JP6937083B2 - Vehicle structure - Google Patents

Description

The present invention relates to a vehicle structure such as an automobile, and more particularly to a vehicle structure capable of enhancing the impact absorption performance at the time of a front collision of the vehicle.

As a vehicle structure, as described in Patent Document 1, a pair of left and right front side members extending in the front-rear direction of the vehicle are arranged on both sides of the engine room in the front portion of the vehicle in the vehicle width direction, and the pair of front members are arranged. A configuration in which both ends of the suspension member in the vehicle width direction are attached to the side members is often adopted. In a vehicle structure having such a configuration, when a front collision of the vehicle occurs, a rigid break point is set in the front side member as a means for absorbing and mitigating the collision load, and when the front collision of the vehicle occurs. , A means for positively bending and deforming the front side member from the rigidity breaking point is adopted. According to such a configuration, the collision load at the time of the front collision of the vehicle can be absorbed and relaxed by the deformation of the front side member.

However, in the above-mentioned prior art, there is still room for improvement as described below.

That is, when the suspension members are attached to the pair of left and right front side members, for example, as described in Patent Document 2, a front attachment portion and a rear attachment portion that are separated from each other in the front-rear direction of the vehicle are provided, and both of them are provided. Of these, a configuration in which the rear mounting portion is located inward in the vehicle width direction with respect to the front mounting portion may be adopted. Such a configuration is preferable in order to improve the maneuverability of the vehicle, but the load transmissibility of each front side member when a front collision of the vehicle occurs is deteriorated. This is because if the rear mounting part of the suspension member is located inward in the vehicle width direction with respect to the front mounting part, when a load is input to each front side member, the rear mounting part of the front side members is mounted. This is because the region on the front side of the vehicle rather than the portion is affected by the rear mounting portion, causing a phenomenon in which the region bends inward in the vehicle width direction. This makes it difficult to control the front side member so that bending deformation suitable for absorbing and relaxing the collision load occurs, and an excellent shock absorbing function cannot be obtained at the time of a front collision of the vehicle.

JP-A-2009-255883 Japanese Unexamined Patent Publication No. 2005-162144

The present invention has been conceived under the above-mentioned circumstances, and an object of the present invention is to provide a vehicle structure capable of improving the impact absorption performance at the time of a front collision of a vehicle as compared with the conventional one. It is said.

In order to solve the above problems, the following technical measures are taken in the present invention.

The vehicle structure provided by the present invention includes a pair of left and right front side members arranged on both sides of the engine room in the vehicle width direction and extending in the vehicle front-rear direction, and front side mounting portions and rear parts provided on the pair of front side members. Suspension members having both ends in the vehicle width direction attached to the pair of front side members via the side mounting portions are provided, and the rear mounting portion is arranged inside the front mounting portion in the vehicle width direction. The front side member is provided on each of the front side members, and is inclined in the bottom view so as to be located inward in the vehicle width direction toward the rear side of the vehicle. An inwardly inclined portion forming a front bent portion as a rigid break point that is a starting point when bending deformation occurs at the front end, and an inwardly inclined portion of each of the front side members, which is closer to the front side of the vehicle than the inwardly inclined portion. The front mounting portion is further provided with a notched concave wheel escape recess that is provided at a distance from the vehicle and is open toward the outward side in the vehicle width direction, and the front mounting portion is located near the front end of the inward inclined portion. A bent portion on the front side of the inwardly inclined portion is provided at a position near the front side of the vehicle of the front side mounting portion, and each front side member has a load of a predetermined value or more from the front side of the vehicle. Is input, the bent portion on the front side of the inward inclined portion is displaced outward in the vehicle width direction, and the formed portion of the wheel relief recess is displaced inward in the vehicle width direction. It is characterized by having a possible configuration.

