therefore, the force applied to the reinforcing member 17 is directly transmitted to the main frame due to the collision with the collision object 103.
The force is directed in the direction in which the engine 51 exists as it is.
From the above, the first embodiment has an effect of increasing the ability to hold the upper frame 13.

Further, the upper frame tip 31 of the upper frame 13 (upper frame bent portion 13 b) is connected to the main frame 3.
Therefore, the strength of the upper frame 13 itself is higher than that of the conventional automobile 101 in which the upper frame 13 is not connected to the main frame 3.
Also from this point, the first embodiment has high strength against the small overlap collision.
In addition, the connection between the upper frame 13 and the main frame 3 is performed on the outer surface of the main frame 3. Therefore, the main frame 3 can function as a reaction force member for preventing the upper frame 13 from being deformed inward due to a collision with the collision object 103.
Therefore, also from this point, the first embodiment has high strength against the small overlap collision.
Furthermore, this structure has high strength against full-wrap collision and offset collision.
This is because, by connecting the upper frame 13 and the main frame 3 in this way, the upper frame 13 can also function as a drag generating member against full-lap collision and offset collision.

Further, the reinforcing member 17 can be connected to an arbitrary position of the upper frame 13.
The arbitrary position can be selected by the designer at a position where a drag is desired to be generated in the case of a small overlap collision (full wrap collision, offset collision).
Thus, the designer can design the automobile 101 to generate a desired drag depending on which position of the upper frame 13 the reinforcing member 17 is selected as the connection position.
Note that the configurations and effects of the first embodiment described above are the same for the modifications described below and the second and subsequent embodiments unless otherwise specified. The following description is omitted for the sake of brevity.

  It should be noted that all of the reinforcing portions 19 may not be in the range A of the side position in the side direction in the outer direction of the engine, and only a part thereof.

Further, as shown in FIG. 2A, the connection position E of the first reinforcing member 17 a to the upper frame 13 is arranged at a position within a distance of L / 2 from the engine 51.
Thus, drag can be generated at an appropriate position.
Note that L is the distance between the front end position of the main frame 3 and the front surface of the engine 51.

Here, the reason why the position E is set to this position (position within a distance of L / 2) will be described.
First, a connecting portion between the upper frame bent portion 13b and the main frame 3 (positioned in the vicinity of L / 2 in FIG. 2 is not limited to this), but high resistance is generated. Usually, a high drag force is generated in this part.
Next, the connection position E of the first reinforcing member 17a to the upper frame 13 can also generate a high drag force.
For example, when the position of E is set to a position close to the F position, which is the tip position of the main frame 3, the positions where large drag is generated concentrate in the front direction of the main frame 3.
This is because the connecting portion between the upper frame bent portion 13b and the main frame 3 and the position of E are collected in the forward position.
If this happens, on the contrary, there will be a position where no drag is generated just by going a little backward from this concentrated position. The fact that the drag does not occur (the occurrence of the drag is small) means that a position where the energy absorption at the time of collision cannot be appropriately performed occurs. This is not appropriate from the viewpoint of energy absorption in the event of a collision.
In addition, if the position where the drag is conspicuously high is generated, the injury value may be increased.
For this reason, it is preferable that a certain amount of drag occurs on average over a long distance in the front-rear direction.
Therefore, in this embodiment, the position of E, which is usually present behind the connecting portion between the upper frame bent portion 13b and the main frame 3 that can be designed so as to generate a high drag force, is determined from the engine 51 as L The position where the drag is generated is dispersed by being located at a position within a distance of / 2.

Further, the connection portion between the upper frame bent portion 13b and the main frame 3 is also preferably near the position of L / 2.
The reason is from the following two points.
First, when the connecting portion between the upper frame bent portion 13b and the main frame 3 is close to the D position, the connecting portion between the upper frame bent portion 13b and the main frame 3 is usually located in the rearward position. This is because the generation of drag concentrates as the position of E approaches the D position.
Secondly (conversely), even when the connecting portion between the upper frame bent portion 13b and the main frame 3 is close to the F position, the generation of drag is similarly concentrated.

