JP6172841B2 - 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 almost coincide. 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 includes a main frame, an upper frame positioned upward and outward of the main frame, an engine supported by the main frame, and an upper suspension holding for holding an upper suspension. A plurality of reinforcing members different from the members, and the main frame has a reinforcing portion whose strength is higher than other portions of the main frame around a position where the engine is supported. The plurality of reinforcing members extend radially from substantially the same position of the reinforcing portion, bridge the front portion of the upper frame with respect to the upper suspension holding member and the reinforcing portion, and the longitudinal direction of the reinforcing portion And the position in an up-down direction exists in the range of the side surface position of the side direction of the outward direction of the said engine.

  Preferably, it has a connection part which connects the reinforcement part and the reinforcement member, and the connection part is connected to the upper member which is arranged in the position of the upper direction to the reinforcement part, and the reinforcement part An inner member disposed at an inward position, and the upper member and the reinforcing member are connected to each other.

  Suitably, it has a connection part which connects the said reinforcement part and the said reinforcement member, and the said connection part is connected with the said reinforcement member in the position of the outward direction of the said reinforcement part.

  Preferably, an engine mount for holding the engine with respect to the main frame is provided, and the reinforcing portion is at least another part of the main frame by connecting the engine mount to the main frame. Strength is higher than.

  Preferably, the reinforcing portion has at least a member for controlling the amount of collision energy absorbed by the main frame, so that the strength is higher than the other portions of the main frame.

Preferably, the strength of the reinforcing portion is higher than that of other portions of the main frame when at least a battery holding member for holding a battery is connected to the main 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. It is explanatory drawing of 2nd Embodiment. It is explanatory drawing of 3rd Embodiment. It is explanatory drawing of 4th Embodiment. It is explanatory drawing of 5th 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 where the engine mount 53 that connects the engine 51 and the main frame 3 is connected to the main frame 3 and consequently the strength of the main frame 3 is increased (see FIG. 2 (a) and FIG. 2 (b)). In the first embodiment, it is not necessary that the strength is higher than that of the other main frame 3 only by connecting the engine mount 53, and the strength is increased by adding a reinforcing member or the like. May be.

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.

  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 main frame 3 by an engine mount 53. By connecting the engine mount 53 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 connected to the engine mount 53 but also connected to the connection structure (flange, bolt and nut, and the main frame 3 is thickened for connection). The reinforcing portion 19 may be formed by being 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).

  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.

  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.
Thus, when connecting the reinforcing member 17 and the connecting member 15 on the upper surface of the main frame 3, the connecting member 15 includes the upper member 15a disposed on the upper surface of the main frame 3, and It has the inner member 15b arrange | positioned at the surface of the main frame 3 in the 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.
Note that this modification can be applied to other embodiments described below unless otherwise specified, but the description is omitted below for the sake of brevity.

  FIG. 5 is an explanatory diagram of the second embodiment.

In the first embodiment, the strength of the reinforcing portion 19 is higher than that of the other portions of the main frame 3 when the engine mount 53 is connected to the main frame 3.
Alternatively, in the first embodiment, the strength of the reinforcing portion 19 is higher than that of other portions of the main frame 3 due to the presence of other members that allow the engine mount 53 and the main frame 3 to be connected.
In the second embodiment, the strength adjusting member 20 is provided inside or outside of the main frame 3 separately from the engine mount 53, so that a portion whose strength is higher than other portions of the main frame 3 is reinforced. In this embodiment, the unit 19 is used.
As shown in FIG. 5A, the strength adjusting member 20 may be provided with the second reinforcing portion 19b by disposing the second strength adjusting member 20b in a portion that is not within the range A of the engine side surface position.
The strength adjusting member 20 (second strength adjusting member 20b) is provided to adjust the drag force when the main frame 3 collides. By providing the strength adjusting member 20 (second strength adjusting member 20b), the designer can generate a drag force at the time of collision at a desired position.
However, depending on the case, the strength adjusting member 20 (second strength adjusting member 20b) may be provided for other purposes.

  Further, in the second embodiment, all of the reinforcing portions 19 may not be in the range A of the engine side surface position as shown in FIG.

  FIG. 6 is an explanatory diagram of the third embodiment.

  Even when the battery 57 is connected to the main frame 3 via the battery mount 55, the strength of the portion is higher than the other portions of the main frame 3. This is the same as in the first embodiment.

  FIG. 7 is an explanatory diagram of the fourth embodiment.

The upper suspension holding member 7 is a member having a relatively high strength in order to hold the upper suspension. By positioning the upper suspension holding member 7 in the range A of the engine side surface position, the above-described effects can be exhibited.
In this case, the reinforcing member 17 is connected to the upper suspension holding member 7.

  FIG. 8 is an explanatory diagram of the fifth embodiment.

  Unlike the fourth embodiment, the upper suspension holding member 7 may be provided on the suspension reinforcement portion 7a.

3 Main frame 7 Upper suspension holding member 7a Suspension reinforcement part (reinforcement part)
13 Upper frame 13a Upper frame linear portion 13b Upper frame bent portion 15 Connection member 15a Upper member 15b Inner member 17 Reinforcement member 19 Reinforcement portion 20 Strength adjustment member 31 Upper frame front end portion 51 Engine 53 Engine mount 55 Battery mount portion 57 Battery 103 Collision Object A Range of lateral position of the engine in the lateral direction

Claims (6)

The mainframe,
An upper frame located above and outside the main frame;
An engine supported by the main frame;
A plurality of reinforcing members different from the upper suspension holding member for holding the upper suspension;
The main frame has a reinforcing portion whose strength is higher than other parts of the main frame around a position where the engine is supported,
The plurality of reinforcing members extend radially from substantially the same position of the reinforcing portion, and bridges the reinforcing portion and a portion of the upper frame that is forward of the upper suspension holding member,
The position in the front-rear direction and the vertical direction of the reinforcing portion is within the range of the side position in the side direction in the outer direction of the engine. A connecting portion for connecting the reinforcing portion and the reinforcing member;
The connecting portion is
An upper member disposed at an upper position with respect to the reinforcing portion;
An inner member disposed at an inward position with respect to the reinforcing portion,
The vehicle body structure according to claim 1, wherein the upper member and the reinforcing member are connected. A connecting portion for connecting the reinforcing portion and the reinforcing member;
The vehicle body structure according to claim 1, wherein the connection portion is connected to the reinforcing member at a position in an outer direction of the reinforcing portion. An engine mount for holding the engine with respect to the main frame;
4. The vehicle body structure according to claim 2, wherein the reinforcing portion has a strength higher than that of other portions of the main frame at least when the engine mount is connected to the main frame. The strength of the reinforcing portion is higher than that of other portions of the main frame by having at least a member for controlling the amount of collision energy absorbed by the main frame. Body structure described. 4. The vehicle body according to claim 2, wherein at least a battery holding member for holding a battery is connected to the main frame so that the strength of the reinforcing portion is higher than that of other portions of the main frame. Construction.

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