JP7035837B2 - Vehicle front body structure - Google Patents

Vehicle front body structure Download PDF

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JP7035837B2
JP7035837B2 JP2018114825A JP2018114825A JP7035837B2 JP 7035837 B2 JP7035837 B2 JP 7035837B2 JP 2018114825 A JP2018114825 A JP 2018114825A JP 2018114825 A JP2018114825 A JP 2018114825A JP 7035837 B2 JP7035837 B2 JP 7035837B2
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mounting portion
vehicle
vehicle width
width direction
cross member
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JP2019217820A (en
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肇 伊藤
宏明 石津
拓之 岡本
駿介 平井
雄基 佐野
将史 納富
巧 福田
英満 新原
正浩 粟根
秀宗 白石
靖彦 西田
孝徳 吉田
正樹 毛利
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Mazda Motor Corp
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Mazda Motor Corp
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Description

この発明は、車両前後方向に延びる車体側フレームに対して下方に取り付けられ、サスペンションに備えたサスアームを支持するサブフレームを備えた車両の前部車体構造に関する。 The present invention relates to a front vehicle body structure of a vehicle provided with a subframe attached downward to a vehicle body side frame extending in the front-rear direction of the vehicle and supporting a suspension arm provided in the suspension.

例えば、車体前部において、車両前後方向に延びる車体側フレームに対して下方に取り付けられ、前輪用のサスペンションに備えたサスアームを支持するサブフレームを備えた構成が知られている。 For example, in the front part of the vehicle body, a configuration is known in which a subframe is provided which is attached downward to a vehicle body side frame extending in the front-rear direction of the vehicle body and supports a suspension arm provided for a suspension for front wheels.

このような車体前部において、振動発生源としてのサスペンションからサブフレームへ入力された振動は、サブフレームの車体への取付部を介して車体に伝達される。 In such a front part of the vehicle body, the vibration input from the suspension as a vibration source to the subframe is transmitted to the vehicle body via the attachment portion of the subframe to the vehicle body.

そしてサスペンションからサブフレームへの振動入力点として、例えば、サスペンション取付部は、振動発生源から車体側へ伝達される振動の伝達経路における上流側に位置し、このようなサスペンション取付部において振動低減対策を施すことは、サブフレーム全体や車体側へ振動が拡散する前段階で振動を低減できるため有効であると考えられる。 As a vibration input point from the suspension to the subframe, for example, the suspension mounting portion is located on the upstream side in the vibration transmission path transmitted from the vibration source to the vehicle body side, and vibration reduction measures are taken in such a suspension mounting portion. It is considered effective to apply the above because the vibration can be reduced before the vibration is diffused to the entire subframe or the vehicle body side.

ところで、自動車において、車外から伝達される振動を低減するためには、互いに接続される2つの車両用部材間の接続部において、これら部材間での振動伝達を食い止めることが効果的とされている。例えば下記特許文献1においては、2つの車両用部材を、振動低減部材(30)を介して接続する構成が開示されている。 By the way, in an automobile, in order to reduce the vibration transmitted from the outside of the vehicle, it is effective to stop the vibration transmission between these members at the connection portion between the two vehicle members connected to each other. .. For example, Patent Document 1 below discloses a configuration in which two vehicle members are connected via a vibration reducing member (30).

しかしながら、このような構成においては、2つの車両用部材間の振動低減効果を得るために、これらの部材間に、弾性体から成る振動低減部材(30)を追加する必要があり、部品点数の増加に繋がる。 However, in such a configuration, in order to obtain the vibration reducing effect between the two vehicle members, it is necessary to add a vibration reducing member (30) made of an elastic body between these members, and the number of parts is increased. It leads to an increase.

また一般に、サブフレームのサスペンション取付部においては、サスペンションに備えたサスアームが、弾性体から成るラバーブッシュを介して取り付けられることから、このラバーブッシュを、同じ弾性体から成る振動低減部材(30)として兼用することも考えられる。 Further, in general, in the suspension mounting portion of the subframe, since the suspension arm provided in the suspension is mounted via a rubber bush made of an elastic body, this rubber bush is used as a vibration reducing member (30) made of the same elastic body. It is also possible to use it for both purposes.

しかしながら、ラバーブッシュを振動低減部材として適した弾性となることを優先して形成した場合には、例えば、サスペンションジオメトリ等のサスペンション支持性能に影響が及ぶことが懸念される。 However, if the rubber bush is formed with priority given to having elasticity suitable for a vibration reducing member, there is a concern that the suspension support performance such as suspension geometry may be affected.

特開2013-23049号公報Japanese Unexamined Patent Publication No. 2013-23049

本発明はこのような課題に鑑みてなされたもので、サスペンションに備えたサスアームとサブフレームに設けたサスペンション取付部との間に介在するラバーブッシュに要求されるサスペンション支持性能を補償しつつ、サスペンションからサブフレームに伝達される振動を低減することができる車両の前部車体構造の提供を目的とする。 The present invention has been made in view of such problems, and the suspension is provided while compensating for the suspension support performance required for the rubber bush interposed between the suspension arm provided in the suspension and the suspension mounting portion provided on the subframe. It is an object of the present invention to provide a front body structure of a vehicle capable of reducing vibration transmitted from the vehicle to the subframe.

この発明は、車体前部において車両前後方向に延びる車体側フレームに対して下方に取り付けられ、サスペンションに備えたサスアームを支持するサブフレームを備えた車両の前部車体構造であって、上記サブフレームにおける、ラバーブッシュを介して上記サスアームが取り付けられる取付部の近傍かつ車幅方向内側部位に、上記サスアームからの入力荷重に対して該取付部を補強する高剛性部を設け、上記高剛性部は、上記取付部から車幅方向内側への荷重入力方向に沿って延びる複数のリブであり、上記サスアームから上記取付部への荷重入力方向の延長線上に対応する上記取付部の近傍部位に、クロスメンバを接続する接続部を有し、上記接続部には、上記クロスメンバが車幅方向内側へ延設するように該クロスメンバの車幅方向外端部を嵌め込む凹部が車幅方向内側へ開口して形成され、上記取付部は、上記サスアームの前側を支持する前側支持部において前側取付部と後側取付部とを備えており、上記クロスメンバの上記接続部は、上記前側取付部と車両前後方向に一致する部位に設けられ、上記クロスメンバの上記接続部は、上記後側取付部に対して車両前方向にオフセットして設けられており、複数の上記リブには、上記後側取付部から車幅方向内側かつ前側へ延設する第1リブと、該第1リブの車幅方向内側端部から上記凹部まで延設する第2リブを備えたものである。 INDUSTRIAL APPLICABILITY The present invention is a front vehicle body structure of a vehicle provided with a subframe that is attached downward to a vehicle body side frame extending in the front-rear direction of the vehicle at the front portion of the vehicle body and supports a suspension arm provided for the suspension. In the vicinity of the mounting portion to which the suspension arm is mounted via the rubber bush and in the inner portion in the vehicle width direction , a high-rigidity portion that reinforces the mounting portion against an input load from the suspension arm is provided , and the high-rigidity portion is , A plurality of ribs extending from the mounting portion inward in the vehicle width direction along the load input direction, and cross the vicinity of the mounting portion corresponding to the extension line of the load input direction from the suspension arm to the mounting portion. It has a connecting portion for connecting members, and the connecting portion has a recess inward in the vehicle width direction for fitting the outer end portion of the cross member in the vehicle width direction so that the cross member extends inward in the vehicle width direction. The mounting portion is formed by opening and includes a front mounting portion and a rear mounting portion in the front supporting portion that supports the front side of the suspension arm, and the connecting portion of the cross member is the front mounting portion. The connection portion of the cross member is provided at a portion corresponding to the vehicle front-rear direction and is provided so as to be offset in the vehicle front direction with respect to the rear side mounting portion, and the rear side of the plurality of ribs is provided. It is provided with a first rib extending inward and forward in the vehicle width direction from the mounting portion, and a second rib extending from the inner end portion of the first rib in the vehicle width direction to the recess .

上記構成によれば、取付部の近傍部位に高剛性部を設けることにより、取付部材としてのサブフレーム(振動伝達経路の下流側部材)に備えた取付部と、サブフレームに備えた被取付部材としてのラバーブッシュ(振動伝達経路の上流側部材)との相互間に、剛性差を生じさせることができ、サスアームからラバーブッシュを介したサブフレームへの振動伝達を低減することができる。また、ラバーブッシュ自体の弾性(剛性)の変更が不要であるため、サスペンションジオメトリ等への影響が無く、狙い通りのサスペンションジオメトリ等を達成できる。 According to the above configuration, by providing a high-rigidity portion in the vicinity of the mounting portion, the mounting portion provided in the subframe (the member on the downstream side of the vibration transmission path) as the mounting member and the mounted member provided in the subframe. It is possible to generate a difference in rigidity between the rubber bush (member on the upstream side of the vibration transmission path) and the vibration transmission from the suspension arm to the subframe via the rubber bush. Further, since it is not necessary to change the elasticity (rigidity) of the rubber bush itself, there is no influence on the suspension geometry and the like, and the desired suspension geometry and the like can be achieved.

また、上記高剛性部は、上記取付部から荷重入力方向に沿って延びるリブであるため、高剛性部をリブで形成することで、部品点数が増えることなく、サスアームからラバーブッシュを介したサブフレームへの振動伝達を効果的に低減することができる。 Further, since the high-rigidity portion is a rib extending from the mounting portion along the load input direction, by forming the high-rigidity portion with ribs, the number of parts does not increase, and the sub from the suspension arm via the rubber bush. Vibration transmission to the frame can be effectively reduced.

さらに高剛性部をリブで形成することで、サブフレームを成形により形成する場合には、該リブを、成形時に所望の部位、突出し長さ、数になるように一体に形成できる。 Further, by forming the high-rigidity portion with ribs, when the subframe is formed by molding, the ribs can be integrally formed so as to have a desired portion, protrusion length, and number at the time of molding.

さらにまた、上記サスアームから上記取付部への荷重入力方向の延長線上に対応する上記取付部の近傍部位に、車幅方向に延びるクロスメンバを接続したものであるため、取付部の近傍へクロスメンバを接続する接続部によって、サスアームから取付部への入力荷重を、サブフレームの車幅方向内側から受け止めるように突っ張り支持することができるため、該接続部を、取付部の近傍部位を補強する高剛性部として構成することができる。 Furthermore , since the cross member extending in the vehicle width direction is connected to the vicinity of the mounting portion corresponding to the extension line in the load input direction from the suspension arm to the mounting portion, the cross member is connected to the vicinity of the mounting portion. The connection part that connects the parts can support the input load from the suspension arm to the mounting part so as to receive it from the inside in the vehicle width direction of the subframe. It can be configured as a rigid portion.

これにより、ラバーブッシュと取付部との剛性差をより一層生じさせることができ、サブフレームへ伝達する振動低減効果を高めることができる。 As a result, the difference in rigidity between the rubber bush and the mounting portion can be further generated, and the vibration reducing effect transmitted to the subframe can be enhanced.

また、上記クロスメンバの、上記取付部の近傍部位への接続部は、上記取付部と車両前後方向に一致する部位に設けたものであるため、クロスメンバの接続部は、上記取付部と車両前後方向に一致する部位に設けたため、サスアームから取付部へ入力される車幅方向内側への入力荷重を、該接続部によって、サブフレームの車幅方向内側からダイレクトに受け止めることができる。これにより、クロスメンバの接続部を設けることによる、サブフレームへ伝達する振動低減効果をより一層高めることができる。 Further , since the connection portion of the cross member to the vicinity portion of the mounting portion is provided at a portion corresponding to the mounting portion in the vehicle front-rear direction, the connection portion of the cross member is the mounting portion and the vehicle. Since it is provided at a portion corresponding to the front-rear direction, the input load in the vehicle width direction input from the suspension arm to the mounting portion can be directly received from the inside of the vehicle width direction of the subframe by the connection portion. As a result, the vibration reduction effect transmitted to the subframe can be further enhanced by providing the connection portion of the cross member.

この発明の態様として、上記高剛性部は、上記取付部の近傍部位であって、上記クロスメンバの上記接続部と上記サブフレームとのコーナー部から上記クロスメンバに沿って張り出した張出し部であり、上記リブは、上記後側取付部と上記クロスメンバとの間に、上記張出し部を経由してこれら後側取付部とクロスメンバとを繋ぐように設けられたものである。 As an aspect of the present invention, the high-rigidity portion is a portion near the mounting portion, and is an overhanging portion protruding along the cross member from a corner portion between the connection portion of the cross member and the subframe. The rib is provided between the rear mounting portion and the cross member so as to connect the rear mounting portion and the cross member via the overhanging portion .

