JP6954212B2 - Vehicle front body structure - Google Patents

Description

The present invention relates to a front body structure of a vehicle including a pair of left and right skeleton members in which a plurality of skeleton portions supporting both upper and lower arms of the suspension and a damper are integrally formed.

As a conventional vehicle front body structure, for example, as illustrated in Patent Document 1, a front side frame (4) having a hollow shape extending in the front-rear direction of the vehicle and a suspension support portion provided in the middle portion thereof. ) Is known.

Suspension supporting portion of Patent Document 1, an intermediate portion of the linear portion extending in the longitudinal direction of the front side frame (4) (4 ^1), front and rear spaced downward with respect to the intermediate portion of the straight line portion (4 ¹⁾ out from the front and rear ends extend in a direction between the linear portions (4 ¹⁾ body is viewed from the side U-shaped lower frame (4 ³⁾ extending upward to, it is obtained by integrally formed in a frame shape when the body is viewed from the side.

Then, the suspension support unit to support the upper arm and the damper of the suspension by an intermediate portion of the straight portion (4 ¹⁾ has a configuration for supporting the lower arm of the suspension by the lower frame (4 ^3).

That is, in Patent Document 1 for example, the middle portion of the straight portion (4 ^1), or formed with a thickness which becomes capable of supporting rigid upper arm and the damper, both the different upper arm and the damper of mounting height It is formed with a vertical width so that it can be attached.

However the front side frame (4), the linear portion (4 ^1), and is formed integrally with the cross-sectionally closed shape (hollow) extending to each side before and after the intermediate portion corresponding to the suspension support portion ..

Therefore, as described above, the front side frame (4) may be formed thicker than the plate thickness assumed to be used as a shock absorbing member at the time of a frontal collision of the vehicle, or may be formed up and down so as to be able to support the upper arm and the damper. It is necessary to secure the width and form it not only in the intermediate portion as the suspension support portion but also in the entire front-rear direction including both front and rear sides thereof, and there is a concern that the weight of the vehicle will be increased.

On the other hand, front side frames (4) For example, the strength anterior, intermediate as a suspension support portion, respectively and divided into each rear in the vehicle longitudinal direction in a shape suitable for each site of the linear portion (4 ¹⁾ If it is configured, there is a concern that the efficiency of transmitting the collision load from the front side to the rear side of the front side frame (4) will be disadvantageous at the time of a frontal collision of the vehicle because a difference in rigidity will occur between the divided parts. NS.

Japanese Unexamined Patent Publication No. 01-208279

The present invention has been made in view of such a problem, and the front part of the vehicle capable of efficiently transmitting the collision load at the time of a frontal collision of the vehicle while increasing the support rigidity of the suspension without increasing the weight. The purpose is to provide a vehicle body structure.

According to the present invention, a skeleton member that supports the upper arm, lower arm and damper of the suspension, a shock absorbing member that is connected to the front surface of the skeleton member and extends in the vehicle front-rear direction, and a shock absorbing member that is connected to the rear surface of the skeleton member and is connected to the vehicle front-rear direction. A front body structure of a vehicle including an extending frame member, a rear end connecting portion connecting the rear ends of the shock absorbing member and a front end connecting portion connecting the front ends of the frame member in the skeleton member. Reinforcing ribs extending in the front-rear direction are formed between the two, and the skeleton members are the upper skeleton portion supporting the upper arm and the damper, the lower skeleton portion supporting the lower arm, and the front ends of the upper / lower skeleton portions. It is configured in a frame shape with a front skeleton portion and a rear skeleton portion that connect the rear ends to each other, and the frame member is provided on the passenger compartment side and extends from the front end of the center tunnel frame extending in the vehicle front-rear direction. The center side frame is provided with a center side frame extending forward and connected to the rear end of the upper skeleton portion, and the center side frame has an extension line extending forward in the longitudinal direction thereof with the rear end of the shock absorbing member. It is arranged in the front-down direction so as to intersect .

According to the above configuration, even if the upper arm, lower arm and damper of the suspension are supported by a skeleton member independent of the shock absorbing member and the frame member, the skeleton member is reinforced by the reinforcing ribs to reinforce the vehicle. It is possible to efficiently transmit the collision load from the shock absorbing member to the frame member via the skeleton member at the time of a frontal collision.
Further, according to the above configuration, even if the rear end connection portion and the center side frame front end connection portion of the skeleton member are offset (misaligned) with each other in the vertical direction, as described above. By arranging the center-side frame in the front-down direction, the front collision load can be efficiently transmitted from the rear end connection portion to the front end connection portion in the skeleton member.

As an aspect of the present invention, the skeleton member is formed by die-casting aluminum.

According to the above configuration, the reinforcing ribs can be easily formed on the skeleton member.

As aspect of the invention, the upper Symbol reinforcing ribs, and the rear connection portion, of the front connecting portion, the connecting linearly the center-side frame front connection portion connecting the front end of the center-side frame It is provided with 1 reinforcing rib.

According to the above configuration, even if the rear end connecting portion and the center side frame front end connecting portion of the skeleton member are offset (misaligned) with each other in the vertical direction, as described above , the first By providing the reinforcing rib of 1, the front collision load can be efficiently transmitted from the rear end connection portion to the front end connection portion in the skeleton member.

As an aspect of the present invention, a front extension member extending forward from the hinge pillar is provided on the vehicle interior side, and a side frame extending in the front-rear direction between the front extension member and the skeleton member is provided. The rear end of the side frame is connected to the front extension member, and the front end is connected to the front end connecting portion of the side frame adjacent to the lower side of the front end connecting portion in the upper skeleton portion. Is provided with a second reinforcing rib that linearly connects the rear end connecting portion of the shock absorbing member and the front end connecting portion of the side frame.

According to the above configuration, it is possible to increase the transmission efficiency of the front impact load transmitted in the order of the shock absorbing member, the skeleton member, and the side frame.

As an aspect of the present invention, the reinforcing rib is a third reinforcing rib that intersects with the second reinforcing rib from an intermediate portion of the first reinforcing rib and extends linearly toward the lower end of the rear end of the shock absorbing member. It is equipped with.

According to the above configuration, the transmission efficiency of the front impact load can be further improved by forming the third reinforcing rib connected from the front skeleton portion to the first reinforcing rib.

As aspect of the invention, the reinforcing ribs from the middle portion of said first reinforcing rib, in which a fourth reinforcing ribs extending straight toward the damper supporting section for supporting the damper.

According to the above configuration, it is possible to further improve the transmission performance of the front impact load from the rear end connection portion of the shock absorbing member to the front end connection portion of the center side frame, and also to increase the support rigidity of the damper.

As an aspect of the present invention, the reinforcing rib is provided with a fifth reinforcing rib that extends linearly from the lower end of the rear end of the shock absorbing member toward the lower skeleton.

According to the above configuration, the front impact load can be transmitted not only upward but also downward from the rear end connection portion of the shock absorbing member.

Further, in the configuration in which the third and fourth reinforcing ribs are provided, the input load from the damper described above can be dispersed to the lower skeleton portion together with the third and fourth reinforcing ribs.
Therefore, the damper support rigidity of the front impact load transmission performance can be further increased.

As an aspect of the present invention, the frame member includes a side lower frame extending forward from the front end of the side sill and connected to the rear end of the rear skeleton portion.
The reinforcing ribs are a sixth reinforcing rib extending from a corner portion between the upper edge of the lower skeleton portion and the leading edge of the rear skeleton portion toward the lower end position of the side lower frame portion, and the upper skeleton portion. It is provided with a seventh reinforcing rib extending from the lower end of the rear portion toward the upper end position of the side lower frame.

According to the above configuration, it is possible to further improve the transmission performance of the front impact load from the rear end connection portion of the shock absorbing member to the front end connection portion of the side lower frame.

As an aspect of the present invention, the reinforcing rib is provided with an eighth reinforcing rib extending substantially linearly from the lower end of the rear portion of the upper skeleton portion toward the damper support portion that supports the damper.

According to the above configuration, it is possible to further improve the transmission performance of the front impact load from the rear end connection portion of the shock absorbing member to the front end connection portion of the side lower frame, and also to increase the support rigidity of the damper.

According to the present invention, it is possible to efficiently transmit the collision load at the time of a frontal collision of the vehicle while increasing the support rigidity of the suspension without increasing the weight.

