JP2006056394A - Front part body structure of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure preferable space in an arrangement of a power train while making shock absorption structure over a whole length from a radiator shroud to a cabin part. <P>SOLUTION: A pair of right and left suspension support parts 13 for the front wheels are connected to the upper end part of a hinge pillar 5 positioned on the front end part of a cabin part 1 to be a monocoque type by a rear upper frame 22. The right and left upper end part of the radiator shroud 10 and the right and left suspension parts 13 are connected by a right and left front upper frame 21. The right and left lower end parts of the radiator shroud 10 are connected to the right and left lower end parts of the cabin parts 1 through the right and left under frame 23. The right and left suspension support parts 13 and the right and left under frames 23 are connected by the right and left suspension tower frames 26, 27 which are a pair of fore and aft and vertically extend. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a front body structure of an automobile.

  From the viewpoints of weight reduction and productivity improvement, the body structure of automobiles, in particular passenger cars, is increasingly monocoque structure that is a stress distribution structure composed of plates. And in this monocoque structure, parts that require strength, such as side sills, front frames, rear frames, floor frames, cross members, hinge pillars and other pillars, and peripheral edges of the roofs (roof rails, front headers, The rear header) is configured as a closed cross-sectional structure.

  On the other hand, among the vehicle body structures, a space frame structure in which pipe materials are combined in order to further increase the rigidity and weight is well known. Patent Document 1 discloses a technique in which this space frame structure is partially applied to the front part of a vehicle body for absorbing shock during a forward collision. That is, the front part of the vehicle body is composed of a suspension module disposed immediately before the cabin part and an energy absorption module configured immediately before the suspension module, and the energy absorption module has a space frame structure. Is disclosed.

  The energy absorbing module has a narrow bumper backup beam 102 whose front end extends in the vehicle width direction and has a total of eight pipe members for connecting the bumper backup beam 102 to the suspension module. It has become.

Special Table 2000-509345

  However, in the structure described in Patent Document 1, the member that collides with the object to be collided at the time of a forward collision is a very narrow member called a bumper backup beam 102, and therefore, the impact is received in a wide range in the vertical and horizontal directions. It becomes difficult. Further, it is necessary to provide a separate radiator shroud in order to attach the radiator, but it is difficult to secure a space for disposing the radiator shroud. In addition, the energy absorption module is difficult to secure a large opening when viewed from the top and bottom, and it is difficult to secure the dimensions in the top and bottom direction. It is difficult and maintenance is difficult. In addition to the above, the impact absorption in the latter half of the collision after the energy absorbing module is crushed and deformed is not considered.

  The present invention has been made in view of the circumstances as described above, and its purpose is to form a shock absorbing structure over the entire length from the radiator shroud to the cabin while using a general radiator shroud. In addition, an object of the present invention is to provide a front body structure of an automobile in which a space between a radiator shroud and a cabin portion can be secured as a preferable space for arranging a power train such as an engine.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
A radiator shroud having a frame shape when viewed from the front is disposed at the front of the vehicle body, and a cabin portion having a monocoque structure is disposed behind the radiator shroud, and the radiator shroud, the cabin portion, The space between the front car body structure of the automobile is the engine room where the power train is arranged,
Between the radiator shroud and the cabin portion, a pair of left and right suspension support portions to which an upper end portion of a suspension damper is attached are disposed,
Each of the suspension support portions is connected to left and right upper end portions of the radiator shroud via a pair of left and right front upper frames extending in the front-rear direction, and is connected to the cabin via a pair of left and right rear upper frames extending in the front-rear direction. Connected to the upper ends of the left and right hinge pillars configured at the front end of the section,
Left and right lower ends of the radiator shroud are connected to left and right lower ends of the cabin through a pair of left and right underframes extending in the front-rear direction;
Each of the suspension support portions is connected to the left and right underframes via a pair of left and right suspension tower frames extending in the vertical direction.
It is like that.

According to the above-described solution method, the impact at the time of forward collision can be distributed and received over a wide range by the radiator shroud having a frame structure. The impact load at the time of forward collision is effectively transmitted to the upper end portion of the hinge pillar via the front and rear upper frames, and is also effectively transmitted to the lower end portion of the cabin portion via the under frame. Thus, it is possible to effectively disperse and transmit the impact in the vertical direction of the cabin, which is extremely preferable as an impact absorbing structure. In particular, the collision load is effectively transmitted to the upper end of the hinge pillar, which is extremely preferable in suppressing the deformation of the cabin.
In addition, since the upper and lower frames are connected by a pair of front and rear suspension tower frames, that is, a kind of truss structure, not only reinforcement of the suspension tower itself, but also overall high rigidity and particularly high torsion. This is preferable in securing rigidity. Of course, it becomes a kind of space frame structure with frame members such as an upper frame, an under frame, and a suspension tower frame, which is preferable in terms of weight reduction as a whole.
Further, since a radiator shroud having a general frame structure is usually used, there is no problem in arranging the radiator. Even in the case of a collision with a large vehicle having a high vehicle height, the collision load can be dispersed by firmly receiving it. In addition, when viewed from above and below, a large opening can be secured sufficiently between the radiator shroud and the cabin, and a sufficient space between the upper frame and the under frame can be secured. Thus, it is preferable to dispose the power train between the radiator shroud and the cabin, and also to maintain the power train.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
The underframe may be configured by a frame portion extending in the front-rear direction of a perimeter frame having a frame shape when viewed from the vertical direction (corresponding to claim 2). In this case, a highly productive conventional assembly method in which a suspension arm, a power train, and the like are assembled in advance to the perimeter frame can be applied as it is.

