WO2018179046A1 - Structure pour avant de carrosserie de véhicule - Google Patents

Structure pour avant de carrosserie de véhicule Download PDF

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Publication number
WO2018179046A1
WO2018179046A1 PCT/JP2017/012365 JP2017012365W WO2018179046A1 WO 2018179046 A1 WO2018179046 A1 WO 2018179046A1 JP 2017012365 W JP2017012365 W JP 2017012365W WO 2018179046 A1 WO2018179046 A1 WO 2018179046A1
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WO
WIPO (PCT)
Prior art keywords
wheel
vehicle
width direction
vehicle width
arm
Prior art date
Application number
PCT/JP2017/012365
Other languages
English (en)
Japanese (ja)
Inventor
博史 中村
光史 細見
竜士 大谷
松永　強
渡辺　泰介
大澤　義和
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2017/012365 priority Critical patent/WO2018179046A1/fr
Publication of WO2018179046A1 publication Critical patent/WO2018179046A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units

Definitions

  • the present invention relates to a vehicle body front structure.
  • the conventional vehicle body front structure there is one in which a wheel is disposed along the front-rear direction in plan view, and a side sill is disposed along the front-rear direction behind the wheel. Specifically, the rear portion of the wheel when traveling straight ahead is disposed to face the front end of the side sill. Therefore, in the conventional vehicle body front structure, at the time of a frontal collision of the vehicle, the wheels move backward as they are, the wheels hit the front ends of the side sills, and the collision load from the collision object is transmitted to the side sills via the wheels (see Patent Document 1) ).
  • the present invention provides a vehicle body front structure capable of sufficiently receiving a collision load while suppressing an increase in vehicle body weight.
  • a vehicle body front structure comprises a vehicle body frame member having member members, a suspension having a wheel holding member rotatably supported in a plan view, a wheel connected to the wheel holding member, and the member And a wheel receiving member provided on the member and configured to be capable of receiving the wheel moved backward.
  • the wheel holding member is supported by the arm at least from the time of collision load input to the wheel to at least the wheel hitting the wheel receiving member.
  • the collision load can be sufficiently received while suppressing an increase in the vehicle body weight.
  • FIG. 5 is a cross-sectional view taken along the line BB in FIG. 4;
  • FIG. 5 is a cross-sectional view taken along the line CC of FIG. 4;
  • FIG. 5 is a cross-sectional view taken along the line DD in FIG. 4;
  • It is a disassembled perspective view of a wheel support member. It is sectional drawing of the principal part of FIG. 10A.
  • the front side of the vehicle is indicated by FR
  • the rear side is indicated by RR
  • the right side in the vehicle width direction is indicated by RH
  • the left side in the vehicle width direction is indicated by LH.
  • the vehicle 1 includes a rudder frame 3 (vehicle body frame member) and a body 5 coupled to the rudder frame 3.
  • the ladder frame 3 (vehicle body frame member) includes a pair of left and right member members 7, a plurality of cross members 9 connecting the member members 7, and a bumper beam 11 connecting front ends of the pair of left and right member members 7; It is integrally formed of a wheel receiving member 13 projecting outward from the member member 7 in the vehicle width direction.
  • the member member 7 is disposed on the side of the vehicle body and extends in the front-rear direction.
  • a plurality of mount members 15 for supporting the body 5 are provided on the side of the member member 7, and the wheel receiving member 13 also has the function of the mount member 15.
  • Cross members 9 extend in the vehicle width direction, and a plurality of cross members 9 are arranged at predetermined intervals in the front-rear direction.
  • the wheel 17 disposed on the side of the vehicle has a radially inner wheel 19 and a tire 21 fitted on the radially outer side of the wheel 19.
  • the member member 7 has a rectangular shape in which the outer panel 23 on the outer side in the vehicle width direction is U-shaped in cross section and the inner panel 25 on the inner side in the vehicle width direction is U-shaped in cross section. It has a closed cross-sectional structure.
  • the wheel receiving member 13 is configured of a main body portion 27 disposed on the rear side and a holding portion 29 disposed on the front side of the main body portion 27.
  • the main body portion 27 is configured by joining the upper main body portion 31 and the lower main body portion 33.