The external perspective view which shows the main part of the suspension support structure in the vehicle front upper view. The left side view which shows the main part of the front part of the vehicle of this embodiment. The front view which shows the main part of the suspension support structure of this embodiment. The central longitudinal sectional view in the vehicle width direction which shows the main part of the front part of the vehicle of this embodiment. The rear side cross-sectional view which showed the main part of the right half of the suspension support structure by the arrow view cross section of the line AA in FIG. 4, and the main part of the left half as a rear view. The plan view which shows the main part of the front part of the vehicle of this embodiment. The bottom view which shows the main part of the front part of the vehicle of this embodiment. FIG. 4 is an enlarged cross-sectional view taken along line BB in FIG. Enlarged view of the main part in FIG.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle body structure of the vehicle 1 of the present embodiment is a so-called space frame structure in which a plurality of extrusion-molded aluminum alloy frames are connected to form a vehicle body skeleton. Such a vehicle body structure of the vehicle 1 will be described with reference to FIGS. 1 to 9.

Further, in order to clarify the illustration, the right side of the vehicle in FIG. 1, the left and right sides of the vehicle in FIGS. 2 to 4, 6 and 7, and the front suspension 3 on the left side of the vehicle in FIG. 5 are not shown. Further, in FIG. 5, the frame member 5 is not shown.

Further, in the figure, the arrow F indicates the front of the vehicle, the arrow Rt indicates the right side of the vehicle, the arrow Lt indicates the left side of the vehicle, the arrow OUT indicates the outside in the vehicle width direction, and the arrow IN indicates the inside in the vehicle width direction. do.

As shown in FIG. 3, the vehicle body structure of the vehicle 1 in the present embodiment includes the passenger compartment 2 on which the occupants board and the front suspension 3 arranged at positions substantially corresponding to the engine compartment in front of the vehicle compartment 2. At the front end of the suspension support structure 4, a plurality of frame members 5 for connecting the vehicle interior portion 2 and the suspension support structure 4, and a suspension support structure 4 (hereinafter, abbreviated as "suspension 3"). It is provided with a shock absorbing structure 6 that is connected and absorbs a shock load from the front of the vehicle.

As shown in FIG. 6, the passenger compartment 2 includes a pair of left and right side sills 21 extending in the front-rear direction of the vehicle and a pair of left and right side sills 21 arranged above the vehicle at positions spaced apart from each other in the vehicle width direction. A pair of left and right hinge pillars 23 that connect the front pillar 22 and the front end of the side sill 21 and the front end of the front pillar 22 in the vehicle vertical direction, and a center tunnel frame 26 and a tunnel extending in the vehicle front-rear direction at a position approximately central in the vehicle width direction. The side frame 27 (see FIG. 7), the shock absorbing member 28, and the dash panel 251 and the cowl panel 252 as the partition wall portion 25 that connects the left and right hinge pillars 23 in the vehicle width direction to form a partition wall that separates the inside and outside of the vehicle interior. It has.

As shown in FIG. 2, the shock absorbing member 28 is a member that receives the front wheels (not shown) retreating at the time of an offset collision and absorbs the impact energy, and is a rear wall (not shown) of the arch-shaped front foil house. The hinge pillar 23 is arranged above the front portion of the side sill 21 and adjacent to the hinge pillar 23 in the front-rear direction of the vehicle.

As shown in FIGS. 4 and 6, the center tunnel frame 26 projects from the central portion of the floor panel 201 (see FIG. 7) in the vehicle width direction toward the inside of the passenger compartment 2 and extends in the front-rear direction of the vehicle. A pair of left and right sides are installed side by side on the top of the floor tunnel) (see the figure), and each forms a closed cross section extending in the front-rear direction of the vehicle between the top and the bottom.

As shown in FIG. 7, a pair of left and right tunnel side frames 27 are provided so as to straddle between the floor panels 201 on each of the left and right sides and the tunnel portion 200, and the front and rear of the vehicle are provided between the floor panels 201 and the tunnel portion 200. It constitutes a closed cross section that extends in the direction.

Further, as shown in FIG. 1, the suspension 3 has a double wishbone suspension structure, and is connected to a knuckle 31 that rotatably supports the front wheels of the vehicle 1 and an outer side in the vehicle width direction to the lower portion of the knuckle 31. The lower arm 32 with the inside in the vehicle width direction connected to the vehicle body, the upper arm 33 with the outside in the vehicle width direction connected to the upper part of the knuckle 31, and the upper arm 33 with the inside in the vehicle width direction connected to the vehicle body, and the upper end connected to the vehicle body and the lower end It is composed of a telescopic front suspension damper 34 (hereinafter, referred to as "damper 34") connected to the lower arm 32.

Further, as shown in FIG. 1, the suspension support structure 4 includes a pair of left and right skeleton members 41 arranged at predetermined intervals in the vehicle width direction, and a suspension cross 42 connecting the vicinity of the lower ends of the left and right skeleton members 41. , A lower cross member 43 connecting the lower parts of the left and right skeleton members 41, an upper cross member 44 connecting the upper parts of the left and right skeleton members 41, and an upper cross member 44 at a position slightly above the suspension cross 42. It is composed of a pair of left and right box members 45 joined to each other and a pair of left and right inclined frames 46 connecting the skeleton member 41 and the suspension cloth 42.

Further, as shown in FIGS. 2 and 4, the shock absorbing structure 6 has a pair of left and right shock absorbing members 61 connected to the front ends of the left and right skeleton members 41 and the front ends of the shock absorbing members 61 in the vehicle width direction. It is equipped with a front bumper beam (not shown) to be connected.

Further, the shock absorbing structure 6 has a sub-shock absorbing member 65 (see FIG. 2) extending forward from the front surface of the lower skeleton portion 412 described later of the left and right skeleton members 41 below the pair of left and right shock absorbing members 61. It is provided with a sub-front bumper beam (not shown) extending in the vehicle width direction so as to connect the front ends of the sub-shock absorbing members 65 on the left and right sides.

The shock absorbing member 61 extends in the front-rear direction of the vehicle, and has an open cross-sectional space having a substantially M-shaped cross section that is open on the outside in the width direction over the entire length excluding the rear end in the front-rear direction of the vehicle. It is made of reinforced resin (carbon fiber reinforced plastic in this example).

At the rear end of the shock absorbing member 61, as shown in FIG. 2, a rear end connecting portion 613 that connects to the front surface of the skeleton member 41 is formed in a substantially flat plate shape. The rear end connecting portion 613 extends outward in the vehicle width direction at the rear end of the shock absorbing member 61 so as to close the open cross-sectional space that opens behind the shock absorbing member 61 from the rear end side.

Further, as shown in FIGS. 2, 4, 6, and 7, the frame member 5 includes a side upper frame 51, a center side frame 52, a side side frame 53, a side side lower frame 54, and a center side. A pair of left and right lower frames 55 and a reinforcing frame 56 are provided.

All of these frame members 5 (51 to 56) are formed in an extruded hollow shape, and while the reinforcing frame 56 extends upward toward the front, the frame members 5 other than the reinforcing frame 56 ( 51 to 55) extend linearly, and connect the passenger compartment 2 and the skeleton member 41 on each of the left and right sides.

Subsequently, each component of the suspension 3, the suspension support structure 4, and the frame member 5 described above will be described in more detail.
First, as described above, the suspension 3 is composed of a knuckle 31, a lower arm 32, an upper arm 33, and a damper 34.

The knuckle 31 is made of die-cast aluminum and rotatably supports the front wheels of the vehicle 1 via a front hub.
The lower arm 32 is an aluminum die-cast arm member, and is formed in a substantially A-shape in a plan view with a portion connected to the lower part of the knuckle 31 as a top portion. The lower arm 32 is connected to the skeleton member 41 in a state where it can swing around the vehicle front-rear direction as a rotation center.

Specifically, as shown in FIG. 1, the lower arm 32 has a skeleton at a position in front of the vehicle with respect to the damper 34, a front connecting portion 32a connected to the skeleton member 41, and a position behind the vehicle with respect to the damper 34. A rear connecting portion 32b connected to the member 41 is provided at the inner end portion in the vehicle width direction.

The upper arm 33 is an aluminum die-cast arm member, and is formed in a substantially A-shape in a plan view with a portion connected to the upper part of the knuckle 31 as a top. The upper arm 33 is connected to the skeleton member 41 in a state where it can swing around the vehicle front-rear direction as a rotation center.

Specifically, as shown in FIG. 1, the upper arm 33 has a skeleton at a position in front of the vehicle with respect to the damper 34, a front connecting portion 33a connected to the skeleton member 41, and a position behind the vehicle with respect to the damper 34. A rear connecting portion 33b connected to the member 41 is provided at the inner end portion in the vehicle width direction.

