JP2015033893A - Vehicle suspension system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique effective for reduction of collision energy extending into a cabin at head-on collision of a vehicle in a vehicular suspension interposed between a suspension rotatably supporting the wheels and a vehicle body.SOLUTION: A vehicular suspension 20 includes: a pair of left and right side members 21, 22 which are separate from each other in a vehicle horizontal direction Y1, Y2, extend long along a vehicle cross direction X1, X2 and in which respective front ends 21a, 22a and rear ends 21b, 22b are installed in an area front of vehicle from a cabin 11 in a vehicle body 10a; and load receiving parts 24, 25 which are provided outside the vehicle apart from the rear ends 21b, 22b of the side members relative to the horizontal direction Y1, Y2 in the front ends 21a, 22a of the side members 21, 22 to receive an external load at the head-on collision of the vehicle.

Description

  The present invention relates to a suspension device mounted on a vehicle.

  Patent Document 1 below discloses this type of suspension device. This suspension device has a structure in which a subframe extending in a longitudinal shape along the vehicle front-rear direction is deformed at the time of a vehicle frontal collision, and this structure attempts to absorb collision energy at the time of a vehicle frontal collision.

JP 2004-114413 A

  By the way, full-lap frontal collision (frontal collision) and offset frontal collision are known as forms of vehicle frontal collision, and it is necessary to deal with these types of collision when designing a suspension device of this type. In particular, in the case of an offset frontal collision, the collision energy received by the cabin varies depending on the collision position in the vehicle left-right direction. Therefore, an appropriate suspension device that considers the offset frontal collision is required. In response to this request, the suspension device disclosed in Patent Document 1 is effective in absorbing collision energy at the time of full-lap frontal collision, but the tire assembly may collide with the cabin at the time of offset frontal collision. In addition, there may be a problem that excessive collision energy reaches the cabin. Therefore, in order to cope with this problem, it is also conceivable to increase the collision energy absorption capability by a structure that greatly increases the strength of the components of the suspension device. However, if this structure is adopted, the weight of the suspension device increases, resulting in a new problem that the vehicle weight increases.

  The present invention has been made in view of the above points, and one of its purposes is a vehicle front collision in a vehicle suspension apparatus interposed between a suspension for rotatably supporting wheels and a vehicle body. It is to provide an effective technique for reducing the collision energy that sometimes reaches the cabin.

  To achieve the above object, a vehicle suspension apparatus according to the present invention is an apparatus interposed between a suspension that rotatably supports wheels and a vehicle body, and includes a pair of left and right side members and a load receiving portion. Including. The pair of left and right side members are separated from each other in the left-right direction of the vehicle and extend in a long shape along the front-rear direction of the vehicle. Mounted on. The load receiving portion is provided outside the vehicle from the rear end portion of the side member in the vehicle left-right direction at the front end portion of each of the pair of left and right side members, and functions to receive an external load at the time of a vehicle front collision.

  According to the above-described vehicle suspension device, when a collision object or an external load of the collision object acts on the load receiving portion of the front end portion of each side member at the time of a vehicle front collision, the side member has the rear end portion as a fulcrum. Rotate towards. In this case, the distance in the vehicle left-right direction (vehicle width direction) between the front end portion (load receiving portion) and the rear end portion increases as the side member rotates. On the other hand, the rear end portion of the side member is attached to the vehicle front region of the vehicle body rather than the cabin. Therefore, the side member is interposed between the cabin and the collision object and acts to move away (separate) the cabin from the collision object. As a result, it is possible to reduce the collision energy that reaches the cabin during a vehicle front collision without significantly increasing the strength of the components of the suspension device.

  In addition, the vehicle suspension apparatus according to the present invention preferably includes a cross member that extends in the vehicle left-right direction so as to connect the front end portions of the pair of left and right side members. In this case, when an external load is applied to a position deviated from the load receiving portion of each side member at the time of a vehicle front collision, the external load can be received by the entire cross member. Moreover, it is preferable that this cross member is provided with the scheduled separation part which isolate | separates the said cross member into plurality when the external load more than predetermined value acts on a load receiving part. As a result, when an external load is applied to the load receiving portion of each side member at the time of a vehicle frontal collision, the rotation of the side member is not easily obstructed by the cross member connected to the side member. Smooth operation can be achieved.

