JP2007106345A - Front structure of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front structure of a vehicle body equipped with a perimeter frame supporting a power train capable of enhancing its responsiveness when the vehicle is being driven. <P>SOLUTION: The front structure of the vehicle body is equipped with a perimeter frame 3 formed in a frame shape approximately rectangular, having a tail attached to the forefronts of lower frames 13, 13 in the lower part of the interior, and supporting the power train PT, a left and a right suspension supporting part 22 whereto the tops of each of a pair of left and right suspension dampers 63 are attached, and a pair of left and right lower arms 61, 61 attached to each of a pair of left and right side frames 33 of the perimeter frame 3 for supporting the front wheels. The arrangement further includes a front suspension tower member 43 and a rear suspension tower member 44 to couple together the side frames 33 and the suspension supporting parts 22 of the perimeter frame 3 on the left and the right side. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front structure including a perimeter frame that supports a power train.

  Conventionally, a vehicle body front structure including a perimeter frame has been known (see Patent Document 1). This perimeter frame is a high-rigidity member having a substantially rectangular frame shape in plan view, and supports a heavy power train. The perimeter frame is attached to the body.

Specifically, in the vehicle body front structure according to Patent Document 1, the perimeter frame and the body are connected in a rigidly connected state via a spacer, or through a mounting rubber that incorporates a restriction means for restricting horizontal swing. Are connected.
JP-A-8-40301

  However, in the vehicle body front structure according to Patent Document 1, since the perimeter frame is connected to the body via a spacer or a mount rubber, the load of the power train, which is a heavy object, is transmitted from the perimeter frame to the spacer or the mount rubber. It is transmitted to the suspension device provided on the body via the body. Thus, in the configuration in which the perimeter frame is attached to the body and the load of the power train is transmitted to the suspension device via the body, the path until the load of the power train is transmitted to the suspension device becomes long. At the same time, since it is necessary to connect the perimeter frame and the body, the coupling rigidity between the power train and the suspension device is lowered. As a result, the responsiveness at the time of driving the vehicle is deteriorated and the controllability of the vehicle is lowered.

  The present invention has been made in view of this point, and an object of the present invention is to improve responsiveness during vehicle operation in a vehicle body front structure provided with a perimeter frame that supports a power train.

  According to the present invention, a perimeter frame that supports a power train is connected to a suspension support portion to which an upper end portion of a suspension damper is attached.

  The first invention has a front side part, a rear side part, and a pair of left and right side parts, is formed in a substantially rectangular frame shape, and the rear end part is attached to the lower part of the vehicle compartment part and supports the power train. A vehicle body front provided with a perimeter frame, a pair of left and right suspension supports to which upper ends of a pair of left and right suspension dampers are attached, and a pair of left and right suspension arms attached to each of the pair of left and right sides to support a front wheel The partial structure is the target.

  In addition, a suspension tower member that connects each side portion of the perimeter frame and each suspension support portion on each of the left and right sides is further provided.

  In the case of the above configuration, since the load of the power train, which is the heaviest item, is transmitted from the perimeter frame to the suspension support portion via the suspension tower member, the load of the power train acts directly on the suspension damper. The responsiveness during operation can be greatly improved.

  According to a second aspect of the present invention, in the first aspect, the both ends extend in the vehicle width direction, and the respective ends thereof are respectively at the same position in the longitudinal direction of the vehicle body and the connecting portion between the pair of left and right side portions and the suspension tower member. A bottom cross member connected to the side portion and to which the powertrain support mount is attached is further included.

  In the case of the above configuration, the load of the power train acting on the bottom cross member via the support mount is transmitted from both end portions of the bottom cross member to each side portion. And the part to which the both ends of the bottom cross member of each side part are attached is the same position in the vehicle longitudinal direction as the part where the suspension tower member is coupled to the side part. The load of the power train to be transmitted is efficiently transmitted to the suspension support portion via the suspension tower member. In other words, by shortening the distance that the powertrain load is transmitted to the suspension damper as much as possible, the powertrain load can be applied directly by the suspension damper to improve the responsiveness during vehicle operation. .

  According to a third invention, in the first or second invention, each of the suspension tower members extends on the left and right sides from the respective suspension support portions obliquely downward to the front of the vehicle body and is coupled to the respective side sides. A suspension tower member and a rear suspension tower member that extends obliquely downward and rearward of the vehicle body from the suspension support portions and is coupled to the side portions.

  In the case of the above configuration, the front suspension tower member, the rear suspension tower member, and the side portion form a triangular truss having the suspension support portion as a vertex, thereby improving the coupling rigidity between the perimeter frame and the suspension damper. As a result, the load of the power train supported by the perimeter frame can be applied directly by the suspension damper.

  In a fourth aspect based on the third aspect, each of the suspension arms is provided at a portion between the connecting portion of each side portion with the front suspension tower member and the connecting portion of the rear suspension tower member. It shall be attached via a pivot.