As shown in FIG. 1, the damper 34 is integrally composed of a damper main body that can be expanded and contracted substantially in the vertical direction of the vehicle and a spring portion that expands and contracts according to the expansion and contraction of the damper main body. As shown in the figure, the upper connecting portion 34a located at the upper end of the damper 34 is connected to the skeleton member 41, and the lower connecting portion (not shown) at the lower end is connected to the lower arm 32.

Further, as described above, the suspension support structure 4 includes a pair of left and right skeleton members 41, a suspension cross 42, a lower cross member 43, an upper cross member 44, a pair of left and right box members 45, and a pair of left and right inclined frames 46. It is configured.

As shown in FIGS. 2 and 6, the skeleton member 41 receives a collision load transmitted from the shock absorbing structure 6 at the time of a frontal collision (front collision) of the vehicle 1 as a vehicle body skeleton member constituting the front vehicle body in the vehicle 1. It is an aluminum die-cast member having a function of forming a part of a load path transmitted to the vehicle interior portion 2 side (rear of the vehicle body) via the frame member 5 and a function of swingably supporting the suspension 3.

As shown in FIGS. 2 and 4, the skeleton member 41 has a plurality of reinforcing ribs 70 erected on a plate-like portion having a predetermined thickness in the vehicle width direction, respectively, on the inside in the vehicle width direction and on the outside in the vehicle width direction. The skeleton body portion 41A having (71 to 77) and the length in the vehicle width direction are wider than the thickness of the skeleton body portion 41A so as to project from the edge of the skeleton body portion 41A to the inside and outside in the vehicle width direction. In addition to being formed in a substantially flat plate shape, an opening 41s (hereinafter referred to as "central opening 41s") is formed in the center in a side view with a contour portion 41B surrounding the edge of the skeleton body portion 41A (see FIGS. 2 and 4). It is integrally formed in a frame shape (substantially square shape).

Specifically, as shown in FIGS. 2 and 4, the skeleton member 41 constitutes an upper skeleton portion 411 extending in the front-rear direction of the vehicle so as to form an upper frame of the skeleton member 41, and a lower frame of the skeleton member 41. The lower skeleton portion 412 extending in the front-rear direction of the vehicle, and the front skeleton portion connecting the substantially front ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vehicle vertical direction so as to form the front frame of the skeleton member 41. 413 and the rear skeleton portion 414 that connects the substantially rear ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vertical direction of the vehicle so as to form the rear frame of the skeleton member 41 are integrally formed. There is.

More specifically, as shown in FIGS. 2 and 4, the upper skeleton portion 411 is formed into a substantially rectangular side view in which the length in the vehicle front-rear direction is longer than the length in the vehicle vertical direction in the side view, and further in front of the upper skeleton portion 411. The upper corner portion and the rear upper corner portion are formed in a chamfered shape in a side view.

Similarly, the lower skeleton portion 412 is also formed in a substantially rectangular shape in the side view, in which the length in the vehicle front-rear direction is longer than the length in the vehicle vertical direction in the side view. On the other hand, the front skeleton portion 413 and the rear skeleton portion 414 are formed in a substantially rectangular shape in the side view, in which the length in the vehicle vertical direction is longer than the length in the vehicle front-rear direction in the side view.

Further, on the inner angle side of the corner portion of the upper skeleton portion 411 and the anterior skeleton portion 413, a front upper inner angle side projecting piece portion 41ca is formed so as to project toward the central opening 41s in a triangular shape in a lateral view. Similarly, on the inner angle side of the corner portion of the upper skeleton portion 411 and the posterior skeleton portion 414, a posterior upper internal angle side projecting piece portion 41 bb protruding toward the central opening 41s in a triangular shape in a lateral view is formed, and the anterior skeleton On the inner angle side of the corner portion of the portion 413 and the lower skeleton portion 412, a front lower inner angle side projecting piece portion 41cc is formed so as to project toward the central opening 41s in a triangular shape in a lateral view.

Furthermore, as shown in FIGS. 1 and 3, each front surface of the upper skeleton portion 411 and the front skeleton portion 413 is a vertical wall that extends continuously in the vertical direction and the vehicle width direction due to the formation of the contour portion 41B. It is formed in a shape. Further, the lower skeleton portion 412 is extended forward with respect to the front surface of the front skeleton portion 413 so that the sub-shock absorbing member 65 (see FIG. 2) can be attached to the front end thereof.

As shown in FIGS. 1 and 2, the upper skeleton portion 411 of such a skeleton member 41 has an upper arm support portion 82 that is an outer surface in the vehicle width direction and supports the upper arm 33 on each of the front and rear sides. In addition to being provided, a damper support portion 83 is provided to support the upper end (damper top) of the damper 34 at the central portion in the front-rear direction.

Specifically, as shown in FIGS. 1 and 2, the upper arm support portion 82 is a shaft member that extends the front connecting portion 33a (see FIG. 1) of the upper arm 33 in the vehicle front-rear direction inserted through the front connecting portion 33a. An upper arm front support portion 82f pivotally supported via (not shown) and a rear connecting portion 33b (see FIG. 1) of the upper arm 33 are inserted into the rear connecting portion 33b and extend in the vehicle front-rear direction (not shown). It is composed of an upper arm rear support portion 82r that is pivotally supported via (omitted).

As shown in FIG. 2, the upper arm front support portion 82f is formed of the skeleton member 41 by the front fastening portion 82fa on the front side and the rear fastening portion 82fb on the rear side with respect to the front connecting portion 33a (see FIG. 1) of the upper arm 33. It is fastened to the outer surface in the vehicle width direction.

Similarly, as shown in FIG. 2, the upper arm rear support portion 82r is skeletonized by the front fastening portion 82ra on the front side and the rear fastening portion 82rb on the rear side with respect to the rear connecting portion 33b (see FIG. 1) of the upper arm 33. It is fastened to the outer surface of the member 41 in the vehicle width direction.

The upper arm front support portion 82f and the upper arm rear support portion 82r are provided at substantially the same height (see FIGS. 1 and 2).

As shown in FIGS. 1 and 2, the damper support portion 83 is a shaft member (not shown) that extends the upper connecting portion 34a (see FIG. 1) of the damper 34 in the vehicle front-rear direction inserted through the upper connecting portion 34a. It is pivotally supported via.

As shown in FIG. 2, the damper support portion 83 is a vehicle of the skeleton member 41 by the front fastening portion 83a on the front side and the rear fastening portion 83b on the rear side with respect to the upper connecting portion 34a (see FIG. 1) of the damper 34. It is fastened to the outer surface in the width direction.

As shown in FIG. 2, the damper support portion 83 is located between the upper arm support portions 82f, 82r on the front and rear sides of the upper skeleton portion 411 in the vehicle front-rear direction, and the upper arm support portions 82f, 82r and the cover on the front and rear sides. It is provided at a position offset upward with respect to the upper end of the rear end connecting portion 41f.

Further, as shown in FIGS. 1 and 2, the lower skeleton portion 412 of the above-mentioned skeleton member 41 is provided with a lower arm support portion 81 for supporting the lower arm 32 on each front and rear side on the outer surface in the vehicle width direction. There is.

Specifically, as shown in FIGS. 1 and 2, the lower arm support portion 81 is a shaft member that extends the front connecting portion 32a (see FIG. 1) of the lower arm 32 in the vehicle front-rear direction inserted through the front connecting portion 32a. The lower arm front support portion 81f pivotally supported via (not shown) and the rear connecting portion 32b (see FIG. 1) of the lower arm 32 are inserted into the rear connecting portion 32b and extend in the vehicle front-rear direction (not shown). It is composed of a lower arm rear support portion 81r that is pivotally supported via (omitted).

As shown in FIG. 2, the lower arm front support portion 81f is formed of the skeleton member 41 by the front fastening portion 81fa on the front side and the rear fastening portion 81fb on the rear side with respect to the front connecting portion 32a (see FIG. 1) of the lower arm 32. It is fastened to the outer surface in the vehicle width direction.

Similarly, as shown in FIG. 2, the lower arm rear support portion 81r is skeletonized by the front front fastening portion 81ra on the front side and the rear fastening portion 81rb on the rear side with respect to the rear connecting portion 32b (see FIG. 1) of the lower arm 32. It is fastened to the outer surface of the member 41 in the vehicle width direction.

The lower arm front support portion 81f and the lower arm rear support portion 81r are provided at substantially the same height (see FIGS. 1 and 2).

