JP6094611B2 - Auto body structure - Google Patents

Description

  The present invention relates to a vehicle body structure including an A-type lower arm having a front shaft portion located on the front side in the vehicle front-rear direction, a rear shaft portion located on the rear side in the vehicle front-rear direction, and a knuckle connecting portion.

  In general, a pair of left and right front side frames extending in the front-rear direction of the vehicle are provided on the front vehicle body side in front of the passenger compartment, and these side frames contribute to ensuring vehicle body rigidity and absorbing impact load. To do.

However, for example, when the frontal collision of the vehicle body is narrow in the range where the frontal collision occurs in the range of 25% or less from the outer edge in the vehicle width direction toward the center, and hereinafter simply referred to as a small overlap collision, Since the load is input outside the front side frame in the vehicle width direction, the load absorption by the front side frame cannot be expected, and the stroke necessary for absorbing the shock becomes long.
When the collision object hits a wheel (so-called wheel) during the small overlap collision described above, the wheel moves to the center in the vehicle front-rear direction, and the wheel hits the tip of the side sill that forms the front part of the passenger compartment. It will be pushed in much compared to.
For this problem, measures to improve the proof strength of the front part of the passenger compartment can be considered. However, if the side sill or the front pillar connected to the side sill is reinforced for this purpose, its weight and cost may increase. Since the field of view, entrance / exit, and living space are reduced by the large cross section, it is not preferable.

  By the way, in Patent Document 1, in the front body structure of an automobile, as a front pivot portion as a front end side shaft portion located on the front end side in the vehicle front-rear direction and a central side shaft portion located on the center side in the vehicle front-rear direction. When an A-type lower arm having a rear pivot part and a knuckle connecting part is provided, and an impact force from a wheel is applied to the lower arm body between the front pivot part and the rear pivot part of the A-type lower arm, The structure which formed the deformation | transformation promotion part which accelerates | stimulates a deformation | transformation of a lower arm is disclosed.

  However, this Patent Document 1 does not have a technical idea of separating, breaking or peeling the front pivot part at an early stage, and when a collision object hits a wheel at the time of a small overlap collision, the wheel moves backward, and the side sills There is a problem of colliding with the front end.

  Further, in Patent Document 2, in a front body structure of an automobile, a pair of left and right A-type lower arms that support left and right front wheels, and a first lateral member that connects between support portions on the rear side of the left and right lower arms in the vehicle body, There is disclosed a structure including a second lateral member that connects the front end portions of the pair of left and right side sills, and a coupling structure that integrally couples the first lateral member and the second lateral member.

  The conventional structure disclosed in this Patent Document 2 generates a lateral load via the lower arm at the time of a small overlap collision. However, even in this Patent Document 2, the front support portion of the lower arm is separated, broken or broken at an early stage. There is no technical idea of peeling off, and there is a problem that when a collision object hits the front wheel, the rear part of the front wheel is displaced inward in the vehicle width direction and collides with the front end of the side sill.

JP 2012-158200 A JP 2014-94588 A

  In view of this, the present invention provides a vehicle body that can generate a lateral displacement load of a vehicle body and promote lateral displacement deformation from an impact object while preventing a collision between a front end of a side sill and a wheel during a collision such as a small overlap collision. The purpose is to provide a structure.

A vehicle body structure according to the present invention includes a wheel and a knuckle that pivotally supports the wheel on the side of the vehicle body in the front-rear direction of the vehicle relative to the passenger compartment, and a knuckle coupling portion coupled to the knuckle; A front arm portion extending inward in the vehicle width direction from the knuckle connecting portion, a rear arm portion extending rearward in the vehicle front-rear direction from the front arm portion, and on the front side in the vehicle front-rear direction, on the vehicle width direction center side of the front arm portion An A-type lower arm having a front shaft portion that is positioned and pivotally supported on the vehicle body side, and a rear shaft portion that is positioned on the rear side in the vehicle longitudinal direction of the rear arm portion and pivotally supported on the vehicle body side a body structure of automobiles, in the rear between the knuckle connecting portion or al rear support portion immediately before the a-type lower arm, the vehicle width direction inner side receives the vehicle collision load in the longitudinal direction backward from the wheel A deformation promoting part that deforms is provided. Front shaft portion of the A-type lower arm is also set tensile stiffness is below connected rigidity of the knuckle connecting portion, the A-type lower arm, the separation of the front shaft portion, break or after the separation, mainly in the vicinity of the rear shaft portion The wheel is sized so that the wheel is displaced outwardly on the side sill, and between the rim portion of the wheel and a vehicle body member adjacent to the wheel at the rear of the wheel in the front-rear direction of the vehicle, A distance in the front-rear direction that allows at least a rear end portion of the wheel rim portion outside in the vehicle width direction to be displaced outward from the side sill is formed.

  According to the above configuration, at the time of a small overlap collision in which an impact object collides with a wheel, first, the rear end portion of the lower arm is bent and deformed inward in the vehicle width direction by the deformation promoting portion of the A-type lower arm, Separate, break or peel the front shaft of the lower arm. Thereafter, the lower arm, which is largely deformed and kept long, is swung, and the wheel is largely displaced outwardly from the side sill to generate a lateral load (reaction force).

In this way, when the wheel is not received at the front end of the side sill and the wheel is deflected outward, the lateral load is generated by the reaction force, and the impact load is transmitted to the front end of the side sill via the wheel. To prevent it.
In short, at the time of the collision described above, the lateral displacement load of the vehicle body is generated while suppressing the collision between the front end of the side sill and the wheel, and the lateral displacement displacement from the collision object and the load absorption at the front of the vehicle body ahead of the passenger compartment are promoted. be able to.

In one embodiment of the present invention, there is provided a vehicle body rigid member facing and spaced inward in the vehicle width direction of the deformation promoting portion of the A-type lower arm, and the vehicle body rigid member is retracted by receiving a collision load. The connecting portion is disposed at a distance contacting the deformation promoting portion in a state where the connecting portion is on the front side in the vehicle front-rear direction with respect to the rear shaft portion.
You may set the above-mentioned vehicle body rigid member to a sub-frame.

  According to the above configuration, the vehicle body rigid member suppresses the amount of deformation of the lower arm deformation promoting portion toward the inner side in the vehicle width direction, accelerates separation, breakage, or separation of the front shaft portion, and shakes the wheel of the lower arm after separation. A long radius can be secured, and when the wheel is displaced outward in the vehicle width direction using the deformation promoting portion as a fulcrum, a reaction force directed from the lower arm to the vehicle body in the vehicle width direction can be transmitted. It can be accelerated.

In one embodiment of the present invention, a service hole for attaching a subframe is formed in the A-type lower arm, and at least a reinforcing portion extending from the vehicle rear side edge of the service hole to the vehicle rear side is provided in the A-type lower arm. The deformation promoting portion is formed at the vehicle rear end of the reinforcing portion.

  According to the above configuration, the reinforcing part can reinforce the service hole and the deformation promoting part, and the deformation promoting part at the vehicle rear end of the reinforcing part has sufficient rigidity required during normal driving. Since the rigidity is relatively low while securing the above, it is possible to concentrate the stress at the time of collision in this portion and to deform the lower arm inward in the vehicle width direction.

