JP7035837B2 - Vehicle front body structure - Google Patents

Description

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.

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.

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.

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.

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).

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.

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.

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.

Japanese Unexamined Patent Publication No. 2013-23049

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.

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 .

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.

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.

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.

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.

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.

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.

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 .

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.

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.

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.

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.

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.

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.

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.

The perspective view of the front part of the vehicle body provided with the subframe structure of this embodiment. The side view of the front part of the vehicle body provided with the subframe structure of this embodiment. The plan view of the front part of the vehicle body provided with the subframe structure of this embodiment. 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. 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. 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. Bottom view of the main body member of the subframe. FIG. 3 is an enlarged sectional view taken along line AA in FIG. 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. Diagram of the relationship between the dynamic rigidity of the vibration-transmitted member and the dynamic energy.

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.

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.

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.

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.

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.

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.

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).

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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).

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).

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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. ..

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.

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.

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.

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).

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).

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.

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).

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).

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.

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.

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.

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).

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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).

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).

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).

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.

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).

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.

As a result, vibration transmission from the lower arm 100 to the subframe 10 via the rubber bushes 25 and 69 can be reduced.

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.

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).

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.

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.

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).

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.

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.

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).

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.

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).

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.

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).

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.

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).

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.

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).

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.

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

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)

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. 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 . 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. 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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