  In the above vehicle suspension device according to the present invention, it is preferable that the planned separation portion is a planned fracture portion for separating the cross member into a plurality of pieces by breaking in the central region of the cross member in the vehicle left-right direction. In this case, it is possible to reliably prevent the rotation of each side member from being hindered by the cross member connected to the side member by breaking the cross member. Further, the structure of the scheduled separation part can be simplified. In addition, by providing a planned fracture portion in the center region of the cross member in the left-right direction of the vehicle, even if an external load is applied to the load receiving portion of any side member, the side member is treated in the same manner as the other side member. It can be rotated with good balance.

  Further, in the above vehicle suspension device according to the present invention, the pair of left and right side members each have a rotation support shaft that supports the rear end portion so that the front end portion can rotate outwardly about the rear end portion. Have As a result, when an external load is applied to the load receiving portion of each side member at the time of a vehicle frontal collision, the resistance generated at the rear end portion of the side member can be suppressed by the structure of the rotation support shaft. Can be facilitated.

  Further, in the above vehicle suspension device according to the present invention, the load receiving portion extends from the virtual center line extending in the vehicle front-rear direction through the vehicle lateral center of the vehicle body at the front end of each of the pair of left and right side members. It is preferable to be provided at a position outside the vehicle at a distance corresponding to 25% of the vehicle width dimension. In other words, the distance in the vehicle left-right direction between each vehicle side surface and the load receiving portion closer to the vehicle side surface corresponds to 25% of the vehicle width dimension. Therefore, when a collision object collides between the side surface of the vehicle and a position separated by a distance corresponding to 25% of the vehicle width dimension, the collision energy reaching the cabin at the time of the collision can be reduced.

  In the above-described vehicle suspension device according to the present invention, it is preferable that the load receiving portion includes a stepped shape that is recessed toward the rear of the vehicle from each front end portion of the pair of left and right side members. In this case, since the colliding object engaged with the load receiving part of each side member is easily caught and held by the step portion of the load receiving part, the skid between the load receiving part and the colliding object (along the vehicle left-right direction) Relative movement) is suppressed. Therefore, it can suppress that the external load which acts on a load receiving part from a collision object becomes small. As a result, it is possible to reliably cause the side member to rotate using the external load at the time of the offset frontal collision.

  As described above, according to the present invention, in the vehicle suspension device interposed between the suspension that rotatably supports the wheel and the vehicle body, it is possible to reduce the collision energy that reaches the cabin at the time of a vehicle front collision. Became.

FIG. 1 is a diagram showing a schematic configuration of a vehicle suspension apparatus 20 according to the present invention in a top view. FIG. 2 is a perspective view schematically showing the structure of the planned separation portion 30 of the vehicle suspension apparatus 20 in FIG. FIG. 3 is a perspective view schematically showing the structure of the planned separation portion 31 according to a modified example of the planned separation portion 30 in FIG. FIG. 4 is a perspective view schematically showing the structure of the scheduled separation portion 33 according to the modification example of the scheduled separation portion 30 in FIG. FIG. 5 is a diagram illustrating a state of the first stage at the time of the offset frontal collision for the vehicle 10 in FIG. 1. FIG. 6 is a diagram illustrating a second stage of the vehicle 10 in FIG. 1 at the time of an offset frontal collision. FIG. 7 is a diagram illustrating a third stage of the vehicle 10 in FIG. 1 at the time of an offset frontal collision.

  Embodiments of the present invention will be described below with reference to the drawings. In the drawings, the front and rear of the vehicle are indicated by arrows X1 and X2, respectively, and the left and right sides of the vehicle are indicated by arrows Y1 and Y2, respectively.