Further, as shown in FIGS. 2 to 5, the upper surface of the upper skeleton portion 411, the front upper rear lower inclined surface of the rear upper corner portion, and the rear surface are the side upper frame 51 as the frame member 5 and the center side frame. Side side upper frame joined portion 41a (see FIGS. 2 to 4) connecting the front ends of 52 and the side frame 53, center side frame joined portion 41b (see FIGS. 2, 3, and 5), side side Each is formed as a frame joined portion 41c (see the figure). As shown in FIGS. 2, 4, and 5, the lower rear surface of the rear skeleton portion 414 is formed as a side lower frame jointed portion 41d connecting the front ends of the side lower frame 54 as the frame member 5. Further, as shown in the figure, the rear end of the lower skeleton portion 412 is formed as the center side lower frame joined portion 41e connecting the front end of the center side lower frame 55 as the frame member 5.

These jointed portions 41a to 41e are formed with a contact surface capable of contacting the front ends of the frame members 51 to 55 or recesses capable of being fitted, and are connected by welding or the like.

Specifically, the front end of the side upper frame 51 is joined to the side upper frame joined portion 41a of the skeleton member 41, and the rear end is joined to the upper surface front portion of the hinge pillar 23 (see FIGS. 2 and 6). .. The front end of the center side frame 52 is joined to the center side frame joined portion 41b of the skeleton member 41, and the rear end is joined to the front end of the center tunnel frame 26 at the partition wall portion 25 in the vehicle front-rear direction (FIG. 4, FIG. (See FIG. 6).

The front end of the side frame 53 is joined to the side frame joined portion 41c of the skeleton member 41, and the rear end is joined to the front portion of the shock absorbing member 28 from the inside in the vehicle width direction (see FIGS. 2 and 4). .. The front end of the side lower frame 54 is joined to the side lower frame joined portion 41d of the skeleton member 41, and the rear end is joined to the front surface of the side sill 21 (see FIGS. 2 and 7). The front end of the center-side lower frame 55 is joined to the center-side lower frame joined portion 41e of the skeleton member 41, and the rear end is joined to the front end of the tunnel side frame 27 (see FIG. 7).
The rear portions of the pair of left and right center-side lower frames 55 are bridged between them by a cross member 29 extending in the vehicle width direction (see FIG. 7).

Further, as shown in FIGS. 2 and 7, the front end (upper end) of the reinforcing frame 56 is joined to the middle portion of the side upper frame 51 in the vehicle front-rear direction from the lower surface side thereof, and the rear end (lower end) is a shock absorbing member. Joined to the front of 28. Further, as shown in FIG. 2, the side upper frame jointed portion 41a is formed on the upper surface of the upper skeleton portion 411, directly above the damper support portion 83.
Reference numeral 58 in FIG. 2 and the like is a reinforcing panel that connects the side frame 53 and the side lower frame 54 from the outside in the vehicle width direction.

As shown in FIGS. 1 to 4, the front surface of the skeleton member 41 having such a configuration covers a range from approximately the center of the upper skeleton portion 411 in the vertical direction of the vehicle to approximately the center of the front skeleton portion 413 in the vertical direction of the vehicle. , The shock absorbing member 61 of the shock absorbing structure 6 (rear end connecting portion 613 of the shock absorbing member 61) is connected as a vertical wall-shaped rear end connecting portion 41f.

That is, as shown in FIG. 4, the rear end connecting portion 41f of the shock absorbing member 61 is configured at a position straddling the upper skeleton portion 411 and the front skeleton portion 413 in the vertical direction, and is configured at a position straddling the upper skeleton portion 411 in the vertical direction. At least a part of the center-side frame joined portion 41b provided in the above is configured at a position offset downward (that is, a low position).

The center-side frame 52 is in a posture of being inclined forward, downward, rearward and upward so that an extension line 52x extending forward in the longitudinal direction intersects a rear end connecting portion 41f located at the rear end of the shock absorbing member 61. It is arranged.

Further, as shown in FIGS. 1 to 4 and 8, a set plate 47 to which the shock absorbing member 61 of the shock absorbing structure 6 described later is attached is joined to the rear end connecting portion 41f of the skeleton member 41. The rear end connecting portion 613 of the shock absorbing member 61 is fastened and fixed via the mounting plate 63.

Further, as shown in FIGS. 2 and 4, the above-mentioned skeleton member 41 has a reinforcing rib 70 extending in the front-rear direction between the rear end connecting portion 41f and the center-side frame joined portion 41b in the skeleton member 41. (71-77) are formed.

As shown in FIGS. 2 and 4, the reinforcing ribs 70 are formed on the inner and outer surfaces in the vehicle width direction, but the reinforcing ribs 70 are formed at the same locations (corresponding locations) in the side view unless otherwise specified as described later. Since it is formed, it will be described with reference to FIG. 9 based on what is formed on the outer surface in the vehicle width direction.

The reinforcing rib 70 has a rear end connecting portion 41f of the skeleton member 41 and a center-side frame joined portion 41b formed at a position where at least the upper portion is offset upward with respect to the rear end connecting portion 41f (FIG. 4) is provided with first reinforcing ribs 71 (71a, 71b) that are linearly connected to each other.

Both the first reinforcing rib 71 is inclined in the front-lower-back-upward direction with respect to the vehicle front-rear direction and extends linearly, and the first upper reinforcing rib 71a and the first lower reinforcing rib 71 extend in parallel with each other at intervals in the vertical direction. It is provided with a side reinforcing rib 71b.

The first upper reinforcing rib 71a extends so as to pass through the damper support portion 83 (in this example, between the front fastening portion 83a and the rear fastening portion 83b), and extends to the upper end of the rear end connecting portion 41f and the center side frame cover. The upper end of the joint portion 41b (see FIG. 4) is connected.

The first lower reinforcing rib 71b extends so as to pass between the upper arm support portions 82f and 82r on each of the front and rear sides, and extends at an intermediate position in the vertical direction of the rear end connecting portion 41f and the lower portion of the center side frame joint portion 41b. And concatenate.

Further, the reinforcing rib 70 includes a second reinforcing rib 72 that linearly connects the rear end connecting portion 41f and the side frame joined portion 41c.

The second reinforcing rib 72 extends substantially horizontally in the vehicle front-rear direction along the lower end of the upper skeleton portion 411, and connects the intermediate portion in the vertical direction of the rear end connecting portion 41f and the lower end portion of the side frame joined portion 41c. Link.

Further, the reinforcing rib 70 intersects the second reinforcing rib 72 extending substantially horizontally in the vehicle front-rear direction from the lower end portion of the rear end connecting portion 41f, and extends linearly toward the intermediate portion of the first lower reinforcing rib 71b. A third reinforcing rib 73 is provided.

The third reinforcing rib 73 includes the rear lower end (tip) portion of the front upper inner angle side projecting piece portion 41ca of the peripheral edge portion of the central opening 41s in a part in the extending direction, and the front upper inner angle side projecting piece portion 41ca. Along the rear lower end, it extends in a front lower rear upper shape with a steeper slope than the first reinforcing rib 71, and is connected to the first lower reinforcing rib 71b between the upper arm support portions 82f and 82r on each of the front and rear sides.

Further, the reinforcing rib 70 includes a fourth reinforcing rib 74 extending linearly from the intermediate portion of the first lower reinforcing rib 71b toward the damper support portion 83. In this example, the fourth reinforcing rib 74 extends from the connecting portion of the third reinforcing rib 73 in the first lower reinforcing rib 71b until it reaches the rear fastening portion 83b of the damper support portion 83.

That is, the third reinforcing rib 73 and the fourth reinforcing rib 74 extend continuously and linearly from the lower end portion of the rear end connecting portion 41f to the damper support portion 83, and are connected to the lower end portion of the rear end connecting portion 41f. The damper support portion 83 is connected.

Further, the reinforcing rib 70 includes a fifth reinforcing rib 75 extending linearly from the lower end portion of the rear end connecting portion 41f toward the lower skeleton portion 412. The fifth reinforcing rib 75 includes the rear upper end (tip) portion of the front lower inner angle side projecting piece portion 41cc in the peripheral portion of the central opening 41s in a part in the extending direction, and the front lower inner angle side projecting piece portion 41cc. It extends in an anterior, superior, posterior, and inferior manner along the posterior upper end, beyond the upper end of the lower skeleton portion 412 until it reaches the lower end. The rear lower end of the fifth reinforcing rib 75 is located behind the rear end of the front skeleton portion 413.