  In the case of the above configuration, since the front suspension tower member, the rear suspension tower member, the suspension damper, and the suspension arm form a substantially quadrangular pyramid having the suspension support portion as a vertex, a highly rigid suspension device can be formed. As a result, the load of the power train supported by the perimeter frame can be applied directly by the suspension damper.

  According to a fifth invention, in any one of the first to fourth inventions, a pair of left and right floor frames arranged in the vehicle body front-rear direction is provided at the lower part of the vehicle compartment, and the perimeter frame is provided. The rear end portions are attached to the front end portions of the pair of left and right floor frames, and are connected to the rear end portions of the perimeter frame extending from the suspension support portions obliquely downward to the rear of the vehicle body on the left and right sides. And a second suspension tower member.

  In the case of the above configuration, since the suspension support portion and the side portion are further connected by the second suspension tower member, the coupling rigidity between the perimeter frame and the suspension damper can be further improved. In addition, a collision load acting on the suspension support portion can be transmitted to the floor frame at the lower part of the passenger compartment through the second suspension tower member in the event of a vehicle collision, and as a result, the collision load is distributed to the floor frame. Therefore, the deformation of the passenger compartment due to the collision load can be suppressed as much as possible.

  According to a sixth aspect of the present invention, a radiator shroud disposed in front of the vehicle body relative to the vehicle compartment, a front side, a rear side, and a pair of left and right side parts are formed in a substantially rectangular frame shape, and the front end is the above While being attached to the lower part of the radiator shroud, the rear end part of each side part is attached to the front end part of each pair of left and right floor frames arranged extending in the longitudinal direction of the vehicle body at the lower part of the passenger compartment, and the power train A perimeter frame to be supported, a pair of left and right suspension supports provided between the radiator shroud and the vehicle compartment, to which upper ends of a pair of left and right suspension dampers are attached, and attached to each of the pair of left and right sides. The vehicle body front portion structure including a pair of left and right suspension arms that support the front wheels.

  And on each of the left and right sides, it extends obliquely downward in front of the vehicle body from each of the suspension support portions, and at the front position in the vehicle body front-rear direction with respect to the connection portion between each side portion of the perimeter frame and each suspension arm. A front suspension tower member coupled to the side portion, and extends obliquely downward and rearward of the vehicle body from each of the suspension support portions, and is rearward in the vehicle body front-rear direction than a coupling portion of each side portion of the permeter frame and each suspension arm. A rear suspension tower member that is coupled to the side portion at a position, and a second suspension tower that extends obliquely rearward and rearward from the suspension support portions and is coupled to the rear end portions of the side portions of the perimeter frame. A member, and extends from the suspension support portion to the front of the vehicle body and is coupled to the upper portion of the radiator shroud. A first front upper frame, a rear upper frame extending from the suspension support portions to the rear of the vehicle body and coupled to a cowl portion constituting a front end portion of the vehicle compartment, and extending from the suspension support portions to the front of the vehicle body. And a second front upper frame coupled to the radiator shroud at a position lower than a coupling portion between the radiator shroud and the first front upper frame.

  In the case of the above configuration, the collision load that acts on the radiator shroud at the time of the front collision is effectively transmitted to the cowl portion via the first front upper frame and the rear upper frame, and the collision that acts on the radiator shroud. The load is effectively transmitted to the lower part of the passenger compartment through the perimeter frame. Thus, the collision load can be distributed and transmitted to the upper part and the lower part of the passenger compartment, and the shock absorption can be improved. As a result, the deformation of the vehicle compartment can be suppressed as much as possible.

  In addition, by providing the second front upper frame, in a side view, the first front upper frame, the second front upper frame, and the radiator shroud form a substantially triangular shape, so that the radiator shroud, the first front upper frame, the first (2) The rigidity of the frame structural body in front of the vehicle body, which is configured by the front upper frame and the front portion of the perimeter frame, can be improved.

  Further, since the upper and lower frames are connected by the front suspension tower member, the rear suspension tower member, and the second suspension tower member, a so-called truss structure is formed, and not only the reinforcement of the suspension support portion but also the overall height is increased. Stiffening, particularly high torsional rigidity can be ensured. Furthermore, since it has a so-called space frame structure with frame members such as the perimeter frame, the first front upper frame, and the front suspension tower member, the overall weight can be reduced while maintaining high rigidity.