  FIG. 1 shows a schematic configuration of a vehicle suspension device (hereinafter also simply referred to as “suspension device”) 20 mounted on the vehicle 10. The suspension device 20 is interposed between left and right suspensions (also called “suspension arms”) 27 and 28 that rotatably support two wheels 41 and 42 that are left and right front wheels of the vehicle 10 and a vehicle body 10a. And has a function of attaching the left and right suspensions 27 and 28 to the vehicle body 10a. By using such a suspension device 20, the accuracy of the suspension geometry is improved, and the assembling accuracy and efficiency during production are improved. The suspension device 20 is bolted to the vehicle body 10a via a vibration isolating member such as an insulator, or directly bolted to the vehicle body 10a. The suspension device 20 is also referred to as “suspension member” or “subframe”. The suspension device 20 is typically configured as a press-molded product of a metal material or as a structure in which a plurality of metal elements are integrated by bonding.

  The suspension device 20 is disposed in a region in front of the cabin 11 as a cabin of the vehicle 10 and in a region between the two wheels 41 and 42 with respect to the vehicle left-right direction (vehicle width direction) Y1 and Y2. The suspension device 20 includes a pair of left and right side members 21 and 22 and cross members 23 and 26 on the front and rear sides of the vehicle.

  The pair of left and right side members 21, 22 are separated from each other by a predetermined distance in the vehicle left-right direction Y1, Y2, and extend in a long shape along the vehicle front-rear direction X1, X2. The pair of left and right side members 21 and 22 have their front end portions 21a and 22a and rear end portions 21b and 22b attached to the vehicle front area of the vehicle body 10a rather than the cabin 11. Specifically, the front end portion 21 a of the side member 21 is attached to the vehicle body 10 a by the first support portion 12, and the rear end portion 21 b is attached to the vehicle body 10 a by the second support portion 13. In this case, the first support portion 13 is configured as a rotation support shaft for the side member 21, and supports the rear end portion 21b so that the front end portion 21a can rotate outwardly of the vehicle about the rear end portion 21b. To do. Similarly, the side member 22 has a front end portion 22 a attached to the vehicle body 10 a by the first support portion 14 and a rear end portion 22 b attached to the vehicle body 10 a by the second support portion 15. In this case, the support portion 15 is configured as a rotation support shaft for the side member 22, and supports the rear end portion 22b so that the front end portion 22a can rotate outwardly of the vehicle about the rear end portion 22b. The pair of left and right side members 21 and 22 correspond to “a pair of left and right side members” of the present invention.

  The cross member 23 is elongated in the vehicle left-right direction Y1, Y2 in order to connect the front end portions 21a, 22a of the pair of left and right side members 21, 22. The cross member 26 is elongated in the vehicle left-right direction Y1, Y2 in order to connect the rear end portions 21b, 22b of the pair of left and right side members 21, 22, respectively.

  The side member 21 includes a load receiving portion 24 at the front end portion 21a at the outer side of the vehicle with respect to the vehicle left-right direction Y1, Y2 than the rear end portion 21b. Similarly, the side member 22 includes a load receiving portion 25 at the front end portion 22a on the vehicle lateral direction Y1, Y2 at the vehicle outer side than the rear end portion 22b. Both of these load receiving portions 24 and 25 function to receive an external load at the time of a vehicle front collision. In particular, the connecting portion between the front end portion 21a of the side member 21 and the cross member 23 is formed in a stepped shape, and the load receiving portion 24 is provided in the stepped connecting portion (stepped portion, recessed portion). Similarly, a connecting portion between the front end portion 22a of the side member 22 and the cross member 23 is formed in a stepped shape, and a load receiving portion 25 is provided in the stepped connecting portion (stepped portion, recessed portion). . That is, the load receiving portions 24 and 25 include stepped shapes that are recessed from the front end portions 21a and 22a of the side members 21 and 22 toward the vehicle rear X2. The step shape includes a first extending portion extending from the left and right end portions of the cross member 23 toward the vehicle rear X2 of the side members 21 and 22, and a vehicle left side Y1 from each first extending portion or It is formed by the 2nd extension part extended to vehicle right side Y2. According to such a step shape of the load receiving portions 24 and 25, a collision object from the front of the vehicle is easily caught on and held by the load receiving portion (step portion). These load receiving portions 24 and 25 correspond to “load receiving portions” of the present invention.