上記構成によれば、クロスメンバの上記接続部が上記取付部に対して車両前後方向にオフセットして設けたものであっても、上記高剛性部としての張出し部によって、上記クロスメンバの上記接続部と協働してサスアームから取付部への入力荷重を効果的に受け止めることができる。これにより、クロスメンバの接続部が上記取付部に対して車両前後方向にオフセットして設けたものであっても、該クロスメンバの接続部を設けることによる、サブフレームへ伝達する振動低減効果をより一層高めることができる。 According to the above configuration, even if the connection portion of the cross member is provided so as to be offset in the vehicle front-rear direction with respect to the mounting portion, the connection portion of the cross member is connected by the overhanging portion as the high rigidity portion. It is possible to effectively receive the input load from the suspension arm to the mounting part in cooperation with the part. As a result, even if the cross member connection portion is provided at an offset in the vehicle front-rear direction with respect to the mounting portion, the vibration reduction effect transmitted to the subframe by providing the cross member connection portion can be obtained. It can be further enhanced.

また、上記リブは、上記取付部と上記クロスメンバとの間に、上記張出し部を経由してこれら取付部とクロスメンバとを繋ぐように設けられたものであるため、上記サスアームから取付部への入力荷重を、リブを介してクロスメンバに分散することができる。よって、リブは、クロスメンバの接続部と協働してサスアームから取付部への入力荷重を効果的に受け止めることができる。 Further , since the rib is provided between the mounting portion and the cross member so as to connect the mounting portion and the cross member via the overhanging portion, the rib is provided from the suspension arm to the mounting portion. The input load can be distributed to the cross members via the ribs . Therefore, the rib can effectively receive the input load from the suspension arm to the mounting portion in cooperation with the connecting portion of the cross member.

この発明の態様として、上記取付部の近傍部位に、上記リブを底面視でトラス形状に囲んだトラス形状部を設けたものである。 As an aspect of the present invention, a truss-shaped portion in which the rib is surrounded by a truss shape in a bottom view is provided in a portion near the mounting portion.

上記取付部の近傍部位にトラス形状部を設けることで、最小限のリブによって該取付部を効果的に高剛性化することができる。 By providing the truss-shaped portion in the vicinity of the mounting portion, the mounting portion can be effectively made highly rigid with the minimum number of ribs.

この発明の態様として、上記サブフレームは、上記取付部によって上記サスアームを支持する前側支持部と、該前側支持部よりも後側の位置で上記サスアームを支持する後側支持部とを備え、上記後側支持部の近傍部位には、上記高剛性部として、該後側支持部に備えた取付部を中心として、上記サスアームからの荷重入力方向に沿って底面視で放射状に延びるリブを設けたものである。 As an aspect of the present invention, the subframe includes a front support portion that supports the suspension arm by the mounting portion, and a rear support portion that supports the suspension arm at a position rearward from the front support portion. In the vicinity of the rear support portion, as the high rigidity portion, ribs extending radially from the bottom view along the load input direction from the suspension arm are provided around the mounting portion provided on the rear support portion. It is a thing.

上記構成によれば、サスアームから後側支持部に入力されるモーメント荷重等の荷重に対して、後側支持部に備えた取付部を効果的に高剛性化(補強)できるため、上記後側支持部における取付部と、該取付部に取り付けられる、サブフレームに備えた被取付部材としてのラバーブッシュとの相互間に、剛性差を生じさせることができ、サスアームからラバーブッシュを介したサブフレームへの振動伝達を低減することができる。 According to the above configuration, the mounting portion provided on the rear support portion can be effectively made highly rigid (reinforced) against a load such as a moment load input from the suspension arm to the rear support portion, so that the rear side can be effectively increased in rigidity (reinforcement). A rigidity difference can be generated between the mounting portion in the support portion and the rubber bush as a mounted member provided on the subframe to be mounted on the mounting portion, and the subframe via the rubber bush from the suspension arm can be generated. Vibration transmission to can be reduced.

この発明によれば、サスペンションに備えたサスアームとサブフレームに設けたサスペンション取付部との間に介在するラバーブッシュに要求されるサスペンション支持性能を補償しつつ、サスペンションからサブフレームに伝達される振動を低減することができる。 According to the present invention, the vibration transmitted from the suspension to the subframe is compensated for the suspension support performance required for the rubber bush interposed between the suspension arm provided on the suspension and the suspension mounting portion provided on the subframe. Can be reduced.

本実施形態のサブフレーム構造を備えた車体前部の斜視図。The perspective view of the front part of the vehicle body provided with the subframe structure of this embodiment. 本実施形態のサブフレーム構造を備えた車体前部の側面図。The side view of the front part of the vehicle body provided with the subframe structure of this embodiment. 本実施形態のサブフレーム構造を備えた車体前部の平面図。The plan view of the front part of the vehicle body provided with the subframe structure of this embodiment. 車幅方向内側かつ後方斜め上方から視たサブフレームの本体部材およびその周辺の斜視図。A perspective view of the main body member of the subframe and its surroundings as viewed from the inside in the vehicle width direction and diagonally above the rear. サブフレームの本体部材と第2前側クロスメンバの一部とを下側から視た分解斜視図。An exploded perspective view of the main body member of the subframe and a part of the second front cross member as viewed from below. PTマウントおよび保持部材を分解したサブフレームの本体部材を車幅方向外側から視た側面図。A side view of the main body member of the subframe in which the PT mount and the holding member are disassembled, as viewed from the outside in the vehicle width direction. サブフレームの本体部材の底面図。Bottom view of the main body member of the subframe. 図3中のA-A線拡大断面図。FIG. 3 is an enlarged sectional view taken along line AA in FIG. 振動被伝達部材を1自由度マスバネモデルで示したモデル図、および振動伝達部材に対する振動被伝達部材の剛性差に応じたエネルギー伝達の様子を示す模式図。A model diagram showing the vibration-transmitted member with a one-degree-of-freedom mass spring model, and a schematic diagram showing the state of energy transfer according to the difference in rigidity of the vibration-transmitted member with respect to the vibration-transmitted member. 振動被伝達部材の動剛性と動的エネルギーとの関係図。Diagram of the relationship between the dynamic rigidity of the vibration-transmitted member and the dynamic energy.

以下、図面に基づいて本発明の実施形態を詳述する。
図中、矢印Fは車両前方を示し、矢印Rは車両右方を示し、矢印Lは車両左方を示し、矢印Uは車両上方を示し、矢印OUTは車幅方向外側を示し、矢印INは車幅方向内側を示すものとする。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the right side of the vehicle, arrow L indicates the left side of the vehicle, arrow U indicates the upper side of the vehicle, arrow OUT indicates the outside in the vehicle width direction, and arrow IN indicates the outside in the vehicle width direction. It shall indicate the inside in the vehicle width direction.

図1~図4は、本発明の実施形態の前部車体構造を示し、まず、本実施形態の前部車体構造の前提構造について主に図1~図4を用いて説明する。 1 to 4 show the front vehicle body structure of the embodiment of the present invention, and first, the premise structure of the front vehicle body structure of the present embodiment will be described mainly with reference to FIGS. 1 to 4.

図1および図2に示すように、エンジンルームE(図3参照)の左右両側部には、車両前後方向に延びる強度部材としてのフレーム部材で形成されたフロントサイドフレーム1が設けられている。これら左右一対のフロントサイドフレーム1の後部には、車幅方向に延びるダッシュクロス5が接続されている。 As shown in FIGS. 1 and 2, front side frames 1 formed of frame members as strength members extending in the front-rear direction of the vehicle are provided on both left and right sides of the engine room E (see FIG. 3). A dash cross 5 extending in the vehicle width direction is connected to the rear portion of the pair of left and right front side frames 1.

この実施形態では駆動方式をフロントエンジンリア駆動(FR)としており、図3に示すように、フロントサイドフレーム1間のエンジンルームEには、縦置き配置タイプのエンジン3と、その後部に連結されるトランスミッション4とを備えたパワートレイン2が配置されている。 In this embodiment, the drive system is front engine rear drive (FR), and as shown in FIG. 3, the engine room E between the front side frames 1 is connected to the vertically arranged type engine 3 and the rear portion thereof. A power train 2 equipped with a transmission 4 is arranged.

図1、図2に示すように、各フロントサイドフレーム1は、ダッシュクロス5から前方に直線状に延びる前側直線部1aと、ダッシュクロス5から車体後方に向かって後下がりの傾斜部1bと、傾斜部1bの下端からさらに後方に直線状に延びて、図示しないフロアフレームに連接される後側直線部1cとが設けられている。各フロントサイドフレーム1は、図2に示すように、後側直線部1cが前側直線部1aよりも低く形成されている。 As shown in FIGS. 1 and 2, each front side frame 1 has a front straight portion 1a extending linearly forward from the dash cross 5, and an inclined portion 1b descending rearward from the dash cross 5 toward the rear of the vehicle body. A rear straight line portion 1c that extends linearly rearward from the lower end of the inclined portion 1b and is connected to a floor frame (not shown) is provided. As shown in FIG. 2, each front side frame 1 is formed so that the rear straight portion 1c is lower than the front straight portion 1a.

図1、図2に示すように、各フロントサイドフレーム1の前端にはセットプレート6および取付けプレート7を介して、衝突時の衝撃を吸収する筒状体等からなる左右一対のメインクラッシュカン8が設けられている。左右一対のメインクラッシュカン8の前端面には、車幅方向に延びるバンパレインフォースメント9が取り付けられている。 As shown in FIGS. 1 and 2, a pair of left and right main crash cans 8 made of a cylindrical body or the like that absorbs an impact at the time of a collision via a set plate 6 and a mounting plate 7 at the front end of each front side frame 1. Is provided. A bumper reinforcement 9 extending in the vehicle width direction is attached to the front end faces of the pair of left and right main crash cans 8.

各フロントサイドフレーム1の下方には、サスペンションのロアアーム100を支持するサブフレーム10が配置されている。
ここで図3に示すように、ロアアーム100は、サスペンションの下部に備えたサスペンションアームであって、車幅方向に略平行延びる前側アーム部101と、前側アーム部101の車幅方向の中間部から車幅方向内側かつ後方へ略水平に延びる後側アーム部102とを有して平面視略L字形状に形成されている。そして、前後各アーム部101,102の車幅方向の車幅方向内端には、サブフレーム10に備えた後述する本体部材20の前側に連結する前側連結部101a、同じく後側に連結する後側連結部102aが形成されている(図1~図3参照)。
Below each front side frame 1, a subframe 10 that supports the lower arm 100 of the suspension is arranged.
Here, as shown in FIG. 3, the lower arm 100 is a suspension arm provided in the lower part of the suspension, and is formed from an intermediate portion between the front arm portion 101 extending substantially in parallel in the vehicle width direction and the front arm portion 101 in the vehicle width direction. It has a rear arm portion 102 extending inward in the vehicle width direction and substantially horizontally to the rear, and is formed in a substantially L-shape in a plan view. At the inner end of each of the front and rear arm portions 101 and 102 in the vehicle width direction, a front connecting portion 101a connected to the front side of the main body member 20 provided in the subframe 10 and connected to the rear side is also connected to the rear side. The side connecting portion 102a is formed (see FIGS. 1 to 3).

図1~図3に示すように、サブフレーム10は、主に左右一対のサブフレーム本体部材20(以下、「本体部材20」と略記する)と、左右一対のエクステンションフレーム12と、第1、第2の前側クロスメンバ13,14(図1、図3参照)と、後側クロスメンバ15(同図参照)とを備えている。 As shown in FIGS. 1 to 3, the subframe 10 mainly includes a pair of left and right subframe main body members 20 (hereinafter, abbreviated as “main body member 20”), a pair of left and right extension frames 12, and a first. It includes a second front cross member 13, 14 (see FIGS. 1 and 3) and a rear cross member 15 (see FIG. 3).

図2に示すように、本体部材20は、車両前後方向に沿って延在するとともに、フロントサイドフレーム1に対して、その前側直線部1aの車両前後方向における中間位置から傾斜部1bにかけての後下方に配置されており、図3に示すように、該本体部材20は、その前端がエンジン3の前端よりも前方に配置されている。 As shown in FIG. 2, the main body member 20 extends along the vehicle front-rear direction, and is rearward from the intermediate position of the front straight portion 1a in the vehicle front-rear direction to the inclined portion 1b with respect to the front side frame 1. It is arranged below, and as shown in FIG. 3, the front end of the main body member 20 is arranged in front of the front end of the engine 3.