  The rear upper frame is disposed so as to incline rearward so as to become higher as it goes rearward, and has higher rigidity than the front upper frame, the under frame, and the suspension tower frame. Yes (corresponding to claim 3). In this case, while suppressing the retreat of the suspension support part at the time of a frontal collision, the cabin part is raised to delay the interference between the power train and the cabin part, and the height of the center position of the front wheel and the height of the side sill of the cabin part are adjusted. This is preferable in order to allow the side sill to effectively receive the load at the time of forward collision through the front wheel.

Of the left and right end portions of the radiator shroud, the middle portion in the vertical direction is a pair of left and right crash can support portions,
Each of the crash can support portions may be connected to the left and right suspension support portions via a pair of left and right crash can support frames (corresponding to claim 4). In this case, the crash can support frame constitutes a path for effectively transmitting the load at the time of forward collision input to the crash can support portion to the upper end portion of the hinge pillar, which is more effective in suppressing deformation of the cabin portion. Even more preferable. In addition, the load at the time of a light collision is absorbed as much as possible by a crash can attached to the support portion of the crash can, which is preferable in terms of improving repairability at the time of a light collision.

  A reinforcing member for controlling bending rigidity at the time of a forward collision can be spanned between each front upper frame and each crash can support frame (corresponding to claim 5). In this case, the reinforcement member controls the behavior of the front part of the vehicle body such as the bending rigidity and the bending timing, which is preferable in facilitating the setting to obtain a preferable shock absorbing structure.

  Each of the front upper frame, the rear upper frame, and the suspension tower frame may be configured as a closed cross-sectional structure by connecting a plurality of members (corresponding to claim 6). In this case, it is preferable to increase the productivity of each frame and hence the front part of the vehicle body, as compared with a case where a normal pipe member made of one member is used as it is as a frame member over the entire length in the circumferential direction. .

A pair of left and right floor frames of the cabin portion has an extending portion extending forward from the dash panel, and a rear end portion of the underframe is connected to the extending portion,
The floor frame is provided with an impact absorbing member that absorbs an impact when the under frame is displaced rearward relative to the floor frame on the rear extension line of the under frame.
(Corresponding to claim 7). In this case, the load input to the underframe can be effectively transmitted to the floor frame while suppressing deformation of the cabin portion. Further, in the latter half of the collision, it is preferable for raising the cabin so that the load transmitted from the under frame to the floor frame is upward.

  A portion of the underframe between the radiator shroud and the suspension tower frame may be inclined downward and rearward so as to become rearward (corresponding to claim 8). In this case, this is the case. At the time of a forward collision, the underframe can be bent downward to drop the power train downward, which is preferable for suppressing the deformation of the cabin by delaying the interference between the retracting power train and the cabin.

According to the present invention, the impact at the time of a forward collision can be distributed and received over a wide range by the radiator shroud having a frame structure. The impact load at the time of forward collision is effectively transmitted to the upper end portion of the hinge pillar via the front and rear upper frames, and is also effectively transmitted to the lower end portion of the cabin portion via the under frame. Thus, it is possible to effectively disperse and transmit the impact in the vertical direction of the cabin, which is extremely preferable as an impact absorbing structure. In particular, the collision load is effectively transmitted to the upper end of the hinge pillar, so that the operation of lifting the cabin portion upward using the collision load is sufficiently performed, and the cabin portion is relatively moved relative to the power train. Therefore, it is extremely preferable to suppress the protrusion into the passenger compartment.
In addition, since the upper and lower frames are connected by a pair of front and rear suspension tower frames, that is, a kind of truss structure, not only reinforcement of the suspension tower itself, but also overall high rigidity and particularly high torsion. This is preferable in securing rigidity. Of course, it becomes a kind of space frame structure with frame members such as an upper frame, an under frame, and a suspension tower frame, which is preferable in terms of weight reduction as a whole.
Further, since a radiator shroud having a general frame structure is usually used, there is no problem in arranging the radiator. In addition, when viewed from above and below, a large opening can be secured sufficiently between the radiator shroud and the cabin, and the power train can be arranged between the radiator shroud and the cabin. It is also preferable in terms of powertrain maintenance.

  1 to 4, reference numeral 1 denotes a cabin portion that defines a passenger compartment. The cabin portion 1 has a dash panel 2 that serves as a partition wall for the front engine room, and has a monocoque structure as is well known. It is configured. That is, the cabin portion 1 is configured as a structure that disperses and absorbs stress as a whole by joining a plurality of sheet metals. And the part where strength is required is sufficiently secured by joining sheet metal to form a closed cross-sectional structure. As a representative portion having the above-described closed cross-sectional structure, a pair of left and right side sills 3 extending in the front-rear direction at the end in the vehicle width direction, and a pair of left and right floor frames 4 extending in the front-rear direction on the inner side in the vehicle width direction of the side sill 3. The pair of left and right hinge pillars 5 extend in the vertical direction at the vehicle width direction end and at the front end. Furthermore, a torque box 6 having a closed cross-sectional structure is formed at the vehicle width direction end portion of the cabin portion 2 and at the front end lower portion. A front end portion of the side sill 3, a front end portion of the floor frame 4, and a lower end portion of the hinge pillar 5 are connected to the torque box 6. In addition to the above-described closed cross-sectional structure, the cabin 1 includes, for example, a front pillar 7 that extends upward from the upper end of the hinge pillar 5 and a cowl that extends in the vehicle width direction and connects the upper ends of the pair of left and right hinge pillars 5. Box 8 etc. A floor panel 9 is installed between the pair of left and right side sills 3, and the floor frame 4 is formed on the lower surface of the floor panel 9.