  The load receiving portions 24 and 25 extend in the vehicle longitudinal direction X1 and X2 through the center portions of the vehicle left and right directions Y1 and Y2 of the vehicle body 10a at the front end portions 21a and 22a of the pair of left and right side members 21 and 22, respectively. It is preferable to be provided at a position spaced apart from the virtual center line A, which corresponds to 25% of the vehicle width dimension Wa of the vehicle 10, outside the vehicle. In this case, the distance in the vehicle lateral direction Y1, Y2 between each vehicle side surface and the load receiving portion closer to the vehicle side surface, that is, the distance Wc from the load receiving portion 24 to the left end of the vehicle body 10a, or the load receiving portion 25. The distance Wc from the vehicle to the right end of the vehicle body 10a corresponds to 25% of the vehicle width dimension Wa. The distance Wb and the distance Wc can be appropriately changed according to the change. For example, the distance Wb is set to a distance corresponding to 10% of the vehicle width dimension Wa, and the distance Wc is equivalent to 40% of the vehicle width dimension Wa. It can also be set to a distance.

  The cross member 23 is formed with a load acting state in which an external load greater than a predetermined value is applied to the load receiving portion 24 of the side member 21 or the load receiving portion 25 of the side member 22 at the time of a vehicle front collision. In this case, the separation member 30 is provided to separate the cross member 23 into two. The scheduled separation portion 30 can be provided at one or a plurality of locations of the cross member 23. In this case, it is possible to separate the cross member 23 into a plurality at the time of a vehicle front collision. The cross member 23 here corresponds to the “cross member” of the present invention.

  FIG. 2 is referred to for a specific example of the structure of the scheduled separation portion 30 described above. The separation planned portion 30 shown in FIG. 2 is for separating the cross member 23 into two parts by breaking in the central region of the cross member 23 in the vehicle left-right direction Y1, Y2 when the above-described load acting state is formed. It is a part to be broken. For this purpose, the cross member 23 is formed in, for example, a rectangular tube shape, and the thickness of the portion to be separated 30 of each part of the cross member 23 is made thinner than the other portions. The structure which provides a groove | channel can be employ | adopted. According to the scheduled separation portion 30, as shown in the lower part of FIG. 2, the cross member 23 is separated into the first component piece 23a and the second component piece 23b by the breakage of the cross member 23. The scheduled separation part 30 here corresponds to the “scheduled separation part” and the “scheduled fracture part” of the present invention.

  FIG. 3 is referred to for a modification example of the scheduled separation unit 30 shown in FIG. In the scheduled separation portion 31 shown in FIG. 3, the cross member 23 is divided in advance into a first component piece 23a and a second component piece 23b. Further, the inserted portion and the insertion portion are fixed to each other by the fixing pin 32 in a state where the rectangular tube-shaped insertion portion of the second component piece 23b is inserted into the rectangular tube-shaped insertion portion of the first component piece 23a. . The fixed pin 32 includes a pin shaft portion 32a and pin head portions 32b at both ends of the pin shaft portion 32a. The pin shaft portion 32a is inserted into both the through hole 23c of the insertion portion and the through hole 23d of the insertion portion. ing. Thereby, the first component piece 23a and the second component piece 23b are connected to each other via the fixing pin 32 before the front collision of the vehicle. The fixing pin 32 has such a strength that it is broken by the shear between the pin shaft portion 32a and the pin head portion 32b when the above-described load acting state is formed. According to the scheduled separation portion 31, as shown in the lower part of FIG. 3, the insertion portion of the second component piece 23b is pulled out from the inserted portion of the first component piece 23a by the shearing of the fixing pin 32, and the connection is released. As a result, the cross member 23 is separated into the first component piece 23a and the second component piece 23b.

