JP2019217820A - Front body structure of vehicle - Google Patents

Abstract

To reduce vibration which is transmitted from a suspension to a sub-frame, while compensating suspension bearing performance which is requested for a rubber bush interposing between a suspension arm included in the suspension and a suspension attachment included in the sub-frame.SOLUTION: A high-rigidity part (for example 85a, 85b, 85c, or any of 88b to 88f) that reinforces an attachment 241, 242, or 67r against an input load emanating from a lower arm 100 is formed in a region near the attachment 241, 242, or 67r to which the lower arm 100 is attached via a rubber bush 25 or 69, in a sub-frame 10 that bears a suspension arm 100 included in a suspension and is disposed below a body-side frame 1 extending in a vehicular fore-and-aft direction in a front part of a vehicle body.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a front body structure of a vehicle including a subframe that is mounted below a vehicle body-side frame extending in a vehicle front-rear direction and that supports a suspension arm provided on a suspension.

  For example, a configuration is known in which a sub-frame is provided below a vehicle-body-side frame extending in a vehicle front-rear direction at a vehicle body front portion and supports a suspension arm provided for a front wheel suspension.

  In such a front portion of the vehicle body, the vibration input to the subframe from the suspension as a vibration source is transmitted to the vehicle body via a mounting portion of the subframe to the vehicle body.

  As a vibration input point from the suspension to the subframe, for example, the suspension mounting portion is located on the upstream side in the transmission path of the vibration transmitted from the vibration source to the vehicle body, and measures for reducing vibration in such a suspension mounting portion are provided. Is considered to be effective because the vibration can be reduced before the vibration is diffused to the entire subframe or the vehicle body side.

  By the way, in an automobile, in order to reduce the vibration transmitted from outside the vehicle, it is effective to stop the transmission of vibration between these two members at a connecting portion between two vehicle members connected to each other. . For example, Patent Literature 1 below discloses a configuration in which two vehicle members are connected via a vibration reduction member (30).

  However, in such a configuration, in order to obtain a vibration reduction effect between the two vehicle members, it is necessary to add a vibration reduction member (30) made of an elastic body between these members, and the number of parts is reduced. Leads to an increase.

  Generally, in a suspension mounting portion of a subframe, a suspension arm provided on the suspension is mounted via a rubber bush made of an elastic body. Therefore, this rubber bush is used as a vibration reduction member (30) made of the same elastic body. It is also conceivable to use them both.

  However, if the rubber bush is formed with priority given to elasticity suitable as a vibration reduction member, there is a concern that suspension support performance such as suspension geometry may be affected.

JP 2013-23049 A

  SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and has been made in consideration of a suspension supporting performance required for a rubber bush interposed between a suspension arm provided on a suspension and a suspension mounting portion provided on a subframe. To provide a front vehicle body structure of a vehicle capable of reducing vibration transmitted from a vehicle to a subframe.

  The present invention relates to a front body structure of a vehicle including a subframe which is attached to a vehicle body side frame extending in a vehicle front-rear direction at a vehicle body front portion and supports a suspension arm provided on a suspension. And a high-rigidity portion that reinforces the mounting portion against an input load from the suspension arm is provided near the mounting portion to which the suspension arm is mounted via a rubber bush.

  According to the above configuration, by providing the high rigid portion in the vicinity of the mounting portion, the mounting portion provided on the subframe (downstream member of the vibration transmission path) as the mounting member, and the mounted member provided on the subframe. A difference in rigidity can be generated between the rubber arm and the rubber bush (upstream member of the vibration transmission path), and vibration transmission from the suspension arm to the subframe via the rubber bush can be reduced. Further, since it is not necessary to change the elasticity (rigidity) of the rubber bush itself, there is no influence on the suspension geometry and the like, and the intended suspension geometry and the like can be achieved.

  As an aspect of the present invention, the high-rigidity portion is a rib extending from the mounting portion along a load input direction.

  As described above, by forming the high-rigidity portion with the rib, the transmission of vibration from the suspension arm to the subframe via the rubber bush can be effectively reduced without increasing the number of components.

  Furthermore, when the sub-frame is formed by molding by forming the high-rigidity portion with a rib, the rib can be integrally formed so as to have a desired portion, projecting length, and number at the time of molding.

  As an aspect of the present invention, a cross member extending in the vehicle width direction is connected to a portion near the mounting portion corresponding to an extension of the load input direction from the suspension arm to the mounting portion.