  A radiator shroud 10 is disposed in front of the cabin portion 1. The radiator shroud 10 is configured as a frame structure that forms a horizontally long substantially rectangular shape when viewed from the front-rear direction. That is, the radiator shroud 10 extends in the vehicle width direction, a pair of left and right vertical frame portions 10a extending in the vertical direction, an upper horizontal frame portion 10b extending in the vehicle width direction and connecting the upper ends of the vertical frame portions 10a. A lower horizontal frame portion 10c that connects lower end portions of the vertical frame portion 10a. Thus, the radiator shroud 10 has a shape suitable for the attachment of the radiator R, and is set so as to be able to come into contact with an object to be collided (particularly, a large vehicle having a high vehicle height) over a wide area during a frontal collision. ing.

  The space between the cabin portion 1 and the radiator shroud 10 is an engine room, in which the power train PT including the engine 11 and the transmission 12 is placed sideways (so that the engine output shaft extends in the vehicle width direction). ) Arranged. A pair of left and right suspension support portions 13 are disposed between the cabin portion 1 and the radiator shroud 10, and left and right front wheels 14 are disposed below the suspension support portion 13. The power train PT includes at least the engine 11 and the transmission 12, but also includes a power interrupting member (clutch or torque converter), a differential gear, and the like positioned between the engine 11 and the transmission 12. In the case of four-wheel drive, it is configured appropriately according to the driving mode of the vehicle, such as being configured to include a center differential.

  The cabin 1 and the radiator shroud 10 are connected to each other by a frame structure F formed by combining a plurality of frame members, as will be described later. The frame structure F forms a kind of space frame. It has become. Since the frame structure F is configured substantially symmetrically, the left side structure will be described, and then the left and right connection relationship will be described.

  First, the left suspension support portion 13 and the upper left end portion of the radiator shroud 10 are connected by a front upper frame 21 extending in the front-rear direction. The left suspension support 13 and the upper end of the left hinge pillar 5 are connected by a rear upper frame 22 extending in the front-rear direction. The front upper frame 21 is inclined so as to be positioned upward and on the outer side in the vehicle width direction toward the rear. The rear upper frame 22 is also inclined so as to be located at the upper side and the vehicle width direction outer side as it goes rearward, but the vertical inclination is smaller than the vertical inclination of the front upper frame 21. . Similarly to the left suspension support portion 13, the front suspension frame 21 and the rear upper frame 22 are connected to the right suspension support portion 13.

  The left lower end portion of the radiator shroud 10 is connected to the left front lower end portion of the cabin portion 1, more specifically, the front end portion of the left floor frame 4 by the left underframe 23. Similarly, the right lower end portion of the radiator shroud 10 is connected to the right front lower end portion of the cabin portion 1, more specifically, the front end portion of the right floor frame 4, by the right underframe 23. The underframe 23 is positioned on the inner side in the vehicle width direction than the suspension support portion 13 and constitutes a part of the perimeter frame PF in the embodiment. That is, the perimeter frame PF includes a front connection frame portion 24 that connects the front ends of the pair of left and right underframes 23 and a rear connection frame portion 25 that connects the rear ends of the underframe 23. In particular, it is configured as a substantially rectangular frame structure when viewed from above and below.

  The left suspension support 13 and the left underframe 23 are connected by a pair of front and rear suspension tower frames 26 and 27. Similarly, the right suspension support 13 and the right underframe 23 are connected by a pair of front and rear suspension tower frames 26 and 27. The front suspension tower frame 26 is inclined so as to be located forward and outward in the vehicle width direction as it goes downward, and the lower ends of the pair of left and right front suspension tower frames 26 are connected by a lower cross member 28 extending in the vehicle width direction. Has been. The lower cross member 28 is connected to the under frame 23, and the front suspension tower frame 26 is connected to the under frame 23 via the lower cross member 28. The rear suspension tower frame 27 is inclined so as to be located rearward as it goes downward, and is directly connected to the underframe 23. Of the underframe 23, the portion from the radiator shroud 10 to the front suspension tower frame 26 (lower cross member 28) is an inclined portion 23a that is inclined so as to be positioned downward as it goes rearward.

  The pair of left and right suspension support portions 13 are connected by an upper cross member 29 extending in the vehicle width direction. Thus, the pair of left and right front suspension tower frames 26 and the upper and lower cross members 28 and 29 form a substantially square frame structure when viewed from the front-rear direction. An intermediate portion in the vehicle width direction of the upper cross member 29 is connected to a rear end portion of the rear upper frame 22 via a pair of left and right reinforcing frames 35. The reinforcing frame 35 is inclined so as to be located on the outer side in the vehicle width direction as it goes rearward.

  The pair of front and rear suspension tower frames 26 and 27 are connected by an engine mount frame 30. The engine mount frame 30 is inclined so as to be positioned downward as it goes rearward, and a front end portion (upper end portion) thereof is connected to a substantially intermediate portion in the vertical direction of the front suspension tower frame 26, and a rear end portion (lower end portion). Is connected to a position slightly below the middle portion of the rear suspension tower frame 27 in the vertical direction. The lower end portion of the engine mount frame 30 may be directly connected to the under frame 23. However, in order to avoid load concentration at the time of a forward collision with the connection portion, as described above, the lower end portion of the engine mount frame 30 is used. Is connected to the rear suspension tower frame 27.

  An intermediate portion in the vertical direction of the end portion in the vehicle width direction of the radiator shroud 10 is connected to the suspension support portion 13 by a crash can support frame 31. The crash can support frame 31 is inclined so as to be positioned upward as it goes rearward. A reinforcing member 32 made of a sheet metal is disposed at a connection portion between the radiator shroud 10 and the crash can support frame 31. The reinforcing member 32 is joined to the radiator shroud 10 and the crash can support frame 31. By providing the reinforcing member 32, it is facilitated to set the bending mode of the crash can support frame 31 at the time of a forward collision to a desired bending mode. 23, the reinforcing member 32B is installed between the crash can support frame 31 and the front upper frame 21, so that the bending state of the frames 31 and 21 at the time of a forward collision can be changed to a desired curve. Setting to the aspect is facilitated.