  In one embodiment of the present invention, the bearing portion that supports the rear shaft portion of the lower arm is provided with a pair of left and right fastening portions, and one of the pair of left and right fastening portions includes the other of the fastening portions. A disengagement promoting unit that promotes disengagement is provided.

  According to the above configuration, the lower arm support rigidity is ensured by the pair of right and left fastening portions at the normal time (non-collision) and the lower arm swings by the separation of one fastening portion by the separation promoting portion at the time of collision. In particular, even if the rear shaft portion of the lower arm is a front-rear shaft oriented in the vehicle front-rear direction, swinging of the lower arm can be promoted regardless of the axial direction.

  In one embodiment of the present invention, a frame extending in the front-rear direction of the vehicle is provided at the vehicle body side portion, and a lateral displacement promoting means for laterally deforming the vehicle body front end portion in a small overlap collision is provided at the front end portion of the frame. It is a thing.

According to the above configuration, since the lateral deviation promoting means is provided at the front end of the frame, at the time of small overlap collision, first, the colliding object hits the lateral deviation promoting means to generate a lateral deviation load, and in the state where this lateral deviation load is generated, The collision object collides with the wheel and deflects the wheel to the outside of the side sill, and the reaction force generates further lateral displacement load.
For this reason, time and a stroke until the collision object hits the wheel can be earned, and the lateral displacement load can be increased.

According to another embodiment of the present invention, in the vehicle body member located in the vehicle longitudinal direction rear side of the wheel house, in which the wheel receiving portion reinforced to the vehicle width direction load is provided.

  According to the above configuration, the impact in the vehicle front-rear direction can be dispersed in the vehicle width direction, and a lateral displacement load can be generated also at the wheel receiving portion. Furthermore, the side impact rigidity can be improved by the wheel receiving portion.

  According to the present invention, at the time of a collision such as a small overlap collision, there is an effect that the lateral displacement load of the vehicle body is generated and the lateral displacement deformation from the collision object can be promoted while preventing the collision between the front end of the side sill and the wheel. .

The top view which shows the vehicle body structure of the motor vehicle of this invention Top view with apron rain, side frame and door removed from Fig. 1 The main part enlarged plan view of FIG. The principal part expanded sectional view which follows the AA line of FIG. An enlarged plan view showing the main part of the vehicle body structure on the left side of the vehicle Front view of the main part of FIG. BB line view of FIG. CC sectional view taken on line CC in FIG. FIG. 5 is a perspective view. 9 is an exploded perspective view of the main part of FIG. The main part enlarged bottom view of FIG. Enlarged plan view showing the support structure of the lower arm in the vehicle longitudinal direction rear side The principal part expanded sectional view which follows the DD line of FIG. Top view of lower arm

In the event of a collision such as a small overlap collision, the purpose of generating lateral displacement load of the vehicle body and promoting lateral displacement deformation from the collision object while preventing collision between the tip of the side sill and the wheel is the front of the vehicle in the longitudinal direction of the vehicle. A wheel and a knuckle that pivotally supports the wheel, a knuckle coupling portion coupled to the knuckle, a front arm portion extending inward in the vehicle width direction from the knuckle coupling portion, and the front side A rear arm portion extending rearward in the vehicle front-rear direction from the arm portion; a front shaft portion positioned on the vehicle width front center side on the front side in the vehicle front-rear direction and pivotally supported on the vehicle body side; A vehicle body structure including an A-type lower arm that is located on the rear side of the side arm portion in the vehicle front-rear direction and has a rear shaft portion pivotally supported on the vehicle body side, wherein the knuckle coupling of the A-type lower arm part or al the rear supporting The rear between the parts immediately before the deformation promoting portion that deforms inward in the vehicle width direction by receiving a vehicle collision load in the longitudinal direction backward from the wheel is provided, the front shaft portion of the A-type lower arm, said knuckle connecting portion The A type lower arm swings around the vicinity of the rear shaft after the front shaft is separated, broken, or peeled off, and displaces the wheel to the outside of the side sill. A rim portion of the wheel and a vehicle body member adjacent to the wheel at the rear of the wheel in the front-rear direction of the wheel, and a rear end at least on the outer side in the vehicle width direction of the rim portion of the wheel. This is realized by a configuration in which a front-rear direction interval that allows the portion to be displaced outward from the side sill is formed.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a plan view showing the vehicle body structure of the present invention, FIG. 2 is a plan view showing a state where an apron reinforcement, a front side frame, a door and the like are removed from FIG. FIG. 4 is an enlarged plan view of a main part of FIG. 2, and FIG. In the following embodiments, the front body structure of an automobile is illustrated as the body structure of the automobile.

  1, 2, and 3, a dash lower panel (dash panel) 1 that partitions the engine room and the vehicle compartment in the front-rear direction is provided, and the dash lower panel 1 extends substantially horizontally toward the rear at the lower rear end. The floor panel 2 is integrally provided continuously, and a tunnel portion 3 that protrudes toward the vehicle interior side and extends in the front-rear direction of the vehicle is integrally provided at the center of the floor panel 2 in the vehicle width direction.

  Further, the left and right ends of the dash lower panel 1 in the vehicle width direction are provided with hinge pillars 4 having a closed section structure extending in the vertical direction, while the left and right ends of the floor panel 2 in the vehicle width direction extend in the vehicle front-rear direction. A side sill 5 having a closed cross-sectional structure is provided. 1 and 2, only the hinge pillar 4 and the side sill 5 are shown on the right side of the vehicle.

  As shown in FIG. 3, the above-described hinge pillar 4 joins a hinge pillar inner 4a, a hinge pillar reinforcement 4b, and a hinge pillar outer 4c to form a hinge pillar closed section 4d extending in the vertical direction of the vehicle. It is a vehicle body rigid member.

  As shown in FIG. 4, the above-described side sill 5 includes a side sill inner member 5a, a side sill reinforcement 5b, and a side sill outer 5c joined to each other to form a side sill closed section 5d extending in the front-rear direction of the vehicle. In the side sill closed section 5d, a front reinforcement 5e extending rearward from the front end of the side sill 5 is provided.

  The front reinforcement 5e is joined and fixed to the upper surface and the vertical surface of the side sill inner 5a, and a closed cross section 5f extending in the front-rear direction of the vehicle is formed between the side sill inner 5a and the front reinforcement 5e. Has been. In FIGS. 1, 2, and 3, the side sill inner 5a is omitted for convenience of illustration.

  As shown in FIG. 1, the front door 7 is attached to the hinge pillar 4 via the hinge bracket 6 so as to be openable and closable, while the hinge pillar 4 and the center pillar (not shown) correspond to the middle in the vehicle longitudinal direction. A cross member 8 (so-called No. 2 cross member) extending in the vehicle width direction is attached between the side sill 5 and the tunnel portion 3, and the cross member 8 and the floor panel 2 extend in the vehicle width direction. A closed cross section is formed.

  Further, as shown in FIGS. 1 and 2, a floor frame 9 extending in the vehicle front-rear direction across both the dash lower panel 1 and the floor panel 2 is provided, and the floor frame 9, the dash lower panel 1, and the floor panel 2 are provided. A closed cross section extending in the front-rear direction of the vehicle is formed therebetween.

  As shown in FIG. 2, a torque box 10 is provided at the lower portion of the dash lower panel 1 to connect the front end portion of the side sill 5 and the lower corresponding position of the floor frame 9 in the vehicle width direction.