  • the upper main body portion 31 has a triangular top wall 31a in plan view, a front side wall 31b which is bent at a peripheral edge on the front side of the upper wall 31a and extends downward, and a peripheral edge on the rear side of the upper wall 31a.
  • a rear side wall 31c which is bent downward and extends downward, and a first flange 31d which is bent at an end edge of the upper wall 31a, the front side wall 31b and the rear side wall 31c and extends in the front and rear direction Ru.
  • the upper wall 31a is formed with a mounting hole 31e for mounting the mounting support 35 shown in FIGS.
  • the lower main body portion 33 is bent at a peripheral edge on the front side of the lower wall 33a in a plan view, a front side wall 33b bent upward and bent upward, and a peripheral edge on the rear side of the lower wall 33a It is integrally formed of a rear side wall 33c which extends upward, and a second flange 33d which is bent at the end edges of the lower wall 33a, the front side wall 33b and the rear side wall 33c and extends in the front-rear direction.
  • the lower wall 33a is formed with a working hole 33e for fastening the pin 37 of the mounting support 35 shown in FIGS.
  • the first flange 31 d of the upper main body portion 31 and the second flange 33 d of the lower main body portion 33 are joined to the side surface 7 a of the member member 7.
  • the front surface 27 a of the main body portion 27 is configured of the front side wall 31 b of the upper main body portion 31 and the front side wall 33 b of the lower main body portion 33.
  • the front surface 27 a of the main body 27 extends from the side surface 7 a on the outer side in the vehicle width direction of the member member 7 toward the outer side in the vehicle width direction.
  • a mounting support 35 is fitted in the mounting hole 31e in the upper wall 31a.
  • the mounting support 35 includes a radially central pin 37, a holder 40 disposed on the outer peripheral side of the pin 37, and a bush 42 attached to the holder 40.
  • the member member 7 is comprised by the closed-section structure from the upper surface 7b and the side 7a.
  • the body portion 27 is provided with a front surface 27a on the front side, a rear surface 27b on the rear side, an upper surface 27c on the upper side, and a flange 27d on the side.
  • the holding portion 29 has an upper surface 29a on the upper side, a side surface 29b bent at a side end of the upper surface 29a and extending downward, a lower surface 29c bent at a lower end of the side surface 29b and extending inward in the vehicle width direction, and a front end of the side surface 29b It is integrally formed of a front surface 29d which is bent and extends inward in the vehicle width direction, and third to seventh flanges.
  • the third flange 29 e, the sixth flange 29 h and the seventh flange 29 i are joined to the side surface 7 a of the member member 7.
  • the fourth flange 29 f is joined to the upper wall 31 a of the upper main body portion 31.
  • the fifth flange 29 g is joined to the front sidewall 31 b of the upper main body portion 31 and the front sidewall 33 b of the lower main body portion 33. Further, the side surface 29b of the holding portion 29 extends in parallel with the side surface 7a on the outer side in the vehicle width direction of the member member 7 (see FIG. 5). Thus, the holding portion 29 is provided at the intersection of the front surface 27 a of the main body portion 27 and the side surface 7 a of the member member 7 and extends forward.
  • side sills 41 extend in the front-rear direction on the outer side in the vehicle width direction of the ladder frame 3.
  • the side sill 41 has a closed cross-sectional structure in which the outer panel 43 and the inner panel 45 are joined.
  • a flange 41b projecting forward is provided at the center in the vehicle width direction at the front end 41a of the side sill.
  • a wheel guiding member 47 is attached to the front end of the side sill 41.
  • a front pillar 49 extends upward from the front end of the side sill 41.
  • the wheel guiding member 47 has a front surface 47a extending obliquely inward in the vehicle width direction and toward the rear side of the vehicle, a top surface 47b bent on the periphery of the front surface and side surfaces 47c and a bottom surface 47d extending rearward, and front to rear And a plurality of ribs 47e extending in the vertical and horizontal directions, and a projection 47f.
  • Through holes 52 through which the bolts BL are inserted are formed in the front surface and the projections.
  • a recess 47g is formed on the rear surface of the wheel guiding member 47, and the flange of the side sill 41 is inserted into the recess.