  As shown in FIGS. 1 and 3, the front surface of the radiator shroud 10 has a crash can as shown in FIGS. 1 and 3 at a position at the end in the vehicle width direction and at a substantially intermediate portion in the vertical direction, that is, at a position corresponding to the connecting portion of the crash can support frame 31. 33 is attached. A bumper reinforcement 34 is attached to the pair of left and right crash cans 33. A bumper (not shown) is attached to the bumper reinforcement 34. The crash can 33 is for absorbing the collision energy at the time of a forward collision.

A mount member 37 for attaching the engine 11, that is, the power train PT, is fixed to the front suspension tower frame 26 via a base plate 36. The base plate 36 is provided between the front suspension tower frame 26 and the crash can support frame 31 and is provided in a pair of left and right. The power train PT is supported by a pair of left and right mounting members 37 attached to each base plate 36. The pair of left and right mount members 37 are set so as to be positioned on the inertial main shaft of the engine 1 or the inertial main shaft of the power train PT. That is, the center line of vibration when the engine 1 is operated is positioned on a virtual line connecting the pair of left and right mount members 37, and the engine 1 is operated as much as possible to the mount member 37 and the frame structure F. It is set so that vibration is not transmitted. The power train PT is also supported by a mount member 38 provided in the rear connection frame portion 25 of the perimeter frame PF. The mount member 38 prevents the power train PT from swinging around the inertia main shaft (for the relationship between the inertia main shaft and the position of the mount member 37, see also the description of FIG. 20 described later).
.

  1-4, 15 is an axle (FIG. 1), 16 is a wheel support member (FIG. 3), 17 is a suspension arm (FIG. 4), 18 suspension damper (FIG. 3), and 19 is a brake booster ( 1), the upper end portion of the suspension damper 18 is attached to the suspension support portion 13. Reference numeral 20 denotes a bracket portion provided in the cabin portion 1 for attaching a wheel apron or a front fender (not shown).

  Each of the frames and cross members 21, 22, 26, 27, 28, 29, 30, 31, and 35 described above is configured by cutting a metal pipe material, as will be described later. A plurality of sheets, for example, two sheet metals can be joined to form a member having a closed cross-sectional structure.

  Next, more detailed parts will be described with reference to FIGS. First, FIG. 5 and FIG. 6 show a connection example of the radiator shroud 10 and the perimeter frame PF. The front connecting frame portion 24 of the perimeter frame PF is joined by using bolts 41 and nuts 42 while being seated on the lower surface of the lower horizontal frame portion 10c of the radiator shroud 10. A joining position by the bolt 41 and the nut 42 is a position corresponding to an end portion in the vehicle width direction of the front connection frame portion 24, that is, a front end portion of the underframe 23. In addition, the code | symbol 43 in FIG. 7 is a spacer.

  7 and 8 show examples of connection between the rear suspension tower frame 27 and the underframe 23. FIG. That is, the connecting bracket 45 is integrated with the underframe 23 by welding or the like. The connecting bracket 45 has a connecting cylinder portion 45a that extends in the axial direction of the rear suspension tower frame 27 and opens upward. In a state where the lower end portion of the rear suspension tower frame 27 is inserted into the coupling cylinder portion 45a, the bolt 46 attached from the side of the coupling cylinder portion 45a penetrates the rear suspension tower frame 27 from the radial direction, and the rear suspension tower Removal of the frame 27 from the connecting cylinder 45a is restricted. A nut 47 is welded in advance to the lower end of the rear suspension tower frame 27, and a bolt 48 attached from below the underframe 23 is screwed into the nut 47. In this way, the rear suspension tower frame 27 is firmly fixed to the underframe 23.

  FIGS. 9 and 10 show examples of connection of the front sustower frame 26, the lower cross member 28, and the underframe 23. That is, the mounting bracket 51 is fixed to the upper surface of the underframe 23 by the bolt 52 and the nut 53. The mounting bracket 51 constitutes a connecting cylinder part 51a extending in the vehicle width direction in cooperation with the upper surface of the underframe 23, and the lower cross member 28 penetrates the connecting cylinder part 51a. The lower cross member 28 is firmly pressed against the underframe 23 and fixed by the fastening force of the bolt 52 and the nut 53. The lower end portion of the front suspension tower frame 26 is joined to the lower cross member 28 by, for example, welding or the like (see also the description below for examples of joining the frame members). In FIG. 10, reference numeral 54 denotes a spacer.

  FIGS. 11 to 13 show examples of connection between the rear upper frame 22 and the hinge pillar 5. That is, the mounting bracket 56 is welded to the front surface of the hinge pillar 5. The mounting bracket 56 has a connecting cylinder portion 56a extending in the axial direction of the rear upper frame 22, and the rear end portion of the rear upper frame 22 is inserted into the connecting cylinder portion 56a. A female screw portion 57 is formed at the rear end portion of the rear upper frame 22, and a bolt 58 attached from the rear surface side of the mounting bracket 56 is screwed into the female screw portion 57 (rear of the rear upper frame 22 by the bolt 58. Tension to). A bolt 59 is inserted from the side of the mounting bracket 56, and the nut 60 is screwed to the tip of the bolt 59 in a state where the bolt 59 penetrates the connecting cylinder portion 56 a and the rear upper frame 22 in the radial direction. Are combined. As a result, the rear upper frame 22 is firmly integrated with the hinge pillar 5. The outer peripheral surface of the rear end portion of the rear upper frame 22 is a tapered surface 22a that gradually decreases in diameter toward the front end (rear end), while the inner diameter of the connecting cylinder portion 56a gradually increases toward the rear. The tapered surface 56b has a small diameter, and both the tapered surfaces 22a and 56b are in close contact with each other, so that the rear upper frame 22 and the hinge pillar 5 are firmly integrated without rattling.