  According to the above configuration, since the input load from the suspension arm to the mounting portion can be supported by the connecting portion connecting the cross member to the vicinity of the mounting portion so as to receive the input load from the inner side in the vehicle width direction of the sub-frame, The connection portion can be configured as a high rigidity portion that reinforces a portion near the attachment portion.

  Thus, a difference in rigidity between the rubber bush and the mounting portion can be further generated, and the effect of reducing vibration transmitted to the subframe can be enhanced.

  As an aspect of the present invention, a connection portion of the cross member to a portion near the attachment portion is provided at a portion coinciding with the attachment portion in a vehicle longitudinal direction.

  According to the above configuration, since the connecting portion of the cross member is provided at a position coinciding with the mounting portion in the front-rear direction of the vehicle, the input load from the suspension arm to the mounting portion inward in the vehicle width direction is applied by the connecting portion. , Can be received directly from the inside of the sub-frame in the vehicle width direction. Thereby, the effect of reducing the vibration transmitted to the sub-frame by providing the connecting portion of the cross member can be further enhanced.

  As an aspect of the present invention, a connecting portion of the cross member to a portion near the mounting portion is provided offset from the mounting portion in a vehicle front-rear direction, and the high-rigidity portion is connected to the mounting portion. And a protruding portion protruding along the cross member from a corner between the connecting portion of the cross member and the subframe.

  According to the above configuration, even if the connecting portion of the cross member is provided offset in the vehicle front-rear direction with respect to the mounting portion, the projecting portion as the high rigidity portion allows the connecting portion of the cross member to be connected to the connecting portion of the cross member. In cooperation, the input load from the suspension arm to the mounting portion can be effectively received. Thereby, even if the connecting portion of the cross member is provided to be offset in the vehicle front-rear direction with respect to the mounting portion, the effect of reducing the vibration transmitted to the subframe by providing the connecting portion of the cross member is provided. It can be even higher.

  As an aspect of the present invention, the rib is provided between the mounting portion and the cross member so as to connect the mounting portion and the cross member via the projecting portion.

  According to the above configuration, the input load from the suspension arm to the mounting portion can be distributed to the cross member via the rib. Therefore, the rib cooperates with the connection portion of the cross member to transfer the load from the suspension arm to the mounting portion. The input load can be received effectively.

  As an aspect of the present invention, a truss-shaped portion surrounding the rib in a truss shape when viewed from the bottom is provided in the vicinity of the mounting portion.

  By providing the truss-shaped portion in the vicinity of the mounting portion, the mounting portion can be effectively made rigid with minimum ribs.

  As an aspect of the present invention, the subframe includes a front support portion that supports the suspension arm by the mounting portion, and a rear support portion that supports the suspension arm at a position rearward of the front support portion. In the vicinity of the rear support portion, as the high rigidity portion, a rib extending radially in a bottom view along the load input direction from the suspension arm is provided around the mounting portion provided on the rear support portion. Things.

  According to the above configuration, the mounting portion provided on the rear support portion can be effectively increased in rigidity (reinforced) against a load such as a moment load input from the suspension arm to the rear support portion. A rigidity difference can be generated between a mounting portion of the support portion and a rubber bush as a member to be mounted provided on the sub-frame, which is mounted on the mounting portion, and a sub-frame is provided from the suspension arm via the rubber bush. Vibration transmission to the motor can be reduced.

  According to the present invention, the vibration transmitted from the suspension to the subframe is compensated for while compensating the suspension support performance required for the rubber bush interposed between the suspension arm provided on the suspension and the suspension mounting portion provided on the subframe. Can be reduced.

FIG. 1 is a perspective view of a front portion of a vehicle body provided with a subframe structure according to the embodiment. FIG. 2 is a side view of a vehicle body front portion provided with the subframe structure according to the embodiment. FIG. 2 is a plan view of a front portion of the vehicle body provided with the subframe structure according to the embodiment. FIG. 4 is a perspective view of a main body member of the sub-frame and the periphery thereof as viewed from the inside in the vehicle width direction and obliquely rearward from above. FIG. 5 is an exploded perspective view of a main body member of the sub-frame and a part of a second front cross member viewed from below. The side view which looked at the main-body member of the sub-frame which disassembled the PT mount and the holding member from the vehicle width direction outer side. The bottom view of the main-body member of a sub-frame. FIG. 4 is an enlarged sectional view taken along line AA in FIG. 3. FIG. 4 is a model diagram showing a vibration transmission member by a one-degree-of-freedom mass spring model, and a schematic diagram showing a state of energy transmission according to a difference in rigidity of the vibration transmission member with respect to the vibration transmission member. FIG. 4 is a diagram illustrating a relationship between dynamic rigidity and dynamic energy of a vibration transmission member.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the right of the vehicle, arrow L indicates the left of the vehicle, arrow U indicates the upper side of the vehicle, arrow OUT indicates the outer side in the vehicle width direction, and arrow IN indicates the outer side. It shall indicate the inside in the vehicle width direction.