  As shown in FIG. 1, on both the left and right sides of the engine room, a front side frame 11 having a closed cross-sectional structure extending in the longitudinal direction of the vehicle as a vehicle body rigid member (however, only the front side frame 11 on the right side of the vehicle is shown in the drawing). Provided on these left and right front side frames 11 are bumper reinforcements (not shown) extending in the vehicle width direction via a set plate, a mounting plate and a main crash can.

  As shown in FIG. 1, an apron reinforcement 12 having a closed cross-sectional structure extending in the front-rear direction of the vehicle is provided on the outer side in the vehicle width direction and above the front side frame 11, and this apron reinforcement. A wheel house 13 and a suspension tower part 14 are formed between the front side frame 11 and the front side frame 11.

  As shown in FIGS. 1 and 2, a sub-frame 15 is provided as a vehicle body rigid member that is located in a lower portion of the front side frame 11 and mounts a power train (not shown).

  As shown in FIG. 2, the sub-frame 15 includes a front / rear member 16 that extends in the front-rear direction of the vehicle on the side of the vehicle body, a front-end member 17 positioned at the front end, and a front cross member 18 that extends in the vehicle width direction on the front side. The rear cross member 19 extending in the vehicle width direction on the rear side is a frame that is combined in a square frame shape in plan view.

  Here, the above-described tip member 17 is formed with high rigidity with respect to the front and rear members 16. The front cross member 18 also serves as a shroud drawer, and is formed in a hat shape in cross section when viewed from the side of the vehicle.

  The front cross member 18 described above may be formed in a closed cross section that is open downward, or may be formed in a closed cross sectional structure by bonding and fixing a closing plate to at least a part thereof. In this embodiment, as shown in a bottom view in FIG. 11, a closing plate 18b is joined and fixed to a lower portion of a cross-member main body 18a having a cross-sectional hat shape, and a substantially entire structure except for both ends thereof is formed as a closed cross-sectional structure. Yes.

  As shown in FIGS. 1 and 2, a tower portion 20 that rises upward from the rear cross member 19 is provided on the front side in the vehicle width direction end portion of the rear cross member 19 in the subframe 15. The sub-frame 15 is attached to the lower part of the front side frame 11 via

  As shown in FIGS. 2 and 3, the steering device 21 is provided with control links 23 at the left and right ends of the rack portion 22 (however, only the right end is shown in FIGS. 2 and 3). The front wheel 26 is steered by being connected to the knuckle arm 25 free end of the knuckle 24 via a ball joint, and when the front wheel 26 is moved backward relative to the vehicle body, the front wheel 26 is inclined outwardly in plan view so as to tilt the front wheel 26 toward the toe-in side. It is made to incline to. 2 and 3, reference numeral 27 denotes a lower arm constituting the front suspension. It should be noted that the front body structure of the automobile in the illustrated embodiment is formed substantially symmetrically.

  5 is an enlarged plan view showing the main part of the vehicle body structure on the left side of the vehicle, FIG. 6 is a front view of the main part of FIG. 5, FIG. 7 is a view taken along the line B-B in FIG. FIG. 9 is a perspective view of FIG. 5, and FIG. 10 is an exploded perspective view of the main part of FIG. 9.

As shown in FIG. 8, a set plate 28 is attached to the front end portion of the front side frame 11. The set plate 28 extends downward to form an extended portion 28a, and the extended portion 28a. A nut mounting seat 28b extending rearward from the lower end of the vehicle is integrally formed, and a nut 29 is welded and fixed to the upper surface of the nut mounting seat 28b.
The rear portion of the nut mounting seat 28b and the lower portion of the front side frame 11 are connected to each other in the vertical direction by a subframe mounting bracket 30.

  As shown in FIG. 8, the tip member 17 in the above-described subframe 15 is closed by combining an upper member 17a that is U-shaped downward when viewed from the front of the vehicle and a lower member 17b that is upwardly U-shaped when viewed from the front of the vehicle. A connecting pipe 31 serving as a side frame connecting portion (front side frame connecting portion) that extends upward through the above-described closed cross section 17 c is formed at the front portion of the tip member 17. It is fixed by welding.

  Then, as shown in FIG. 8, the front cross member 18 is brought into contact with the lower portion of the tip member 17, and the front bolt member 32 is fastened to the nut 29 via the connection pipe 31 from below the vehicle. The cross member 18 is attached to the lower part of the tip member 17 and the tip member 17 is attached to the front side frame 11.

  That is, as shown in FIGS. 1 and 2, the left and right front side frames 11 and 11 are connected in the vehicle width direction by the sub-frame 15, in particular, the cross members 18 and 19 before and after the sub-frame 15.

As shown in FIG. 5, a load provided with a sub-crash can 33, a branch member 34, and a U-shaped member 35 that is a vehicle width direction load absorbing portion at a front end portion as a front end portion of the sub frame 15. An absorber 36 is provided.
Specifically, as shown in FIG. 5, a set plate 37 including the tip of the tip member 17 and protruding outward in the vehicle width direction is attached to the front end of the tip member 17, and a plurality of bolts are attached to the front surface of the set plate 37. The mounting plate 39 is attached using a nut 38.

  As shown in FIGS. 5 and 9, the mounting plate 39 described above has a length in the vehicle width direction substantially equal to the length of the set plate 37 in the vehicle width direction, and the height of the mounting plate 39 in the vertical direction. In addition, it is formed substantially equal to the height of the set plate 37 in the vertical direction.

  As shown in FIGS. 6 and 9, on the front surface of the mounting plate 39, there are an upper panel 33A that is downwardly U-shaped when viewed from the front of the vehicle, and a lower panel 33B that is upwardly U-shaped when viewed from the front of the vehicle. A base portion, that is, a rear end portion of the sub-crash can 33 formed in a closed cross-sectional structure is fixed by welding.

  As shown in FIGS. 5, 9, and 10, the outer side of the tip member 17 in the vehicle width direction and the middle portion in the front-rear direction between the connecting pipe 31 and the front end 16 a of the front-rear member 16 are U-shaped in plan view. A branch member joining bracket 40 is attached.

  As shown in FIGS. 9 and 10, the above-mentioned branch member 34 is formed in an inward U-shape that is open on the inner side in the vehicle width direction. As shown in FIG. 9, this branch member 34 is a branch member joining bracket. 40 extends from the extended side of the set plate 37 to the back side of the set plate 37, and is fixedly joined to both 40 and 37. That is, the branch member 34 extends from the front end member 17 on the outer side in the vehicle width direction and in the front end direction as the front end direction.

  Here, the front end of the above-mentioned branch member 34 and the tip member 17 which is the tip of the sub-frame 15 are connected by a set plate 37 as a connecting portion, and the set plate 37 and the mounting plate 39 are in a small overlap collision. It is formed to be deformable in the vehicle width direction by the input load.

  As shown in FIGS. 9 and 10, the above-mentioned U-shaped member 35 is formed in an outwardly open U-shape that is open on the outer side in the vehicle width direction. As shown in FIG. 10, the branch member 34 is provided separately from the tip member 17 on the frame side of the intermediate portion in the vehicle longitudinal direction, that is, on the tip member 17 side of the subframe 15. It is configured to absorb the load in the vehicle width direction.