According to such a configuration, the center of the rear mounting portion of the suspension member with respect to the front side member is arranged inside the center of the front mounting portion in the vehicle width direction, thereby improving the maneuverability of the vehicle. In addition to being able to be preferable to the above, the following effects are further obtained.
First, when a front collision of the vehicle occurs and a collision load is input to the front side member from the front side of the vehicle, the front mounting portion of the suspension member functions as a tension portion against the load, and the front of the vehicle. The front side member can be appropriately and stably flexed and deformed starting from the rigidity breaking point (the bent portion on the front side of the inwardly inclined portion) located on the side. Bending deformation as described later with reference to FIGS. 6 and 8 is also possible. Unlike the phenomenon described in Patent Document 2, the long dimensional region of the front side member is not significantly deformed inward in the vehicle width direction due to the influence of the rear mounting portion, and the rigidity break point is the starting point. It is possible to appropriately control the deformation mode and the amount of deformation of the front side member. Therefore, when the vehicle hits the front, the front side member is deformed to obtain an appropriate impact absorption performance, and the occupant protection performance can also be improved.
Secondly, the above-mentioned operation can be realized without separately providing a new member. Therefore, an increase in weight and an increase in manufacturing cost can be appropriately suppressed.

Other features and advantages of the present invention will become more apparent from the following description of embodiments of the invention with reference to the accompanying drawings.

It is a side view of the main part which shows an example of the vehicle structure which concerns on this invention. It is the bottom view of the main part of FIG. 1 and the enlarged view of the main part. It is an enlarged side sectional view of the main part of FIG. FIG. 3 is a sectional view taken along line IV-IV of FIG. (A) is a cross-sectional view of a main part of FIG. 3, and (b) is a cross-sectional view of Vb-Vb of (a). It is a main part plan view of the front side member of the vehicle structure shown in FIG. FIG. 2 is a cross-sectional view taken along the line VII-VII of FIG. It is the schematic bottom view of the main part which shows the operation of the vehicle structure shown in FIG.

Hereinafter, preferred embodiments of the present invention will be specifically described with reference to the drawings.

The vehicle structure A shown in FIGS. 1 and 2 is an engine room 10 provided at the front portion of the vehicle 1 and having a power plant 2 composed of an engine, a transmission, and the like inside, and a pair of left and right front sides. It includes a member 3, a rigid breaking point R provided at a location described later of the front side member 3, and a suspension member 4 (also referred to as a subframe) for suspending the front wheel 19 via a lower arm 7.

The pair of front side members 3 are vehicle body constituent members that are located on both sides of the engine room 10 in the vehicle width direction and extend in the vehicle front-rear direction. However, the middle portion of the front side member 3 in the longitudinal direction is bent, and as shown in FIG. 1, a vertically downward inclined portion 30 is provided. Further, as shown in FIGS. 2 and 6, an inward inclined portion 33 inclined in the bottom view is also provided so that the rear side of the front side member 3 is arranged inward in the vehicle width direction rather than the front side. ..

The suspension member 4 is a member that rotatably supports the base end portion of the lower arm 7, and is located below the vertically inclined portion 30 of the front side member 3 in a vehicle side view. The suspension member 4 and the front side member 3 are provided with front mounting portions 9A and rear mounting portions 9B, 9B'for mounting the front and rear portions of both ends of the suspension member 4 in the vehicle width direction to the front side member 3. Has been done.

As is often shown in FIGS. 3 and 4, in the front mounting portion 9A, the upper portion of the front bracket portion 41 provided upright on the upper surface portion of the front side region of the suspension member 4 is attached to the front side member 3. This is a portion connected to the fixed support member 39 via a rubber bush 81a. Reinforce 39a for increasing the mounting strength of the support member 39 is appropriately provided in the front side member 3.

As is clearly shown in FIG. 5, the rear mounting portion 9B is a portion where the rear portion of the suspension member 4 is fastened to the pedestal portion 38 welded to the lower surface side of the vertically inclined portion 30 by using bolts 90. be. The rear mounting portion 9B'is a portion where the stay 42 fixed to the rear portion of the suspension member 4 is fastened to a portion of the vertically inclined portion 30 below the pedestal portion 38 by using a bolt 91.

In FIGS. 2 and 3, the lower arm 7 has a suspension member 4 at its base end so that the front wheel 19 is supported at the tip thereof and the front wheel 19 and the suspension member 4 can move up and down relative to each other. Is rotatably connected to. More specifically, the base end portion of the lower arm 7 is branched into a front portion and a rear portion, and is attached to the suspension member 4 via the front rotation support portion 8A and the rear rotation support portion 8B. The front rotation support portion 8A is configured by using a rubber bush 81 in a posture in which the central axis extends in a substantially horizontal direction, and the rear rotation support portion 8B is a rubber bush in an upright posture in which the central axis extends in the vertical height direction. It is configured using 82. The rubber bush 82, the stay 42, the suspension member 4, and the pedestal portion 38 are jointly fastened with bolts 90.