また、第2前側クロスメンバ14および後側クロスメンバ15は、夫々左右一対の本体部材20の前方部21,21の間、後方部61,61の間に、これら前方部21,21および後方部61,61の夫々を車幅方向に橋渡しするように直線状に延びている(図3参照)。
なお、本体部材20、第2前側クロスメンバ14および後側クロスメンバ15の詳細については後述する。
Further, the second front cross member 14 and the rear cross member 15 are located between the front portions 21 and 21 of the pair of left and right main body members 20 and between the rear portions 61 and 61, respectively, between the front portions 21 and 21 and the rear portions. Each of 61 and 61 extends linearly so as to bridge in the vehicle width direction (see FIG. 3).
The details of the main body member 20, the second front cross member 14, and the rear cross member 15 will be described later.

図1~図4に示すように、エクステンションフレーム12は、本体部材20の前端部から前方に直線状に延び、前突時に後述するサブクラッシュカン19では吸収しきれない前突荷重を前端から後方へ圧潰変形して吸収するフレーム部材であり、図2に示すように、フロントサイドフレーム1の前側直線部1aの下方に配設されている。 As shown in FIGS. 1 to 4, the extension frame 12 extends linearly forward from the front end portion of the main body member 20, and receives a front collision load that cannot be completely absorbed by the sub-crash can 19 described later at the time of front collision from the front end to the rear. It is a frame member that is crushed and deformed to absorb it, and is arranged below the front straight portion 1a of the front side frame 1 as shown in FIG.

図3に示すように、エクステンションフレーム12の前端部には接続部材16が接続されており、左右一対の接続部材16の間には、これら16,16を車幅方向に橋渡しする第1前側クロスメンバ13が直線状に延びている。 As shown in FIG. 3, a connecting member 16 is connected to the front end portion of the extension frame 12, and a first front cross that bridges these 16 and 16 in the vehicle width direction between the pair of left and right connecting members 16. The member 13 extends linearly.

また図2、図3に示すように、接続部材16の前面には、セットプレート18および取付けプレート17を介して車両前後方向に延びるサブクラッシュカン19の後面が接続されている。サブクラッシュカン19の前方部にはサブバンパビーム11を設けている。このサブバンパビーム11は、車両と歩行者との衝突時に、歩行者の脚を払って当該歩行者をボンネット上に傾倒させ、2次衝突を防止する所謂足払い部材である。 Further, as shown in FIGS. 2 and 3, the rear surface of the sub-crash can 19 extending in the front-rear direction of the vehicle is connected to the front surface of the connecting member 16 via the set plate 18 and the mounting plate 17. A sub-bumper beam 11 is provided in front of the sub-crash can 19. The sub-bumper beam 11 is a so-called foot sweep member that prevents a secondary collision by paying the pedestrian's leg and tilting the pedestrian onto the bonnet when the vehicle collides with the pedestrian.

上記の接続部材16は、図2、図3に示すように、エクステンションフレーム12や第1前側クロスメンバ13(図3参照)との各接続箇所に対して上方に延在したタワー形状に形成されている。さらに接続部材16は、中空箱型形状に形成されており、その車幅方向外側部分の上面部をマウントブッシュを介してフロントサイドフレーム1の下面に対して不図示の締結部材によって取り付けている。これにより接続部材16の上部には、前側車体取付部71が構成されている。 As shown in FIGS. 2 and 3, the connection member 16 is formed in a tower shape extending upward with respect to each connection point with the extension frame 12 and the first front cross member 13 (see FIG. 3). ing. Further, the connecting member 16 is formed in a hollow box shape, and the upper surface portion of the outer portion in the vehicle width direction is attached to the lower surface of the front side frame 1 via a mount bush by a fastening member (not shown). As a result, a front vehicle body mounting portion 71 is configured on the upper portion of the connecting member 16.

以下、サブフレーム10の本体部材20を中心に本実施形態の前提構造について図1~図8を用いて引き続き説明する。なお、左右一対のサブフレーム10は、左右対称形状であるため、以下、特に示す場合を除いて左側の構成に基づいて説明する。 Hereinafter, the premise structure of the present embodiment will be continuously described with reference to FIGS. 1 to 8 centering on the main body member 20 of the subframe 10. Since the pair of left and right subframes 10 have a symmetrical shape, the description will be described below based on the configuration on the left side unless otherwise specified.

図3、図4に示すように、サブフレーム10の本体部材20は、エクステンションフレーム12および第2前側クロスメンバ14が接続される前方部21と、後側クロスメンバ15が接続される後方部61と、これら前方部21と後方部61との間を繋ぐ中間部31とを有しており、アルミダイキャスト等の鋳造により一体成形された一部材から成るアルミブロックである。 As shown in FIGS. 3 and 4, the main body member 20 of the subframe 10 has a front portion 21 to which the extension frame 12 and the second front cross member 14 are connected and a rear portion 61 to which the rear cross member 15 is connected. It is an aluminum block made of one member integrally molded by casting such as aluminum die casting, which has an intermediate portion 31 connecting the front portion 21 and the rear portion 61.

図5に示すように、前方部21は、その車幅方向外側かつ前部に、差込み部22が前端から後方へ向けて凹状に形成している。そして図1~図4に示すように、エクステンションフレーム12は、その後部が差込み部22に差し込まれることで本体部材20に対して一体に接続している。 As shown in FIG. 5, the front portion 21 has an insertion portion 22 formed in a concave shape from the front end to the rear on the outer side and the front portion in the vehicle width direction. Then, as shown in FIGS. 1 to 4, the extension frame 12 is integrally connected to the main body member 20 by inserting the rear portion into the insertion portion 22.

図3~図7に示すように、前方部21の車幅方向外側には、ロアアーム100の前側アーム部101の車幅方向内端に備えた前側連結部101a(図3、図4参照)を揺動自在に支持する前側支持部24が形成されている。 As shown in FIGS. 3 to 7, on the outer side of the front portion 21 in the vehicle width direction, a front connecting portion 101a (see FIGS. 3 and 4) provided at the inner end of the front arm portion 101 of the lower arm 100 in the vehicle width direction is provided. A front support portion 24 that swingably supports is formed.

具体的には図5~図7に示すように、前側支持部24は、前方部21の車幅方向外側において車両前後方向に間隔を隔てて車幅方向外側へフランジ状に突出形成した前後一対の取付部241,242によって形成されている。 Specifically, as shown in FIGS. 5 to 7, the front support portion 24 is formed so as to project in a flange shape to the outside in the vehicle width direction at intervals in the vehicle front-rear direction on the outside in the vehicle width direction of the front portion 21. It is formed by the mounting portions 241,242 of.

一方、図3、図4に示すように、ロアアーム100の前側連結部101aは、該前側連結部101aに埋設されたラバーブッシュ25に挿通された車両前後方向に平行に延びる軸部材26を備えている。 On the other hand, as shown in FIGS. 3 and 4, the front connecting portion 101a of the lower arm 100 includes a shaft member 26 extending parallel to the vehicle front-rear direction inserted into the rubber bush 25 embedded in the front connecting portion 101a. There is.

この軸部材26は、その軸方向におけるラバーブッシュ25に対して前側が、前側の取付部241に、後側が後側の取付部242に、夫々ボルト等によって締結固定されている。 The shaft member 26 is fastened and fixed to the rubber bush 25 in the axial direction on the front side to the front mounting portion 241 and on the rear side to the rear mounting portion 242 by bolts or the like.

このように、前側支持部24は、その前後一対の取付部241,242によって軸部材26を2点留めすることで、該軸部材26(ラバーブッシュ25)を介してロアアーム100の前側連結部101aを軸支している。 In this way, the front support portion 24 has the front connecting portion 101a of the lower arm 100 via the shaft member 26 (rubber bush 25) by fastening the shaft member 26 at two points by the pair of front and rear mounting portions 241,242. Is supported by the axis.

また図1、図2、図4~図8に示すように、サブフレーム10の本体部材20の中間部31には、パワートレイン2側に備えたPT側ブラケット201(図8参照)に接続するマウント支持構造体36(PTマウント36)(同図参照)を収容する収容部33が設けられている。 Further, as shown in FIGS. 1, 2, 4 to 8, the intermediate portion 31 of the main body member 20 of the subframe 10 is connected to the PT side bracket 201 (see FIG. 8) provided on the power train 2 side. An accommodating portion 33 for accommodating the mount support structure 36 (PT mount 36) (see the figure) is provided.

収容部33は、下方に開口した収容空間33s(図5~図7参照)を内部に有する中空状に形成している。図6、図8に示すように、PTマウント36は、収容部33の下方の開口部33aを通じて内部の収容空間33sに収容される。 The accommodating portion 33 is formed in a hollow shape having an accommodating space 33s (see FIGS. 5 to 7) opened downward. As shown in FIGS. 6 and 8, the PT mount 36 is accommodated in the internal accommodation space 33s through the opening 33a below the accommodation portion 33.

収容空間33sに収容されたPTマウント36は、図8に示すように、収容部33の上壁部331に形成された貫通孔372c1(ネック部挿通孔372c1)を通じて、該上壁部331の上面に対して上方へ突き出すマウントラバー38を備え、このマウントラバー38の上部に設けられたPTブラケット取付け用突出片39を、エンジン3側のPT側ブラケット201に接続することで、PTマウント36によってPT側ブラケット201を下側から弾性支持する。 As shown in FIG. 8, the PT mount 36 accommodated in the accommodation space 33s has an upper surface of the upper wall portion 331 through a through hole 372c1 (neck portion insertion hole 372c1) formed in the upper wall portion 331 of the accommodation portion 33. A mount rubber 38 protruding upward with respect to the engine is provided, and a projecting piece 39 for attaching a PT bracket provided on the upper portion of the mount rubber 38 is connected to the PT side bracket 201 on the engine 3 side, whereby the PT is mounted by the PT mount 36. The side bracket 201 is elastically supported from below.

図6、図8に示すように、収容部33の下部には、収容空間33sの下方の開口部33aを塞ぐように該開口部33aの周縁30a,30b(図7参照)にボルト等によって取り付けられ、収容部33に収容したPTマウント36を下側から保持する保持部材40をさらに備えている。保持部材40の内部には、PTマウント嵌込み部41を備えており、PTマウント36は、PTマウント嵌込み部41に嵌め込まれた状態で保持される(図8参照)。 As shown in FIGS. 6 and 8, the lower portion of the accommodating portion 33 is attached to the peripheral edges 30a, 30b (see FIG. 7) of the accommodating portion 33a by bolts or the like so as to close the opening 33a below the accommodating space 33s. Further, a holding member 40 for holding the PT mount 36 housed in the housing portion 33 from below is further provided. A PT mount fitting portion 41 is provided inside the holding member 40, and the PT mount 36 is held in a state of being fitted in the PT mount fitting portion 41 (see FIG. 8).

図4、図8に示すように、収容部33には、その上壁部331の車幅方向外縁31aから車幅方向外側に水平に延出する中間張出し部34が形成されている。 As shown in FIGS. 4 and 8, the accommodating portion 33 is formed with an intermediate overhanging portion 34 extending horizontally from the outer edge 31a in the vehicle width direction of the upper wall portion 331 to the outside in the vehicle width direction.

中間張出し部34の平面視で、前縁と車幅方向外縁とのコーナー部には、サブフレーム10をその本体部材20の車両前後方向の中間位置にて車体側へ取り付ける中間車体取付部72が、上方に突出するように柱状(円筒状)に立設されている。 In the plan view of the intermediate overhanging portion 34, at the corner portion between the leading edge and the outer edge in the vehicle width direction, an intermediate vehicle body mounting portion 72 for attaching the subframe 10 to the vehicle body side at an intermediate position in the vehicle front-rear direction of the main body member 20 is provided. , It is erected in a columnar shape (cylindrical shape) so as to project upward.

また、図6、図7に示すように、収容部33と中間車体取付部72との間(詳しくは収容部33の側壁部332における車幅方向外側の外壁面332aと、中間張出し部34との間)には、これら33(332a),72(34)の間を補強する上下方向および車両前後方向に延びる複数の補強リブ51a,51bが設けられている。 Further, as shown in FIGS. 6 and 7, between the accommodating portion 33 and the intermediate vehicle body mounting portion 72 (specifically, the outer wall surface 332a on the outer side wall portion 332 of the accommodating portion 33 in the vehicle width direction and the intermediate overhanging portion 34 Between), a plurality of reinforcing ribs 51a and 51b extending in the vertical direction and the vehicle front-rear direction to reinforce between the 33 (332a) and 72 (34) are provided.

図4~図7に示すように、本体部材20の後方部61は、車両前後方向に沿って略直線状に延びる後方部前側62と、該後方部前側62の後端から車両前後方向に対して後方程車幅方向外側へ傾斜して略直線状に延びる後方部後側63とを有して一体に形成されている。 As shown in FIGS. 4 to 7, the rear portion 61 of the main body member 20 has a rear portion front side 62 extending substantially linearly along the vehicle front-rear direction and a rear end of the rear portion front side 62 with respect to the vehicle front-rear direction. It is integrally formed with a rear portion rear side 63 that is inclined outward in the vehicle width direction toward the rear and extends substantially linearly.