  FIG. 4 is referred to for another modification example of the scheduled separation portion 30 shown in FIG. 4, the cross member 23 is divided in advance into a first component piece 23a and a second component piece 23b, and the second component piece 23b is inserted into the rectangular tube-shaped inserted portion of the first component piece 23a. By inserting the rectangular cylindrical insertion portion, the inserted portion and the insertion portion are engaged. For this purpose, both the inserted portion and the insertion portion can be formed into a bellows shape that can be engaged with each other. Thereby, before the front collision of the vehicle, the first component piece 23a and the second component piece 23b are engaged with each other. This engagement is configured to be released when the aforementioned load acting state is formed. According to this scheduled separation part 33, as shown in the lower part of FIG. 4, the insertion part of the second component piece 23b is pulled out from the inserted part of the first component piece 23a by the disengagement, and the connection is released. As a result, the cross member 23 is separated into the first component piece 23a and the second component piece 23b.

  Next, the operation of the suspension device 20 at the time of the offset frontal collision of the vehicle 10 will be described with reference to FIGS. As an example, a collision of the colliding object 100 with the left front portion of the vehicle 10 will be described. In this case, the distance from the load receiving portion 24 to the left end of the vehicle body 10a (distance Wc in FIG. 1) corresponds to 25% of the vehicle width dimension of the vehicle 10 (vehicle width dimension Wa in FIG. 1). The collision object 100 related to the offset frontal collision typically includes a fixed object such as a wall, a guide rail, and a building as well as a vehicle other than the vehicle 10 that is the host vehicle. The offset frontal collision in this case is also called “small overlap collision”.

  FIG. 5 shows the state of the first stage when the left front portion of the vehicle 10 traveling straight ahead in the vehicle X1 and the colliding object 100 collide with each other in an offset front surface. In the first stage, the collision object 100 breaks a member on the surface of the vehicle body such as a bumper and reaches the front surface of the suspension device 20. It acts on the load receiving portion 24 of the member 21. Since the load receiving portion 24 includes a stepped shape that is recessed toward the rear of the vehicle, the corner portion 101 of the collision object 100 that has acted on the side member 21 from the front of the vehicle is easily engaged with the load receiving portion 24. In this case, the distance between the inner surface 102 of the collision object 100 and the virtual center line A is a distance corresponding to the above-described distance Wb, and generally corresponds to 25% of the vehicle width dimension Wa of the vehicle 10.

  As described above, in the suspension device 20 of the present embodiment, the load receiving portion 24 of the side member 21 is located on the vehicle outer side (the vehicle left side) with respect to the vehicle left-right direction Y1, Y2 rather than the rear end portion 21b of the side member 21. Y1). Therefore, as shown in FIG. 6, in the second stage at the time of the offset frontal collision, the cross member 23 is separated into two parts by the collision energy at the time of the offset frontal collision (for example, the planned separation part 30 in FIG. 2). The first component piece 23a and the second component piece 23b are separated, and the first support portion 12 of the side member 21 is detached from the vehicle body 10a. As a result, as shown by the arrow D1 in FIG. 6, the side member 21 starts a rotating operation in which the front end portion 21a rotates outwardly of the vehicle (forward opening direction) around the rear end portion 21b. That is, part of the external load (collision energy) at the time of offset frontal collision is used (converted) for the rotational movement of the side member 21. As a result, the distance between the inner surface 102 of the collision object 100 and the virtual center line A becomes larger than that in the first stage described above, and the traveling direction of the vehicle 10 changes from the vehicle front X1 to the diagonally forward right. . In particular, when the second support portion 13 of the rear end portion 21b is configured as a rotary support shaft, when an external load is applied to the load receiving portion 24 of the side member 21 at the time of offset frontal collision, The resistance generated at the end portion 21b can be suppressed by the rotation support structure of the second support portion 13, and the rotation operation of the side member 21 can be facilitated. In this case, since the corner portion 101 of the collision object 100 engaged with the load receiving portion 24 of the side member 21 is easily caught and held by the step portion of the load receiving portion 24, the space between the load receiving portion 24 and the collision object 100 is Side slip (relative movement along the vehicle left-right direction Y1, Y2) is suppressed. Accordingly, it is possible to suppress the external load acting on the load receiving portion 24 from the collision object 100 from being reduced. As a result, the rotation of the side member 21 can be reliably caused by using the external load at the time of the offset frontal collision.