  • the suspension 51 includes an arm 53 attached to the rudder frame 3 (body frame member) and a hub rotatably supported in plan view by a ball joint 55 (rotational axis) of the arm 53. And a carrier 57 (wheel holding member).
  • the arm 53 is integrally formed of a pair of front and rear legs 53a and 53b extending inward in the vehicle width direction and a base 53c extending outward in the vehicle width direction.
  • a front attachment portion 53d is provided at the tip of the front leg 53a
  • a rear attachment portion 53e is provided at the tip of the rear leg 53b.
  • the front attachment portion 53 d and the rear attachment portion 53 e are disposed in a pair in the front-rear direction, spaced apart in the front-rear direction.
  • the arm 53 is attached to the cross member 9 of the rudder frame 3 via the front attachment portion 53 d and the rear attachment portion 53 e.
  • a ball joint 55 (rotational shaft) is provided at the tip of the base 53c.
  • the hub carrier 57 (wheel holding member) is rotatably supported by the ball joint 55 of the arm 53 in a plan view. Further, the ball joint 55 and the wheel 17 of the arm 53 are disposed on the outer side in the vehicle width direction than the member member 7.
  • the side sill 41 is disposed outside the member member 7 of the rudder frame 3 in the vehicle width direction, and extends in the front-rear direction.
  • the front end is disposed opposite to the rear side of the wheel 17.
  • the central axis extending in the front-rear direction through the ball joint 55 of the base 53c of the arm 53 is C1
  • the central axis of the widthwise center of the wheel 17 is C2
  • the central axis of the side sill 41 in the vehicle widthwise direction Assuming that C3 is, the following relationship is set.
  • the ball joints 55 of the arms 53 are offset inward in the vehicle width direction than the widthwise center of the wheel 17 in plan view.
  • the central axis C1 is disposed on the inner side in the vehicle width direction by the distance D1 than the central axis C2. Furthermore, the ball joint 55 in the arm 53 is disposed on the inner side in the vehicle width direction than the center in the vehicle width direction of the front end of the side sill 41. That is, the central axis C1 is disposed on the inner side in the vehicle width direction by the distance D2 than the central axis C3. As shown in FIG. 12A, the linear distance from the rear attachment portion 53e of the arm 53 in the suspension 51 to the ball joint 55 in the arm 53 is a first distance L1, and the ball joint 55 in the arm 53 from the front attachment portion 53d in the arm 53. The linear distance up to is taken as a second distance L2.
  • the collision object 59 is disposed on the front side of the left wheel 17 of the vehicle 1.
  • the hub carrier 57 is disengaged from the ball joint 55 of the arm 53, and the wheel 17 is pivoted about the rear so that the front is directed rearward.
  • the reduction amount of the first distance L1 is larger than the reduction amount of the second distance L2. That is, the amount of deformation of the rear side leg 53b is larger than the amount of deformation of the front side leg 53a. Then, after the rear portion of the wheel 17 hits the wheel receiving member 13, the hub carrier 57 is disengaged from the arm 53.
  • the hub carrier 57 and the wheel 19 are sandwiched between the collision object 59 and the wheel guiding member 47 so that the hub carrier 57 and the wheel 19 are crushed in the width direction of the wheel 17.
  • the vehicle body front structure includes a rudder frame 3 (vehicle body frame member) having member members 7 disposed on the vehicle body side portions and extending in the longitudinal direction, and an arm attached to the rudder frame 3 53 and a hub carrier 57 (wheel holding member) rotatably supported on a ball joint 55 (rotational axis) of the arm 53 in plan view, and the ball joint 55 of the arm 53 is a car than the member 7 A suspension 51 disposed outside in the width direction, a wheel 17 coupled to a hub carrier 57 in the suspension 51 and disposed outside the member member 7 in the vehicle width direction, and projecting outward from the member member 7 in the vehicle width direction Receiving member 13 configured to be able to receive the wheel 17 moved backward by the collision load from the vehicle, and the vehicle width more than the member member 7 Has disposed toward the outside, the side sill 41 which front end is disposed to face the rear side of the wheel 17 with extending in the front-rear direction.
  • a rudder frame 3 vehicle body frame member