さらに図4、図6に示すように、本体部材20の後方部61には、該後方部61の車幅方向中央において車両前後方向に沿って延びるベース部分の上面に対して上方に立ち上がる縦壁部64が形成されている。縦壁部64は、後方部61の後方部前側62の車幅方向外縁部において、その前端から後方部後側63の前部に至るまで車両前後方向に延びており、後方へ徐々に低くなるように側面視で傾斜状に形成されている。 Further, as shown in FIGS. 4 and 6, the rear portion 61 of the main body member 20 has a vertical wall that rises upward with respect to the upper surface of the base portion extending along the vehicle front-rear direction at the center of the rear portion 61 in the vehicle width direction. Part 64 is formed. The vertical wall portion 64 extends in the vehicle front-rear direction from the front end thereof to the front portion of the rear portion rear side 63 at the vehicle width direction outer edge portion of the rear portion front side 62 of the rear portion 61, and gradually decreases rearward. As shown in the side view, it is formed in an inclined shape.

縦壁部64の前端は、収容部33の側壁部332の後端から後方へ連続して延びるように該収容部33に対して一体に形成されるとともに、収容部33の上壁部331と同じ高さで形成されている。 The front end of the vertical wall portion 64 is integrally formed with the accommodating portion 33 so as to continuously extend rearward from the rear end of the side wall portion 332 of the accommodating portion 33, and is integrally formed with the upper wall portion 331 of the accommodating portion 33. It is formed at the same height.

図5~図7に示すように、後方部前側62と後方部後側63との車幅方向外側のコーナー部分(平面視で内角部分)には、車幅方向外側へ延出する後方張出部66が形成されている。 As shown in FIGS. 5 to 7, a rear overhang extending outward in the vehicle width direction is provided at a corner portion (inner angle portion in a plan view) of the rear portion front side 62 and the rear portion rear side 63 in the vehicle width direction. The portion 66 is formed.

図7に示すように、後方部61の車幅方向外側には、ロアアーム100の後側アーム部102の車幅方向内端に備えた後側連結部102a(図1~図3参照)を揺動自在に支持する後側支持部67が形成されている。
具体的には図1~図3に示すように、後側支持部67は、ロアアーム後側支持ブラケット67Aを備えている。
As shown in FIG. 7, a rear connecting portion 102a (see FIGS. 1 to 3) provided at the inner end of the rear arm portion 102 of the lower arm 100 in the vehicle width direction is shaken outside the rear portion 61 in the vehicle width direction. A rear support portion 67 that movably supports is formed.
Specifically, as shown in FIGS. 1 to 3, the rear support portion 67 includes a lower arm rear support bracket 67A.

図6に示すように、このロアアーム後側支持ブラケット67Aは、その前後各側にサブフレーム10の本体部材20に取り付ける取付けフランジ部67a,67bを備えており、これら前後一対の取付けフランジ部67a,67bのうち前側取付けフランジ部67aは、縦壁部64の車幅方向外側の壁面に形成されたボルト締結穴67aaにボルトを介して締結固定される一方、後側取付けフランジ部67bは、後方張出部66に形成されたボルト締結穴67bb(図5、図7参照)にボルトを介して締結固定されている。
ここで後方張出部66におけるボルト締結穴67bbの周縁を後側取付部67rに設定する(図5、図7参照)。
As shown in FIG. 6, the lower arm rear support bracket 67A is provided with mounting flange portions 67a, 67b to be attached to the main body member 20 of the subframe 10 on each of the front and rear sides thereof, and a pair of front and rear mounting flange portions 67a, Of the 67b, the front mounting flange portion 67a is fastened and fixed to the bolt fastening hole 67aa formed on the outer wall surface of the vertical wall portion 64 in the vehicle width direction via bolts, while the rear mounting flange portion 67b is stretched backward. It is fastened and fixed to the bolt fastening hole 67bb (see FIGS. 5 and 7) formed in the protrusion 66 via a bolt.
Here, the peripheral edge of the bolt fastening hole 67bb in the rear overhanging portion 66 is set to the rear mounting portion 67r (see FIGS. 5 and 7).

そしてロアアーム100の後側連結部102aは、その後方へ延びる軸部材68(図4、図6、図7参照)がロアアーム後側支持ブラケット67Aの内部に備えたラバーブッシュ69(図4参照)に挿通することにより、後側支持部67に軸支される(図6、図7参照)。 The rear connecting portion 102a of the lower arm 100 is attached to a rubber bush 69 (see FIG. 4) in which a shaft member 68 (see FIGS. 4, 6, and 7) extending rearward thereof is provided inside the lower arm rear support bracket 67A. By inserting it, it is pivotally supported by the rear support portion 67 (see FIGS. 6 and 7).

これにより、ロアアーム100の前側連結部101aと後側連結部102aとは、車両前後方向に平行かつ同軸に配されている(図3参照)。 As a result, the front connecting portion 101a and the rear connecting portion 102a of the lower arm 100 are arranged parallel and coaxially in the front-rear direction of the vehicle (see FIG. 3).

また図1~図4、図6に示すように、後方部後側63の後部の上面部には、フロントサイドフレーム1の下面に対してマウントブッシュを介して締結固定する後側車体取付部73が形成されている。 Further, as shown in FIGS. 1 to 4 and 6, a rear vehicle body mounting portion 73 is fastened and fixed to the lower surface of the front side frame 1 via a mount bush on the upper surface portion of the rear portion of the rear portion rear side 63. Is formed.

このようにサブフレーム10は、この後側車体取付部73と、上述した前側車体取付部71および中間車体取付部72との3箇所によって、フロントサイドフレーム1に取り付けられている。 As described above, the subframe 10 is attached to the front side frame 1 by the rear side vehicle body mounting portion 73, and the above-mentioned front side vehicle body mounting portion 71 and the intermediate vehicle body mounting portion 72.

ところで、上述したサブフレーム10を備えた車体前部構造においては、サスペンションが、前輪から走行荷重を受けることで振動発生源となり、該サスペンションからサブフレーム10へ入力された振動は、サブフレーム10の車体取付部71,72,73を介して車体に伝達される。 By the way, in the vehicle body front structure provided with the subframe 10 described above, the suspension becomes a vibration source by receiving a running load from the front wheels, and the vibration input from the suspension to the subframe 10 is the vibration of the subframe 10. It is transmitted to the vehicle body via the vehicle body mounting portions 71, 72, 73.

発明者らは、このような振動発生源から車体側への振動伝達経路において、互いに取り付けられ、上流側に位置する上流側部材(振動伝達部材)と、下流側に位置する下流側部材(振動被伝達部材)との間に剛性差をもたせることが、振動発生源から車体側へ伝達される振動を低減するうえで有効であることに着目した。 In the vibration transmission path from such a vibration source to the vehicle body side, the inventors have attached an upstream member (vibration transmission member) located on the upstream side and a downstream member (vibration) located on the downstream side. We focused on the fact that having a rigidity difference with the transmitted member) is effective in reducing the vibration transmitted from the vibration source to the vehicle body side.

以下では、互いに取り付けられた2つの部材間に剛性差をもたせるという上述した技術思想について、サブフレーム10におけるサスペンション取付部としての前後各側の支持部24,67に適用し、サスペンションに備えたラバーブッシュ25,69(振動伝達部材)から前後各側の支持部24,67(振動被伝達部材)へと外力(振動)が入力される場合を例に採り、図9(a)(b1)(b2)、図10を用いて説明する。
図9(a)は、サブフレーム10を1自由度系のバネ・マスモデルで示すとともに、この1自由度系のバネ・マスモデルに対して外力Fが入力される様子を示すモデル図である。図9(a)中のm1、k1は、夫々サブフレーム10の剛性、弾性を示す。
In the following, the above-mentioned technical idea of giving a difference in rigidity between two members attached to each other is applied to the support portions 24 and 67 on each of the front and rear sides as the suspension attachment portion in the subframe 10, and the rubber provided for the suspension. Taking the case where an external force (vibration) is input from the bushes 25, 69 (vibration transmission member) to the support portions 24, 67 (vibration transmitted member) on each of the front and rear sides as an example, FIGS. 9 (a) and 9 (b1) ( b2) will be described with reference to FIG.
FIG. 9A is a model diagram showing the subframe 10 as a spring-mass model of one-degree-of-freedom system and an external force F being input to the spring-mass model of this one-degree-of-freedom system. .. M1 and k1 in FIG. 9A show the rigidity and elasticity of the subframe 10, respectively.

また、外力入力点としての、ラバーブッシュ25と、サスペンション取付部としての前側支持部24との間における剛性差に応じて、サブフレーム10に対して外力が入力時に該前側支持部24が受け取るエネルギー(m1動的弾性エネルギー)の変化の関係は、図10のグラフに示す結果となった。 Further, the energy received by the front support portion 24 when the external force is input to the subframe 10 according to the difference in rigidity between the rubber bush 25 as the external force input point and the front support portion 24 as the suspension mounting portion. The relationship of changes in (m1 dynamic elastic energy) is the result shown in the graph of FIG.

図10は、サブフレーム10のみの1自由度系マス・ダンパモデルに基づく動剛性(m1動剛性、換言すると弾性係数k1)とm1動的弾性エネルギーとの関係を示すグラフである。 FIG. 10 is a graph showing the relationship between the dynamic rigidity (m1 dynamic rigidity, in other words, the elastic modulus k1) and the m1 dynamic elastic energy based on the one-degree-of-freedom mass damper model of only the subframe 10.

ここで、m1動剛性の変化に伴うm1動的弾性エネルギーの影響について検討するにあたって、図9(a)に示すように、ラバーブッシュ25を除いてサブフレーム10のみに基づいてモデル化した1自由度系のバネ・マスモデルを採用したのは、ラバーブッシュ25と前側支持部24との間に剛性差をもたせるにあたって、弾性体から成るラバーブッシュ25と剛体からなるサブフレーム10との間には、元々大きな剛性差が存在するためであり、ラバーブッシュ25に対するサブフレーム10の剛性比(相対的な大きさ)に着目するよりも、サブフレーム10の絶対的な剛性を高めることに着目する方がラバーブッシュ25の弾性に変更を加えることがなく、結果的にラバーブッシュ25との剛性差をもたせて振動低減効果を高めることが期待できるためである。 Here, in examining the influence of the m1 dynamic elastic energy due to the change in the m1 dynamic rigidity, as shown in FIG. 9A, one freedom modeled based only on the subframe 10 excluding the rubber bush 25. The spring mass model of the degree system was adopted between the rubber bush 25 made of an elastic body and the subframe 10 made of a rigid body in order to give a rigidity difference between the rubber bush 25 and the front support portion 24. This is because there is originally a large difference in rigidity, and those who focus on increasing the absolute rigidity of the subframe 10 rather than focusing on the rigidity ratio (relative size) of the subframe 10 to the rubber bush 25. However, the elasticity of the rubber bush 25 is not changed, and as a result, it can be expected that the rigidity difference from the rubber bush 25 is increased and the vibration reducing effect is enhanced.

すなわち、振動伝達部材と振動被伝達部材との剛性差をもたせるにあたって、これら2部材のうち、上述したように、振動被伝達部材の剛性を変更する(高める)ことに限らず、例えば、振動伝達部材側の剛性を変更することも考えられる。しかしながら本実施形態においては、振動伝達部材としてサスペンションのラバーブッシュの剛性を変更することは、サスペンションジオメトリなどを考慮して適切に設定しされたラバーブッシュの弾性を変更することに繋がり、サスペンションの支持性能に悪影響を及ぼすことが懸念される。このため本実施形態では、振動被伝達部材としてのサブフレーム10側の剛性高めることで両部材間に剛性差をもたせる構成を採用したものである。 That is, in order to have a difference in rigidity between the vibration transmitting member and the vibration transmitted member, the rigidity of the vibration transmitted member is not limited to being changed (increased) as described above among these two members, for example, vibration transmission. It is also conceivable to change the rigidity of the member side. However, in the present embodiment, changing the rigidity of the rubber bush of the suspension as a vibration transmission member leads to changing the elasticity of the rubber bush appropriately set in consideration of the suspension geometry and the like, and supports the suspension. There is concern that it will adversely affect performance. Therefore, in the present embodiment, a configuration is adopted in which a rigidity difference is provided between the two members by increasing the rigidity of the subframe 10 side as the vibration transmitted member.

図10のグラフ中の波形Lが示すとおり、外力入力点から外力Fが入力時にm1動的弾性エネルギーは、m1動剛性が高くなるに従って線形的に低くなる特性を示した。 As shown by the waveform L in the graph of FIG. 10, when the external force F is input from the external force input point, the m1 dynamic elastic energy shows a characteristic that the m1 dynamic elastic energy decreases linearly as the m1 dynamic rigidity increases.