As a result of the above, the F position, the position of the connection portion between the upper frame bent portion 13b and the main frame 3, the E position, and the central position before and after A (≈the central position of the reinforcing portion 19) are arranged substantially evenly. Is preferred.
This is because these are positions where the drag is generated, and by arranging them evenly, it is possible to generate the drag almost evenly with the magnitude of the drag less than a certain level.

In addition, by appropriately selecting the connection position of the reinforcing member 17 with the upper frame 13, it is possible to appropriately select the bending position of the upper frame 13.
For example, when a small overlap collision occurs, the upper frame 13 is most likely to be deformed (deformation in the inner direction (Y direction)), the connection position of the upper frame bent portion 13b and the upper frame linear portion 13a, or It is possible to select the position of connection of the reinforcing member 17 with the upper frame 13 slightly from the connection position to the position on the upper frame bent portion 13b side (this position in FIG. 2A).
In addition, by appropriately selecting the number, strength, and the like of the reinforcing members 17, it is possible to appropriately select the position where the upper frame 13 is bent.

Even in a full-wrap collision, the position where the upper frame 13 is bent can be appropriately selected by appropriately selecting the position, number, strength, and the like of the connection of the reinforcing member 17 to the upper frame 13.
This means that the position and amount of drag that generate a drag against the collision force can be appropriately selected during a full lap collision.

  Further, at the time of a full wrap collision, the upper frame 13 tends to be deformed up and down, but this can be suppressed by the presence of the reinforcing member 17.

Further, as shown in FIG. 3, the overlapping positions of the plurality of reinforcing members 17 on the main frame 3 side are set to the same position (one point) and radially extend from the main frame 3 side. In this case, the bow shape of the upper frame 13 can be maintained.
Further, by connecting the plurality of reinforcing members 17 on the main frame 3 side to the same position (one point) and extending radially from the main frame 3 side, a drag force against a collision force is generated at the time of a full-wrap collision. The position and the amount of drag to be performed can be appropriately selected.

  FIG. 4 is an explanatory diagram of a modification of the first embodiment.

In the first embodiment, the connection member 15 is disposed on the outer surface of the main frame 3 (reinforcing portion 19).
However, in some cases, it may be advantageous to connect the connecting member 15 to the upper surface of the main frame 3. The advantageous case is, for example, a case where another member is to be arranged on the side surface of the main frame.
As described above, when connecting the connection member 15 to the upper surface of the main frame 3, the connection member 15 includes the upper member 15 a disposed on the upper surface of the main frame 3, and the main frame 3. It has the inner member 15b arrange | positioned at the surface of an inward direction.
The upper member 15 a is connected to the reinforcing member 17. The inner member 15b is disposed within a range position A of the engine side surface position (positions in the front-rear direction and the vertical direction are within the range A of the side position in the side direction in the outer direction of the engine).
Thus, the engine 51 can function as a reaction force generating member while the connection position of the main frame 3 and the reinforcing member 17 is set to the upper position of the main frame.

3 Main frame 5 Car interior space 7 Upper suspension holding member 13 Upper frame 13a Upper frame linear portion 13b Upper frame bent portion 15 Connection member 15a Upper member 15b Inner member 17 Reinforcing member 17a First reinforcing member 17b Second reinforcing member 17c Third Reinforcing member 19 Reinforcing part 51 Engine 55 Suspension member

Claims (3)

The mainframe,
An upper frame located above and outside the main frame;
Engine,
A reinforcing member different from the upper suspension holding member for holding the upper suspension,
The reinforcing member has at least a front reinforcing member located in the front direction and a rear reinforcing member located in the rear direction,
The front reinforcing member and the rear reinforcing member are connected to the main frame at the same position of the main frame, and bridge the upper frame and the main frame. The vehicle body structure according to claim 1, wherein the front reinforcing member and the rear reinforcing member extend in different directions . The front reinforcing member is
When the distance from the front end position of the main frame to the position where the front surface of the engine exists is divided into two equal parts,
At the position on the rear side of the position divided into two equal parts,
The vehicle body structure according to claim 2, wherein the vehicle body structure is connected to the upper frame .

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