  1 to 4 show a front vehicle body structure according to an embodiment of the present invention. First, a premise structure of the front vehicle body structure of the embodiment will be mainly described with reference to FIGS.

  As shown in FIGS. 1 and 2, a front side frame 1 formed of a frame member as a strength member extending in the vehicle front-rear direction is provided on both left and right sides of the engine room E (see FIG. 3). A dash cross 5 extending in the vehicle width direction is connected to the rear portions of the pair of left and right front side frames 1.

  In this embodiment, the drive system is a front engine rear drive (FR). As shown in FIG. 3, an engine room E between the front side frames 1 has an engine 3 of a vertical arrangement type and is connected to a rear portion thereof. And a power train 2 having a transmission 4.

  As shown in FIGS. 1 and 2, each front side frame 1 includes a front straight portion 1 a extending linearly forward from the dash cross 5, an inclined portion 1 b descending rearward from the dash cross 5 toward the rear of the vehicle body, A rear straight portion 1c extending linearly further rearward from the lower end of the inclined portion 1b and connected to a floor frame (not shown) is provided. As shown in FIG. 2, each front side frame 1 has a rear straight portion 1c formed to be lower than a front straight portion 1a.

  As shown in FIGS. 1 and 2, a pair of left and right main crash cans 8 made of a tubular body or the like that absorbs an impact at the time of a collision is provided at the front end of each front side frame 1 via a set plate 6 and a mounting plate 7. Is provided. A bumper reinforcement 9 extending in the vehicle width direction is attached to the front end surfaces of the pair of left and right main crash cans 8.

Below each front side frame 1, a sub-frame 10 that supports the lower arm 100 of the suspension is arranged.
As shown in FIG. 3, the lower arm 100 is a suspension arm provided at a lower portion of the suspension, and includes a front arm portion 101 extending substantially parallel to the vehicle width direction and a middle portion of the front arm portion 101 in the vehicle width direction. A rear arm portion 102 extending substantially horizontally inward and rearward in the vehicle width direction is formed in a substantially L-shape in plan view. A front connecting portion 101a connected to a front side of a body member 20 described later provided on the sub-frame 10 is provided at an inner end in the vehicle width direction of each of the front and rear arms 101 and 102. A side connecting portion 102a is formed (see FIGS. 1 to 3).

  As shown in FIGS. 1 to 3, the subframe 10 mainly includes a pair of left and right subframe body members 20 (hereinafter abbreviated as “body member 20”), a pair of left and right extension frames 12, The front cross members 13 and 14 (see FIGS. 1 and 3) and the rear cross member 15 (see FIG. 3) are provided.

  As shown in FIG. 2, the main body member 20 extends along the vehicle front-rear direction, and extends from the intermediate position in the vehicle front-rear direction of the front straight portion 1 a to the inclined portion 1 b with respect to the front side frame 1. As shown in FIG. 3, the main body member 20 has its front end disposed forward of the front end of the engine 3.

The second front side cross member 14 and the rear side cross member 15 are located between the front portions 21 and 21 and between the rear portions 61 and 61 of the pair of left and right main body members 20, respectively. 61 and 61 extend linearly so as to bridge each other in the vehicle width direction (see FIG. 3).
The details of the main body member 20, the second front cross member 14, and the rear cross member 15 will be described later.

  As shown in FIGS. 1 to 4, the extension frame 12 linearly extends forward from the front end of the main body member 20, and receives from the front end a front collision load that cannot be absorbed by a sub-crush can 19 described later during a front collision. It is a frame member that absorbs by crushing and deforming, and is disposed below the front straight portion 1a of the front side frame 1 as shown in FIG.

  As shown in FIG. 3, a connection member 16 is connected to the front end of the extension frame 12, and a first front cross member that bridges the pair of left and right connection members 16 in the vehicle width direction is provided between the pair of left and right connection members 16. The member 13 extends linearly.