  FIG. 14 shows a modification of FIGS. 11 to 13, and the same reference numerals are given to the same components as those used in FIGS. 11 to 13. In the example of FIG. 14, the spacer member 63 corresponding to the connecting cylinder portion 56 a of the connecting bracket 56 described above is fixedly disposed in the hinge pillar 5. The bolt 58 inserted from the rear surface side of the hinge pillar 5 is inserted into the spacer member 63 by inserting the rear end portion of the rear upper frame 22 into the interior of the opening from the front surface of the hinge pillar 5. Screwed into the portion 57.

  FIGS. 15 to 17 show examples of connection between the various frame members described above. For example, the connection portion between the lower cross member 28 and the front suspension tower frame 26, the connection of the engine mount frame 30 to the suspension tower frame 26 or 27, and FIG. Applies to parts and so on. In the following description, a connecting portion between the engine mount frame 30 and the front suspension tower frame 26 is shown as an example. First, the example of FIG. 16 is a case where both the frames 30 and 26 are welded together, and the welded portion is indicated by reference numeral 65.

  The example of FIG. 16 is an example using a three-way joint member 67. That is, the joint member 67 includes a first and a second pair of connecting cylinder portions 67a and 67b that extend on the same axis and whose opening directions are opposite to each other by 180 degrees, and the connecting cylinder portions 67a and 67b. And a third connecting cylinder portion 67c opened in the orthogonal direction. The front suspension frame 26 is a pair of divided frames 26A and 26B that are divided into two in the axial direction. One split frame 26A is inserted into the first connecting cylinder part 67a, the other split frame 26B is inserted into the second connecting cylinder part 67b, and the engine mount frame 30 is inserted into the third connecting cylinder part 67c. In the state, each frame 26A, 26B, 30 is welded to the joint member 67 (the welded portion is indicated by reference numeral 65).

  The example of FIG. 17 is a modification of FIG. 16, and a joint member corresponding to the joint member 67 in FIG. Similarly to the joint member 67, the joint member 68 has three connecting cylinder portions 68a (corresponding to 67a), 68b (corresponding to 67b), and 68c (corresponding to 67c). However, in the example of FIG. 17, the joint between the engine mount frame 30 inserted into the third connecting cylinder portion 68 c and the joint member 68 is not a weld but a joint using a bolt 69. That is, the internal thread portion 70 is formed in the engine mount frame 30 inserted into the third connecting cylinder portion 67c, and the bolt 69 inserted from the outer side of the joint member 68 is screwed into the internal thread portion 70. The engine mount frame 30 is joined in such a manner that the engine mount frame 30 is pulled toward the joint member 68 from the axial direction.

  FIG. 18 shows an example of connection between the perimeter frame PF, that is, the under frame 23 and the floor frame 4. However, FIGS. 3 and 4 do not correspond to FIG. 18 but correspond to the case of FIG. 19 described later. In the example of FIG. 18, the floor frame 4 and the underframe 23 are integrated by bolts 75 and nuts 76 with the underframe 23 disposed on the lower surface of the front end portion of the floor frame 4. A bracket 77 is joined to the lower surface of the floor frame 4 at a position slightly rearward from the rear end surface of the underframe 23 connected to the floor frame 4. The bracket 77 forms a closed cross section in cooperation with the floor frame 4 so as to have high rigidity (particularly rigidity in the front-rear direction). A crash can 78 is attached to the front surface of the bracket 77 so as to face the rear end surface of the underframe 23. The crush can 78 is pressed against the under frame 23 to absorb shock when the under frame 23 is relatively displaced rearward with respect to the floor frame 4 in the later stage of the collision at the time of the forward collision. At that time, since the rear portion of the underframe 23 is lowered forward as will be described later, a collision load at the time of a forward collision input to the bracket 77 via the crash can 78 is an external force that displaces the cabin portion 1 upward. It becomes. In the floor frame 4, the front part of the bracket 77 is an extension part 4 a extending forward of the conventional floor frame 4, and the underframe 23 is connected to the extension part 4 a. ing.

  FIG. 19 shows a modification of FIG. That is, in the example of FIG. 19, the floor frame 4 is expanded downward in the middle without separately providing the bracket 77 (enlarged portion is indicated by reference numeral 79), so that the opposing surface (crash) facing the rear end surface of the underframe 23. The mounting surface of the can 78 is configured. 3 and 4 correspond to the case of FIG.

  20 to 22 show details of the mount member 37 (the same applies to 38). As described above, the pair of left and right mount members 37 are disposed on the inertia main axis α of the engine 1 or the power train PT. The position of the inertial spindle may be slightly shifted due to a change in the type of the engine 11 or a change in the type of the transmission 12 to be connected. In such a case, the position of the mount member 37 may be changed, for example, as shown by a two-dot chain line in FIG. 20, and accordingly, the position of the upper end portion of the engine mount frame 30 is also indicated by a two-dot chain line. (Easy to change the inertia spindle).