  Furthermore, since the perimeter frame is connected to the suspension support portion by the front side suspension tower member and the rear side suspension tower member as in the first aspect of the invention, the load of the power train, which is the heaviest item, is removed from the perimeter frame. Therefore, the responsiveness during driving of the vehicle can be greatly improved by acting directly on the suspension damper. In addition, it is suspended in a frame structure comprising a radiator shroud, a perimeter frame, a front suspension tower member, a rear suspension tower member, a second suspension tower member, a first front upper frame, a second front upper frame, and a rear upper frame. Since the support part is supported, the coupling rigidity between the power train and the suspension damper can be improved, and the load of the power train is directly applied by the suspension damper to further improve the responsiveness when driving the vehicle. be able to. Similarly to the third invention, the front suspension tower member, the rear suspension tower member, and the side portion form a triangular truss having the suspension support as a vertex, and the coupling rigidity between the perimeter frame and the suspension damper. As a result, the load of the power train acting on the perimeter frame can be directly transmitted by the suspension damper. Furthermore, as in the fourth aspect of the invention, the front suspension tower member, the rear suspension tower member, the suspension damper, and the suspension arm form a triangular pyramid having the suspension support portion as a vertex. As a result, the load of the power train acting on the perimeter frame can be directly transmitted by the suspension damper. Similarly to the fifth invention, the second suspension tower member can further improve the coupling rigidity between the perimeter frame and the suspension damper, and the collision load acting on the suspension support portion in the event of a vehicle collision can be improved. The suspension can be transmitted to the floor frame at the lower part of the passenger compartment via the suspension tower member. As a result, the collision load can be distributed to the floor frame, so that the deformation of the passenger compartment due to the collision load is suppressed as much as possible. be able to.

  According to the present invention, the load of the power train acts more directly on the suspension damper by connecting the perimeter frame supporting the power train and the suspension support portion to which the upper end of the suspension damper is attached by the suspension tower member. Therefore, the responsiveness when driving the vehicle can be greatly improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1-3, the schematic of the vehicle body which employ | adopted the vehicle body front part structure which concerns on embodiment of this invention is shown. Reference numeral 1 denotes a vehicle compartment, and reference numeral 2 denotes an engine room located in front of the vehicle body of the passenger compartment 1. In the present specification, the front in the vehicle front-rear direction is also simply referred to as the front, and the rear in the vehicle front-rear direction is simply referred to as the rear.

  The vehicle compartment 1 is partitioned by a body having a so-called monocoque structure. That is, the body partitioning the passenger compartment 1 is configured as a structure that disperses and absorbs stress as a whole by joining a plurality of sheet metals, and a portion requiring strength is a closed cross-section structure by joining the sheet metals. As a result, the partial strength is sufficiently secured.

  A floor panel 11 that extends in the horizontal direction is provided at the lower part of the compartment 1, and the lower side of the compartment 1 is partitioned by the floor panel 11. A pair of left and right side sills 12, 12 extending in the front-rear direction are provided at both ends in the vehicle width direction of the floor panel 11. In addition, a pair of left and right floor frames 13, 13 extending in the front-rear direction are coupled to the lower surface of the floor panel 11 from the outside of the passenger compartment at the inner positions in the vehicle width direction of the side sills 12, 12. The front end portions of the floor frames 13 and 13 extend to the lower end portion of a dash panel 14 described later.

  Further, a dash panel 14 standing from the front end of the floor panel 11 is provided at the front portion of the vehicle compartment 1, and the vehicle compartment 1 and the engine room 2 are partitioned by the dash panel 14. A pair of left and right hinge pillars 15, 15 extending in the vertical direction are provided at both ends in the vehicle width direction of the dash panel 14. The lower ends of the hinge pillars 15, 15 are connected to the front ends of the left and right side sills 12, 12. Are combined. Further, a cowl box 16 extending in the vehicle width direction is provided at the upper end portion of the dash panel 14, and both end portions of the cowl box 16 are coupled to upper end portions of the left and right hinge pillars 15 and 15, respectively. Furthermore, the lower ends of front pillars 17 and 17 (not shown in FIG. 2) extending obliquely rearward and upward are coupled to the upper ends of the hinge pillars 15 and 15.

  A radiator shroud 21 for supporting a radiator (not shown) is provided at the front end of the engine room 2. The radiator shroud 21 includes an upper frame 21a serving as an upper side extending in the vehicle width direction, a lower frame 21b serving as a lower side extending parallel to the upper frame 21a below the upper frame 21a, and an upper side extending vertically. It has vertical frames 21c and 21c as a pair of left and right vertical sides coupled to the ends of the frame 21a and the lower frame 21b, and is configured in a substantially rectangular frame shape in front view. Further, bumper reinforcements and bumpers are provided on the front surfaces of the vertical frames 21c and 21c via a crash can (not shown). Thus, the radiator shroud 21 has a shape suitable for mounting of the radiator, and is set so as to be able to contact a collision object (particularly a large vehicle having a high vehicle height) with a large area at the time of a frontal collision. .

  The radiator shroud 21 and the dash panel 14 are connected by a frame structure F that forms a kind of space frame by combining a plurality of frame members.

  Hereinafter, the frame structure F will be described in detail.