  As shown in FIG. 7, in the third stage at the time of the offset frontal collision in which the rotation of the side member 21 proceeds from the second stage shown in FIG. 6, the side member 21 has a front end portion 21a and a rear end compared to the second stage. It arrange | positions so that the distance d of the vehicle left-right direction Y1, Y2 between the edge parts 21b may become long. In addition, the distance d is expanded as the rotating operation further proceeds. Thereby, the distance between the inner surface 102 of the collision object 100 and the virtual center line A becomes larger than that in the second stage described above. On the other hand, the rear end portion 21 b of the side member 21 is fixed to the vehicle body 10 a (cabin 11) via the second support portion 13. Therefore, the side member 21 exhibits a function of increasing the distance between the collision object 100 and the cabin 11 in the vehicle left-right direction Y1, Y2, that is, a function of moving the cabin 11 away from the collision object 100 in the vehicle left-right direction Y1, Y2. To do. In short, the sliding movement (lateral movement) of the cabin 11 to the right side Y2 of the vehicle 11 occurs as the rotational movement of the side member 21 proceeds. As a result, it becomes difficult for the collision object 100 and the cabin 11 to interfere with each other, and it is possible to reduce the collision energy that reaches the cabin 11 at the time of the offset frontal collision.

  Although specific explanation is omitted, the operation and effect when the collision object 100 acts on the side member 22 on the right side of the vehicle are the same as those in the case where the collision object 100 acts on the side member 21 on the left side of the vehicle as described above. It is the same as operation and effect. In this case, the operation of the side member 22 at the time of the offset frontal collision is symmetrical with the operation of the side member 21 shown in FIGS.

  On the other hand, when the external load of the collision object 100 is applied to a position off the load receiving portions 24 and 25 of the side members 21 and 22 as in a full-wrap frontal collision (frontal collision), the external load is applied to the cross member 23. It can be received as a whole. In this case, the collision energy can be absorbed by the plastic deformation of the cross member 23.

  According to the suspension device 20 described above, the cabin 11 is moved away from the collision object 100 by utilizing the rotational motion of the side members 21 and 22 at the time of the front collision of the vehicle. It is possible to reduce the collision energy extending to. Further, by providing the separation members 30, 31, 33 on the cross member 23, when an external load is applied to the load receiving portions 24, 25 of the side members 21, 22 at the time of a vehicle front collision, the side members rotate. Is less likely to be blocked by the cross member 23, and the rotation of the side members 21, 22 can be facilitated. In particular, by adopting the scheduled separation portion 30, it is possible to reliably prevent the rotation of the side members 21 and 22 from being hindered by the cross member 23 by breaking the cross member 23, and to simplify the structure. it can. In this case, by providing a planned fracture portion in the center region of the cross member 23 in the vehicle left-right direction Y1, Y2, the external member is applied to the other side member when an external load is applied to the load receiving portion of any side member. Can be rotated with good balance in the same manner.

  The present invention is not limited to the above exemplary embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.

  In the above embodiment, the case where the second support portions 13 and 15 are configured as the rotation support shafts for the side members 21 and 22 has been described. However, in the present invention, the side members 21 and 22 at the time of a vehicle front collision are described. As long as the rotation operation is possible, the portion corresponding to the second support portions 13 and 15 may have a structure other than the rotation support shaft. For example, in a structure in which each of the side members 21 and 22 and the cross member 26 are integrated with each other, the thickness of the portion corresponding to the second support portions 13 and 15 is made thinner than the other portions, or the second support A thin-walled groove can be provided in a portion corresponding to the portions 13 and 15.

  When based on description of said embodiment and various modifications, this invention can take the following each aspects (aspect).