  21 and 22 show a specific example of the mount member 37 (the same applies to 38). However, in the example of FIG. 21, the frame members 26 and 31 are configured by joining two sheet metals to form a closed cross-sectional structure. In FIG. 21, reference numeral 81 denotes a bracket fixed to the base plate 36, and a rubber bush 82 is held in the bracket 81. The rubber bush 82 is a combination of two rubber members 82A and 82B. The hardness of the two rubber members 82A and 82B is different from each other, that is, the vibration damping characteristics are different from each other, and thereby vibrations in a wide range are absorbed. The rubber bush 82 is fixed to the bracket 81 by a bolt 83, and a support leg 84 that extends integrally from the rubber bush 82 is attached to the power train PT by a mounting bolt 85.

  Of the plurality of frame members constituting the frame structure F, the rigidity of the rear upper frame 22 is set to be higher than the rigidity of the other frame members 21, 26, 27, 23 (for example, having a large diameter) , Set to wall thickness, etc.). Thereby, the transmission of the collision load to the upper end portion of the hinge pillar 5 through the rear upper frame 22 is more reliably ensured. The frame structure F is integrally assembled with the cabin portion 1 together with the radiator shroud 10 except for the perimeter frame PF. The power train PT, the suspension arm 17 and the suspension damper 18 are mounted on the perimeter frame PF in advance. It is assembled to the cabin part 1.

  In the configuration as described above, the frame structure F has a firm structure and excellent rigidity, particularly torsional rigidity. In particular, the upper and lower upper frames 21, 22, and 23 are connected to each other by a pair of front and rear suspension tower frames 26, 27 to form a kind of truss structure, and in the vicinity of the suspension support portion 13 where loads from the road surface concentrate and act during traveling. This will ensure sufficient rigidity. On the other hand, the frame structure F has a structure in which the dimension in the vertical direction is sufficiently secured over almost the entire length in the front-rear direction, and the upper part is largely opened. Therefore, the power train PT is excellent in mountability and easy to maintain. Of course, since it has the usual general radiator shroud 10 made into a frame structure when viewed from the front-rear direction, there is no problem in terms of mountability of the radiator R.

  FIGS. 23 to 26 sequentially show how the frame structure F is deformed at the time of a forward collision. When the vehicle collides forward from the state shown in FIG. 23 before the collision, the crash can 33 is first crushed and deformed to absorb the shock. At the time of a light collision, the crash can 33 is crushed and deformed as shown in FIG. 24, and the front portion of the frame structure F is slightly deformed except that the radiator shroud 10 and the like are slightly deformed. The influence on the rear part of the frame structure F and the cabin part 1 hardly occurs. The load at the time of a forward collision can be effectively received over a wide area range of the radiator shroud 10.

  The collision load is transmitted from the radiator shroud 10 to the lower portion of the cabin 1, that is, the floor frame 4 through the underframe 23. At the same time, the collision load is transmitted to the upper end portion of the cabin portion 2, that is, the upper end portion of the hinge pillar 5 through the upper frames 21 and 22, and from the crash can support frame 31 to the upper end of the hinge pillar 5 through the rear upper frame 22. Transmitted to the department. As described above, the transmission of the collision load to the cabin portion 1 is performed more effectively than before, and the cabin portion 1 is lifted as much as possible by the collision load (the cabin portion 1 has the power train PT). (Relatively upward displacement).

  At the time of a heavy collision, the deformation first occurs from the state of FIG. 24 as shown in FIG. The state shown in FIG. 25 is a state immediately before the power train PT starts to be pressed backward directly by the collision load. That is, the front portion of the frame structure F is significantly deformed from the suspension support portion 13, but the deformation of the rear portion of the frame structure F relative to the suspension support portion 13 hardly occurs. The front end of the front upper frame 21 is greatly bent and deformed downward by a collision load at the time of a front collision, and the front end of the underframe 23 is also greatly bent and deformed downward. As a result, the power train PT is displaced downward, while the collision load is transmitted to the suspension support portion 13 via the front upper frame 21 and the crash can support frame 31 that are inclined forward and downward. The collision load acts upward (the height position of the suspension support portion 13 is higher than in the case of FIGS. 23 and 24), and the cabin portion 1 is displaced upward. In this way, the power train PT is relatively greatly displaced downward with respect to the cabin portion 1, and the projecting deformation toward the vehicle interior is suppressed.

  FIG. 26 shows a state where the power train PT, that is, the mount member 37 thereof is pressed directly backward by the collision load from the state of FIG. In the state of FIG. 26, the collision load is transmitted to the floor frame 4 via the engine mount frame 30 at the same time as being transmitted to the upper end portion of the hinge pillar 5 via the front suspension tower frame 26. Since the rear upper frame 22 has extremely high rigidity, the collision load is reliably transmitted to the upper end portion of the hinge pillar 5, and the collision load is effectively distributed not only to the lower end portion of the cabin portion 1 but also to the upper end portion. It is accepted. Further, the impact load transmitted to the lower end of the cabin portion 1 via the underframe 23 is absorbed by crushing the crash can 78, and after the crash can 78 is completely crushed and deformed, the underframe Since the rear part of 23 is lowered forward, the floor frame 4 is lifted rearward and upward, and the upward displacement of the cabin part 1 is promoted (in the state of FIG. 26, the suspension support The height position of the portion 13 is the same as or slightly above the position shown in FIG.

  When the collision load directly presses the power train PT as in the state of FIG. 26, it is practically difficult to drop the power train PT further downward. However, as described above, in addition to the effective transmission of the collision load to the upper end portion of the hinge pillar 5 by the front upper frame 21 and the crash can support frame 31 that are inclined forward and downward, the underframe whose rear portion is inclined forward and downward, respectively. When the cabin portion 1 is displaced upward by a collision load transmitted to the lower end portion of the cabin portion 1 through 23, the power train PT is relatively lowered with respect to the cabin portion 1 and the passenger compartment. It is more preferable in preventing the protrusion deformation to.