  The lower part of the radiator shroud 21 and the lower part of the dash panel 14 are connected by a perimeter frame 3. The perimeter frame 3 extends in the front-rear direction, with a front frame 31 as a front side extending in the vehicle width direction, a rear frame 32 as a rear side extending in parallel with the front frame 31 behind the front frame 31. The side frames 33 and 33 as a pair of left and right side portions coupled to the respective ends of the front frame 31 and the rear frame 32 are configured in a substantially rectangular frame shape in plan view. In addition, a front lower cross member 34 extending in the vehicle width direction and extending between the side frames 33 and 33 is provided at a portion of the side frames 33 and 33 in front of the middle portion in the front-rear direction. . On the other hand, a rear lower cross member 35 extending in the vehicle width direction and extending between the side frames 33, 33 is provided at a portion of the side frames 33, 33 behind the middle part in the front-rear direction. . The rear lower cross member 35 constitutes a bottom cross member that supports a power train PT described later.

  The front frame 31 that is the front end is coupled to the lower surface of the lower frame 21b of the radiator shroud 21 (see FIG. 1). On the other hand, projecting portions 33a and 33a projecting rearward are provided at the rear end portions of the side frames 33 and 33, and the projecting portions 33a and 33a serve as front ends of the pair of left and right floor frames 13 and 13, respectively. Connected to the part. That is, the distance between the left and right side frames 33 and 33 and the distance between the left and right floor frames 13 and 13 are substantially the same, and the side frames 33 and the floor frames 13 are flat on the left and right sides. They are joined so as to be aligned in a substantially straight line (see FIG. 2).

  A pair of left and right suspension support portions 22 is provided at an intermediate position in the front-rear direction of each side frame 33 and above the side frame 33. Each suspension support portion 22 is a cylindrical member provided with an attachment surface portion for attaching an upper end portion of a suspension damper 63 to be described later on the upper end portion.

  On each of the left and right sides, each suspension support portion 22 and the longitudinal end portion of the upper frame 21a of the radiator shroud 21 are connected by a first front upper frame 41 extending in the front-rear direction. Each first front upper frame 41 is inclined so as to be located upward and outward in the vehicle width direction toward the rear. Each suspension support portion 22 and each end portion in the vehicle width direction of the cowl box 16 are connected by a rear upper frame 42 extending in the front-rear direction. Each of the rear upper frames 42 is inclined so as to be located upward and outward in the vehicle width direction toward the rear. At this time, each rear upper frame 42 is inclined more outward in the vehicle width direction than each first front upper frame 41 as it goes rearward (see FIG. 2). The rear end portion of each rear upper frame 42 may be configured to be joined to the upper end portion of each hinge pillar 15.

  Further, on each of the left and right sides, each suspension support portion 22 and each side frame 33 are connected by a front suspension tower member 43, a first rear suspension tower member 44, and a second rear suspension tower member 45. The front suspension tower member 43 and the first rear suspension tower member 44 constitute a suspension tower member, and the second rear suspension tower member 45 constitutes a second suspension tower member.

  Specifically, each of the front side suspension tower members 43 is inclined so as to be positioned forward and inward in the vehicle width direction toward the lower side, and the lower end portions thereof are each side frame 33 and the front lower side cross member 34. The side frame 33 is coupled to the outer side surface in the vehicle width direction at the same position in the front-rear direction as the coupling portion.

  Each of the first rear suspension tower members 44 is inclined so as to be positioned rearward and inward in the vehicle width direction. The lower end portion of the first rear suspension tower member 44 is coupled to the upper surface of the side frame 33 at the same position in the front-rear direction as the coupling portion between each side frame 33 and the rear lower cross member 35. Yes.

  Each of the second rear suspension tower members 45 is inclined so as to be located rearward and inward in the vehicle width as it goes downward, and its lower end is coupled to the rear end of each side frame 33. Has been.

  Furthermore, on each of the left and right sides, each suspension support portion 22 and the vertical frame 21c of the radiator shroud 21 are connected by a second front upper frame 47. Each of the second front upper frames 47 is inclined so as to be positioned downward and inward in the vehicle width direction toward the front side, and is connected to a substantially intermediate portion in the vertical direction of each vertical frame 21c.

  The left and right suspension support portions 22 are connected by a connecting cross member 48 extending in the vehicle width direction. Further, the connecting cross member 48 is provided with a pair of left and right reinforcing members 49 for connecting the intermediate portion in the vehicle width direction and both ends of the cowl box 16 in the vehicle width direction. Each reinforcing member 49 is inclined so as to be located upward and outward in the vehicle width direction as it goes rearward.

  In this way, each first front upper frame 41, each second front upper frame 47, each rear upper frame 42, each front suspension tower 43, and each first rear suspension tower coupled to each suspension support portion 22. 44, each second rear suspension tower member 45 and connecting cross member 48 are coupled to the side peripheral surface of the suspension support 22 as shown in FIG. 1, and the axes of the frames and members are shown in FIG. As shown, they are gathered at the center of the suspension support 22 in plan view. That is, each frame and member are coupled to the side peripheral surface of the cylindrical member so that the respective axis lines intersect the central axis of the suspension support portion 22 that is a cylindrical member. By doing so, the collision load is easily transmitted between the frames and the members.

  As described above, the suspension support portions 22 and 22 supported by the frame structure F are provided with a pair of left and right suspension devices 6 and 6 as shown in FIG. Each suspension device 6 includes a lower arm 61 as a suspension arm that connects the wheel support member 18 that supports the front wheel and the frame structure F, a suspension damper 63, and a coil spring 64.