  Of the load absorbing portion 36 including the sub-crash can 33, the branch member 34, and the U-shaped member 35, the sub-crash can 33 has a vehicle front-rear direction than the tip member 17 of the sub-frame 15 as shown in FIG. The sub-crash can 33 projects outward from the front end member 17 and has a front end surface 33a on the inner side in the front end direction of the vehicle (inward in the front end direction of the vehicle). ) Is provided with an inclined surface portion 33S extending in an inclined manner.

  By providing the inclined surface portion 33S as described above to the sub-crash can 33, the collision object Z can be received at the time of a small overlap collision in which the collision object Z (see FIG. 5) cannot be received in front of the front side frame 11. This is received by the inclined surface portion 33S described above, and a lateral displacement load X is generated simultaneously with the load absorption of the sub-crash can 33, thereby suppressing a deformation of the vehicle body while suppressing an increase in weight.

  As shown in FIG. 5, the input load from the collision object Z at the time of the small overlap collision can be decomposed into a lateral displacement load vector Va, a load absorption vector Vb, and a rear vector Vc. The lateral displacement load X is transmitted to the front side frame 11 via the connecting pipe 31, and is also transmitted to the front side frame 11 on the opposite side via the front cross member 18. A laterally offset load can be generated.

  Here, as shown in FIG. 5, the outer end portion in the vehicle width direction of the load absorbing portion 36 is set on the outer side in the vehicle width direction with respect to the center of gravity of the vehicle. It is also effective from the viewpoint.

  Further, as shown in FIG. 5, the sub-crash can 33 that constitutes the load absorbing portion 36 protrudes to the front end side of the front end member 17 of the sub frame 15, and an edge located on the front surface of the sub frame of the front end member 17. That is, the front edge 33b located in front of the tip member 17 in the sub-crash can 33 is formed so as to extend substantially in the vehicle width direction.

  As a result, at the time of a collision with the front surface of the subframe 15 (that is, at the time of a front collision that is not a small overlap collision), the subcrash can 33 is reliably absorbed in the front-rear direction without causing lateral displacement, and the amount of absorption On the other hand, at the time of the small overlap collision in which the colliding object Z collides with the inclined surface portion 33S, the lateral displacement load is surely generated.

  Further, as shown in FIG. 5, the above-described load absorbing portion 36 is provided on the distal end side provided with the above-described inclined surface portion 33 </ b> S so as to protrude outward in the vehicle width direction with respect to the distal end member 17 that is the distal end portion of the subframe 15. The member (sub-crash can 33) and the front-side member (sub-crash can 33) project in the vehicle front-rear direction center side (in this embodiment, the vehicle rear side) and project outward from the sub-frame 15 in the vehicle width direction. The central member (branch) coupled to the distal member (sub-crash can 33) so as to be capable of absorbing load deformation inward in the vehicle width direction in conjunction with the deformation of the distal member (sub-crash can 33) toward the inner side in the vehicle width direction. Member 34 and a U-shaped member 35).

  As described above, the load absorbing portion 36 is composed of the sub-crash can 33 as the tip side member, the branch member 34 and the U-shaped member 35 as the center side member. The load absorption amount is increased without increasing the load on the center side of the vehicle body, that is, on the rear side of the vehicle body by absorbing the load in a wide area of the vehicle. Also, in the case of a small overlap collision, the tip side member (sub-crash can 33) and the center The side members (the branch member 34 and the U-shaped member 35) are configured to be able to transmit the lateral displacement load intensively to the tip member 17 that is the tip of the frame.

  Here, at the time of a small overlap collision, when the set plate 37 is deformed as indicated by an imaginary line α in FIG. 5 and the branch member 34 is deformed as indicated by an imaginary line β in FIG. Since it is separated from the tip member 17, no load in the front-rear direction is transmitted to the tip member 17, but only a lateral load, that is, a lateral displacement load is transmitted, thereby concentrating on the tip member 17 as the front end portion of the vehicle body. In addition, the lateral displacement load is transmitted, and the load absorption amount is secured.

  In addition, the above-described subframe 15 connects the left and right front side frames 11 and 11 in the vehicle width direction with the respective cross members 18 and 19 before and after the subframe 15, and the load absorbing portion 36 is connected to the tip end portion (tip member) of the subframe 15. By configuring with the sub-crash can 33 provided in 17), the lateral displacement load of the vehicle body is generated from the moment when the small overlap collision starts without using the power train.

  Further, as shown in FIGS. 9 and 10, a branch member 34 extending from the front end member 17 as the front end portion of the subframe 15 to the vehicle width direction outer side and the front end direction via the bracket 40 is provided. The front end of 34 and the front end member 17 which is the front end of the subframe 15 are connected by a set plate 37 that can be deformed in the vehicle width direction, and in other words, the subframe 15 side of the intermediate portion of the branch member 34 in the vehicle longitudinal direction. For example, a U-shaped member 35 that separates from the tip member 17 of the sub-frame 15 and absorbs the load in the vehicle width direction is provided inside the branch member 34 in the vehicle width direction.

  Accordingly, when the set plate 37 and the branch member 34 are deformed inward in the vehicle width direction as indicated by phantom lines α and β in FIG. The above-mentioned U-shaped member 35 is crushed, increasing the load absorption amount, transmitting the load in the lateral direction, causing the lateral displacement load to act on the distal end member 17 as the highly rigid frame distal end portion, and causing the vehicle body to laterally deviate. It is configured to be deformed.

  That is, at the time of a small overlap collision, a lateral displacement load is surely generated at the distal end of the highly rigid frame (the distal end member 17) to sufficiently deform the vehicle body.

  Here, as shown in FIG. 5, the rear end portion of the branch member 34 is joined and fixed to the branch member joining bracket 40, and the backward movement of the branch member 34 is restricted by the bracket 40. At the time of the small overlap collision, the above U-shaped member 35 is deformed between the set plate 37 indicated by the imaginary line α in FIG. 5 and the branch member 34 indicated by the imaginary line β in FIG. The U-shaped member 35 is used to transmit a lateral displacement load to a portion of the tip member 17 facing the connecting pipe 31 and the front cross member 18 in the vehicle width direction.

  In addition, as shown in FIG. 5 and FIG. 9, the set plate 37 as the connecting portion also serves as a support portion of the sub-crash can 33 as the front-rear direction load absorbing member. The sub frame 15 is configured to be supported to the outside in the vehicle width direction.

  Further, as shown in FIG. 10, the above-mentioned branch member 34 is formed in an inwardly open U-shape, and the U-shaped member 35 is formed in an outwardly open U-shape. By forming the closed cross-section 41 together with the member 35, the above-mentioned U-shaped member 35 is provided with a contact surface 35a for transmitting a lateral displacement load to the tip member 17 of the subframe 15, and the above-described closed cross-section. 41, the branch member 34 and the U-shaped member 35 are both configured to be lightweight and highly rigid.

  Further, as shown in FIG. 5, the U-shaped member 35 described above is in the vehicle front-rear direction with respect to the vehicle center side connecting portion of the branch member 34, that is, the vehicle rear side connecting portion (see the arrangement position of the branch member joining bracket 40). Is provided at a position facing the connecting pipe 31 or the front cross member 18 positioned in the vehicle width direction on the front end side, and the front end side of the position where the branch member 34 is connected to the tip member 17 via the bracket 40. The lateral displacement load is effectively transmitted to the vehicle body, and the vehicle body is effectively laterally displaced via the connecting pipe 31 and the front cross member 18.