  • the ball joint 55 of the arm 53 in the suspension 51 is offset inward in the vehicle width direction than the widthwise center of the wheel 17 in plan view, and at least the wheel 17 hits the wheel support member 13 from the time of collision load input to the wheel 17 Up to this point, the hub carrier 57 is supported by the arm 53.
  • the hub carrier 57 is rotatably supported by the arm 53 with the ball joint 55 as a rotation center. Further, the ball joint 55 of the arm 53 is offset from the center of the wheel 17 in the vehicle width direction than the center of the wheel 17 in the vehicle width direction. Therefore, when a collision load is input to the wheel 17 from the front, the rear portion of the wheel 17 rotates inward in the vehicle width direction about the ball joint 55 of the arm 53. The entire wheel 17 moves backward while rotating. Also, the hub carrier 57 is supported by the arm 53 until at least the wheel 17 hits the wheel receiving member 13 from the time of collision load input to the wheel 17. If the wheel 17 is removed from the suspension 51 before the wheel 17 hits the wheel receiving member 13, it becomes difficult for the rear portion of the wheel 17 to hit the wheel receiving member 13.
  • the vehicle body front structure includes a ladder frame 3 (vehicle body frame member) having member members 7 disposed on the vehicle body side portions and extending in the front-rear direction, and an arm attached to the ladder frame 3 53 and a hub carrier 57 rotatably supported on the ball joint 55 of the arm 53 in plan view, and the ball joint 55 of the arm 53 is disposed outside the member 7 in the vehicle width direction with the suspension 51 , A wheel 17 connected to the hub carrier 57 in the suspension 51 and disposed outside the member member 7 in the vehicle width direction, and a wheel 17 projecting outward from the member member 7 in the vehicle width direction and moved backward by a collision load from the front.
  • a side sill 41 that is disposed to face the rear side of the wheel 17 in.
  • the arms 53 in the suspension 51 are attached to the rudder frame 3 via the front and rear pair of front attachment parts 53 d and rear attachment parts 53 e, and the ball joints 55 of the arms 53 in the suspension 51 are in the width direction of the wheel 17 in plan view.
  • the hub carrier 57 is supported by the arm 53 so as to be offset to the inside in the vehicle width direction than the center and at least until the wheel 17 hits the wheel receiving member 13 from the time of collision load input to the wheel 17.
  • the arms 53 of the suspension 51 are attached to the rudder frame 3 via a pair of front and rear attachment portions 53d and a rear attachment portion 53e. Therefore, the coupled state of the rear attachment portion 53e of the arm 53 of the suspension 51 and the rudder frame 3 is released, or the distance between the rear attachment portion 53e of the arm 53 and the ball joint 55 is reduced. As a result, when the collision load is input to the wheel 17, the wheel 17 can be efficiently pivoted.
  • the wheel 17 when a collision load is input to the wheel 17, the wheel 17 can be easily moved backward while being further rotated in plan view. Therefore, at the time of a frontal collision of the vehicle, the collision load input to the wheels 17 is dispersed and transmitted to the side sill 41 and the rudder frame 3 more efficiently, so the collision load can be sufficient while suppressing an increase in the vehicle weight. Can receive.
  • the hub carrier 57 is configured to be detached from the arm 53 after the rear portion of the wheel 17 hits the wheel receiving member 13 .
  • the side sill 41 is obtained by sandwiching the wheel 17 in the width direction between the colliding object 59 and the front end of the side sill 41. Load transfer efficiency is reduced.
  • the front end of the side sill 41 has a front surface that extends inward in the vehicle width direction and toward the rear of the vehicle in an oblique direction, and the wheel 17 moved backward when a collision load is input hits the wheel 17 toward the wheel support member 13
  • the wheel guiding member 47 for guiding is provided.
  • the moving wheel 17 can be reliably guided to the wheel receiving member 13.
  • the ball joint 55 of the arm 53 is disposed on the inner side in the vehicle width direction than the center of the front end of the side sill 41 in the vehicle width direction.
  • the wheel support member 13 has a main body 27 having a front surface 27a extending from the side surface 7a on the outer side in the vehicle width direction of the member member 7 toward the outer side in the vehicle width direction, the front surface 27a of the main body 27 and the member member 7 And a holding portion 29 provided at the intersection with the side surface 7a of the rear face and extending forward.
