JP5399760B2 - Body front structure - Google Patents

Description

  The present invention relates to a front body structure of an automobile or the like, and more particularly to an improvement in shock absorption performance at the time of a frontal collision.

An automobile such as a passenger car includes a frame extending forward from a toe board, which is a partition wall at the front end of the cabin, along the left and right sides of the engine room.
In such a structure, it is known that a cross member that connects the left and right frames is coupled to the lower side of the frame, and various parts such as a power unit such as an engine, a suspension, and a steering gear box are mounted thereon.

It is also known to provide a lower member (subframe) that is spaced apart from the frame in the vertical direction and extends in the front-rear direction for the purpose of improving collision safety during a frontal collision.
For example, in Patent Document 1, a subframe is disposed below a front side member (frame) having a bent portion at an intermediate portion, its front end is connected to the lower surface side of the front half of the member, and the rear end is a member. A front side member structure of a vehicle connected to the lower surface side of the rear half is described.

JP 2002-53076 A

In a frontal collision, a vehicle such as an automobile absorbs energy by collapsing or bending the frame in the front-rear direction, thereby reducing the peak acceleration of the vehicle body and ensuring safety. At this time, the power unit mounted on the frame and the cross member coupled thereto also moves backward together with the frame. However, if the cross member, power unit, etc. interfere with other hard parts arranged at the rear, the backward movement is hindered and the front collision performance. It will be difficult to secure.
Here, it is conceivable to adopt a structure in which the hard member falls off in the event of a collision, or a structure in which the mounting part is damaged. In this case, the accuracy of the dropout load setting and the normal use (non-collision) Occasional dropouts, damage concerns, etc. are problems.
SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body front structure that improves the frontal collision performance by preventing interference between a frame lower structural member or a component attached thereto and other parts during a frontal collision.

The present invention solves the above-described problems by the following means.
The invention of claim 1 is formed to protrude forward from the partition wall at the front end portion of the vehicle compartment, and to be formed along the front half portion provided on the left and right side portions of the engine room and from the partition wall of the vehicle compartment to the floor surface. a frame having a second half portion, Rutotomoni rear end half frame undercarriage is formed projecting downward from the unit member, front end portion extends substantially along the longitudinal direction of the vehicle is coupled to the frame lower structural member of said frame A lower member formed by being bent so that a rear portion is coupled to the rear half of the frame, the rear end is located above the vehicle body, and the lower side is convex at the middle, and the frame lower structure It is a vehicle body front part structure provided with the stabilizer apparatus mounted in the upper part of the said intermediate part on both sides of the steering gear box with which a vehicle is mounted | worn behind a member .

The invention according to claim 2 is characterized in that the lower member exhibits a bending deformation in which a lower side becomes convex when the frame lower structural member moves backward with respect to the passenger compartment due to a frontal collision of a vehicle. It is a vehicle body front part structure of description .

According to the present invention, the centroid height of the cross-sectional shape of the lower member as viewed from the vehicle front side is higher on the rear end side than on the front end side, so that the front end portion of the lower member can be When pushed backward, a bending moment is generated in which the lower member bends with a convex downward. Since the lower member is bent or bent with the lower part convex, the upper member upper part mounted on the upper part of the lower member is retracted downward, so that the lower member upper part and the frame lower structural member or other parts attached thereto Thus, it is possible to ensure the frontal collision performance of the vehicle by reducing the acceleration acting on the vehicle body without impeding the backward movement of the frame lower structural member.
In addition, since the lower member is formed to be curved so that the lower side is convex at the intermediate portion, the above-described bending moment can be increased and the bending or bending deformation can be surely generated.

It is the side view which looked at Example 1 of the body front part structure to which the present invention is applied from the vehicle width direction left side. FIG. 3 is a perspective view of the vehicle body front structure of the first embodiment as viewed from the diagonally lower side on the diagonally forward side on the outer side in the vehicle width direction. FIG. 3 is a perspective view of the front body structure of the first embodiment when viewed from an obliquely lower side on the obliquely rear side on the inner side in the vehicle width direction. FIG. 3 is a perspective view of the vehicle body front structure according to the first embodiment as viewed from an obliquely upper side on an obliquely forward side on the outer side in the vehicle width direction. It is a side view which shows the deformation | transformation mode of the main frame and the lower member at the time of the frontal collision in the vehicle body front part structure of Example 1.

  The present invention fixes the problem of providing a vehicle body front structure with improved frontal collision performance by preventing interference between a frame lower structural member or a part attached thereto and other parts at the time of frontal collision. The lower member is placed at the lower end of the cross member and the lower part of the cabin, the front centroid of the lower member is positioned lower than the centroid of the rear end, and the stabilizer device is mounted on the upper part of the lower member. This problem was solved by bending the ridge so that the lower side is convex and retracting the stabilizer device downward.