  Each of the lower arms 61 is formed integrally with two arms, a front lower arm 61a and a rear lower arm 61b. The front lower arm 61 a is formed to extend in the vehicle width direction, and the outer end portion in the vehicle width direction is connected to the wheel support member 18, while the inner end portion in the vehicle width direction is connected to the side frame 33. The rear lower arm 61b extends obliquely rearward from a substantially middle portion in the vehicle width direction of the front lower arm 61a, and an inner end portion in the vehicle width direction is connected to the side frame 33. Specifically, a cylindrical elastic bush 61c extending in the front-rear direction is provided at the inner end in the vehicle width direction of the front lower arm 61a, and this elastic bush 61c is front-rear with respect to the bracket 33b provided on the side frame 33. It is pivotally supported so as to be rotatable around a direction axis. A cylindrical elastic bush 61d extending in the vertical direction is provided at the inner end in the vehicle width direction of the rear lower arm 61b. The elastic bush 61d is perpendicular to the bracket 33c provided on the side frame 33. It is pivotally supported so as to be rotatable around a direction axis. The elastic bushes 61c and 61d and the brackets 33b and 33c constitute a pivot. Thus, each lower arm 61 is located at a position between each side frame 33 and a connection portion between the lower end portion of the front suspension tower member 43 and a connection portion between the lower end portion of the first rear suspension tower member 44. Thus, it is supported so as to be rotatable by a predetermined amount around the longitudinal axis and the vertical axis.

  The suspension damper 63 is supported by the suspension support portions 22 and 22 at the upper end, and is inclined so as to be located outward in the vehicle width direction as it goes downward, and the lower end portion connects the connecting member 18a. Via the wheel support member 18. More specifically, an upper seat (not shown) is provided at the upper end portion of the suspension damper 63, and the upper end portion of the suspension damper 63 is coupled to the suspension support portion 22 via the upper sheet. On the other hand, a lower seat (not shown) is provided at an intermediate portion of the suspension damper 63, and a coil spring 64 is disposed between the lower seat and the upper seat.

  In the engine room 2 in which the frame structure F is formed in this way, a radiator is disposed on the radiator shroud 21 and a radiator fan RF having two fans on the left and right is disposed behind the radiator ( (See FIG. 2). In addition, an air cleaner C is disposed on the left side and a battery B is disposed on the right side obliquely above the radiator fan RF. Further, a power train PT is disposed behind the radiator fan RF, the air cleaner C, and the battery B.

  The power train PT is arranged vertically so that a rotary engine (hereinafter simply referred to as an engine) E is disposed on the front side and a transmission T is disposed on the rear side. As shown in FIGS. 4 and 5, the engine E is provided with mount brackets 71 and 71 on both side surfaces in the vehicle width direction, and each mount bracket 71 is provided with a mount rubber 72 as a support mount. . The engine E is supported by the rear lower cross member 35 by attaching the mount rubber 72 to the rear lower cross member 35.

  Specifically, the mount bracket 71 is provided with flanges 71 a and 71 a for attaching the mount bracket 71 to the engine E, and a flange 71 b for attaching the mount rubber 72. The flange 71b is formed with an engagement recess 71c that engages with an engagement protrusion 72c of a mount rubber 72 described later. The mount bracket 71 configured in this manner is attached to the engine E by bolting the flanges 71a and 71a to the engine E.

  The mount rubber 72 is a cylindrical rubber member. The mount rubber 72 is provided with flanges 72a and 72a for attaching the mount rubber 72 to the rear lower cross member 35, and for attaching the mount bracket 71. A portion 72b is provided. An engaging convex portion 72c is formed on the mounting portion 72b. The mount rubber 72 configured in this manner engages the engagement convex portion 72c with the engagement concave portion 71c of the mount bracket 71, and bolts the attachment portion 72b to the flange 71b of the mount bracket 71, whereby the engine E Attached to. The engine E is attached to the rear lower cross member 35 by bolting the flanges 72 a and 72 a to the rear lower cross member 35.

  Thus, the power train PT is supported on the perimeter frame 3. The power train PT includes not only the engine E described above but also a rear differential (not shown) connected to the rear end of the transmission T and the transmission T via a propeller shaft (not shown) with respect to the vehicle body. It is supported.

  In addition, the coupling | bonding with each said frame member and each member member can employ | adopt well-known coupling methods, such as bolt coupling and welding.