  That is, according to the present invention, “a vehicle suspension device interposed between a suspension for rotatably supporting a wheel and a vehicle body, separated from each other in the vehicle left-right direction and elongated in the vehicle front-rear direction, respectively. And a pair of left and right side members that are attached to the vehicle front area of the cabin of the vehicle body, and the front end portions of the pair of left and right side members. A cross member extending in the vehicle lateral direction in order to connect the cross member, and the cross member includes a separation scheduled portion for separating the cross member into a plurality of parts by an external load at the time of a vehicle front collision. A vehicle suspension device "(embodiment 1) may be adopted.

  Further, according to the present invention, “the suspension device for a vehicle according to aspect 1, wherein the scheduled separation portion is a fracture plan for separating the cross member into a plurality of pieces by breaking in a central region of the cross member in the vehicle lateral direction. A vehicle suspension device that is a part ”(embodiment 2) may be employed.

  Further, according to the present invention, “the suspension device for a vehicle according to aspect 1 or 2, wherein the pair of left and right side members can rotate outwardly of the front end portion around the rear end portion. Thus, a vehicle suspension apparatus having a rotation support shaft that supports the rear end portion as described above (embodiment 3) may be employed.

  Further, according to the present invention, “the vehicle suspension apparatus according to any one of aspects 1 to 3, wherein the rear end of the side member in the vehicle left-right direction at each front end portion of the pair of left and right side members. A vehicle suspension device including a load receiving portion that is provided outside the vehicle and receives an external load at the time of a vehicle frontal collision ”(mode 4) may be employed.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 10a ... Vehicle body, 11 ... Cabin, 12, 14 ... 1st support part, 13, 15 ... 2nd support part, 20 ... Suspension apparatus, 21, 22 ... Side member, 21a, 22a ... Front end part, 21b , 22b ... rear end, 23, 26 ... cross member, 23a ... first component piece, 23b ... second component piece, 23c, 23d ... through hole, 24, 25 ... load receiving portion, 27, 28 ... suspension, 30 , 31, 33 ... scheduled separation part, 32 ... fixed pin, 32a ... pin shaft part, 32b ... pin head, 41, 42 ... wheel, 100 ... colliding object, 101 ... corner part, 102 ... inner surface

Claims (6)

A vehicle suspension apparatus interposed between a vehicle body and a suspension that rotatably supports wheels,
A pair of left and right sides that are spaced apart from each other in the vehicle left-right direction and extend in a long shape along the vehicle front-rear direction, and whose front end portion and rear end portion are both attached to the vehicle front area of the cabin of the vehicle body. With side members,
A load receiving portion for receiving an external load at the time of a vehicle front collision provided outside the vehicle with respect to the vehicle left-right direction at the front end portion of each of the pair of left and right side members, than the rear end portion of the side member;
A suspension device for a vehicle, including: The vehicle suspension device according to claim 1,
A cross member extending in the vehicle left-right direction in order to connect the front end portions of each of the pair of left and right side members, and the cross member has an external load greater than or equal to a predetermined value at the load receiving portion. A suspension apparatus for a vehicle, comprising a scheduled separation portion that separates the cross member into a plurality of parts when the act acts. The vehicle suspension device according to claim 2,
The planned separation portion is a vehicle suspension device that is a planned fracture portion for separating the cross member into a plurality of pieces by breaking in a central region of the cross member in the vehicle left-right direction. The vehicle suspension device according to any one of claims 1 to 3,
Each of the pair of left and right side members has a vehicle suspension device having a rotation support shaft that supports the rear end portion so that the front end portion can rotate outwardly of the vehicle around the rear end portion. The vehicle suspension device according to any one of claims 1 to 4,
The load receiving portion has a vehicle width dimension of 25 on the vehicle outer side from a virtual center line extending in the vehicle front-rear direction through the vehicle left-right center of the vehicle body at the front end of each of the pair of left and right side members. A suspension device for a vehicle, provided at a position separated by a distance corresponding to%. The vehicle suspension device according to any one of claims 1 to 5,
The load receiving portion includes a stepped shape that is recessed from the front end portion of each of the pair of left and right side members toward the rear of the vehicle.

Images