  • the wheel receiving member 13 has the main body portion 27 and the holding portion 29. Therefore, the rear portion of the wheel 17 moving rearward when the collision load is input to the wheel 17 can be reliably received by the main body portion 27 and the holding portion 29. Specifically, the wheel 17 can be received by the side surface 29 b of the holding portion 29. In addition, since the strength of the wheel receiving member 13 is improved by the holding portion 29, the rear portion of the moving wheel 17 can be held more reliably by providing the holding portion 29.
  • the vehicle body frame member is the rudder frame 3, and the wheel receiving member 13 is the mount member 15 provided on the rudder frame 3 and supporting the body.
  • the wheel support member 13 can be provided by diverting the current mount member 15.
  • the vehicle 101 according to the second embodiment is a vehicle having a monocoque structure.
  • the member member in the second embodiment is a side member 103 which has a closed cross-sectional structure and is disposed on the vehicle body side portion and extends in the front-rear direction.
  • the side sill 102 is disposed outside the side member 103 (member member) in the vehicle width direction, and extends in the front-rear direction.
  • the wheel support member 105 includes a connecting member 107 (corresponding to the main body portion 27 in the first embodiment) for connecting the side member 103 to the side surface 103 a on the outer side in the vehicle width direction of the side member 103;
  • a holding portion 109 is provided at the intersection of the front surface 107a of the connecting member 107 and the side surface 103a of the side member 103, and extends forward.
  • a front pillar 111 extending upward from the front end of the side sill 102 and a center pillar 113 extending upward from the front-rear middle portion of the side sill 102 are formed.
  • the member member of the vehicle body frame member is the side member 103 in the vehicle 101 having a monocoque structure, and the wheel receiving member 105 has a connecting member 107 for connecting the side member 103 and the side sill 102 in the vehicle width direction.
  • the connecting member 107 connects the side member 103 and the side sill 102, the strength of the wheel support member 105 is improved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Selon la présente invention, un joint à rotule (55) d'un bras (53) dans une suspension (51) est décalé vers l'intérieur dans le sens de la largeur de véhicule à partir du centre dans le sens de la largeur d'une roue de véhicule (17) dans une vue en plan, et à partir du moment où une charge de collision est entrée sur la roue de véhicule (17) au moins jusqu'à ce que la roue de véhicule (17) touche un élément de réception de roue de véhicule (13), un support de moyeu (57) est supporté par le bras (53). Au moment où la charge de collision est entrée, la roue de véhicule (17) se déplace vers l'arrière tout en tournant autour du joint à rotule (55) du bras (53), et lorsque la partie arrière de la roue de véhicule (17) touche l'élément de réception de roue de véhicule (13), la charge de collision est transmise d'un composant d'élément (7) à un cadre de gouvernail (3). Grâce à ladite configuration, pendant une collision de véhicule, la charge de collision appliquée à la roue de véhicule (17) est dispersée et transmise à un seuil latéral (41) et au cadre de gouvernail (3).
PCT/JP2017/012365 2017-03-27 2017-03-27 Structure pour avant de carrosserie de véhicule WO2018179046A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2017/012365 WO2018179046A1 (fr) 2017-03-27 2017-03-27 Structure pour avant de carrosserie de véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2017/012365 WO2018179046A1 (fr) 2017-03-27 2017-03-27 Structure pour avant de carrosserie de véhicule

Publications (1)

Publication Number Publication Date
WO2018179046A1 true WO2018179046A1 (fr) 2018-10-04

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WO (1) WO2018179046A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05124542A (ja) * 1991-11-06 1993-05-21 Toyota Motor Corp 自動車車体の前部構造
JPH11165652A (ja) * 1997-11-30 1999-06-22 Isuzu Motors Ltd ホイールストッパ
JP2015113026A (ja) * 2013-12-12 2015-06-22 トヨタ自動車株式会社 車両下部構造

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05124542A (ja) * 1991-11-06 1993-05-21 Toyota Motor Corp 自動車車体の前部構造
JPH11165652A (ja) * 1997-11-30 1999-06-22 Isuzu Motors Ltd ホイールストッパ
JP2015113026A (ja) * 2013-12-12 2015-06-22 トヨタ自動車株式会社 車両下部構造

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