すなわち、図10のグラフ中の波形Lからの明らかなとおり、振動被伝達部材としてのサブフレーム10の剛性が高い方が、跳ね返り量が大きくなり、振動低減効果を高めるうえで有効であるといえる。 That is, as is clear from the waveform L in the graph of FIG. 10, it can be said that the higher the rigidity of the subframe 10 as the vibration transmitted member, the larger the amount of rebound and the more effective in enhancing the vibration reducing effect. ..

換言すると、振動被伝達部材の一部に局所的に外力が加わる場合において、該一部周辺の剛性が低い場合(振動伝達部材と振動被伝達部材との剛性差が小さい場合)には、図9(b1)に示すように、振動被伝達部材が反射する振動エネルギーの反射量は小さくなる。すなわち、振動被伝達部材への振動エネルギーの伝達量(受け取り量)は大きくなる。これに対して、振動被伝達部材の剛性が高い場合(振動伝達部材と振動被伝達部材との剛性差が大きい場合)には、図9(a2)に示すように、振動被伝達部材における振動エネルギーの反射量は大きくなる。すなわち、振動被伝達部材への振動エネルギーの伝達量は小さくなる。 In other words, when an external force is locally applied to a part of the vibration-transmitted member and the rigidity around the part is low (when the rigidity difference between the vibration-transmitted member and the vibration-transmitted member is small), the figure is shown in the figure. As shown in 9 (b1), the amount of vibration energy reflected by the vibration-transmitted member becomes small. That is, the amount of vibration energy transmitted (received) to the vibration-transmitted member becomes large. On the other hand, when the rigidity of the vibration-transmitted member is high (when the rigidity difference between the vibration-transmitted member and the vibration-transmitted member is large), the vibration in the vibration-transmitted member is as shown in FIG. 9 (a2). The amount of energy reflected increases. That is, the amount of vibration energy transmitted to the vibration-transmitted member becomes small.

そこで本実施形態では、上述した前提構造としてのサブフレーム10に対して、上述した技術思想を具現化した構造として、上記サブフレーム10における、ラバーブッシュ25,69を介してロアアーム100が取り付けられる前側支持部24(前後一対の取付部241,242)および後側支持部67(後側取付部67r)の各近傍部位に、走行中にロアアーム100からの入力荷重(図3中のF1、図7中のモーメント荷重M参照)に対して、これら前後各側の支持部24,67を補強する(すなわち弾性係数を高める)高剛性部を設けた具体的構造について説明する。 Therefore, in the present embodiment, the front side to which the lower arm 100 is attached via the rubber bushes 25 and 69 in the subframe 10 as a structure embodying the above-mentioned technical idea with respect to the subframe 10 as the above-mentioned premise structure. The input load from the lower arm 100 (F1 in FIG. 3, FIG. 7) is applied to each vicinity of the support portion 24 (a pair of front and rear mounting portions 241,242) and the rear support portion 67 (rear side mounting portion 67r) while traveling. A specific structure provided with a high-rigidity portion that reinforces (that is, increases the elastic modulus) the support portions 24 and 67 on each of the front and rear sides with respect to the moment load M in the middle) will be described.

サブフレーム10の本体部材20における、ロアアーム100の前側連結部101aを支持する前側支持部24のうち、前側取付部241の近傍には、該前側取付部241を補強する高剛性部としてのガイド凹部23が設けられている。 Of the front support portions 24 that support the front connecting portion 101a of the lower arm 100 in the main body member 20 of the subframe 10, in the vicinity of the front mounting portion 241 is a guide recess as a highly rigid portion that reinforces the front mounting portion 241. 23 is provided.

図4、図5、図7に示すように、ガイド凹部23は、前方部21の前部における前側取付部241の近傍部位であって、ロアアーム100(詳しくは、前側連結部101aに備えたラバーブッシュ25)から前側取付部241への荷重入力方向である車幅内側方向の延長線上に対応する部位に設けられている。換言すると、ガイド凹部23は、前側取付部241と車両前後方向に一致する部位に設けられている(図7参照)。 As shown in FIGS. 4, 5, and 7, the guide recess 23 is a portion near the front mounting portion 241 in the front portion of the front portion 21, and is a rubber provided in the lower arm 100 (specifically, the front connecting portion 101a). It is provided at a portion corresponding to the extension line in the vehicle width inner direction, which is the load input direction from the bush 25) to the front mounting portion 241. In other words, the guide recess 23 is provided at a portion that coincides with the front mounting portion 241 in the front-rear direction of the vehicle (see FIG. 7).

このようなガイド凹部23は、第2前側クロスメンバ14の接続部として、中間部31および後方部61の車幅方向内縁よりも車幅方向内側に延出して設けられており、上壁部23aと、上壁部23aの前後各側から下方へ延びる一対のガイド側壁部23b,23cと、上壁部23aの車幅方向外端から下方に延びる車幅方向外壁部23dとで、下方かつ車幅方向内方へ開口する凹形状に形成している(特に図5、図7参照)。 Such a guide recess 23 is provided as a connecting portion of the second front cross member 14 so as to extend inward in the vehicle width direction from the inner edge of the intermediate portion 31 and the rear portion 61 in the vehicle width direction, and the upper wall portion 23a. A pair of guide side wall portions 23b, 23c extending downward from each of the front and rear sides of the upper wall portion 23a, and a vehicle width direction outer wall portion 23d extending downward from the vehicle width direction outer end of the upper wall portion 23a. It is formed in a concave shape that opens inward in the width direction (see particularly FIGS. 5 and 7).

ガイド凹部23は、上述したように、前方部21の前部に設けられている。詳述すると、ガイド凹部23は、前方部21の前部に、ロアアーム100(詳しくは、前側連結部101aに備えたラバーブッシュ25)から前側取付部241への荷重入力方向である車幅内側方向の延長線上に対応する前側取付部241の近傍部位に設けられている。換言すると、第2前側クロスメンバ14の接続部としてのガイド凹部23は、上述したように、前側取付部241と車両前後方向に一致する部位に設けられている。そして第2前側クロスメンバ14は、このようなガイド凹部23から車幅方向内側へ延びている。 As described above, the guide recess 23 is provided in the front portion of the front portion 21. More specifically, the guide recess 23 is located in the front portion of the front portion 21 in the vehicle width inner direction, which is the load input direction from the lower arm 100 (specifically, the rubber bush 25 provided in the front connecting portion 101a) to the front mounting portion 241. It is provided in the vicinity of the front mounting portion 241 corresponding to the extension line of the above. In other words, the guide recess 23 as the connecting portion of the second front cross member 14 is provided at a portion corresponding to the front mounting portion 241 in the front-rear direction of the vehicle, as described above. The second front cross member 14 extends inward in the vehicle width direction from such a guide recess 23.

図4、図5に示すように、第2前側クロスメンバ14は、その車幅方向外端部がガイド凹部23に嵌め込まれた状態で各壁部23a~23cに対して溶接等により一体に接合されている。これにより、第2前側クロスメンバ14は、このようなガイド凹部23から車幅方向内側へ延びており、左右一対の本体部材20の前方部21の間に、これらを車幅方向に橋渡しするように直線状に延びている(図3参照)。 As shown in FIGS. 4 and 5, the second front cross member 14 is integrally joined to each wall portion 23a to 23c by welding or the like with its outer end portion in the vehicle width direction fitted in the guide recess 23. Has been done. As a result, the second front cross member 14 extends inward in the vehicle width direction from such a guide recess 23, and bridges these between the front portions 21 of the pair of left and right main body members 20 in the vehicle width direction. It extends linearly (see FIG. 3).

また、サブフレーム10の本体部材20の底面部における、ロアアーム100の前側連結部101aを支持する前側支持部24のうち、後側取付部242の近傍には、該後側取付部242を補強する高剛性部として底面前方補強リブ85a,85b,85cが設けられている(図5、図7参照)。 Further, among the front support portions 24 that support the front connecting portion 101a of the lower arm 100 on the bottom surface portion of the main body member 20 of the subframe 10, the rear mounting portion 242 is reinforced in the vicinity of the rear mounting portion 242. Bottom front reinforcing ribs 85a, 85b, 85c are provided as high-rigidity portions (see FIGS. 5 and 7).

図5、図7に示すように、第1~第3の底面前方補強リブ85a,85b,85cは、本体部材20の前方部21の底面部であって、後側取付部242に対して車幅方向内側周辺部分において下方へ突出形成されており、何れも後側取付部242から荷重入力方向である車幅方向内側に沿って延びている。具体的には、第1~第3の底面前方補強リブ85a,85b,85cは、底面視で後側取付部242を中心として隣り合う相互間の車両前後方向の間隔が徐々に広がるように放射状に延びている。 As shown in FIGS. 5 and 7, the first to third bottom surface front reinforcing ribs 85a, 85b, 85c are the bottom surface portions of the front portion 21 of the main body member 20, and are vehicles with respect to the rear side mounting portion 242. It is formed so as to project downward in the peripheral portion on the inner side in the width direction, and both extend from the rear mounting portion 242 along the inner side in the vehicle width direction, which is the load input direction. Specifically, the first to third bottom surface front reinforcing ribs 85a, 85b, 85c are radial so as to gradually widen the distance between adjacent vehicles centered on the rear mounting portion 242 in the vehicle front-rear direction when viewed from the bottom surface. Extends to.

これら第1~第3の底面前方補強リブ85a,85b,85cによって、走行中に前輪からロアアーム100を介して前側支持部24の特に後側取付部242に入力される車幅方向の荷重(横力)を、前方部21の全体に効率よく分散する構成としている。 These first to third bottom surface front reinforcing ribs 85a, 85b, 85c input a load (lateral) in the vehicle width direction from the front wheel to the rear mounting portion 242 of the front supporting portion 24 via the lower arm 100 during traveling. The force) is efficiently distributed over the entire front portion 21.

ここで図5、図7に示すように、サブフレーム10の本体部材20の底面部には、その車幅方向内外各縁において、該底面部から下方へ突出するとともに略車両前後方向に沿って延びる車幅内縁リブ81、車幅外縁リブ82が形成されており、上述した第1~第3の底面前方補強リブ85a,85b,85cは、車幅外縁リブ82と車幅内縁リブ81とを連結するように車幅方向に沿って延びている。 Here, as shown in FIGS. 5 and 7, the bottom surface portion of the main body member 20 of the subframe 10 projects downward from the bottom surface portion at each of the inner and outer edges in the vehicle width direction and substantially along the vehicle front-rear direction. An extending vehicle width inner edge rib 81 and a vehicle width outer edge rib 82 are formed, and the first to third bottom surface front reinforcing ribs 85a, 85b, 85c described above have a vehicle width outer edge rib 82 and a vehicle width inner edge rib 81. It extends along the width direction of the vehicle so as to be connected.

上述したように、本体部材20の前方部21の底面部において、第2前側クロスメンバ14は、前側支持部24のうち前側取付部241と車両前後方向に一致するとともに該前側取付部241の近傍部位に設けられている(図5参照)。 As described above, in the bottom surface portion of the front portion 21 of the main body member 20, the second front cross member 14 coincides with the front mounting portion 241 of the front supporting portions 24 in the vehicle front-rear direction and is in the vicinity of the front mounting portion 241. It is provided at the site (see FIG. 5).

一方、第1~第3の底面前方補強リブ85a,85b,85cは、後側取付部242と車両前後方向に一致するとともに該後側取付部242の近傍部位に夫々設けられている(図5、図7参照)。
これにより、前側支持部24の近傍部位は、前側取付部241および後側取付部242の夫々からの車幅方向内側への荷重入力に対して剛性を高めた構成としている。
On the other hand, the first to third bottom surface front reinforcing ribs 85a, 85b, 85c coincide with the rear side mounting portion 242 in the front-rear direction of the vehicle, and are provided in the vicinity of the rear side mounting portion 242, respectively (FIG. 5). , See FIG. 7).
As a result, the portion near the front support portion 24 has a configuration in which the rigidity is increased with respect to the load input inward in the vehicle width direction from each of the front mounting portion 241 and the rear mounting portion 242.

さらに、図4、図5、図7に示すように、本体部材20の車両前後方向の少なくとも前方部21には、本体部材20における車両前後方向に延びるベース部分(車両前後方向に延びる車幅方向中央部分)に対して車幅方向内側へ張り出す前側張出し部27が一体に形成されている。 Further, as shown in FIGS. 4, 5, and 7, at least the front portion 21 of the main body member 20 in the vehicle front-rear direction is a base portion of the main body member 20 extending in the vehicle front-rear direction (vehicle width direction extending in the vehicle front-rear direction). A front overhanging portion 27 that overhangs inward in the vehicle width direction with respect to the central portion) is integrally formed.