Further, the reinforcing rib 70 is forward and upward with respect to the vehicle front-rear direction from the corner portion between the upper edge of the lower skeleton portion 412 and the front edge of the rear skeleton portion 414 toward the lower end portion of the side lower frame joint portion 41d. It is provided with a sixth reinforcing rib 76 that is slightly inclined downward and extends linearly.

Further, the reinforcing rib 70 includes seventh reinforcing ribs 77 (77a, 77b) extending linearly from the lower end of the rear portion of the upper skeleton portion 411 toward the upper end position of the side lower frame joined portion 41d.

The seventh reinforcing rib 77 is inclined in the front-up-rear-downward direction with respect to the vehicle front-rear direction and extends linearly, and the seventh upper reinforcing rib 77a and the seventh lower reinforcing rib 77a extend in parallel with each other in the vertical direction at intervals. It is provided with a side reinforcing rib 77b.

The front upper end of the seventh upper reinforcing rib 77a is connected to the rear portion of the second reinforcing rib 72 extending horizontally in the vehicle front-rear direction, and the rear lower end is the upper end and the front portion (than the front end) of the side lower frame jointed portion 41d. It is connected to the position (slightly behind).

The seventh lower reinforcing rib 77b includes the front lower end (tip) portion of the rear upper inner angle side projecting piece portion 41 kb of the peripheral edge portion of the central opening 41s in a part in the extending direction, and the rear upper inner angle side projecting piece The front upper end extends in a front upper rear lower shape along the front lower end of the portion 41 bb, the front upper end is connected to the rear portion of the second reinforcing rib 72 extending horizontally in the vehicle front-rear direction, and the rear lower end is the upper end of the side lower frame joint portion 41d. And it is connected to the front end position.

Further, the reinforcing rib 70 includes eighth reinforcing ribs 78 (78a, 78b) extending substantially linearly from the lower end of the rear portion of the upper skeleton portion 411 toward the damper support portion 83.

The eighth reinforcing rib 78 is inclined in the front-up-back-downward direction with respect to the vehicle front-rear direction and extends linearly, and the eighth upper reinforcing rib 78a and the eighth lower reinforcing rib 78a extend in parallel with each other at intervals in the vertical direction. It is provided with a side reinforcing rib 78b.

The eighth upper reinforcing rib 78a extends from the connecting portion of the seventh upper reinforcing rib 77a in the second reinforcing rib 72 until it reaches the damper support portion 83 (in this example, the rear fastening portion 83b). The eighth upper reinforcing rib 78a extends so as to intersect the upper arm rear support portion 82r (front fastening portion 82a) and the first lower reinforcing rib 71b on the way to reach the damper support portion 83.

The eighth lower reinforcing rib 78b extends from the connecting portion of the seventh lower reinforcing rib 77b in the second reinforcing rib 72 until it reaches the damper support portion 83 (in this example, the front fastening portion 83a). The eighth lower reinforcing rib 78b extends so as to intersect the first lower reinforcing rib 71b, the fourth reinforcing rib 74, and the first upper reinforcing rib 71a on the way to reach the damper support portion 83.

That is, the 7th reinforcing rib 77 and the 8th reinforcing rib 78 on the upper and lower sides continuously extend linearly from the upper end portion of the side lower frame jointed portion 41d to the damper support portion 83, and these side side lower frames. The upper end portion of the jointed portion 41d and the damper support portion 83 are connected.

In addition, as shown in FIG. 9, the ninth to twelfth skeleton members 41 extend linearly on the outer surface in the vehicle width direction as reinforcing ribs 70 so as to connect the damper support portion 83 and the upper end of the skeleton member 41. Reinforcing ribs 79a to 79d are provided.

Of these ninth to twelfth reinforcing ribs 79a to 79d, the ninth reinforcing rib 79a and the tenth reinforcing rib 79b extend upward from the rear fastening portion 83b of the damper support portion 83, and the eleventh reinforcing rib 79c and the twelfth The reinforcing rib 79d extends upward from the front fastening portion 83a of the damper support portion 83. The tenth reinforcing rib 79b and the eleventh reinforcing rib 79c are connected to the upper end of the skeleton member 41 at a position corresponding to the side upper frame jointed portion 41a in a side view.

Reinforcing ribs 70 are also formed on the inner surface of the skeleton member 41 in the vehicle width direction as described above. Among these reinforcing ribs 70 formed on the inner surface in the vehicle width direction, those having the same configuration as the reinforcing rib 70 formed on the outer surface in the vehicle width direction are designated by the same reference numerals and the description thereof will be omitted. Will be described using.

The position of the first upper reinforcing rib 71a'on the inner surface of the skeleton member 41 in the vehicle width direction corresponds to the upper end of the rear end connecting portion 41f and the damper support portion 83 (in this example, the front fastening portion 83a) in the vehicle side view. The first upper front side reinforcing rib 71af'extending linearly so as to connect the upper end position of the rear wall portion 44a of the upper cross member 44 and the intermediate position of the center side frame joined portion 41b are linearly connected. It is composed of an extending first upper rear side reinforcing rib 71ar'. That is, the first upper rear reinforcing rib 71ar'extends below the damper support portion 83 (rear fastening portion 83b) so as to offset downward with respect to the first upper front reinforcing rib 71af'.

The first lower reinforcing rib 71b'is a straight line in a front lower rear upper shape so as to connect the vertical intermediate position of the rear wall portion 44a of the upper cross member 44 and the lower portion of the center side frame joined portion 41b in a side view. It extends like a shape.

Further, on the inner surface of the skeleton member 41 in the vehicle width direction, the eighth lower reinforcing rib 78b (see FIG. 9) and the ninth to twelfth reinforcing ribs 79a to 79d, which are formed on the outer surface in the vehicle width direction, are formed. (See FIG. 4) is not formed (see FIG. 4).

Subsequently, the configurations of the suspension support structure 4 other than the skeleton member 41 will be described.
The suspension cloth 42 is made of die-cast aluminum, and as shown in FIG. 7, is formed in a substantially H-shape in a plan view connecting the lower portions of the lower skeleton portion 412 in the vehicle width direction.

As shown in FIGS. 4 and 5, the suspension cloth 42 extends downward from the upper wall portion 42a and the outer side edge of the upper wall portion 42a as seen from the bottom surface to form the left and right side surfaces, the front surface, and the rear surface of the suspension cloth 42. It has a vertical wall portion 42b and has a space that opens downward inward and extends in the vehicle width direction.

The lower cross member 43 is an extruded aluminum alloy extruded member as shown in FIGS. 1, 3 and 4, and particularly, as shown in FIG. 4, faces each other at intervals in the vertical direction. It is formed in a substantially cylindrical body having a substantially rectangular closed cross section having an upper wall portion 43a and a lower wall portion 43b extending in the vehicle width direction. As shown in FIGS. 1 to 5, the lower cross member 43 is on the inner surface side of the lower skeleton portion 412 of the skeleton member 41 in the vehicle width direction, and as shown in FIG. It is joined to the parts facing each other in the vehicle width direction.

As a result, as shown in FIG. 1, the lower cross member 43 is arranged adjacent to the suspension cross 42 at the front portion of the suspension cross 42. That is, as shown in FIG. 4, the suspension cloth 42 and the lower cross member 43 are placed on the upper and lower sides so that the lower wall portion 43b of the lower cross member 43 and the upper wall portion 42a of the suspension cloth 42 are in contact with each other. It is installed side by side.

As shown in FIGS. 1, 3, and 4, the suspension cross 42 and the lower cross member 43 are fastened with bolts or the like at three locations in the central portion and both outer portions in the vehicle width direction, and the vehicle widths are respectively provided. From the right side to the left side in the direction, the right side fastening part Ta, the central fastening part Tb, and the left side fastening part Tc are set.
The central fastening portion Tb will be described in detail. As shown in FIGS. 4 and 5, a bolt insertion hole 42h (so-called stupid hole) is vertically formed in the front portion of the upper wall portion 42a of the suspension cloth 42 in the vehicle width direction. It is formed through through.

On the other hand, as shown in FIG. 4, the bolt insertion holes 43h are located in the lower wall portion 43b and the upper wall portion 43a of the lower cross member 43 in the vehicle width direction (the portion corresponding to the bolt insertion hole in the plan view), respectively. , The nut insertion hole 43i is formed through.

Then, in the internal space of the lower cross member 43, the boss-shaped nut Na is inserted into the nut insertion hole 43i, and the bolt is inserted into the lower wall portion 43b in an upright posture extending upward from the lower wall portion 43b. It is erected from the peripheral edge of the hole 43h.