  As shown in FIGS. 5, 8, and 9, the above-described sub-crash can 33 includes the front end side of the sub-frame 15, that is, the front end side of the front end member 17 from the front end side in the vehicle front-rear direction and the front end. An inclined stay 42 as an inclined reinforcing portion extending inclinedly outward from the member 17 in the vehicle width direction, and an inclined bead 43 are provided.

  As shown in FIGS. 5, 8, and 9, the inclined stay 42 described above is formed in an inverted L shape having a substantially horizontal upper surface portion 42a and a vertical surface portion 42b extending downward from the rear end of the upper surface portion 42a. As shown in FIG. 8, the inclined panel 42 connects the upper panel 33A and the lower panel 33B in the vertical direction.

  In order to provide the above-described inclined stay 42 inside the sub-crash can 33, as shown in FIG. 5, the upper panel 33A has welding openings 33c and 33c, and the direction in which the upper surface portion 42a of the inclined stay 42 is arranged. The upper surface portion 42a of the inclined stay 42, in which the vertical surface portion 42b is fixed to the lower panel 33B in advance by welding, is continuously welded along the mouth edges of the above-described openings 33c and 33c.

  Here, the arrangement angle of the inclined stay 42, more specifically, the angle formed by the set plate 37 and the vertical surface portion 42b of the inclined stay 42, without excessively increasing the proof strength of the sub-crash can 33 at the time of the vehicle front collision, In addition, an arbitrary angle can be set for the purpose of accurately transmitting the lateral displacement load at the time of the small overlap collision to the vehicle body, and the angle is preferably about 45 degrees.

Further, it is more preferable that the above-described inclined stay 42 is arranged at a right angle or a substantially right angle with respect to the inclined surface portion 33S of the sub-crash can 33 from the viewpoint of improving the load transmission performance.
The above-described inclined beads 43 are formed so as to protrude downward from the upper surface portion as a horizontal surface portion of the load absorbing portion, in this embodiment, as a horizontal surface portion in the upper panel 33A of the sub-crash can 33.

  As shown in FIG. 5, the inclined bead 43 is formed in an annular shape along the peripheral edge of the upper surface portion 42a so as not to interfere with the upper surface portion 42a of the inclined stay 42. You may form the at least 1 linear inclination bead in alignment with the vertical surface part 42b of the inclination stay 42 in the lower panel 33B of the crash can 33. FIG.

  By providing the above-described sub-crash can 33 with the inclined stay 42 or the inclined bead 43 as the inclined reinforcing portion, the sub-crash can 33 can be prevented from undergoing a large shape change and a rise in the proof strength in the vehicle front-rear direction. Strength is increased in the inclination direction (refer to the direction of the load absorption vector Vb shown in FIG. 5), and the lateral displacement load is directly applied to the distal end member 17 which is a highly rigid frame distal end portion, and the lateral displacement load is transmitted to the distal end member 17 sufficiently. Thus, the vehicle body is reliably deformed laterally with respect to the collision object Z, and the impact load is received by the tip member 17 via the sub-crash can 33 during a normal offset collision.

In addition, the upper panel 33A and the lower panel 33B of the sub-crash can 33 are connected in the vertical direction by the above-described inclined stay 42, so that the sub-crash can 33 is lighter and more rigid.
Further, by forming the inclined reinforcing portion with the above-described inclined bead 43, the inclined bead 43 is relatively easily deformed with respect to the input load from the vehicle longitudinal direction, and the input load from the oblique direction at the time of the small overlap collision. Since it has a proof strength, while increasing the proof strength in the tilt direction of the sub-crash can 33, the proof strength in the front-rear direction is configured to suppress the rise.

In addition, as shown in FIG. 5, the rear side in the vehicle front-rear direction of the inclined stay 42 and the inclined bead 43 as the inclined reinforcing portion is provided at a position close to the connecting pipe 31 or the front cross member 18.
As a result, the lateral displacement load is effectively transmitted to the vehicle body and distributed through the connecting pipe 31 or the front cross member 18.

  Here, instead of the configuration shown in FIG. 5, the rear end side of the inclined stay may be provided so as to face the connecting pipe 31 and the front cross member 18 in the vehicle width direction, as indicated by a virtual line α in FIG. Of course, the number of inclined stays is not limited to one, and a plurality of inclined stays may be provided.

  11 is an enlarged bottom view of the main part of FIG. 1, FIG. 12 is an enlarged plan view showing a support structure of the lower arm 27 in the vehicle longitudinal direction center side, that is, the vehicle longitudinal direction rear side, and FIG. 13 is taken along the line DD in FIG. FIG. 14 is a plan view showing the lower arm 27 as a single unit.

  As shown in FIG. 11, concave and convex tunnel members 3a extending in the vehicle front-rear direction are integrally formed on both sides of the tunnel portion 3 in the vehicle width direction (however, only the right side in the vehicle width direction is shown in the drawing). A tunnel lower member 45 is attached between the front end portions on both sides in the vehicle width direction of the tunnel portion 3 and the kick-up portion or the rear portion of the front side frame 11.

  On the other hand, as shown in FIG. 11, the rear cross member 19 in the sub-frame 15 is provided integrally with a rear center member 46 extending in the vehicle width direction and an end portion of the rear center member 46 in the vehicle width direction. And the rear side member 47 connected to the front and rear members 16 described above.

  The above-mentioned rear side member 47 is formed by combining an upper member 47A and a lower member 47B as shown in FIG. 13, and in this embodiment, as shown in FIG. 13, between the upper and lower members 47A and 47B. With the collar 48 interposed, the above-mentioned members 47A and 47B are fixed with bolts 49, and a closed cross section 50 is formed between the upper member 47A and the lower member 47B.

  As shown in FIGS. 11, 12, and 13, a lower arm mounting bracket 51 is welded and fixed to a lower portion of the kick-up portion of the front side frame 11.

Incidentally, as the lower arm 27 is shown as a single body in FIG. 14, the lower arm 27 includes an arm main body 27A including a front arm portion 27A1 extending in the vehicle width direction and a rear arm portion 27A2 extending rearward in the vehicle front-rear direction. A front mounting bracket 27B which is welded and fixed on the inner side in the vehicle width direction on the front side of the arm main body 27A, a front shaft portion 27F as a front shaft portion located on the front end side in the vehicle front-rear direction, and a center in the vehicle front-rear direction This is an A-type lower arm having a rear shaft portion 27R as a central shaft portion located on the side and a connecting portion 27N (knuckle connecting portion) for connecting the knuckle 24 shown in FIG.
The front shaft portion 27F is provided on the inner side in the vehicle width direction of the bracket 27B, and the rear shaft portion 27R is provided on the inner side in the vehicle width direction and on the rear end of the arm body 27A. 27N is provided at the outer end of the arm body 27A in the vehicle width direction.

  Further, in this embodiment, as shown in FIG. 14, both the front shaft portion 27F and the rear shaft portion 27R are configured such that their axial cores are directed in the vehicle front-rear direction.

  The knuckle 24 is connected to a damper support portion 80 shown in FIG. 1 through a damper (not shown), and a coil spring is disposed coaxially with the damper to constitute a strut type suspension. doing.