Embodiments of a vehicle body front structure to which the present invention is applied will be described below. The vehicle body front part structure of the embodiment is provided in a passenger car having an engine room in front of the cabin, for example.
The vehicle includes a cabin 10, a main frame 20, a cross member (suspension cross member) 30, a lower member 40, a suspension arm 50, a steering gear box 60, a stabilizer device 70, and the like.

  The cabin 10 is a portion (cabinet) where an occupant is accommodated. A toe board that is a partition wall between the cabin and the engine room is provided at the front end of the cabin 10.

  The main frame 20 is a structural member provided on each of the left and right sides of the engine room provided in front of the cabin 10. The main frame 20 has, for example, a substantially rectangular closed cross section, and the front half of the main frame 20 extends substantially along the longitudinal direction of the vehicle. Further, the rear half portion of the main frame 20 is formed to be bent in a substantially S shape, and is formed along the toe board front surface to the floor lower surface of the cabin 10 (floor panel lower surface).

The cross member 30 is a frame lower structural member that is arranged in the front half of the left and right main frames 20. The left and right end portions of the cross member 30 are coupled to the lower surface portions of the left and right main frames 20, respectively. The cross member 30 protrudes downward from the lower surface of the front half of the main frame 20.
As will be described later, a suspension arm 50, a steering gear box 60, and the like are attached to the cross member 30, and a power train such as an engine and a transmission (not shown) is coupled via a mount having an elastic body.

The lower member 40 is a beam-like structural member (subframe) that is disposed below the main frame 20 and is disposed substantially along the vehicle front-rear direction. The lower member 40 is configured so as to have a closed cross section by joining, for example, a member divided into two upper and lower parts obtained by pressing a steel plate into a monaca shape by welding or the like. A pair of lower members 40 are provided apart from each other in the vehicle width direction.
The front end portion 41 of the lower member 40 is coupled to the lower end portion of the cross member 30 by, for example, a bolt-nut or the like.
The rear end portion 42 of the lower member 40 is coupled to the lower surface portion of the main frame 20 at the lower floor of the cabin 10 by, for example, a bolt-nut or the like.
The movement of the front end portion 41 and the rear end portion 42 of the lower member 40 is restricted with respect to the cross member 30 and the attachment portion of the main frame 20, respectively.
The intermediate portion 43 of the lower member 40 is formed in a bow shape so that the lower side is convex. Further, a stabilizer device 70 is attached to the upper surface of the intermediate portion 43 as will be described later.

  Here, the cross-sectional shape of the lower member 40 as viewed from the front of the vehicle (the cross-sectional shape viewed by cutting along a plane including the vertical direction and the vehicle width direction) is formed in a horizontally long, substantially rectangular shape. The centroid height of the cross-sectional shape is offset in the vertical direction so that the rear end portion 42 is higher than the front end portion 41. The attachment surface portion (upper surface portion) with the main frame 20 at the rear end portion 42 of the lower member 40 is disposed at a position higher than the attachment surface portion (upper surface portion) with the cross member 30 at the front end portion 41.

The suspension arm 50 is attached to the vehicle body so as to be swingable about an axis substantially along the front-rear direction, and supports a lower end portion of a housing (not shown) that supports the wheel.
The suspension arm 50 is provided with a pair of rubber bushes that are spaced apart from each other at the end on the vehicle body side. The rear rubber bush is attached to the lower end portion of the cross member 30 by a bolt-nut or the like so as to be rotatable around the axis of the bolt.

The steering gear box 60 includes, for example, a rack and pinion mechanism, and a rotation of a steering wheel (not shown) is input via a steering shaft or the like, and is converted into a reciprocating motion in the vehicle width direction.
Tie rods 61 connected to a steering rack (not shown) are provided at both left and right ends of the steering gear box 60. The tie rod 61 is a steering force transmission member that is connected to the knuckle arm of the housing described above and steers the front wheels by pushing and pulling the tie rod 61.