As a result, the bolt insertion holes 42h formed in the upper wall portion 42a of the suspension cross 42 and the lower wall portion 43b of the lower cross member 43 are formed in the central portions of the suspension cross 42 and the lower cross member 43 in the vehicle width direction. The bolt insertion hole 43h and the bolt insertion hole Nah inside the nut Na communicate with each other in the vertical direction (see FIG. 4).

Then, the suspension cloth 42 and the lower cross member 43 are integrally fastened and fixed by inserting the bolts into the bolt insertion holes 42h, 43h, and Nah from below.
Since the right side fastening portion Ta and the left side fastening portion Tc have the same configuration as the central fastening portion Tb, the description thereof will be omitted.

The upper cross member 44 is an extruded aluminum alloy extruded member as shown in FIGS. 1, 3 to 6, and 8 in particular, 4 and 8, and has a substantially rectangular closed cross section. It is formed in a substantially tubular body extending in the width direction. As shown in FIGS. 1 and 8, the upper cross member 44 is joined to a portion of the skeleton member 41 that faces the inner surface side in the vehicle width direction and faces the upper arm front side support portion 82f in the vehicle width direction. ..
In this way, by joining the upper cross member 44 to the portion facing the upper arm front side support portion 82f on the inside in the vehicle width direction, the support rigidity of the upper arm 33 by the upper arm front side support portion 82f is increased from the inside in the vehicle width direction.

As shown in FIG. 8, the box member 45 is an extruded aluminum alloy extruded member, and has a stepped shape in which the front surface is located on the inside in the vehicle width direction and the outside in the vehicle width direction is located on the rear side of the vehicle. Is formed in.

The rear surface of the box member 45 having such a configuration is joined to the front surface of the upper cross member 44, and the outer surface 452 of the front surface in the vehicle width direction is joined to the rear surface of the rear end connecting portion 41f of the skeleton member 41. The inner surface 451 in the vehicle width direction is joined to the rear surface of the set plate 47.

As shown in FIGS. 1, 3 to 5, and 8, the pair of left and right inclined frames 46 are extruded aluminum alloy extruded members, and a substantially rectangular closed cross section is extended in a predetermined direction. It is formed in a substantially tubular body, and as shown in FIGS. 1, 3, and 5, the lower ends are arranged so as to be in close proximity to each other in the vehicle width direction, and the distance between them increases toward the upper side. It is tilted so as to be arranged in a V shape when viewed from the front.

Then, as shown in FIGS. 1, 4, 5, and 6, the upper end of the inclined frame 46 is attached to a portion of the skeleton member 41 facing the damper support portion 83 in the vehicle width direction on the inner surface side in the vehicle width direction. It is joined via the bracket 147, and the lower end is joined via the mounting bracket 48 at a position substantially in the center of the suspension cross 42 in the vehicle width direction and near the rear side of the lower cross member 43.
In this way, by joining the upper end of the inclined frame 46 to the portion facing the damper support portion 83 on the inner side in the vehicle width direction (see FIG. 1), the support rigidity of the damper 34 by the damper support portion 83f is increased from the inner side in the vehicle width direction. I'm raising it.

Here, the mounting bracket 48 for joining the lower end of the inclined frame 46 to the substantially center of the suspension cloth 42 in the vehicle width direction has a rectangular shape in a plan view as shown in the enlarged portion of the X portion in FIGS. 4 and 5. The formed flat plate-shaped base portion 481 and a pair of front and rear guide portions 482 erected from each side of the inclined frame 46 with respect to the central portion of the base portion 481 in the vehicle front-rear direction are integrated. Is formed in.

The inclined frame 46 is fitted between the pair of front and rear guide portions 482 so that the front and rear surfaces of the lower portion of the inclined frame 46 abut against the pair of front and rear guide portions 482. They are joined to each other by welding or the like.

Further, a plurality of bolt insertion holes 48a to be fastened to the upper wall portion 42a of the suspension cloth 42 by bolts or the like are formed through the base portion 481 of the mounting bracket 48 (see the enlarged portion of the X portion in FIG. 5).

Specifically, as shown in FIGS. 4 to 7, the bolt insertion holes 48a are located on the left and right sides of the base portion 481 inside the pair of front and rear guide portions 482 in the vehicle front-rear direction and on the intermediate side in the vehicle width direction. And a total of 6 locations located at the 4 corners of the rectangular base portion 481 in a plan view.

On the other hand, as shown in FIGS. 5 and 7, bolt insertion holes 42i are formed in the upper wall portion 42a of the suspension cloth 42 at a portion corresponding to the plurality of bolt insertion holes 48a on the mounting bracket 48 side in terms of bottom view (FIG. 5). 7), each communicates with the bolt insertion hole 48a. The mounting bracket 48 is fastened and fixed to the upper wall portion 42a of the suspension cloth 42 by using bolts or the like.

As a result, as shown in FIG. 4, the lower end portion of the inclined frame 46 is attached to the above-mentioned central fastening portion Tb at a position near the rear side (adjacent position on the rear side) via the mounting bracket 48.

Further, the inclined frame 46 is arranged at a position adjacent to the upper cross member 44 at the rear.

Specifically, since the inclined frame 46 is bridged between the damper support portion 83 located on the upper side of the upper cross member 44 and the suspension cross 42 located on the lower side so as to be connected to each other, the vehicle width direction Extends so as to cross (intersect) in the vertical direction behind the upper cross member 44 extending to (see FIGS. 1, 3, and 5).

More specifically, the damper support portion 83 is provided at a nearby position (adjacent position) offset upward and rearward with respect to the above-mentioned upper arm front support portion 82f. Therefore, the inclined frame 46 extending downward from the position corresponding to the damper support portion 83 in the side view is located near the rear of the upper cross member 44 that bridges the pair of left and right upper arm front support portions 82f in the vehicle width direction. Extends across the vertical direction.

In this example, at the position where the inclined frame 46 and the upper cross member 44 wrap (intersect) in a front view, the front wall portion 46a of the inclined frame 46 and the rear wall portion 44a of the upper cross member 44 come into contact with each other. They are connected to each other in a frontal wrap position.

Specifically, as shown in FIGS. 4 and 8, at the position where the inclined frame 46 and the upper cross member 44 wrap (intersect) in the front view, the rear wall portion 44a of the upper cross member 44 and the inclined frame 46 46. Bolt insertion holes 44h and 46h that communicate with each other in the front-rear direction are formed through the front wall portion 46a of the above.
As shown in FIG. 8, a weld nut Nb is welded to the peripheral surface of the bolt insertion hole 46h formed in the front wall portion 46a on the rear surface of the front wall portion 46a of the inclined frame 46.

Further, as shown in FIGS. 1, 3 and 8, especially in FIG. 8, in the front wall portion 44b of the upper cross member 44, the portion facing the bolt insertion hole 44h provided in the rear wall portion 44a and the peripheral portion thereof , Work through holes 44i (service holes) for bolt fastening and the like are formed through in the front-rear direction of the vehicle.

Then, by inserting bolts from the front side through the working through holes 44i into the bolt insertion holes 46h, 44h, and Nb of the rear wall portion 44a of the upper cross member 44, the front wall portion 46a of the inclined frame 46, and the welder nut Nb. The inclined frame 46 is fastened and fixed to the rear surface of the upper cross member 44 as described above.

As described above, the front body structure of the vehicle 1 of the present embodiment is a skeleton member that supports the upper arm 33, the lower arm 32, and the damper 34 of the suspension 3, as shown in FIGS. 2, 4, 6, and 7. 41, a shock absorbing member 61 connected to the front surface of the skeleton member 41 and extending in the vehicle front-rear direction, and a frame member 5 (51 to 55) connected to the rear surface of the skeleton member 41 and extending in the vehicle front-rear direction. Rear end connecting portion 41f (rear end connecting portion) connecting the rear end connecting portion 613 (rear end) of the shock absorbing member 61 in the skeleton member 41 in the front vehicle body structure of the vehicle 1 (FIGS. 2, FIG. 4) and the jointed portions 41a to 41e (front end connecting portions) (see FIG. 4) connecting the front ends of the frame members 5 (51 to 55), the reinforcing ribs 70 (71 to 79) extending in the front-rear direction. ) Is formed (see FIGS. 2, 4, and 9).

According to the above configuration, the skeleton member 41 supports the upper arm 33, the lower arm 32, and the damper 34 as suspension parts of the suspension 3 by the skeleton member 41 independent of the shock absorbing member 61 and the frame member 5. Not only that, it is not necessary to configure the shock absorbing member 61 and the frame member 5 to have suspension support rigidity, and it becomes easy to intensively give suspension support rigidity to the skeleton member 41 that supports the suspension parts.