この前側張出し部27は、第2前側クロスメンバ14を嵌め込んだ状態で接合する上記のガイド凹部23と、該ガイド凹部23の後方で該ガイド凹部23を補強する補強張出し部271とで一体に形成されている。 The front overhanging portion 27 is integrally formed with the above-mentioned guide recess 23 to be joined in a state where the second front cross member 14 is fitted, and the reinforcing overhanging portion 271 for reinforcing the guide recess 23 behind the guide recess 23. It is formed.

本実施形態の補強張出し部271は、ガイド凹部23と同様にロアアーム100からの入力荷重に対して前側支持部24(前側取付部241および後側取付部242)を補強する高剛性部の一部として、該前側支持部24の近傍部位であって、ガイド凹部23と本体部材20のベース部分(車幅方向中央部分)とのコーナー部において、第2前側クロスメンバ14に沿って(車幅方向内側に向けて)張り出して設けたものである。 The reinforcing overhanging portion 271 of the present embodiment is a part of a high-rigidity portion that reinforces the front side supporting portion 24 (front side mounting portion 241 and rear side mounting portion 242) against an input load from the lower arm 100, similarly to the guide recess 23. In the corner portion between the guide recess 23 and the base portion (central portion in the vehicle width direction) of the guide recess 23 and the main body member 20 in the vicinity of the front support portion 24, along the second front cross member 14 (vehicle width direction). It is provided overhanging (toward the inside).

すなわち図7に示すように、補強張出し部271は、中間部31(収容部33)の前部からガイド凹部23の後縁にかけての範囲に形成している。さらに、補強張出し部271は、その前端がガイド凹部23と略同じ車幅方向内側への延出長さとなるように該ガイド凹部23の後縁に対して一体形成されており、車両後方程徐々に車幅方向の内側への延出長さが短くなるように平面視で傾斜形状に形成されている。 That is, as shown in FIG. 7, the reinforcing overhanging portion 271 is formed in a range from the front portion of the intermediate portion 31 (accommodating portion 33) to the trailing edge of the guide recess 23. Further, the reinforcing overhanging portion 271 is integrally formed with the trailing edge of the guide recess 23 so that its front end has substantially the same extending length inward in the vehicle width direction as the guide recess 23, and gradually increases toward the rear of the vehicle. It is formed in an inclined shape in a plan view so that the inward extension length in the vehicle width direction is shortened.

また、図5、図7に示すように、前方部21の底面部には、車両前後方向に沿って延びる上述した車幅内縁リブ81の前端から底面視で車幅方向に2股状に分岐するように車両前方へ延びる一対のガイド壁補強リブ83,84が下方へ突出形成されている。これら一対のガイド壁補強リブ83,84は、車両前方に従って互いの間隔が広がるように車幅方向に沿って形成されている。 Further, as shown in FIGS. 5 and 7, the bottom surface portion of the front portion 21 is bifurcated in the vehicle width direction from the front end of the vehicle width inner edge rib 81 extending along the vehicle front-rear direction. A pair of guide wall reinforcing ribs 83, 84 extending to the front of the vehicle are formed so as to project downward. The pair of guide wall reinforcing ribs 83 and 84 are formed along the vehicle width direction so that the distance between the guide wall reinforcing ribs 83 and 84 increases toward the front of the vehicle.

具体的には、一対のガイド壁補強リブ83,84のうちガイド壁第1補強リブ83は、前側張出し部27(補強張出し部271)において車両前方程車幅方向内側へ延び、その前端が、第2前側クロスメンバ14の接続用のガイド凹部23における後側のガイド壁23cの車幅方向内端に連結される。 Specifically, of the pair of guide wall reinforcing ribs 83, 84, the guide wall first reinforcing rib 83 extends inward in the vehicle width direction toward the front of the vehicle at the front overhanging portion 27 (reinforcing overhanging portion 271), and the front end thereof is formed. It is connected to the inner end in the vehicle width direction of the rear guide wall 23c in the guide recess 23 for connecting the second front cross member 14.

一方、車幅方向外側のガイド壁補強リブ84(ガイド第2壁補強リブ84)は、車両前方程車幅方向外側へ延び、その前端が、ガイド凹部23の後側のガイド壁23cの車幅方向外端に連結されている。
これにより、ガイド壁第1補強リブ83とガイド第2壁補強リブ84と後側のガイド壁23cとによって底面視略トラス形状を成すトラス形状部Taを構成している。
On the other hand, the guide wall reinforcing rib 84 (guide second wall reinforcing rib 84) on the outer side in the vehicle width direction extends outward in the vehicle width direction toward the front of the vehicle, and the front end thereof is the vehicle width of the guide wall 23c on the rear side of the guide recess 23. It is connected to the outer end of the direction.
As a result, the guide wall first reinforcing rib 83, the guide second wall reinforcing rib 84, and the rear guide wall 23c form a truss-shaped portion Ta having a substantially truss shape in the bottom view.

上記構成に伴って、第1~第3の底面前方補強リブ85a,85b,85cは、前方部21の底面部において、車幅内縁リブ81および一対のガイド壁補強リブ83,84を介してガイド凹部23の後側のガイド壁23cに連結されるように延びている。 According to the above configuration, the first to third bottom surface front reinforcing ribs 85a, 85b, 85c are guided by the vehicle width inner edge rib 81 and the pair of guide wall reinforcing ribs 83, 84 at the bottom surface portion of the front portion 21. It extends so as to be connected to the guide wall 23c on the rear side of the recess 23.

ここで、後側取付部242は、第2前側クロスメンバ14の接続部としてのガイド凹部23に対して車両後方にオフセットして設けられているが(図5、図7参照)、このようにガイド凹部23と後側取付部242との間を補強リブ85a,85b,85c,81,83,84によって略連続的に繋ぐことで、該後側取付部242およびその近傍部位の剛性を効果的に高めた構成としている。 Here, the rear mounting portion 242 is provided offset to the rear of the vehicle with respect to the guide recess 23 as the connecting portion of the second front cross member 14 (see FIGS. 5 and 7). By connecting the guide recess 23 and the rear mounting portion 242 substantially continuously by reinforcing ribs 85a, 85b, 85c, 81, 83, 84, the rigidity of the rear mounting portion 242 and its vicinity is effective. It has an enhanced structure.

また同図に示すように、前側張出し部27の補強張出し部271には、その車幅方向内縁に沿って延びる車幅方向内縁補強リブ86aと、夫々車両前方から後方へ間隔を隔てて車幅方向に沿って延びる第1~第3の前側張出し部補強リブ86b~86dとが形成されており、いずれも底面部から下方へ突出形成されている。 Further, as shown in the figure, the reinforcing overhanging portion 271 of the front overhanging portion 27 has a vehicle width direction inner edge reinforcing rib 86a extending along the vehicle width direction inner edge thereof and a vehicle width separated from the front to the rear of the vehicle. The first to third front overhanging portion reinforcing ribs 86b to 86d extending along the direction are formed, and all of them are formed so as to project downward from the bottom surface portion.

続いて図5、図7に示すように、サブフレーム10の本体部材20における、ロアアーム100の後側連結部102aを支持する後側支持部67の近傍に設けられ、該後側支持部67(特に後側取付部67r)を補強する高剛性部について説明する。 Subsequently, as shown in FIGS. 5 and 7, in the main body member 20 of the subframe 10, the rear support portion 67 is provided in the vicinity of the rear support portion 67 that supports the rear connection portion 102a of the lower arm 100, and the rear support portion 67 ( In particular, a high-rigidity portion that reinforces the rear mounting portion 67r) will be described.

同図に示すように、後側支持部67に備えたロアアーム後側支持ブラケット67Aには、上述したように後側取付けフランジ部67bが設けられており、該後側取付けフランジ部67bの後方張出部66への取り付け部分に相当する後側取付部67rの近傍には、該後側取付部67rを補強する高剛性部が設けられている。 As shown in the figure, the lower arm rear support bracket 67A provided on the rear support portion 67 is provided with the rear mounting flange portion 67b as described above, and the rear mounting flange portion 67b is stretched rearward. A high-rigidity portion for reinforcing the rear mounting portion 67r is provided in the vicinity of the rear mounting portion 67r corresponding to the mounting portion to the protruding portion 66.

具体的には、図5、図7に示すように、後方部61の後方部前側62の後部(換言すると後方部後側63の前部)の車幅方向内側には、高剛性部としてのガイド凹部74が設けられている。 Specifically, as shown in FIGS. 5 and 7, the rear portion of the rear portion front side 62 of the rear portion 61 (in other words, the front portion of the rear portion rear side 63) has a high rigidity portion inside in the vehicle width direction. A guide recess 74 is provided.

ガイド凹部74は、後側クロスメンバ15(図3、図4参照)を嵌め込み可能に上壁部74aと、上壁部74aの前後両端から下方へ延びる一対のガイド側壁部74b,74cと、上壁部74aの車幅方向外端から下方に延びる車幅方向外壁部74dとで、後側クロスメンバ15の車幅方向外端部を嵌め込んで接続可能に下方かつ車幅方向内方へ開口した凹形状で形成している。 The guide recess 74 has an upper wall portion 74a into which the rear cross member 15 (see FIGS. 3 and 4) can be fitted, and a pair of guide side wall portions 74b and 74c extending downward from both front and rear ends of the upper wall portion 74a. With the vehicle width direction outer wall portion 74d extending downward from the vehicle width direction outer end of the wall portion 74a, the vehicle width direction outer end portion of the rear cross member 15 is fitted and opened downward and inward in the vehicle width direction so as to be connectable. It is formed in a concave shape.

そして、後側クロスメンバ15は、ガイド凹部74に嵌め込まれた状態で、これら壁部74a,74b,74cに対して溶接等により一体に接合されている。これにより、後側クロスメンバ15は、左右一対の本体部材20の後部の間に、これらを車幅方向に橋渡しするように直線状に延びている。 The rear cross member 15 is integrally joined to the wall portions 74a, 74b, 74c by welding or the like while being fitted in the guide recess 74. As a result, the rear cross member 15 extends linearly between the rear portions of the pair of left and right main body members 20 so as to bridge them in the vehicle width direction.

さらに図5、図7に示すように、本体部材20の後方部61における底面部であって、後側取付部67rの近傍部位には、高剛性部としての第1~第7底面後方リブ88a~88gが形成されている。 Further, as shown in FIGS. 5 and 7, in the bottom surface portion of the rear portion 61 of the main body member 20, in the vicinity of the rear side mounting portion 67r, the first to seventh bottom surface rear ribs 88a as high-rigidity portions are located. ~ 88g is formed.

これら第1~第7底面後方リブ88a~88gは、車幅内縁リブ81と車幅外縁リブ82との間においてこれら81,82を連結するように車幅方向に沿って形成されている。 The first to seventh bottom surface rear ribs 88a to 88g are formed along the vehicle width direction so as to connect these 81 and 82 between the vehicle width inner edge rib 81 and the vehicle width outer edge rib 82.

第1~第7底面後方リブ88a~88gのうち、特に第2~第6底面後方リブ88b~88fは、ロアアーム100から後側支持部67に入力される荷重に対して、後方部61における、後側支持部67(特に後側取付部67r)の車幅方向の内側周辺部位を補強する高剛性部として該内側周辺部位に設けられたものである。 Of the 1st to 7th bottom surface rear ribs 88a to 88g, the 2nd to 6th bottom surface rear ribs 88b to 88f are in the rear portion 61 with respect to the load input from the lower arm 100 to the rear support portion 67. The rear support portion 67 (particularly the rear mounting portion 67r) is provided in the inner peripheral portion as a highly rigid portion for reinforcing the inner peripheral portion in the vehicle width direction.

具体的には、車両走行中において前輪に加わる前後力によっては、平面視で前側支持部24を中心としたモーメント荷重M(図7参照)がロアアーム100から後側支持部67(特に後側取付部67r)を介してサブフレーム10の本体部材20に対して加わることがある。 Specifically, depending on the front-rear force applied to the front wheels while the vehicle is running, a moment load M (see FIG. 7) centered on the front support portion 24 in a plan view is applied from the lower arm 100 to the rear support portion 67 (particularly the rear side mounting). It may be applied to the main body member 20 of the subframe 10 via the portion 67r).

このため本実施形態においては、ロアアーム100から後側支持部67に対して入力される上述した、前側支持部24を中心とするモーメント荷重に対して、第2~第6底面後方リブ88b~88fを、底面視で後側支持部67(後側取付部67r)を中心として放射状に形成している。 Therefore, in the present embodiment, the second to sixth bottom surface rear ribs 88b to 88f are subjected to the above-mentioned moment load centered on the front side support portion 24 input from the lower arm 100 to the rear side support portion 67. Is formed radially around the rear support portion 67 (rear side mounting portion 67r) when viewed from the bottom.