  Thus, according to the above embodiment, the power train PT is supported by the perimeter frame 3 and the perimeter frame 3 is suspended by the front suspension tower member 43, the first rear suspension tower member 44, and the second rear suspension tower member 45. By connecting to the support portion 22, the load of the power train PT, which is a heavy object, as in the vehicle body front structure according to Patent Document 1 described above, is suspended from the perimeter frame via the spacer (or mount rubber) and the body. 6, the path through which the load of the power train PT is transmitted to the suspension device 6 is shortened, and the load directly acts on the suspension support portion 22 via the suspension tower members 43 to 45. Can greatly improve responsiveness when driving . The front suspension tower member 43, the first rear suspension tower member 44, and the second rear suspension tower member 45 not only connect the perimeter frame 3 and the suspension support portion 22, but also the first front upper frame 41 and the rear side. Since it also functions as a reinforcing member that keeps the distance between the upper frame portion made of the upper frame 42 and the lower frame portion made of the perimeter frame 3, the upper frame portion and the lower frame portion can be bent in the event of a vehicle collision. It can be suppressed as much as possible.

  In particular, in the above embodiment, the lower end portion of the first rear suspension tower member 44 is located at the same position in the front-rear direction as both ends of the rear lower cross member 35 supporting the power train PT are coupled to the side frame 33. Since the load of the power train PT acts more directly on the suspension device 6 by coupling the side frame 33 to the side frame 33, the responsiveness during vehicle operation can be improved.

  Further, by forming a triangular truss with the front suspension tower member 43, the first rear suspension tower member 44, and the side frame 33, the coupling rigidity between the perimeter frame 3 and the suspension support portion 22 can be improved. As a result, since the load of the power train PT acts more directly and reliably on the suspension device 6, the responsiveness during vehicle operation can be improved, and the support rigidity of the suspension support portion 22, and consequently the suspension damper 63. Since the support rigidity of the vehicle is improved, the steering stability can be improved. As shown in FIGS. 1 and 2, the lower end portion of the front suspension tower member 43 is coupled to the outer side surface of the side frame 33 in the vehicle width direction, whereas the lower end portion of the first rear suspension tower member 44 is It is coupled to the upper surface of the side frame 33. That is, since the lower end portion of the front suspension tower member 43 and the lower end portion of the first rear suspension tower member 44 are slightly shifted in the vehicle width direction, the suspension support portion 22 can be supported three-dimensionally. Compared with the case where is set at the same position in the vehicle width direction, the support rigidity of the suspension support portion 22 can be improved.

  Furthermore, by providing the second rear suspension tower member 45, not only can the coupling rigidity between the perimeter frame 3 and the suspension damper 63 be improved, but also the suspension support portion when the longitudinal width of the engine room 2 is long. Even if the distance from 22 to the dash panel 14 is increased, the strength of the frame structure F behind the suspension support portion 22 (that is, the rear upper frame and the rear half of the side frame 33) can be reinforced. . Further, at the time of a vehicle collision, a collision load acting on the suspension support portion 22 can be transmitted to the rear end portion of the side frame 33 and the collision load can be distributed to the floor frames 13 and 13. Deformation of the dash panel 14 to the passenger compartment due to the load can be suppressed as much as possible.

  Furthermore, the lower arm 61 is attached to a portion of the side frame 33 between the connection portion with the front suspension tower member 43 and the connection portion with the first rear suspension tower member 44, so that the front suspension tower member 43 and the first rear suspension member 43 are connected. Since the side suspension tower member 44, the side frame 33, the lower arm 61, and the suspension damper 63 form a substantially quadrangular pyramid, the support rigidity of the suspension damper 63 can be improved, and the steering stability can be further improved. .

  Further, since the frame structure F constitutes a so-called space frame, the collision load can be distributed via the frames and members and transmitted rearward in the event of a vehicle collision.

  This point will be described in more detail with reference to FIG. In addition, the arrow in FIG. 6 shows the transmission direction of a collision load.

  At the time of a vehicle front collision, a collision load is input to a bumper (not shown), a crash can attached to the front portion of the radiator shroud 21 is crushed, and the collision load acts on the radiator shroud 21.

  The collision load acting on the radiator shroud 21 is transmitted to the suspension support portion 22 provided on the upper portion of the frame structure F via the first front upper frame 41 and the second front upper frame 47. At the same time, the collision load is transmitted to the rear of the vehicle body through the lower side of the frame structure F via the side frame 33 of the perimeter frame 3. Further, a part of the collision load transmitted rearward via the side frame 33 is transmitted to the suspension support portion 22 via the front suspension tower member 43. In this way, a part of the collision load acting on the radiator shroud 21 is vertically distributed to the upper part (suspension support part 22) of the frame structure F and the rest to the lower part (perimeter frame 3) of the frame structure F. Communicated.

  When the collision load is large, a portion of the frame structure F that is ahead of the suspension support portion 22 is greatly deformed. At this time, the portion of the frame structure F behind the suspension support portion 22 is hardly deformed.