  In addition to the above, as is clear from FIG. 26, the center position of the wheel support member 16, that is, the height position of the center position of the front wheel 14 is substantially matched with the height position of the side sill 3. As a result, the collision load is effectively transmitted to the side sill 3 via the front wheel 14, and the load is distributed and received by a wider part of the cabin part 1, so that the deformation of the cabin part 1, particularly into the passenger compartment. This is preferable for preventing the protrusion deformation of the substrate more effectively.

  Next, supplementary explanation will be given with reference to FIG. First, referring to FIG. 27, the position of the lower end portion of the front sustower frame 26 (the connecting portion with the lower cross member 28) is located on the outer side in the vehicle width direction with respect to the underframe 23 and the lower end portion of the rear sustower frame 27. ing. That is, the front suspension tower frame 26 is inclined so as to gradually go outward in the vehicle width direction as it goes downward as compared with the rear suspension tower frame 27, and supports the suspension in cooperation with the rear suspension tower frame 27. The part 13 is supported three-dimensionally. Thereby, the support rigidity of the suspension support portion 13 is superior to the case where the vehicle width direction position of the lower end portion of the front suspension tower frame 26 is substantially the same position as the position of the lower end portion of the rear suspension tower frame 27. It is said.

  Further, the lower end portion of the front suspension tower frame 26 is set so as to be positioned in a dead space formed at the maximum steering angle of the front wheels 14. That is, FIG. 27 shows a state in which the right front wheel 14 is at the maximum steering angle position to the left side with the front end portion facing inward in the vehicle width direction. At this time, when the innermost end position of the front wheel 14 located on the innermost side in the vehicle width direction is β, the lower end portion of the front suspension tower frame 26 is on the axle side of the innermost end position β (in the case of FIG. ) And at the outer side in the vehicle width direction from the innermost end position β. Of course, the position of the lower end portion of the front suspension tower frame 26 is positioned on the inner side in the vehicle width direction than the inner side surface of the front wheel 14 at the maximum steering angle position. As described above, it is possible to avoid the interference with the front wheel 14 while setting the lower end portion of the front suspension tower frame 26 as far as possible on the outer side in the vehicle width direction and to ensure the maximum steering angle of the front wheel 14 as much as possible. It is possible. Note that the position of the lower end of the front suspension tower frame 26 or the lower end of the rear suspension tower frame 27 is determined from the position of the innermost end of the front wheels 14 when the front wheel 14 is operated at the maximum steering angle in the direction opposite to that shown in FIG. Can also be set to be located on the axle side and outside the innermost end position in the vehicle width direction (the dead formed when the front wheel 27 is operated to the maximum steering angle on the opposite side to FIG. 27) Effective use of space).

  28 to 31 show an example in which each frame member having a closed cross-sectional structure constituting the frame structure F is formed by joining a plurality of panel members. That is, in FIG. 28, reference numeral 90 denotes a wheel apron, and the wheel apron 90 has a suspension tower portion 13A that extends three-dimensionally downward from the suspension support portion 13 in the same manner as the vehicle body front portion of the conventional monocoque structure. The frame members 21, 22, 26, 27, and 31 cooperate with the wheel apron 90 by effectively using the wheel apron 90 and welding and joining the substantially hat-shaped sheet metal joined to the wheel apron 90. A closed cross-sectional structure is formed. FIG. 29 shows a cross-sectional structure of the rear upper frame 22, which is configured by joining two sheet metals 21 A and 21 B each having a substantially hat-shaped cross section, which are superimposed on each other, to the inner surface side of the wheel apron 90. Thus, the rigidity is set to be sufficiently large.

  As shown in FIGS. 28 and 30, the front and rear suspension tower frames 26 and 27 are configured by joining one hat-shaped sheet metal to the outer side of the wheel apron 90 in the vehicle width direction of the suspension tower portion 13A. However, the lower part than the suspension support portion 13 has an open cross section (the lower part may also have a closed cross section). The engine mount frame 30 is configured by joining a sheet metal having a substantially hat-shaped cross section to the inner side of the suspension tower 13A in the vehicle width direction. Further, as shown in FIGS. 28 and 31, the front upper frame 21, the crash can support frame 31, and a sheet metal having a substantially hat-shaped cross section are joined to a wheel apron 90. It should be noted that the sheet metal is joined doubly only in the rear upper frame 22 that requires the most rigidity. Other frame members other than those described above, for example, the upper and lower cross members 28 and 29, the reinforcing frame 35, and the like may be made of a pipe material. They may be joined together as shown in FIGS. 30 and 31.

  32 to 33 show a case where a unit body in which a plurality of frame members are integrated by using two sheet metals. That is, as shown in FIG. 33, the unit body S1 of the frame members 21, 22, 26, 27, 30, and 31 is configured by joining the inner panel P1 and the outer panel P2, and the unit body S1 is made to be a wheel. The apron 90 is joined (see FIG. 34). In order to make the rigidity of the rear upper frame 22 higher than that of other frame members, for example, a reinforcement may be interposed only in the rear upper frame 22 portion. The upper cross member 29 and the pair of left and right reinforcing frames 35 are configured as one unit body S2 by joining the upper panel and the lower panel.