As shown in FIGS. 12 to 14, the rear shaft portion 27 </ b> R includes a lower arm pin 52, a rubber 54, an inner cylinder 55, an outer cylinder 56, and a dynamic damper 57. The rear shaft portion 27 </ b> R composed of 57 is supported by a bracket 58 as a bearing portion.
The bracket 58 serving as a bearing portion that supports the rear shaft portion 27R of the lower arm 27 is provided with a pair of left and right fastening portions 59 and 60.

  As shown in FIGS. 12 and 13, nuts 61 and 62 are welded and fixed in advance on the vehicle body side where the fastening portions 59 and 60 are fastened. As shown in the figure, the nut 61 for fastening the fastening portion 59 on the inner side in the vehicle width direction is welded and fixed in advance in the closed section 50 of the lower member 47B of the rear side member 47, and the fastening portion 60 on the outer side in the vehicle width direction. The nut 62 for fastening is fixed to the bracket 51 attached to the lower part of the kick-up portion of the front side frame 11 by welding.

  A pair of left and right fastening portions 59 and 60 are attached to the rear side member 47 and the bracket 51 using bolts 63 and 64 fastened to the nuts 61 and 62, respectively.

  Here, as shown in a plan view in FIG. 12, the above-described nut 62 is welded and fixed to a bracket 51 with a portion of the entire outer periphery of the nut 62 at welded portions W <b> 1 and W <b> 2, and a bracket 51 through which a bolt 64 is inserted. The bolt insertion hole 51a has a substantially rhombic shape with sharpened front and rear ends so as to be displaced in the circumferential direction from the welded portions W1 and W2, thereby fastening the inner side in the vehicle width direction to the fastening portion 60 in the vehicle width direction. A separation promoting portion 65 that promotes separation is provided rather than the portion 59.

  This ensures the support rigidity of the lower arm 27 at the normal time (non-collision) by the pair of left and right fastening portions 59, 60, and a crack is generated in the sharp portion of the bolt insertion hole 51a due to the load at the time of the collision. When the bolt 64 is pulled out, the fastening portion 60 on the outer side in the vehicle width direction is detached, and the lower arm 27 is configured to allow swinging toward the vehicle rear side around the bolt 63.

  As shown in FIG. 14, a service hole 66 for attaching a subframe is formed in an intermediate portion of the arm main body 27 </ b> A of the lower arm 27, and the service hole 66 extends outward in the vehicle width direction from the outer edge in the vehicle width direction. A bulging reinforcing portion 67 extending inward and a bulging reinforcing portion 68 extending from the vehicle rear side edge of the service hole 66 to the vehicle rear side are integrally formed.

Further, as shown in FIG. 14, a bulging reinforcing portion 69 that extends from the rear end of the arm body 27A immediately before the rear shaft portion 27R to the vehicle front side, and the front portion in the vehicle width direction of the reinforcing portion 69 are continuous. And a reinforcing portion 70 that rises in a substantially truncated cone shape, and is relatively formed with respect to the reinforcing portions 68 and 70 between the rear end of the reinforcing portion 68 and the front end of the reinforcing portion 70. A valley portion 71 having a low height (width in the vertical direction) is formed, and this valley portion 71 is formed as a deformation promoting portion by making the secondary moment lower than the two reinforcing portions 68 and 70 adjacent to each other. .
As shown in the bottom view in FIG. 11, the above-described reinforcing portions 67 to 70 are also integrally formed on the lower surface of the arm body 27A of the lower arm 27, and the reinforcing portions 67 to 70 on the lower surface of the arm body 27A are vertically It is formed so as to bulge or rise below the direction.

That is, a trough portion 71 is formed at the rear end portion of the vehicle rear arm portion 27A2 of the A-type lower arm 27 as a deformation promoting portion that is deformed inward in the vehicle width direction under the collision load of the front wheel 26. The trough portion 71 is formed at the vehicle rear side end of the reinforcing portion 68 described above.
The reinforcing portion 68 makes it possible to reinforce the service hole 66 and the formation of the valley portion 71 as a deformation promoting portion, and the valley portion 71 at the vehicle rear end of the reinforcing portion 68 has a rigidity necessary for normal traveling. The rigidity of the lower arm 27 is relatively low and the stress at the time of collision is concentrated on this portion to deform the lower arm 27 inward in the vehicle width direction.

The trough portion 71 may not be a trough shape as long as stress is concentrated. For example, by providing an opening or changing the thickness of the lower arm or the height of the flange, the second moment of the section is locally increased. It may be reduced to a low value, or a low-rigidity material may be used locally.
Further, the rear portion between the knuckle coupling portion of the lower arm 27 and immediately before the rear support portion is provided with a valley portion 71 which is a deformation promoting portion. The knuckle coupling portion of the lower arm 27 and the rear shaft Of the arm length between the portions 27R, it indicates a range of one third or less from immediately before the rear shaft portion 27R, and is preferably provided on the rear end side as much as possible. In the present embodiment, a range of one quarter or less Is provided. Thereby, the front wheel 26 can be largely displaced outward in the vehicle width direction by utilizing most of at least two-thirds of the arm length of the lower arm 27.

  As shown in FIG. 14, the front mounting bracket 27B is mounted by continuous welding so as to abut against the front shaft portion 27F from the outside in the vehicle width direction. Strong against the load in the vehicle longitudinal direction, and relatively weak against the load (tensile force) from the inside in the vehicle width direction to the outside in the vehicle width direction because the load in the peeling direction is applied to the weld. The front shaft portion 27F of 27 is formed to have a lower tensile rigidity than the knuckle connecting portion 27N.

  Then, as shown in FIG. 3, the lower arm 27 has a virtual line in FIG. 3 after separation, fracture or separation of the front shaft portion 27F, specifically after separation, fracture or separation of the bracket 27B with respect to the front shaft portion 27F. As shown by the figure, it swings around a bolt 63 (see FIG. 13) in the vicinity of the rear shaft portion 27R and displaces at least the outer end in the vehicle width direction of the rim portion 26a of the front wheel 26 toward the outer side of the side sill 5. Consists of shape.

  In addition, as shown in FIG. 3, the front wheel 26 has a rim portion 26 a, and the front end or side sill of the hinge pillar 4 as a vehicle body member close to the front wheel 26 on the rear side in the vehicle front-rear direction of the front wheel 26. A front-rear direction gap g1 is formed between the front end of the front wheel 26 and at least the rim portion 26a of the front wheel 26 is allowed to displace the outer end in the vehicle width direction outward of the side sill 5.