The stabilizer device 70 suppresses rolls by generating a restoring force when the suspension of the left and right front wheels strokes in the opposite phase when the vehicle is turning.
The stabilizer device 70 includes a stabilizer bar 71, a stabilizer bush 72, a bracket 73, and the like.
The stabilizer bar 71 is formed by bending a wire made of spring steel, for example, and connects the strut shell cases of the left and right front wheel suspensions via a link (not shown). The stabilizer bar 71 includes an intermediate portion arranged linearly along the vehicle width direction, and generates a spring reaction force by twisting the intermediate portion when the vehicle rolls.
The stabilizer bush 72 supports an intermediate portion of the stabilizer bar 71 through vibration-proof rubber.
The bracket 73 is fixed to the upper surface of the intermediate portion 43 of the lower member 40 and supports the stabilizer bush 72. The bracket 73 has a slope portion whose rear end portion is higher than the front end portion, and the stabilizer bush 72 is fixed on the slope portion.
One stabilizer bush 72 and one bracket 73 are provided on each of the left and right lower members 40.

Next, the deformation of each member at the time of a frontal collision in the vehicle body front part structure of the embodiment will be described.
A rearward load input from a bumper portion (not shown) is first input to the front end portion of the main frame 20, and the front half portion of the main frame 20 is compressed and deformed in a bellows shape to absorb energy. At this time, in the case of the embodiment, since the intermediate portion of the main frame 20 is supported by the lower member 40 and the cross member 30 and the support rigidity is high, the main frame 20 rotates around the base portion on the cabin 10 side and falls down. The shock absorbing ability by the front half of the main frame 20 can be secured.

Thereafter, the intermediate portion of the main frame 20 starts to retract toward the cabin 10 together with the cross member 30.
At this time, as shown by a broken line in FIG. 5, the region between the cross member 30 of the main frame 20 and the cabin 10 is bent so that the upper side is convex. In FIG. 5, the suspension arm 50 and the stabilizer bar 71 are not shown.
As the cross member 30 moves backward, the front end 41 of the lower member 40 is pushed toward the rear of the vehicle. At this time, as described above, the centroids of the front end 41 and the rear end 42 are shifted up and down, and the lower part is convex. As a result of being bent in the shape of a bow, a bending moment is generated to bend the lower member 40 so that the lower member 40 is convex. Due to this bending moment, as shown by a broken line in FIG. 5, the lower member 40 is bent so that the lower portion is convex, and at this time, the stabilizer device 70 fixed to the upper portion of the intermediate portion 43 of the lower member 40 is retracted downward. .
The steering gear box 60 attached to the rear portion of the cross member 30 is retracted into a space formed by retracting the stabilizer device 70. For this reason, the stabilizer device 70 does not interfere with the steering gear box 60 and is sandwiched between the vehicle body and does not hinder the cross member 30 from moving backward.

According to the embodiment described above, as described above, the lower member 40 is curved or bent with the lower portion convex, thereby preventing interference between the stabilizer device 70 and the steering gear box 60 attached to the cross member 30. The front collision performance of the vehicle can be ensured without preventing the cross member 30 from moving backward.
Further, since the lower member 40 is curved so that the lower side is convex at the intermediate portion 43, the bending moment described above can be increased and the bending or bending deformation can be reliably caused.
Further, by fixing the front end portion 41 of the lower member 40 to the lower end portion of the cross member 30 to which the suspension arm 50 is attached, the displacement of the cross member 30 is suppressed, the change of the suspension geometry due to the input during traveling is suppressed, and the steering stability is stabilized. The driving performance such as performance can be improved.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the shape, material, structure, and the like of each member in the vehicle body front structure can be changed as appropriate.
In the embodiment, for example, a stabilizer device is mounted on the lower member, and a steering gear box is mounted on the rear portion of the cross member to prevent these interferences. However, the components mounted on each member are not limited to these.

DESCRIPTION OF SYMBOLS 10 Cabin 20 Main frame 30 Cross member 40 Lower member 41 Front end part 42 Rear end part 43 Middle part 50 Suspension arm 60 Steering gear box 61 Tie rod 70 Stabilizer apparatus 71 Stabilizer bar 72 Stabilizer bush 73 Bracket

Claims (2)

A frame having a front half formed to protrude forward from the partition wall at the front end of the passenger compartment and provided on the left and right sides of the engine room, and a rear half portion formed along the floor from the partition wall of the passenger compartment,
A frame lower structural member formed by protruding downward from the front half of the frame;
Rutotomoni rear end portion front end coupled to the frame lower structural member extending substantially along the longitudinal direction of the vehicle is coupled to the second half of the frame, the rear end portion than the front end portion is positioned on the vehicle body above And a lower member formed to be curved so that the lower side is convex in the middle part ,
A stabilizer device mounted on an upper portion of the intermediate portion with a steering gear box mounted on the rear side of the frame lower structural member interposed therebetween;
Car body front structure with 2. The vehicle body front structure according to claim 1, wherein the lower member exhibits a bending deformation in which a lower side is convex when the frame lower structural member moves backward with respect to the passenger compartment due to a frontal collision of a vehicle .

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