詳しくは、第2~第6底面後方リブ88b~88fのうち、第2、第3底面後方リブ88b,88cは、後側支持部67(後側取付部67r)に対して前方かつ車幅方向内側へ直線状に延びるとともに、第4~第6底面後方リブ88d,88e,88fは、後側支持部67(後側取付部67r)に対して後方かつ車幅方向内側へ直線状に延びている。 Specifically, of the second to sixth bottom surface rear ribs 88b to 88f, the second and third bottom surface rear ribs 88b and 88c are forward and in the vehicle width direction with respect to the rear support portion 67 (rear side mounting portion 67r). The fourth to sixth bottom surface rear ribs 88d, 88e, 88f extend linearly inward, and extend rearward and inward in the vehicle width direction with respect to the rear support portion 67 (rear side mounting portion 67r). There is.

そして、車幅内縁リブ81と、車幅外縁リブ82と、これら81,82を車幅方向に連結するとともに車両前後方向で隣り合う第2、第3底面後方リブ88b,88cとによって、底面視で略トラス形状を成すトラス形状部Tbを構成している(図5、図7参照)。 Then, the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the second and third bottom surface rear ribs 88b and 88c that connect these 81 and 82 in the vehicle width direction and are adjacent to each other in the vehicle front-rear direction are viewed from the bottom surface. Consists of a truss-shaped portion Tb having a substantially truss-shaped shape (see FIGS. 5 and 7).

車幅内縁リブ81と、車幅外縁リブ82と、これら81,82を車幅方向に連結するとともに車両前後方向で隣り合う第3、第4底面後方リブ88c,88dとによって、底面視で略トラス形状を成すトラス形状部Tcを構成している(同図参照)。 The vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the third and fourth bottom surface rear ribs 88c and 88d that connect these 81 and 82 in the vehicle width direction and are adjacent to each other in the vehicle front-rear direction are abbreviated in bottom view. It constitutes a truss-shaped portion Tc that forms a truss shape (see the figure).

さらに車幅内縁リブ81と、車幅外縁リブ82と、これら81,82を車幅方向に連結するとともに車両前後方向で隣り合う第4、第5底面後方リブ88d,88eとによって、底面視で略トラス形状を成すトラス形状部Tdを構成している(同図参照)。 Further, the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the fourth and fifth bottom surface rear ribs 88d and 88e that connect these 81 and 82 in the vehicle width direction and are adjacent to each other in the vehicle front-rear direction are viewed from the bottom surface. It constitutes a truss-shaped portion Td that has a substantially truss-shaped shape (see the figure).

さらにまた、第5、第6底面後方リブ88e,88fは、共にロアアーム100の後側支持部67(後側取付部67r)から後方部61のガイド凹部74の前側ガイド側壁部74bに至るまで延びており、これにより、後側取付部67rは、第5、第6底面後方リブ88d,88eを介してガイド凹部74に連続的に繋ぐことで、後側支持部67の後側取付部67rおよびその近傍部位の剛性を効果的に高めた構成としている。 Furthermore, the fifth and sixth bottom rear ribs 88e and 88f both extend from the rear support portion 67 (rear side mounting portion 67r) of the lower arm 100 to the front side guide side wall portion 74b of the guide recess 74 of the rear portion 61. As a result, the rear mounting portion 67r is continuously connected to the guide recess 74 via the fifth and sixth bottom rear ribs 88d and 88e, whereby the rear mounting portion 67r and the rear mounting portion 67r are continuously connected to the guide recess 74. The structure is such that the rigidity of the vicinity is effectively increased.

図1~図3に示すように、上述した本実施形態の車両の前部車体構造は、車両前後方向に延びる車体側フレームとしてのフロントサイドフレーム1に対して下方に取り付けられ、サスペンションに備えたサスアームとしてのロアアーム100を支持するサブフレーム10を備え(図1~図3参照)、サブフレーム10における、ラバーブッシュ25,69を介してロアアーム100が取り付けられる取付部241,242,67rの近傍部位に、ロアアーム100からの入力荷重に対して該取付部241,242,67rを補強する高剛性部を設けたものである(特に図5、図7参照)。 As shown in FIGS. 1 to 3, the front vehicle body structure of the vehicle of the present embodiment described above is attached downward to the front side frame 1 as the vehicle body side frame extending in the front-rear direction of the vehicle, and is provided with a suspension. A subframe 10 for supporting the lower arm 100 as a suspension arm is provided (see FIGS. 1 to 3), and a portion of the subframe 10 in the vicinity of the mounting portions 241,242,67r to which the lower arm 100 is mounted via the rubber bushes 25 and 69. In addition, a high-rigidity portion for reinforcing the mounting portions 241,242,67r with respect to the input load from the lower arm 100 is provided (see particularly FIGS. 5 and 7).

上記構成によれば、取付部241,242,67rの近傍部位に高剛性部を設けることにより、取付部241,242,67r近傍部位を高剛性化し(すなわち絶対的な剛性を高め)、結果的に、取付部材(振動伝達経路の下流側部材)としてのサブフレーム10に備えた取付部241,242,67rと、ロアアーム100に備えた被取付部材(振動伝達経路の上流側部材)としてのラバーブッシュ25,69との相互間の剛性差を高めることができる。 According to the above configuration, by providing the high-rigidity portion in the vicinity of the mounting portion 241,242,67r, the portion in the vicinity of the mounting portion 241,242,67r is made highly rigid (that is, the absolute rigidity is increased), and as a result. In addition, the mounting portions 241,242,67r provided on the subframe 10 as a mounting member (downstream member of the vibration transmission path) and the rubber as a mounted member (upstream member of the vibration transmission path) provided on the lower arm 100. It is possible to increase the difference in rigidity between the bushes 25 and 69.

これにより、ロアアーム100からラバーブッシュ25,69を介したサブフレーム10への振動伝達を低減することができる。 As a result, vibration transmission from the lower arm 100 to the subframe 10 via the rubber bushes 25 and 69 can be reduced.

従って、ラバーブッシュ25,69自体の弾性(剛性)の変更が不要であるため、サスペンションジオメトリ等への影響が無く、狙い通りのサスペンションジオメトリ等を達成できる。 Therefore, since it is not necessary to change the elasticity (rigidity) of the rubber bushes 25 and 69 themselves, there is no influence on the suspension geometry and the like, and the desired suspension geometry and the like can be achieved.

この発明の態様として、高剛性部は、前側支持部24に備えた後側取付部242から荷重入力方向(車幅方向内側)に沿って延びる第1~第3の底面前方補強リブ85a,85b,85c(リブ)であるとともに(図5、図7参照)、後側支持部67に備えた後側取付部67rから荷重入力方向(車幅方向内側)に沿って延びる第2~第6底面後方リブ88b~88f(リブ)である(同図参照)。 As an aspect of the present invention, the high-rigidity portion includes first to third bottom surface front reinforcing ribs 85a and 85b extending along the load input direction (inside in the vehicle width direction) from the rear side mounting portion 242 provided on the front side support portion 24. , 85c (ribs) (see FIGS. 5 and 7), and the second to sixth bottom surfaces extending from the rear mounting portion 67r provided on the rear support portion 67 along the load input direction (inside in the vehicle width direction). The rear ribs 88b to 88f (ribs) (see the figure).

このように、高剛性部をリブ85a,85b,85c,88b~88fで形成することで、部品点数が増えることなく、ロアアーム100からラバーブッシュ25,69を介したサブフレーム10への振動伝達を効果的に低減することができる。 By forming the high-rigidity portion with the ribs 85a, 85b, 85c, 88b to 88f in this way, vibration transmission from the lower arm 100 to the subframe 10 via the rubber bushes 25, 69 is transmitted without increasing the number of parts. It can be effectively reduced.

さらに高剛性部をリブ85a,85b,85c,88b~88fで形成することで、サブフレーム10を成形により形成する場合には、該リブ85a,85b,85c,88b~88fを、本体部材20の成形時に所望の部位、突出し長さ、数となるように一体に形成できる。 Further, when the subframe 10 is formed by molding by forming the high-rigidity portion with the ribs 85a, 85b, 85c, 88b to 88f, the ribs 85a, 85b, 85c, 88b to 88f are attached to the main body member 20. At the time of molding, it can be integrally formed so as to have a desired portion, protrusion length, and number.

この発明の態様として、ロアアーム100から前側支持部24に備えた前後一対の取付部241,242への荷重入力方向の延長線上に対応する、取付部241,242の近傍部位に、車幅方向に(荷重入力方向に沿って)延びるクロスメンバとしての第2前側クロスメンバ14を接続したものである(図3~図6参照)。 As an aspect of the present invention, in the vehicle width direction, the portion near the mounting portions 241,242 corresponding to the extension line in the load input direction from the lower arm 100 to the pair of front and rear mounting portions 241,242 provided on the front support portion 24. A second front cross member 14 as a cross member extending (along the load input direction) is connected (see FIGS. 3 to 6).

上記構成によれば、取付部241,242の近傍へ第2前側クロスメンバ14を接続する接続部としてのガイド凹部23によって、ロアアーム100から取付部241,242への入力荷重を、サブフレーム10の車幅方向内側から受け止めるように突っ張り支持することができるため、該ガイド凹部23を、取付部241,242の近傍部位を補強する高剛性部として構成することができる。 According to the above configuration, the input load from the lower arm 100 to the mounting portions 241,242 is applied to the subframe 10 by the guide recess 23 as the connecting portion for connecting the second front cross member 14 to the vicinity of the mounting portions 241,242. Since the guide recess 23 can be stretched and supported so as to be received from the inside in the vehicle width direction, the guide recess 23 can be configured as a highly rigid portion for reinforcing the vicinity portion of the mounting portions 241,242.

これにより、ラバーブッシュ25と前側支持部24との剛性差をより一層生じさせることができ、サブフレーム10へ伝達する振動低減効果を高めることができる。 As a result, the difference in rigidity between the rubber bush 25 and the front support portion 24 can be further generated, and the vibration reducing effect transmitted to the subframe 10 can be enhanced.

この発明の態様として、第2前側クロスメンバ14の、取付部241,242の近傍部位への接続部としてのガイド凹部23は、取付部241,242のうち、前側取付部241と車両前後方向に一致する部位に設けたものである(図7参照)。 As an aspect of the present invention, the guide recess 23 as a connection portion of the second front cross member 14 to the vicinity portion of the mounting portions 241,242 is formed in the front mounting portion 241 and the vehicle front-rear direction of the mounting portions 241,242. It is provided at the same site (see FIG. 7).

上記構成によれば、第2前側クロスメンバ14の接続部としてのガイド凹部23は、前側取付部241と車両前後方向に一致する部位に設けたため、ロアアーム100から前側取付部241へ入力される車幅方向内側への入力荷重を、該ガイド凹部23によって、サブフレーム10の車幅方向内側からダイレクトに受け止めることができる。これにより、ガイド凹部23を設けることによる、サブフレーム10へ伝達する振動低減効果をより一層高めることができる。 According to the above configuration, since the guide recess 23 as the connecting portion of the second front cross member 14 is provided at a portion corresponding to the front mounting portion 241 in the vehicle front-rear direction, the vehicle is input from the lower arm 100 to the front mounting portion 241. The input load inward in the width direction can be directly received from the inside in the vehicle width direction of the subframe 10 by the guide recess 23. As a result, the vibration reducing effect transmitted to the subframe 10 can be further enhanced by providing the guide recess 23.

この発明の態様として、第2前側クロスメンバ14の、取付部241,242の近傍部位への接続部であるガイド凹部23は、取付部241,242のうち、後側取付部242に対して車両前方へオフセットして設けられており(図7参照)、高剛性部は、後側取付部242の近傍部位であって、ガイド凹部23と、サブフレーム10の本体部材20とのコーナー部から第2前側クロスメンバ14に沿って張り出した補強張出し部271(張出し部)である(図4、図5、図7参照)。 As an aspect of the present invention, the guide recess 23, which is a connection portion of the second front cross member 14 to a portion near the mounting portion 241,242, is a vehicle with respect to the rear mounting portion 242 of the mounting portions 241,242. The high-rigidity portion is provided so as to be offset forward (see FIG. 7), and the high-rigidity portion is a portion in the vicinity of the rear mounting portion 242, and is a portion from a corner portion between the guide recess 23 and the main body member 20 of the subframe 10. 2 Reinforcing overhanging portion 271 (overhanging portion) overhanging along the front cross member 14 (see FIGS. 4, 5, and 7).