Therefore, it is possible to reduce the weight of the front part of the vehicle body while increasing the support rigidity of the suspension parts.

Further, by configuring the skeleton member 41 independently of the shock absorbing member 61 and the frame member 5, the difference in rigidity between these members 41, 61, 5, that is, the rear end connection of the shock absorbing member 61 in the skeleton member 41 Even if there is a difference in rigidity between the rear end connecting portion 41f connecting the portions 613 and the joined portions 41a to 41e connecting the front ends of the frame members 5 (51 to 55), the skeleton member 41 By forming the reinforcing rib 70, the collision load can be efficiently transmitted from the shock absorbing member 61 to the frame member 5 via the skeleton member 41 at the time of a front collision.

As an aspect of the present invention, the skeleton member 41 is formed by die-casting aluminum.
According to the above configuration, the reinforcing rib 70 can be easily formed on the skeleton member 41.

As an aspect of the present invention, the skeleton member 41 includes an upper skeleton portion 411 supporting the upper arm 33 and the damper 34, a lower skeleton portion 412 supporting the lower arm 32, and front ends and rear ends of the skeleton portions 411 and 412 on the upper and lower sides thereof. The front skeleton portion 413 and the rear skeleton portion 414 that connect the ends are provided in a frame shape (see FIGS. 1, 2, and 4), and the frame member 5 is provided on the passenger compartment 2 side. A center-side frame 52 extending forward from the front end of the center tunnel frame 26 extending in the front-rear direction of the vehicle and connected to the rear end of the upper skeleton portion 411 is provided (see FIGS. 2, 4, and 6). The center-side frame 52 is arranged in the front-down direction so that the extension line 52x extending forward in the longitudinal direction intersects the rear end connecting portion 613 of the shock absorbing member 61 (see FIGS. 4 and 9) to reinforce the center-side frame 52. The rib 70 is provided with first reinforcing ribs 71 (71a, 71b) that linearly connect the rear end connecting portion 41f and the center side frame joined portion 41b connecting the front ends of the center side frame 52. (See FIGS. 2 and 9).

According to the above configuration, even in the configuration in which the rear end connecting portion 41f and the center side frame joined portion 41b of the skeleton member 41 are vertically offset (misaligned) with each other, as described above, the center side frame 52 By arranging the skeleton members so as to be inclined in the front lower rear upper direction or by providing the first reinforcing rib 71, the front impact load of the skeleton member 41 is efficiently applied from the rear end connecting portion 41f to the center side frame joined portion 41b. Can be communicated.

More specifically, the support height of the suspension 3 (the height of the upper arm support portion 82 and the damper support portion 83) and the height of receiving the collision load at the front portion of the vehicle body at the time of the front collision of the vehicle 1 (the height of the shock absorbing member 61). ) Does not always match, but rather often differs (see FIGS. 2 and 4).

Therefore, the rear end connecting portion 41f of the skeleton member 41 and the center side frame joined portion 41b are not always provided at substantially the same height (see the figure). Therefore, for example, the rear end connecting portion 41f may have a layout that is offset downward (that is, misaligned) with respect to the center side frame joined portion 41b. In this example, the center-side frame joined portion 41b is provided on the rear surface of the upper skeleton portion 411, while the rear end connecting portion 41f straddles the front surfaces of the upper skeleton portion 411 and the front skeleton portion 413. It is installed at the same position (see the figure).

When the heights of the rear end connecting portion 41f and the center side frame joined portion 41b are different in this way, the rear end connecting portion 41f (front of the vehicle) to the center side frame joined portion 41b (rear of the vehicle). ), There is a concern that the transmission efficiency of the front impact load will decrease.

Therefore, in the present embodiment, as described above, the center side frame 52 is fronted so that the extension line 52x extending forward in the longitudinal direction intersects the rear end connecting portion 613 (rear end) of the shock absorbing member 61. By arranging in the downward direction, the extension line 52x extending forward is arranged so as to be as parallel as possible to the straight line connecting the rear end connecting portion 41f and the center side frame joined portion 41b at the shortest distance. Can be set up.

As a result, even in a configuration in which the rear end connecting portion 41f is offset downward with respect to the center side frame joined portion 41b, the skeleton member 41 is shortened from the rear end connecting portion 41f toward the center side frame joined portion 41b. The collision load transmitted by the path is easily input to the center side frame 52 via the center side frame jointed portion 41b, and the transmission efficiency of the front collision load can be improved.

Further, by forming the first reinforcing rib 71 that linearly connects the rear end connecting portion 41f and the center side frame joined portion 41b to the skeleton member 41, the front impact load is applied to the rear end connecting portion 41f. Can be more efficiently transmitted from the center side frame to the jointed portion 41b along the first reinforcing ribs 71 (71a, 71b).

Therefore, the front impact load can be efficiently transmitted to the shock absorbing member 61, the skeleton member 41, the center side frame 52, and the center tunnel frame 26 in this order.

As an aspect of the present invention, a shock absorbing member 28 (front extending member) extending forward from the lower part of the hinge pillar 23 is provided, and a side frame 53 extending in the front-rear direction between the shock absorbing member 28 and the skeleton member 41 ( The side frame 53 is provided with a side frame) (see FIGS. 2 and 9), and the rear end of the side frame 53 is connected to the shock absorbing member 28, and the front end is the front end of the center side frame 52 in the upper skeleton portion 411. The reinforcing rib 70 is connected to the side frame joint 41c provided at an adjacent portion below the center side frame joint 41b (front end connection) to be joined (see FIGS. 2 and 9), and the reinforcing rib 70 is the rear end. It is provided with a second reinforcing rib 72 that linearly connects the connecting portion 41f and the side frame joined portion 41c (front end connecting portion of the side frame) (see the figure).

According to the above configuration, the load transmission in this order to the shock absorbing member 61, the skeleton member 41, and the side frame 53 can be enhanced.

Specifically, the side frame joined portion 41c can suppress the offset amount (positional deviation amount) in the vertical direction with the rear end connecting portion 41f as compared with the center side frame joined portion 41b.
Further, by forming the second reinforcing rib 72 that is adjacent to the first reinforcing rib 71 below, the transmission efficiency of the front impact load from the rear end connecting portion 41f to the side frame 53 can be further improved.

As an aspect of the present invention, the reinforcing rib 70 intersects the second reinforcing rib 72 from an intermediate portion of the first reinforcing rib 71 (in this example, the first lower reinforcing rib 71b) to the lower end of the rear end of the shock absorbing member 61. It is provided with a third reinforcing rib 73 extending linearly toward it (see FIG. 9).

According to the above configuration, the load transmission efficiency can be further improved by forming the third reinforcing rib 73 connected from the front skeleton portion 413 to the first lower reinforcing rib 71b.

As an aspect of the present invention, the reinforcing rib 70 is a straight line from an intermediate portion of the first reinforcing rib 71 (first lower reinforcing rib 71b in this example) toward the damper support portion 83 (rear fastening portion 83b in this example). It is provided with a fourth reinforcing rib 74 extending in a shape (see FIG. 9).

According to the above configuration, the fourth reinforcing rib 74 can extend the third reinforcing rib 73 to a position closer to the center side frame joined portion 41b than the intermediate portion of the first lower reinforcing rib 71b. The efficiency of transmitting the collision load from the rear end connecting portion 41f to the center side frame joined portion 41b can be further improved.

Further, since the fourth reinforcing rib 74 can be extended so as to linearly connect the damper support portion 83 and the intermediate portion of the first lower reinforcing rib 71b, the fourth reinforcing rib 74 is input from the damper 34 to the damper support portion 83. Since the distribution of the input load from the fourth reinforcing rib 74 to the third reinforcing rib 73 in the front-down direction can be promoted, the support rigidity of the damper 34 can be increased (particularly along the third reinforcing rib 73 in FIG. 9). See the dashed arrow shown above).

Here, the arrows shown along the reinforcing ribs 70 in FIG. 9 indicate the direction of the load transmitted along the reinforcing ribs 70, and the thick arrows among these arrows indicate the direction of the collision load transmission. The dashed arrow indicates the transmission direction of the input load input from the damper 34 to the damper support portion 83.

As an aspect of the present invention, the reinforcing rib 70 has a fifth reinforcing rib 75 extending linearly from the lower end portion of the rear end connecting portion 41f (the lower end portion of the rear end of the shock absorbing member 61) toward the lower skeleton portion 412. It is provided (see FIG. 9).