Thereby, at the time of the small overlap collision in which the colliding object collides with the front wheel 26, first, the rear end portion of the lower arm 27 is arranged in the vehicle width direction by the valley portion 71 which is a deformation promoting portion of the rear end portion of the A-type lower arm 27. Next, the front side shaft portion 27F, which is the front end side shaft portion of the lower arm 27, is separated, broken, or peeled off. For more information,
When the rear end portion of the lower arm main body 27A is deformed inward in the vehicle width direction, the lower arm main body 27A tilts backward, and the relative position of the connecting portion 27N with respect to the front shaft portion 27F is displaced rearward in the vehicle front-rear direction, or By further increasing the rearward shift from the initial position, the tensile load on the outer side in the vehicle width direction on the front shaft portion 27F accompanying the rearward displacement of the front wheels in the vehicle front-rear direction increases. Therefore, the bracket 27B welded and fixed to the front shaft portion 27F is separated, broken, or peeled off, and then the lower arm 27 is swung as indicated by a virtual line in FIG.
In the present embodiment, the rim portion 26a abuts on the outer end in the vehicle width direction of the front end of the hinge pillar 4 or the front end of the side sill 5, and the front wheel 26 swings outward in the vehicle width direction around the tip of the side sill 5 by the reaction force. The side sill 5 is pushed outward in the vehicle width direction. That is, the front wheel 26 is displaced outward of the side sill 5 to generate a lateral load (reaction force). This restrains the front wheel 26 from being received at the front end of the side sill 5, and when the front wheel 26 is deflected to the outside of the side sill 5, a lateral displacement load is generated by the reaction force, and the side sill 5 passes through the front wheel 26. It is configured to prevent the impact load from being transmitted to the front end.
The front wheel 26 once displaced to the outside of the side sill 5 at the time of the small overlap collision by the above-described lower arm 27 is connected to the vehicle body by the lower arm 27 or a damper (not shown). As shown by an arrow in FIG. 3, the side sill 5 behind the hinge pillar 4 is pressed from the outside.

  For this reason, as shown in FIGS. 3 and 4, the side sill 5 as a vehicle body member located on the rear side in the vehicle front-rear direction of the wheel house 13 (see FIG. 1) has a front wheel receiving portion 5g which is a wheel receiving portion. Is provided.

As shown in FIG. 4, the side sill 5 in the above-described front wheel receiving portion 5g is formed in a double closed cross-sectional structure of a side sill closed cross-section 5d and a closed cross-section 5f by the front reinforcement 5e, and the side sill outer 5c The joint flange 5c1, the upper side part 5c2, the outer side part 5c3, the lower side part 5c4, and the lower side joint flange 5c5 are formed in a substantially U-shape to ensure box-shaped rigidity.
The front reinforcement 5e preferably faces the torque box 10 in the vehicle width direction and is further connected.
The front reinforcement 5e may be connected to the cross member 8 directly or by a reinforcing member.

  As a result, the impact in the vehicle longitudinal direction can be distributed in the vehicle width direction, and a lateral displacement load can be generated also at the front wheel receiving portion 5g. Further, the front wheel receiving portion 5g can cause a side collision. It is configured so that the rigidity can be improved.

  In this embodiment, the longitudinal load and the lateral load in the normal state are configured to be handled by the rear shaft portion 27R and the bracket 58 which is the bearing portion. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side in the vehicle width direction, arrow OUT indicates the outer side of the vehicle, and arrow UP indicates the upper side of the vehicle. .

  Thus, in the vehicle body structure of the automobile of the above embodiment, the front wheel 26 and the knuckle 24 that pivotally supports the front wheel 26 are disposed on the side of the vehicle body in the front-rear direction of the vehicle from the passenger compartment. A knuckle connecting portion 27N to be connected, a front arm portion 27A1 extending inward in the vehicle width direction from the knuckle connecting portion 27N, a rear arm portion 27A2 extending rearward in the vehicle front-rear direction from the front arm portion 27A1, and a vehicle front-rear direction On the front side, located on the vehicle width direction center side of the front arm portion 27A1, and located on the rear side in the vehicle front-rear direction of the front side shaft portion 27F pivoted on the vehicle body side and the rear arm portion 27A2, A vehicle body structure having an A-type lower arm 27 having a rear shaft portion 27R pivotally supported by the vehicle, wherein the rear load in the vehicle front-rear direction from the front wheel 26 is applied to the rear portion of the A-type lower arm 27. A deformation promoting portion (see valley portion 71) that receives and deforms inward in the vehicle width direction is provided, and the front shaft portion 27F of the lower arm 27 is set to have a lower tensile rigidity than the connection rigidity of the knuckle connection portion 27N, and The lower arm 27 is sized and shaped to swing around the vicinity of the rear shaft portion 27R after the separation, fracture or separation of the front shaft portion 27F, and to displace the front wheel 26 outwardly of the side sill 5. At least the vehicle width direction of the rim portion 26a of the front wheel 26 is between the rim portion 26a of the front wheel 26 and a vehicle body member (hinge pillar 4 or side sill 5) close to the front wheel 26 behind the front wheel 26 in the vehicle longitudinal direction. A front-rear direction gap g1 that allows the outer rear end portion to be displaced outward from the side sill 5 is formed (see FIGS. 3 and 14).

  According to this configuration, at the time of the small overlap collision in which the colliding object collides with the wheel (front wheel 26), first, the deformation promoting portion (the valley portion 71) at the rear end portion of the A-type lower arm 27 causes the rear arm 27 to The side end portion is bent and deformed inward in the vehicle width direction, and then the front shaft portion 27F of the lower arm 27 is separated, broken or peeled off. Thereafter, the lower arm 27, which is largely deformed and maintained in a long shape, is swung, and the wheel (front wheel 26) is largely displaced outward of the side sill 5 to generate a lateral load (reaction force).

Thus, when the wheel (front wheel 26) is not received by the tip of the side sill 5 and the wheel (front wheel 26) is deflected to the outside of the side sill 5, a lateral load is generated by the reaction force, and the wheel The impact load is prevented from being transmitted to the front end of the side sill 5 via the (front wheel 26).
In short, at the time of the above-described collision, it is possible to generate a lateral displacement load of the vehicle body while suppressing the collision between the front end of the side sill 5 and the wheel (front wheel 26), and promote lateral displacement displacement from the collision object.

  In one embodiment of the present invention, a vehicle body rigid member (see subframe 15) facing the vehicle body in the vehicle width direction of the deformation promoting portion (see valley portion 71) of the lower arm 27 is provided. The rigid member (subframe 15) is in contact with the deformation promoting portion (the valley portion 71) in a state where the knuckle connecting portion 27N that moves backward upon receiving a collision load is located on the front side in the vehicle front-rear direction with respect to the rear shaft portion 27R. They are arranged at a distance of contact (see FIGS. 11 and 14).

  According to this configuration, the vehicle body rigid member (see the subframe 15) suppresses the amount of deformation of the deformation promoting portion (the valley portion 71) of the lower arm 27 inward in the vehicle width direction, so that the front shaft portion 27F is separated, broken, or The separation of the lower arm 27 can be ensured for a long radius to swing the front wheel 26 of the separated lower arm 27, and the lower arm can be displaced even when the front wheel 26 is displaced outward in the vehicle width direction with the deformation promoting portion (valley portion 71) as a fulcrum. The reaction force directed inward in the vehicle width direction from 27 to the vehicle body can be transmitted, and the lateral displacement of the vehicle body can be accelerated.

  In one embodiment of the present invention, the lower arm 27 is provided with a service hole 66 for attaching the subframe 15, and a reinforcing portion 68 extending at least from the vehicle rear side edge of the service hole 66 to the vehicle rear side. Formed on the lower arm 27, the deformation promoting portion (the valley portion 71) is formed at the vehicle rear side end of the reinforcing portion 68 (see FIG. 14).

  According to this configuration, the reinforcing portion 68 can achieve both the reinforcement of the service hole 66 and the shape of the deformation promoting portion (the valley portion 71), and the deformation promoting portion (the valley portion) at the vehicle rear side end of the reinforcing portion 68. 71) is relatively low in rigidity, so that the stress at the time of collision can be concentrated on this portion, and the lower arm 27 can be deformed inward in the vehicle width direction.