  Specifically, on the side of the front portion of the frame structure F, a triangle is formed by the first front upper frame 41, the second front upper frame 47, and the vertical frame 21c of the radiator shroud 21. The shroud 21 is not simply deformed to be displaced rearward, but the front end portion of the first front upper frame 41 and the front end portion of the second front upper frame 47 are greatly bent and deformed downward so as to maintain the triangle. Accordingly, the front end portion of the side frame 33 of the perimeter frame 3 is also greatly bent and deformed downward. Thus, the front end portions of the first front upper frame 41, the second front upper frame 47, and the side frame 33 are deformed downward, so that the suspension support portion 22 is relatively displaced upward. That is, the strength of the front portion of the frame structure F is reinforced by the triangle formed by the first front upper frame 41, the second front upper frame 47, and the vertical frame 21c of the radiator shroud 21, and the collision load is reduced. When the front part of the frame structure F is large and crushed, it is not crushed rearward, but is crushed backward while widening the vertical interval of the frame structure F.

  A part of the collision load transmitted to the suspension support portion 22 via the first front upper frame 41, the second front upper frame 47, and the front suspension tower member 43 is transferred to the cowl box 16 via the rear upper frame 42. It is transmitted to each end in the vehicle width direction. The collision load transmitted to each end of the cowl box 16 in the vehicle width direction is transmitted to the upper part of the vehicle body such as a roof pillar (not shown) via the front pillar 17. On the other hand, the remainder of the collision load transmitted to the suspension support portion 22 is transmitted to the side frame 33 of the perimeter frame 3 via the first rear suspension tower member 44 and the second rear suspension tower member 45. Since the side frame 33 has a rear end connected to the front end of the floor frame 13, the collision load transmitted to the side frame 33 is transmitted to the floor frame 13 and is passed through the floor frame 13 to the lower part of the vehicle body. Is transmitted to. At this time, since the lower end portion of the second rear suspension tower member 45 is coupled to the rear end portion of the side frame 33, the second rear suspension tower member 45 applies a collision load directly from the suspension support portion 22 to the floor frame 13. Can be transmitted.

  As shown in FIG. 2, the first front upper frame 41 and the rear upper frame 42 on the left and right are not connected in a straight line but are bent and connected inward in the vehicle width direction. When a collision load is transmitted from the first front upper frame 41 and the rear upper frame 42, that is, at the suspension support portion 22, the first front upper frame 41 and the rear upper frame 42 are inward in the vehicle width direction. A force inward in the vehicle width direction acts so as to be further bent. This inward force in the vehicle width direction is absorbed by the connecting cross member 48 and is transmitted to each end portion of the cowl box 16 in the vehicle width direction via the reinforcing members 49 attached to the connecting cross member 48. The In this way, a part of the collision load acting on the suspension support portion 22 is absorbed by the connecting cross member 48 and transmitted to each end portion of the cowl box 16 in the vehicle width direction via the reinforcing members 49 and 49. The

  In this way, by dispersing and transmitting the collision load between the upper side and the lower side of the vehicle body, the deformation of the passenger compartment 1 can be suppressed as much as possible.

<< Other Embodiments >>
The present invention may be configured as follows with respect to the first embodiment.

  Although the rear end portion of the side frame is connected to the front end portion of the floor frame, the perimeter frame is not limited to this. That is, the rear frame may be coupled to the front end of the floor frame. In such a case, the lower end portion of the second rear suspension tower member is connected to the rear frame so that the collision load acting on the suspension support portion is transmitted to the floor frame via the second rear suspension tower member. It is preferable that the rear frame is coupled to the coupling portion at the same position in the vehicle width direction. However, the configuration in which the rear end portion of the side frame and the front end portion of the floor frame are combined and the side frame and the floor frame are arranged in a single continuous frame acts on the perimeter frame. This is preferable because the collision load to be transmitted is easily transmitted to the floor frame via the side frame.

  The suspension device 6 is a strut type suspension in which the wheel support member 18 is supported by the lower arm 61 and the suspension damper 63, but is not limited to this, and the wheel support member 18 is supported by the lower arm and the upper arm. A double wishbone suspension in which a suspension damper is attached between the lower arm and the upper arm may be employed. Even in such a case, by supporting the lower arm on the side frame 33 between the lower end of the front suspension tower member 43 and the lower end of the first rear suspension tower member 44, the front suspension tower member 43 and the first rear side are supported. The suspension tower member 44, the side frame 33, the lower arm, and the suspension damper can form a substantially quadrangular pyramid, thereby improving the support rigidity of the suspension damper.

  Further, the lower arm 61 is provided with a cylindrical elastic bush 61d extending in the vertical direction at the inner end in the vehicle width direction of the rear lower arm 61b, and is rotatable about the vertical axis with respect to the side frame 33. However, it is not limited to this. That is, similarly to the front lower arm 61a, a cylindrical elastic bush extending in the front-rear direction is provided at the inner end in the vehicle width direction of the rear lower arm 61b, and the front-rear direction with respect to the side frame 33 via the elastic bush. You may comprise so that it may be pivotally supported around an axis | shaft so that rotation is possible.

  Moreover, in the said embodiment, although the front side suspension tower member 43 and the 1st rear side suspension tower member 44 are employ | adopted as a suspension tower member, it is not restricted to this. That is, only one of the suspension tower members may be provided, or a suspension tower member may be further added.