According to the above configuration, the front impact load can be transmitted not only upward but also downward from the rear end connecting portion 41f (see particularly the thick arrow shown along the fifth reinforcing rib 75 in FIG. 9).

Further, in the configuration in which the third and fourth reinforcing ribs 73 and 74 are provided, the input load from the damper 34 to the damper support portion 83 is applied along the fourth reinforcing rib 74, the third reinforcing rib 73, and the fifth reinforcing rib 75. It can be transmitted to the lower skeleton portion 412 in the order of the levers and dispersed (see the dashed arrow in FIG. 9).

Therefore, the transmission efficiency of the front impact load and the support rigidity of the damper 34 can be further improved.

As an aspect of the present invention, the frame member 5 includes a side lower frame 54 extending forward from the front end of the side sill 21 and connected to the rear end of the rear skeleton portion 414 (FIGS. 2, FIG. 4, FIG. 9), the reinforcing rib 70 extends from the corner portion between the upper edge of the lower skeleton portion 412 and the leading edge of the rear skeleton portion 414 toward the lower end position of the side lower frame 54, and the sixth reinforcing rib 76. It is provided with seventh reinforcing ribs 77 (77a, 77b) extending from the lower end of the rear portion of the upper skeleton portion 411 toward the upper end position of the side lower frame 54 (see FIGS. 2, 4, and 9).

According to the above configuration, it is possible to further improve the transmission performance of the front impact load from the rear end connecting portion 41f to the side side lower frame joined portion 41d connecting the front end of the side lower frame 54 (particularly in FIG. 9). See the thick arrows shown along the 6th reinforcing rib 76 and the 7th reinforcing rib 77).

In particular, the seventh reinforcing ribs 77 (77a, 77b) can also disperse the input load from the damper 34 to the damper support 83 (see, in particular, the dashed arrow shown along the seventh reinforcing rib 77 in FIG. 9).

Further, the front impact load input from the front surface of the lower skeleton portion 412 via the sub-shock absorbing member 65 (see FIG. 2) and transmitted in the rear direction is also transmitted to the side lower frame 54 by the sixth reinforcing rib 76. It can be transmitted efficiently (see especially the thick arrow shown along the sixth reinforcing rib 76 in FIG. 9).

As an aspect of the present invention, the reinforcing rib 70 is provided with eighth reinforcing ribs 78 (78a, 78b) extending substantially linearly from the lower end of the rear portion of the upper skeleton portion 411 toward the damper support portion 83 (FIG. 2). , See FIG. 9).

According to the above configuration, the transmission efficiency of the collision load from the rear end connecting portion 41f to the side lower frame joined portion 41d can be further improved.

Further, since the eighth reinforcing rib 78 can be extended so as to linearly connect the damper support portion 83 and the seventh reinforcing rib 77, the input load of the damper support portion 83 can be increased from the eighth reinforcing rib 78 to the seventh reinforcing rib 78. It can be transmitted backward and downward along the reinforcing rib 77. As a result, the distribution of the input load of the damper support portion 83 can be promoted, so that the support rigidity of the damper 34 can also be increased.

In addition, the reinforcing rib 70 is provided with ninth to twelfth reinforcing ribs 79a to 79d for connecting the damper support portion 83 and the upper end of the skeleton member 41 (see FIG. 9), so that the damper 34 to the damper support portion 83 are provided. The input load input to the side upper frame 51 can be efficiently transmitted to the side side upper frame 51 via the side side upper frame jointed portion 41a.

The present invention is not limited to the configuration of the above-described embodiment, and can be formed in various embodiments.

1 ... Vehicle 2 ... Interior 3 ... Front suspension (suspension)
5 (51-55) ... Frame member 21 ... Side sill 23 ... Hinge pillar 26 ... Center tunnel frame 28 ... Shock absorbing member (front extension member)
32 ... Lower arm 33 ... Upper arm 34 ... Front suspension damper (damper)
41 ... Skeleton members 41a to 41e ... Jointed portion (front end connecting portion)
41b ... Center side frame jointed portion (center side frame front end connecting portion)
41c ... Side side frame jointed portion (side side frame front end connecting portion)
41f ... Rear end connecting portion (rear end connecting portion)
52 ... Center-side frame member (center-side frame)
52x ... Extension line 53 ... Side side frame 54 ... Side side lower frame 61 ... Impact absorbing member 70 (71-79) ... Reinforcing ribs 71 (71a, 71b) ... First reinforcing ribs (first reinforcing ribs)
72 ... Second reinforcing rib (second reinforcing rib)
73 ... Third reinforcing rib (third reinforcing rib)
74 ... 4th reinforcing rib (4th reinforcing rib)
75 ... Fifth reinforcing rib (fifth reinforcing rib)
76 ... 6th reinforcing rib (6th reinforcing rib)
77 (77a, 77b) ... 7th reinforcing rib (7th reinforcing rib)
78 (78a, 78b) ... 8th reinforcing rib (8th reinforcing rib)
83 ... Damper support part 411 ... Upper skeleton part 412 ... Lower skeleton part 413 ... Front skeleton part 414 ... Rear skeleton part 613 ... Rear end connecting part (rear end of shock absorbing member)

Claims (9)

The skeleton members that support the upper arm, lower arm and damper of the suspension,
A shock absorbing member that is connected to the front of the skeleton member and extends in the front-rear direction of the vehicle,
A front body structure of a vehicle including a frame member connected to the rear surface of the skeleton member and extending in the front-rear direction of the vehicle.
In the skeleton member, a reinforcing rib extending in the front-rear direction is formed between the rear end connecting portion connecting the rear end of the shock absorbing member and the front end connecting portion connecting the front end of the frame member .
The skeleton members include an upper skeleton portion that supports the upper arm and the damper, a lower skeleton portion that supports the lower arm, and an anterior skeleton portion and a posterior skeleton portion that connect the front ends and the rear ends of the upper / lower skeleton parts. It is configured in a frame shape with a part,
The frame member includes a center-side frame that extends forward from the front end of the center tunnel frame that extends in the front-rear direction of the vehicle and is connected to the rear end of the upper skeleton portion.
The center-side frame is a front body structure of a vehicle in which an extension line extending forward in the longitudinal direction is arranged in the front-down direction so as to intersect the rear end of the shock absorbing member. The front body structure of a vehicle according to claim 1, wherein the skeleton member is formed by die-casting aluminum. The upper SL reinforcing ribs, with the above-described rear connection portion, of the front connecting portion, the first reinforcing rib connecting linearly the center-side frame front connection portion connecting the front end of the center-side frame The front body structure of the vehicle according to claim 1 or 2. A front extension member extending forward from the hinge pillar is provided on the passenger compartment side, and a side frame extending in the front-rear direction between the front extension member and the skeleton member is provided.
The rear end of the side frame is connected to the front extension member, and the front end is connected to the front end connection portion of the side frame adjacent to the lower side of the front end connection portion in the upper skeleton portion.
The front vehicle body of the vehicle according to claim 3, wherein the reinforcing rib is provided with a second reinforcing rib that linearly connects the rear end connecting portion of the shock absorbing member and the front end connecting portion of the side frame. structure. 4. The reinforcing rib is provided with a third reinforcing rib that intersects the second reinforcing rib from an intermediate portion of the first reinforcing rib and extends linearly toward the lower end of the rear end of the shock absorbing member. The front body structure of the vehicle described in. The reinforcing ribs, said from the middle portion of the first reinforcing ribs, the front part of the vehicle according to claim 5 comprising a fourth reinforcing ribs extending straight toward the damper supporting section for supporting the damper Body structure. The front body structure of a vehicle according to claim 5 or 6, wherein the reinforcing rib includes a fifth reinforcing rib that extends linearly from the lower end of the rear end of the shock absorbing member toward the lower skeleton portion. The frame member includes a side lower frame that extends forward from the front end of the side sill and is connected to the rear end of the rear skeleton portion.
The reinforcing ribs are a sixth reinforcing rib extending from a corner portion between the upper edge of the lower skeleton portion and the front edge of the rear skeleton portion toward the lower end position of the side lower frame portion, and the upper skeleton portion. The front body structure of a vehicle according to any one of claims 3 to 7, further comprising a seventh reinforcing rib extending from the lower end of the rear portion toward the upper end position of the side lower frame. The front body structure of a vehicle according to claim 8, wherein the reinforcing rib includes an eighth reinforcing rib extending substantially linearly from the lower end of the rear portion of the upper skeleton portion toward the damper support portion supporting the damper. ..

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