  As shown in FIGS. 2 and 3, a rear surface of a sub-crash can 19 extending in the vehicle front-rear direction is connected to a front surface of the connection member 16 via a set plate 18 and a mounting plate 17. A sub-bumper beam 11 is provided at a front portion of the sub-crash can 19. The sub-bumper beam 11 is a so-called foot sweeping member that, when a vehicle and a pedestrian collide with each other, pushes the pedestrian's legs to incline the pedestrian on the bonnet, thereby preventing a secondary collision.

  As shown in FIGS. 2 and 3, the connection member 16 is formed in a tower shape extending upward with respect to each connection portion with the extension frame 12 and the first front cross member 13 (see FIG. 3). ing. Further, the connecting member 16 is formed in a hollow box shape, and the upper surface of the outer portion in the vehicle width direction is attached to the lower surface of the front side frame 1 via a mounting bush by a fastening member (not shown). Thus, a front vehicle body mounting portion 71 is formed above the connecting member 16.

  Hereinafter, the premise structure of the present embodiment will be described with reference to FIGS. 1 to 8, focusing on the main body member 20 of the sub-frame 10. The pair of left and right subframes 10 has a symmetrical shape, so that the following description will be made based on the configuration on the left side, except where particularly indicated.

  As shown in FIGS. 3 and 4, the main body member 20 of the sub-frame 10 includes a front part 21 to which the extension frame 12 and the second front cross member 14 are connected, and a rear part 61 to which the rear cross member 15 is connected. And an intermediate portion 31 connecting the front portion 21 and the rear portion 61, and is an aluminum block made of one member integrally formed by casting such as aluminum die casting.

  As shown in FIG. 5, the front portion 21 has an insertion portion 22 formed in a concave shape from the front end to the rear at the outside in the vehicle width direction and at the front portion. Then, as shown in FIGS. 1 to 4, the extension frame 12 is integrally connected to the main body member 20 by inserting a rear portion thereof into the insertion portion 22.

  As shown in FIGS. 3 to 7, a front connecting portion 101 a (see FIGS. 3 and 4) provided at the vehicle width direction inner end of the front arm portion 101 of the lower arm 100 is provided outside the front portion 21 in the vehicle width direction. A front support portion 24 for swingably supporting is formed.

  Specifically, as shown in FIG. 5 to FIG. 7, the front support portion 24 includes a pair of front and rear portions formed so as to protrude outward in the vehicle width direction with an interval in the vehicle front and rear direction outside the front portion 21 in the vehicle width direction. Are formed by the mounting portions 241 and 242 of FIG.

  On the other hand, as shown in FIGS. 3 and 4, the front connecting portion 101a of the lower arm 100 includes a shaft member 26 that extends through the rubber bush 25 buried in the front connecting portion 101a and extends in the vehicle front-rear direction. I have.

  The shaft member 26 has its front side with respect to the rubber bush 25 in the axial direction fastened and fixed to the front mounting part 241 and its rear side to the rear mounting part 242 by bolts or the like.

  As described above, the front support portion 24 fixes the shaft member 26 at two points by the pair of front and rear mounting portions 241 and 242, and thereby the front connection portion 101a of the lower arm 100 via the shaft member 26 (rubber bush 25). Is supported.

  As shown in FIGS. 1, 2, and 4 to 8, the intermediate portion 31 of the main body member 20 of the subframe 10 is connected to a PT side bracket 201 (see FIG. 8) provided on the power train 2 side. An accommodating portion 33 for accommodating the mount support structure 36 (PT mount 36) (see FIG. 3) is provided.

  The housing portion 33 is formed in a hollow shape having a housing space 33s (see FIGS. 5 to 7) opened downward. As shown in FIGS. 6 and 8, the PT mount 36 is housed in the internal housing space 33 s through the opening 33 a below the housing 33.

  As shown in FIG. 8, the PT mount 36 housed in the housing space 33s passes through the through hole 372c1 (neck insertion hole 372c1) formed in the upper wall 331 of the housing 33, and the upper surface of the upper wall 331. The mounting rubber 38 protrudes upward with respect to the mounting bracket 38, and the PT bracket mounting protruding piece 39 provided on the upper part of the mounting rubber 38 is connected to the PT side bracket 201 on the engine 3 side. The side bracket 201 is elastically supported from below.