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

The perspective view which shows one Embodiment of this invention and shows a vehicle body front part. The perspective view of the frame structure shown in FIG. The side view which looked at the vehicle body front part of FIG. 1 from the left side. The figure which looked at Drawing 1 from the lower part. The disassembled perspective view which shows the connection example of a radiator shroud and a perimeter frame. Side surface sectional drawing which shows the fastening site | part in the volt | bolt and nut part of FIG. The perspective view which shows the connection example of a rear suspension tower frame and an under frame. Side surface sectional drawing which shows the connection example of a rear suspension tower frame and an under frame. The disassembled perspective view which shows the connection example of an under frame, a lower cross member, and a front suspension tower frame. Side surface sectional drawing which shows the fastening site | part in the volt | bolt and nut part of FIG. The disassembled perspective view which shows the example of a connection of a rear upper frame and a hinge pillar. The exploded side sectional view showing the example of connection of a back upper frame and a hinge pillar. The sectional side view which shows the example of a connection of a rear upper frame and a hinge pillar. FIG. 14 is a side cross-sectional view corresponding to FIG. 13, showing a modification of FIGS. 11 to 13. The side view which shows the example of a connection of frame members. The side view which shows another example of connection of frame members. The side view which shows another example of connection of frame members. Side surface sectional drawing which shows the connection example of an under frame and a floor frame. Side surface sectional drawing which shows another connection example of an under frame and a floor frame. The perspective view which shows the positional relationship of an inertial main axis | shaft and a mount member. The principal part perspective view which shows an example of a mount member. FIG. 22 is a cross-sectional view corresponding to line AA in FIG. 21. The side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision, and shows the state before a collision. The side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision, and shows the state of the initial stage of a collision. The side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision, and shows the state which further deform | transformed from the state of FIG. The side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision, and shows the state which the collision further progressed from the state of FIG. The bottom view which shows the relationship between the position of the lower end part of a front suspension tower frame, and the front wheel in a maximum steering angle position. The principal part perspective view which shows an example in the case of comprising a frame member by joining a some sheet metal. FIG. 29 is a cross-sectional view corresponding to line X29-X29 in FIG. FIG. 29 is a cross-sectional view corresponding to line X30-X30 in FIG. FIG. 29 is a cross-sectional view corresponding to the line X31-X31 in FIG. The principal part perspective view which shows another example in the case of comprising a frame member by joining two sheet metal. The disassembled perspective view of unit body S1 shown in FIG. FIG. 33 is a cross-sectional view corresponding to the line X34-X34 in FIG. 32;

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Cabin part 2 Dash panel 3 Side sill 4 Floor frame 4a Front extension part 5 Hinge pillar 10 Radiator shroud 11 Engine 12 Transmission 13 Suspension support part 14 Front wheel 15 Axle 16 Wheel support member 17 Suspension arm 18 Suspension damper 21 Front upper frame 22 Rear upper frame 23 Under frame 23a Under frame inclined portion 24 Front connection frame portion 25 Rear connection frame portion 26 Front suspension tower frame 27 Rear suspension tower frame 28 Lower cross member 29 Upper cross member 30 Engine mount frame 31 Crash can support frame 32 Reinforcement Member 32B Reinforcement member 33 Crash can 34 Bumper reinforcement 35 Reinforcement frame 36 Base plate (mount member)
37 Mount members (left and right pair)
38 Mount member (perimeter frame)
78 Crash Can (Shock Absorbing Member)
F Frame structure PF Perimeter frame PT Power train R Radiator S1, S2 Frame body unit

Claims (8)

A radiator shroud having a frame shape when viewed from the front is disposed at the front of the vehicle body, and a cabin portion having a monocoque structure is disposed behind the radiator shroud, and the radiator shroud, the cabin portion, The space between the front car body structure of the automobile is the engine room where the power train is arranged,
Between the radiator shroud and the cabin portion, a pair of left and right suspension support portions to which an upper end portion of a suspension damper is attached are disposed,
Each of the suspension support portions is connected to left and right upper end portions of the radiator shroud via a pair of left and right front upper frames extending in the front-rear direction, and is connected to the cabin via a pair of left and right rear upper frames extending in the front-rear direction. Connected to the upper ends of the left and right hinge pillars configured at the front end of the section,
Left and right lower ends of the radiator shroud are connected to left and right lower ends of the cabin through a pair of left and right underframes extending in the front-rear direction;
Each of the suspension support portions is connected to the left and right underframes via a pair of left and right suspension tower frames extending in the vertical direction.
A vehicle front body structure characterized by that. In claim 1,
The underbody structure of a vehicle according to claim 1, wherein the underframe is constituted by a frame portion extending in the front-rear direction of a perimeter frame having a frame shape when viewed from above and below. In claim 1 or claim 2,
The rear upper frame is disposed so as to incline rearward so as to become higher toward the rear, and has higher rigidity than the front upper frame, the under frame, and the suspension tower frame. Front car body structure of an automobile. In any one of Claims 1 to 3,
Of the left and right end portions of the radiator shroud, the middle portion in the vertical direction is a pair of left and right crash can support portions,
A front vehicle body structure of an automobile, wherein each of the crash can support portions is connected to the left and right suspension support portions via a pair of left and right crash can support frames. In claim 4,
A front body structure of an automobile, wherein a reinforcing member for controlling bending rigidity at the time of a forward collision is stretched between each front upper frame and each crash can support frame. In any one of Claims 1 thru | or 5,
A front body structure of an automobile, wherein the front upper frame, the rear upper frame, and the suspension tower frame are each configured as a closed cross-sectional structure by connecting a plurality of members. In any one of Claims 1 thru | or 6,
A pair of left and right floor frames of the cabin portion has an extending portion extending forward from the dash panel, and a rear end portion of the underframe is connected to the extending portion,
The floor frame is provided with an impact absorbing member that absorbs an impact when the under frame is displaced rearward relative to the floor frame on the rear extension line of the under frame.
A vehicle front body structure characterized by that. In any one of Claims 1 thru | or 7,
A front body structure of an automobile, wherein a portion of the underframe between the radiator shroud and the suspension tower frame is inclined downwardly so as to become lower toward the rear.

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