  Furthermore, in one embodiment of the present invention, the bearing portion (see bracket 58) that supports the rear shaft portion 27R of the lower arm 27 is provided with a pair of left and right fastening portions 59 and 60, and the pair of left and right One of the fastening portions 59, 60 is provided with a detachment promoting portion 65 that promotes detachment more than the other 59 of the fastening portions 59, 60 (see FIG. 12).

  According to this configuration, the lower arm support rigidity is ensured by the pair of left and right fastening portions 59 and 60 at the normal time (non-collision) and the lower arm 27 is shaken by the detachment of the one fastening portion 60 by the detachment promoting portion 65 at the time of collision. In particular, even if the rear shaft portion 27R of the lower arm 27 is a front-rear shaft oriented in the vehicle front-rear direction, swinging of the lower arm 27 can be promoted regardless of the axial direction. .

  Furthermore, in one embodiment of the present invention, a frame (see subframe 15) extending in the front-rear direction of the vehicle is provided on the side of the vehicle body, and the front end of the frame (subframe 15) is subjected to the vehicle body during a small overlap collision. A lateral displacement promoting means (see the load absorbing portion 36) for laterally deforming the front end portion is provided (see FIG. 5).

According to this configuration, since the lateral displacement promoting means (load absorbing portion 36) is provided at the front end of the frame (subframe 15), at the time of a small overlap collision, the colliding object first hits the lateral displacement promoting means (the load absorbing portion 36). In the state where the lateral load is generated, the colliding object collides with the wheel (front wheel 26), deflects the wheel (front wheel 26) to the outside of the side sill 5, and the reaction force causes further lateral displacement. Generate a load.
For this reason, while being able to earn time and a stroke until an impact object hits a wheel (front wheel 26), expansion of a lateral slip load can be aimed at.

  In addition, in one embodiment of the present invention, a wheel receiving part (see front wheel receiving part 5g) is provided on a vehicle body member (see side sill 5) located on the vehicle rear side of the wheel house 13. .

  According to this configuration, the impact in the vehicle front-rear direction can be dispersed in the vehicle width direction, and a laterally offset load can be generated at the wheel receiving portion (front wheel receiving portion 5g). Further, the side impact rigidity can be improved by the wheel receiving portion (front wheel receiving portion 5g).

In the correspondence between the configuration of the present invention and the above-described embodiment,
The wheel of the present invention corresponds to the front wheel 26 of the embodiment,
Similarly,
The vehicle body rigid member corresponds to the subframe 15,
The deformation promoting part corresponds to the valley part 71,
The bearing portion that supports the rear shaft portion corresponds to the bracket 58,
The frame corresponds to subframe 15,
The lateral deviation promoting means corresponds to the load absorbing portion 36,
The vehicle body member close to the wheel corresponds to the hinge pillar 4 or the side sill 5,
The vehicle body member located on the rear side in the vehicle longitudinal direction of the wheel house corresponds to the side sill 5,
The wheel receiving part corresponds to the front wheel receiving part 5g,
The present invention is not limited to the configuration of the above-described embodiment.
For example, the lower arm and the vehicle body shape may be dimensioned so that the entire rim portion is displaced outward in the vehicle width direction without contacting the side sill.

  As described above, the present invention includes an A-type lower arm having a front shaft portion located on the front side in the vehicle front-rear direction, a rear shaft portion located on the rear side in the vehicle front-rear direction, and a knuckle connecting portion. This is useful for the structure of automobile bodies.

4 ... Hinge pillar (body member)
5. Side sill (body member)
5g ... front wheel receiving part (wheel receiving part)
13 ... Wheelhouse 15 ... Subframe (frame)
24 ... Knuckle 26 ... Front wheels (wheels)
26a ... Rim 27 ... Lower arm 27A1 ... Front arm 27A2 ... Rear arm 27F ... Front shaft (tip shaft)
27N ... Connection part (knuckle connection part)
27R: Rear shaft (center shaft)
36 ... Load absorbing part (lateral deviation promoting means)
58 ... Bracket (bearing part)
59, 60 ... Fastening part 66 ... Service hole 68 ... Reinforcement part 71 ... Valley part (deformation promotion part)
g1 ... front-rear direction interval

Claims (6)

A wheel and a knuckle that pivotally supports the wheel are disposed on the side of the vehicle body in the front-rear direction of the vehicle from the passenger compartment, and a knuckle connecting portion that is connected to the knuckle, and from the knuckle connecting portion to the inside in the vehicle width direction A front arm portion that extends, a rear arm portion that extends rearward in the vehicle front-rear direction from the front arm portion, and a front side in the vehicle front-rear direction that is positioned on the vehicle width direction center side of the front arm portion and is pivotally supported on the vehicle body side A front shaft portion,
A vehicle body structure of an automobile provided with an A-type lower arm that is located on the rear side in the vehicle longitudinal direction of the rear arm portion and has a rear shaft portion pivotally supported on the vehicle body side,
The rear between the knuckle connecting portion or al rear support portion immediately before the A-type lower arm, deformation promoting portion that deforms inward in the vehicle width direction by receiving a vehicle collision load in the longitudinal direction backward from the wheel is provided,
The front shaft part of the A-type lower arm is set to have a lower tensile rigidity than the connection rigidity of the knuckle connection part,
The A-type lower arm swings around the vicinity of the rear shaft after the front shaft is separated, broken or peeled off,
The wheel is dimensioned to displace the side sill outward,
Between the rim portion of the wheel and the vehicle body member adjacent to the wheel at the rear of the wheel in the longitudinal direction of the vehicle, at least the rear end portion on the outer side in the vehicle width direction of the rim portion of the wheel is on the outer side of the side sill. A vehicle body structure having a front-rear direction interval that allows displacement to the right. A vehicle body rigid member facing and facing the vehicle width direction inner side of the deformation promoting portion of the A-type lower arm is provided, and the vehicle body rigid member has the knuckle connecting portion that moves backward upon receiving a collision load from the rear shaft portion. 2. The vehicle body structure according to claim 1 , wherein the vehicle body structure is disposed at a distance in contact with the deformation promoting portion in a state of being forward of the vehicle longitudinal direction. A service hole for mounting the subframe is formed in the A-type lower arm,
At least a reinforcing portion extending from the vehicle rear side edge of the service hole to the vehicle rear side is formed on the A-type lower arm,
The automobile body structure according to claim 1, wherein the deformation promoting portion is formed at a vehicle rear side end of the reinforcing portion. The bearing portion that supports the rear shaft portion of the A-type lower arm is provided with a pair of left and right fastening portions,
The vehicle body structure according to any one of claims 1 to 3, wherein one of the pair of left and right fastening portions is provided with a separation promoting portion that promotes separation more than the other of the fastening portions. A frame extending in the front-rear direction of the vehicle is provided at the side of the vehicle body,
The vehicle body structure according to any one of claims 1 to 4, wherein a lateral displacement promoting means for laterally deforming the vehicle body front end portion in a small overlap collision is provided at a front end portion of the frame. To the vehicle body member located in the vehicle longitudinal direction rear side of the wheel house, a vehicle body structure for an automobile according to any one of claims 1 to 5, a wheel receiving portion reinforced to the vehicle width direction load is provided .

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