  As described above, the present invention is useful for a vehicle body front structure that has a perimeter frame in an engine room and supports a power train with the perimeter frame.

It is a perspective view of the body front part structure concerning the embodiment of the present invention. It is a top view of a vehicle body front part structure. It is a side view of a vehicle body front part structure. It is a principal part perspective view which shows the support structure of an engine. It is an expansion | deployment perspective view which shows the support mount of an engine. It is a side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision.

Explanation of symbols

PT Powertrain 1 Car compartment 13 Floor frame 15 Hinge pillar 21 Radiator shroud 22 Suspension support 3 Perimeter frame 31 Front frame (front side)
32 Rear frame (rear side)
33 Side frame (side part)
33b Bracket (Pivot)
33c Bracket (Pivot)
35 Rear lower cross member (bottom cross member)
41 First front upper frame 42 Rear upper frame 43 Front suspension tower member (front suspension tower member)
44 First rear suspension tower member (rear suspension tower member)
45 Second rear suspension tower member (second suspension tower member)
47 Second front upper frame 61 Lower arm (suspension arm)
61c Elastic Bush (Pivot)
61d Elastic bush (pivot)
63 Suspension damper 72 Mount rubber (support mount)

Claims (6)

A perimeter frame that has a front side portion, a rear side portion, and a pair of left and right side portions, is formed in a substantially rectangular frame shape, the rear end portion is attached to the lower portion of the vehicle compartment, and supports the power train, and a pair of left and right sides A vehicle body front structure comprising a pair of left and right suspension support portions to which upper end portions of the respective suspension dampers are attached, and a pair of left and right suspension arms attached to each of the pair of left and right side portions and supporting front wheels,
A vehicle body front part structure further comprising a suspension tower member for connecting each side part of the perimeter frame and each suspension support part on each of the left and right sides. In the vehicle body front part structure according to claim 1,
Extending in the vehicle width direction, both end portions thereof are coupled to the side portions at the same position in the longitudinal direction of the vehicle body and the coupling portion between the pair of left and right side portions and the suspension tower member, and the power train The vehicle body front part structure further includes a bottom cross member to which the support mount is attached. The vehicle body front part structure according to claim 1 or 2,
Each of the suspension tower members includes a front suspension tower member extending diagonally forward and downward from the suspension support portion on the left and right sides and coupled to the side portions, and obliquely downward and rearward of the vehicle body from the suspension support portions. A vehicle body front part structure comprising a rear suspension tower member extending and coupled to each side part. In the vehicle body front part structure according to claim 3,
Each of the suspension arms is attached to a portion of each of the side portions between a connecting portion with the front suspension tower member and a connecting portion with the rear suspension tower member via a pivot. Front structure. The vehicle body front part structure according to any one of claims 1 to 4,
A pair of left and right floor frames arranged in the vehicle body longitudinal direction are provided at the lower part of the vehicle compartment,
The rear end of the perimeter frame is attached to the front ends of the pair of left and right floor frames,
A vehicle body front structure, further comprising a second suspension tower member that extends obliquely downward and rearward of the vehicle body from each suspension support portion and is coupled to a rear end portion of the perimeter frame on each of the left and right sides. A radiator shroud disposed in front of the vehicle body from the vehicle compartment, a front side, a rear side, and a pair of left and right side parts are formed in a substantially rectangular frame shape, and the front end is attached to the lower part of the radiator shroud. On the other hand, the rear end portion of each side portion is attached to the front end portion of each pair of left and right floor frames arranged extending in the vehicle body front-rear direction at the lower portion of the vehicle compartment, and a perimeter frame that supports the power train, A pair of left and right suspension supports provided between the radiator shroud and the vehicle compartment, to which upper ends of the pair of left and right suspension dampers are attached, and attached to each of the pair of left and right sides to support the front wheels. A vehicle body front structure including a pair of left and right suspension arms,
On the left and right sides,
A front suspension tower that extends obliquely downward in front of the vehicle body from each of the suspension support portions and is coupled to the side portions at a front position in the longitudinal direction of the vehicle body relative to a coupling portion between the side portions of the perimeter frame and the suspension arms. Members,
After extending from the respective suspension support portions obliquely downward to the rear of the vehicle body and being coupled to the side portions at a rear position in the longitudinal direction of the vehicle body from the coupling portions of the side portions of the permeter frame and the suspension arms. Side suspension tower members,
A second suspension tower member extending obliquely downward and rearward of the vehicle body from each suspension support portion and coupled to a rear end portion of each side portion of the perimeter frame;
A first front upper frame extending forward of the vehicle body from each of the suspension support portions and coupled to an upper portion of the radiator shroud;
A rear upper frame that extends rearward of the vehicle body from each of the suspension support portions and is coupled to a cowl portion that constitutes a front end portion of a vehicle compartment portion;
And a second front upper frame that extends forward from the suspension support portion and is coupled to the radiator shroud at a position lower than a coupling portion between the radiator shroud and the first front upper frame. Car body front structure.

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