As is clearly shown in the enlarged view of the main part of FIG. 2, the center P2 of the rear rotation support portion 8B of the lower arm 7 has an appropriate dimension L1 inward in the vehicle width direction with respect to the center P1 of the front rotation support portion 8A. Is only offset. According to such a configuration, it is possible to improve the maneuverability as compared with the other configuration. Further, the center P2 described above is located directly below the front side member 3. Therefore, for example, it is not necessary to provide the front side member 3 with a projecting member protruding in the vehicle width direction and then to provide the rear rotation support portion 8B on the projecting member. Therefore, it is possible to increase the installation rigidity of the rear rotation support portion 8B and its peripheral portion and further improve the maneuverability. Preferably, the center P2 is arranged directly below the center of the front side member 3 in the vehicle width direction, but may be arranged so as to be displaced from the center CL of the front side member 3 in the vehicle width direction (FIG. 5B). See).
Corresponding to the above configuration, the rear mounting portions 9B and 9B'are offset inward in the vehicle width direction by an appropriate dimension L2 from the front mounting portion 9A.

As is well shown in FIG. 6, the inwardly inclined portion 33 of the front side member 3 is a portion inclined in the bottom view so as to be located inward in the vehicle width direction toward the rear side of the vehicle. The front end and the rear end of the entrance inclined portion 33 are bent portions 33a and 33b in the bottom view. In the present embodiment, among them, the forming portion of the bending portion 33a on the front side is the rigidity breaking point R.
The bent portion 33a on the front side is one of the shape change points in the front side member 3.
When a load of a predetermined value or more is received from the front side of the vehicle, the rigidity breaking point R serves as a starting point, and the front side member 3 can be bent and deformed. The rigidity breaking point R is provided at a position near the front side of the vehicle of the front side mounting portion 9A.

The front side member 3 is also provided with a bead forming region 37 and a wheel relief recess 36. The bead forming region 37 is a region in which one or a plurality of beads 37a are provided so that compression deformation is likely to occur when a front collision of the vehicle 1 occurs, and is provided in the vicinity of the front end portion of the front side member 3. ing. The wheel relief recess 36 is a portion for avoiding interference with the front wheel 19, and is provided on the outer surface side of the front side member 3. The rigidity break point R is located on the rear side of the vehicle with respect to the wheel relief recess 36. According to such a configuration, as will be described later, it is preferable to bend the front side member 3 into a state suitable for shock absorption at the time of a front collision of the vehicle 1.

As shown in FIGS. 1 and 3, the engine room 10 and the vehicle interior 11 are separated by a dash panel 5, and a floor panel 17 (front floor panel) is connected to the lower rear end of the dash panel 5. Has been done.
Of the front side members 3, the rear region 3a on the vehicle rear side of the inward inclined portion 33 is located on the lower surface side of the floor panel 17, and as shown in FIG. 7, for example, the exhaust muffler arrangement of the floor panel 17 is arranged. It is located on both sides of the tunnel portion 17a for use and extends in the front-rear direction of the vehicle.
Reference numeral 16 is a reinforcing member for reinforcing the base end portion of the tunnel portion 17a, and reference numeral 15 is a rocker.

As shown in FIG. 2, the vicinity of the rear mounting portions 9B and 9B'of the front side member 3 and the front end portion of the rocker 15 are connected to each other via a torque box 14. As a result, the torsional rigidity of the vehicle body can be increased, and the rigidity in the vicinity of the rear mounting portions 9B and 9B'can be effectively increased, and the support state of the suspension member 4 can be stabilized.

Next, the operation of the vehicle structure A described above will be described.

First, the rear mounting portions 9B and 9B'of the suspension member 4 are located inward in the vehicle width direction with respect to the front mounting portion 9A, and the front side member 3 has a bent shape having an inward inclined portion 33. Is. Therefore, when a front collision of the vehicle 1 occurs and a collision load F is input to the front side member 3 from the front side of the vehicle, the entire front region of the front side member 3 is essentially inside. It is easy to deform inward in the vehicle width direction toward the rear mounting portions 9B and 9B'in the inserted arrangement. In this case, it is not possible to obtain an efficient shock absorbing function due to the deformation of the front side member 3.