上記構成によれば、ガイド凹部23を後側取付部242に対して前方へオフセットして設けたものであっても、高剛性部としての補強張出し部271によって、ガイド凹部23と協働してロアアーム100から後側取付部242への入力荷重を効果的に受け止めることができる。これにより、ガイド凹部23を設けることによる、サブフレーム10へ伝達する振動低減効果をより一層高めることができる。 According to the above configuration, even if the guide recess 23 is provided so as to be offset forward with respect to the rear mounting portion 242, the reinforcing overhanging portion 271 as a highly rigid portion cooperates with the guide recess 23. The input load from the lower arm 100 to the rear mounting portion 242 can be effectively received. As a result, the vibration reducing effect transmitted to the subframe 10 can be further enhanced by providing the guide recess 23.

この発明の態様として、補強リブ85a,85b,85c,81,83,84(リブ)は、後側取付部242と第2前側クロスメンバ14との間に、補強張出し部271を経由してこれら後側取付部242と第2前側クロスメンバ14とを繋ぐように設けられたものである(図5、図7参照)。 As an aspect of the present invention, the reinforcing ribs 85a, 85b, 85c, 81, 83, 84 (ribs) are provided between the rear mounting portion 242 and the second front cross member 14 via the reinforcing overhanging portion 271. It is provided so as to connect the rear side mounting portion 242 and the second front side cross member 14 (see FIGS. 5 and 7).

上記構成によれば、ロアアーム100から後側取付部242への入力荷重を、補強リブ85a,85b,85c,81,83,84を介して第2前側クロスメンバ14に分散することができるため、補強リブ85a,85b,85c,81,83,84は、第2前側クロスメンバ14の接続部としてのガイド凹部23と協働してロアアーム100から後側取付部242への入力荷重を効果的に受け止めることができる。 According to the above configuration, the input load from the lower arm 100 to the rear mounting portion 242 can be distributed to the second front cross member 14 via the reinforcing ribs 85a, 85b, 85c, 81, 83, 84. The reinforcing ribs 85a, 85b, 85c, 81, 83, 84 cooperate with the guide recess 23 as the connecting portion of the second front cross member 14 to effectively apply the input load from the lower arm 100 to the rear mounting portion 242. I can take it.

この発明の態様として、前側支持部24(前側取付部241および後側取付部242)の近傍部位に、リブとしての、ガイド壁第1補強リブ83とガイド第2壁補強リブ84と後側のガイド壁23cとによって底面視トラス形状部Taを構成したものである(図5、図7参照)。また、後側支持部67(特に後側取付部67r)の近傍部位に、リブとしての、車幅内縁リブ81と車幅外縁リブ82と第2、第3底面後方リブ88b,88cとによって、底面視でトラス形状部Tbを構成し(同図参照)、車幅内縁リブ81と車幅外縁リブ82と第3、第4底面後方リブ88c,88dとによって、底面視でトラス形状部Tcを構成し(同図参照)、さらに車幅内縁リブ81と車幅外縁リブ82と第4、第5底面後方リブ88d,88eとによって、底面視でトラス形状部Tdを構成したものである(同図参照)。 As an aspect of the present invention, the guide wall first reinforcing rib 83, the guide second wall reinforcing rib 84, and the rear side as ribs are located in the vicinity of the front support portion 24 (front side mounting portion 241 and rear side mounting portion 242). The bottom view truss shape portion Ta is configured by the guide wall 23c (see FIGS. 5 and 7). Further, in the vicinity of the rear support portion 67 (particularly the rear mounting portion 67r), the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the second and third bottom surface rear ribs 88b and 88c are provided as ribs. The truss shape portion Tb is configured in the bottom view (see the figure), and the truss shape portion Tc is formed in the bottom view by the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the third and fourth bottom surface rear ribs 88c and 88d. Further, the truss-shaped portion Td is configured from the bottom view by the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the fourth and fifth bottom surface rear ribs 88d and 88e (see the same figure). See figure).

上記構成によれば、最小限のリブによって効果的に取付部241,242,67rの近傍部位を高剛性化することができる。 According to the above configuration, it is possible to effectively increase the rigidity of the vicinity portion of the mounting portions 241,242,67r with the minimum number of ribs.

この発明の態様として、サブフレーム10は、取付部241,242によってロアアーム100を支持する前側支持部24と、該前側支持部24よりも後側の位置でロアアーム100を支持する後側支持部67とを備え、該後側支持部67の近傍部位には、高剛性部として、後側支持部67に備えた後側取付部67rを中心として荷重入力方向(車幅方向内側)に沿って底面視で放射状に延びるリブとしての第2~第6底面後方リブ88b~88fを設けたものである(図5、図7参照)。 As an aspect of the present invention, the subframe 10 has a front support portion 24 that supports the lower arm 100 by mounting portions 241,242 and a rear support portion 67 that supports the lower arm 100 at a position rearward from the front support portion 24. And, in the vicinity of the rear support portion 67, as a high-rigidity portion, the bottom surface is provided along the load input direction (inside in the vehicle width direction) centering on the rear mounting portion 67r provided on the rear support portion 67. The second to sixth bottom rear ribs 88b to 88f are provided as ribs extending radially visually (see FIGS. 5 and 7).

上記構成によれば、ロアアーム100から後側支持部67を中心として後側支持部67(後側取付部67r)に入力されるモーメント荷重M(図7参照)に対して後側取付部67rの近傍部位を効果的に高剛性化(補強)できるため、後側取付部67rと、ロアアーム100側に備えた被取付部材としてのラバーブッシュ69との相互間に、剛性差を生じさせることができ、ロアアーム100からラバーブッシュ69を介したサブフレーム10への振動伝達を低減することができる。 According to the above configuration, the rear mounting portion 67r is subjected to the moment load M (see FIG. 7) input from the lower arm 100 to the rear supporting portion 67 (rear mounting portion 67r) centered on the rear supporting portion 67. Since the nearby portion can be effectively increased in rigidity (reinforcement), a rigidity difference can be generated between the rear mounting portion 67r and the rubber bush 69 as a mounted member provided on the lower arm 100 side. , Vibration transmission from the lower arm 100 to the subframe 10 via the rubber bush 69 can be reduced.

この発明は、上述の実施例の構成のみに限定されるものではなく様々な実施形態で形成することができる。 The present invention is not limited to the configuration of the above-described embodiment, and can be formed in various embodiments.

1…フロントサイドフレーム(車体側フレーム)
10…サブフレーム
14…第2前側クロスメンバ(クロスメンバ、高剛性部)
23…ガイド凹部(凹部、高剛性部)
24…前側支持部
25,69…ラバーブッシュ
67…後側支持部
67r…後側取付部(後側支持部に備えた取付部)
3,84,23c…補強リブ(トラス形状部を形成するリブ、高剛性部
83…ガイド壁第1補強リブ(第2リブ)
85a…第1の底面前方補強リブ(第1リブ)
8b~88f…第2~第6底面後方リブ(放射状に延びるリブ、高剛性部
00…ロアアーム(サスアーム)
241,242,67r…取付部
241…前側取付
242…後側取付
271…補強張出し部(張出し部、高剛性部)
a…トラス形状部(高剛性部)
1 ... Front side frame (body side frame)
10 ... Subframe 14 ... Second front cross member (cross member, high rigidity part)
23 ... Guide recess ( recess , high rigidity part)
24 ... Front support portion 25, 69 ... Rubber bush 67 ... Rear support portion 67r ... Rear mounting portion ( mounting portion provided on the rear support portion)
8 3,84, 23c ... Reinforcing ribs (ribs forming the truss shape , high rigidity )
83 ... Guide wall 1st reinforcing rib (2nd rib)
85a ... 1st bottom front reinforcing rib (1st rib)
88b to 88f ... 2nd to 6th bottom rear ribs (ribs extending radially , high rigidity part )
100 ... Lower arm (suspension arm)
241,242,67r ... Mounting part 241 ... Front mounting part
242 ... Rear mounting part
271 ... Reinforcing overhanging part (overhanging part, high rigidity part)
Ta ... Truss shape part (high rigidity part)

Claims (4)

車体前部において車両前後方向に延びる車体側フレームに対して下方に取り付けられ、サスペンションに備えたサスアームを支持するサブフレームを備えた車両の前部車体構造であって、
上記サブフレームにおける、ラバーブッシュを介して上記サスアームが取り付けられる取付部の近傍かつ車幅方向内側部位に、上記サスアームからの入力荷重に対して該取付部を補強する高剛性部を設け
上記高剛性部は、上記取付部から車幅方向内側への荷重入力方向に沿って延びる複数のリブであり、
上記サスアームから上記取付部への荷重入力方向の延長線上に対応する上記取付部の近傍部位に、クロスメンバを接続する接続部を有し、
上記接続部には、上記クロスメンバが車幅方向内側へ延設するように該クロスメンバの車幅方向外端部を嵌め込む凹部が車幅方向内側へ開口して形成され、
上記取付部は、上記サスアームの前側を支持する前側支持部において前側取付部と後側取付部とを備えており、
上記クロスメンバの上記接続部は、上記前側取付部と車両前後方向に一致する部位に設けられ、
上記クロスメンバの上記接続部は、上記後側取付部に対して車両前方向にオフセットして設けられており、
複数の上記リブには、上記後側取付部から車幅方向内側かつ前側へ延設する第1リブと、該第1リブの車幅方向内側端部から上記凹部まで延設する第2リブを備えた
車両の前部車体構造。
It is a front body structure of a vehicle equipped with a subframe that is attached downward to a vehicle body side frame extending in the front-rear direction of the vehicle body and supports a suspension arm provided for the suspension.
In the subframe, a high-rigidity portion for reinforcing the mounting portion against an input load from the suspension arm is provided in the vicinity of the mounting portion to which the suspension arm is mounted via the rubber bush and in the inner portion in the vehicle width direction .
The high-rigidity portion is a plurality of ribs extending from the mounting portion inward in the vehicle width direction along the load input direction.
A connecting portion for connecting a cross member is provided in the vicinity of the mounting portion corresponding to the extension line in the load input direction from the suspension arm to the mounting portion.
In the connection portion, a recess for fitting the outer end portion in the vehicle width direction of the cross member is formed by opening inward in the vehicle width direction so that the cross member extends inward in the vehicle width direction.
The mounting portion includes a front mounting portion and a rear mounting portion in the front supporting portion that supports the front side of the suspension arm.
The connection portion of the cross member is provided at a portion corresponding to the front mounting portion in the front-rear direction of the vehicle.
The connection portion of the cross member is provided so as to be offset in the front direction of the vehicle with respect to the rear mounting portion.
The plurality of ribs include a first rib extending inward in the vehicle width direction and inward from the rear mounting portion, and a second rib extending from the inner end portion of the first rib in the vehicle width direction to the recess. Prepared
The front body structure of the vehicle.
記高剛性部は、上記取付部の近傍部位であって、上記クロスメンバの上記接続部と上記サブフレームとのコーナー部から上記クロスメンバに沿って張り出した張出し部であり、
上記リブは、上記後側取付部と上記クロスメンバとの間に、上記張出し部を経由してこれら後側取付部とクロスメンバとを繋ぐように設けられた
請求項に記載の車両の前部車体構造。
The high-rigidity portion is a portion near the mounting portion, and is an overhanging portion protruding along the cross member from a corner portion between the connection portion of the cross member and the subframe .
The rib is provided between the rear mounting portion and the cross member so as to connect the rear mounting portion and the cross member via the overhanging portion.
The front body structure of the vehicle according to claim 1 .
上記取付部の近傍部位に、上記リブを底面視でトラス形状に囲んだトラス形状部を設けた
請求項に記載の車両の前部車体構造。
The front body structure of a vehicle according to claim 2 , wherein a truss-shaped portion in which the rib is surrounded by a truss shape in a bottom view is provided in a portion near the mounting portion.
上記サブフレームは、上記前側支持部と、該前側支持部よりも後側の位置で上記サスアームを支持する後側支持部とを備え、
上記後側支持部の近傍部位には、上記高剛性部として、該後側支持部に備えた取付部を中心として、上記サスアームからの荷重入力方向に沿って底面視で放射状に延びるリブを設けた
請求項1乃至のいずれか1項に記載の車両の前部車体構造。
The subframe includes a front support portion and a rear support portion that supports the suspension arm at a position rearward from the front support portion.
In the vicinity of the rear support portion, as the high rigidity portion, ribs extending radially from the bottom view along the load input direction from the suspension arm are provided around the mounting portion provided on the rear support portion. The front body structure of the vehicle according to any one of claims 1 to 3 .
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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000177621A (en) 1998-12-16 2000-06-27 Mitsubishi Motors Corp Suspension mounting structure of automobile
JP2007001394A (en) 2005-06-23 2007-01-11 Nippon Light Metal Co Ltd Suspension member

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000177621A (en) 1998-12-16 2000-06-27 Mitsubishi Motors Corp Suspension mounting structure of automobile
JP2007001394A (en) 2005-06-23 2007-01-11 Nippon Light Metal Co Ltd Suspension member

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