On the other hand, in the present embodiment, the front side mounting portion 9A of the suspension member 4 stretches the rigidity breaking point R provided in the vicinity of the front side of the vehicle, so that the front side member starts from the rigidity breaking point R. 3 can be accurately bent and deformed. FIG. 8 schematically or schematically shows an example in which one of the front side members 3 located on the upper side of the drawing is bent and deformed at the time of a front collision of the vehicle 1, and it is excellent due to such deformation. Shock absorption performance can be obtained.

As described with reference to FIG. 6, the front side member 3 is provided with the bead forming region 37 and the wheel relief recess 36 in a predetermined arrangement in addition to the rigidity breaking point R, so that the bead forming region 37 has a bead forming region 37. In addition to obtaining a shock absorbing function due to compression deformation, the vicinity of the wheel relief recess 36 is deformed inward in the vehicle width direction as shown by arrow Na, whereas the region near the rigidity break point R is As shown by the arrow Nb, it is possible to cause a tendency to deform outward in the vehicle width direction. This makes it possible to increase the total amount of deformation of the front side member 3 and further enhance the shock absorbing function. In addition, there is an advantage that it becomes easy to control the deformation mode of the front side member 3.

The front side member 3 is configured to be provided with an inward inclined portion 33, and the rear region 3a of the front side member 3 is arranged closer to the center in the vehicle width direction than the front region. Therefore, as shown in FIG. 7, it is possible to make the mutual distance dimension Ld between each front side member 3 and the tunnel portion 17a of the floor panel 17 relatively small. In the figure, unlike the present embodiment, the pair of left and right front side members 3'shown by virtual lines are not provided with the inwardly inclined portion 33, and the mutual spacing remains relatively wide (on the front end side). This is the case when it is arranged (with the width as it is). On the other hand, according to the present embodiment, the rear region 3a of each front side member 3 is arranged so as to be close to the tunnel portion 17a, and the tunnel portion 17a can be appropriately reinforced. As a result, the deformation of the tunnel portion 17a when the vehicle is running is appropriately suppressed by the presence of the front side member 3, for example, the seat roll angle when the vehicle is turning is reduced, and the behavior in the vertical height direction is suppressed. It is also possible to improve the riding comfort of the vehicle 1.

The present invention is not limited to the contents of the above-described embodiments. The specific configuration of each part of the vehicle structure according to the present invention can be variously redesigned within the scope intended by the present invention.

The configuration of the front mounting portion and the rear mounting portion referred to in the present invention can also be different from the above-described embodiment. In the above-described embodiment, a total of two rear mounting portions (rear mounting portions 9B and 9B') are provided, but a configuration in which only one rear mounting portion is provided may be provided.
The present invention can be applied not only to engine vehicles but also to hybrid vehicles and electric vehicles. The engine room referred to in the present invention is a concept that includes a space for accommodating a motor in place of or in addition to an engine (internal combustion engine).

A Vehicle structure R Rigidity break point 1 Vehicle 10 Engine room 3 Front side member 33 Inside slope (of front side member)
4 Suspension member 8A Front rotation support 8B Rear rotation support 9A Front mounting 9B, 9B'Rear mounting

Claims (1)

A pair of left and right front side members that are arranged on both sides of the engine room in the vehicle width direction and extend in the vehicle front-rear direction.
A suspension member having both ends in the vehicle width direction attached to the pair of front side members via a front mounting portion and a rear mounting portion provided on the pair of front side members.
Is equipped with
The rear mounting portion is a vehicle structure that is arranged inside in the vehicle width direction with respect to the front mounting portion.
It is provided on each of the front side members and is inclined in the bottom view so that it is located inward in the vehicle width direction toward the rear side of the vehicle, and serves as a starting point when bending deformation occurs in each of the front side members. An inwardly sloping portion that forms a front bending portion as a rigidity break point at the front end,
Among the front side members, a notched concave wheel escape recess that is provided at a distance from the inward inclined portion to the front side of the vehicle and is opened toward the outward side in the vehicle width direction.
Is further equipped with
The front mounting portion is provided at a position near the front end of the inward inclined portion, and the bent portion on the front side of the inward inclined portion is provided at a position near the vehicle front side of the front mounting portion.
In each of the front side members, when a predetermined load or more is input from the front side of the vehicle, the bent portion on the front side of the inwardly inclined portion is displaced outward in the vehicle width direction, and the wheel relief recess is formed. A vehicle structure characterized in that the portion can be bent and deformed so as to be displaced inward in the vehicle width direction.

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