  As shown in FIGS. 6 and 8, the lower part of the housing part 33 is attached to the peripheral edges 30 a and 30 b (see FIG. 7) of the opening 33 a by bolts or the like so as to cover the opening 33 a below the housing space 33 s. And a holding member 40 for holding the PT mount 36 housed in the housing portion 33 from below. A PT mount fitting portion 41 is provided inside the holding member 40, and the PT mount 36 is held in a state of being fitted into the PT mount fitting portion 41 (see FIG. 8).

  As shown in FIGS. 4 and 8, the housing portion 33 is formed with an intermediate projecting portion 34 that extends horizontally from the outer edge 31 a of the upper wall portion 331 in the vehicle width direction to the outside in the vehicle width direction.

  At a corner portion between the front edge and the outer edge in the vehicle width direction in a plan view of the intermediate overhang portion 34, an intermediate vehicle body mounting portion 72 for mounting the sub-frame 10 to the vehicle body at an intermediate position of the main body member 20 in the vehicle longitudinal direction is provided. , And are erected in a columnar (cylindrical) shape so as to protrude upward.

  As shown in FIGS. 6 and 7, between the housing portion 33 and the intermediate vehicle body mounting portion 72 (specifically, an outer wall surface 332 a on the side wall portion 332 of the housing portion 33 on the outside in the vehicle width direction, and the intermediate overhang portion 34). ) Are provided with a plurality of reinforcing ribs 51a, 51b extending in the up-down direction and the vehicle front-rear direction for reinforcing between the 33 (332a), 72 (34).

  As shown in FIGS. 4 to 7, the rear portion 61 of the main body member 20 includes a rear front side 62 extending substantially linearly along the vehicle front-rear direction, and a rear end 62 from the rear end of the rear front side 62 with respect to the vehicle front-rear direction. The rear portion 63 is formed integrally with a rear portion 63 that extends substantially linearly inclining outward in the vehicle width direction toward the rear.

  Further, as shown in FIGS. 4 and 6, a rear wall 61 of the main body member 20 has a vertical wall rising upward with respect to the upper surface of a base portion extending in the vehicle front-rear direction at the center of the rear wall 61 in the vehicle width direction. A portion 64 is formed. The vertical wall portion 64 extends in the vehicle front-rear direction from the front end to the front portion of the rear rear portion 63 at the outer edge in the vehicle width direction of the rear front portion 62 of the rear portion 61, and gradually lowers rearward. As shown in FIG.

  The front end of the vertical wall portion 64 is formed integrally with the housing portion 33 so as to extend continuously and rearward from the rear end of the side wall portion 332 of the housing portion 33, and is formed integrally with the upper wall portion 331 of the housing portion 33. They are formed at the same height.

  As shown in FIG. 5 to FIG. 7, the rear projections extending outward in the vehicle width direction are provided at the outer corners (inner corners in plan view) of the rear front side 62 and the rear rear side 63. A part 66 is formed.

As shown in FIG. 7, a rear connecting portion 102 a (see FIGS. 1 to 3) provided at an inner end in the vehicle width direction of a rear arm portion 102 of the lower arm 100 is swung outward in the vehicle width direction of the rear portion 61. A rear support portion 67 for movably supporting is formed.
Specifically, as shown in FIGS. 1 to 3, the rear support portion 67 includes a lower arm rear support bracket 67A.

As shown in FIG. 6, the lower arm rear support bracket 67A includes mounting flanges 67a and 67b mounted on the main body member 20 of the sub-frame 10 on each of the front and rear sides thereof, and a pair of front and rear mounting flanges 67a and 67b. The front mounting flange portion 67a of the front mounting flange portion 67b is fastened and fixed via a bolt to a bolt fastening hole 67aa formed on the outer wall surface of the vertical wall portion 64 in the vehicle width direction, while the rear mounting flange portion 67b is stretched rearward. It is fastened and fixed via a bolt to a bolt fastening hole 67bb (see FIGS. 5 and 7) formed in the protrusion 66.
Here, the peripheral edge of the bolt fastening hole 67bb in the rear projecting portion 66 is set to the rear mounting portion 67r (see FIGS. 5 and 7).

  The rear connecting portion 102a of the lower arm 100 has a shaft member 68 (see FIGS. 4, 6, and 7) extending rearwardly attached to a rubber bush 69 (see FIG. 4) provided inside the lower arm rear support bracket 67A. By being inserted, it is pivotally supported by the rear support 67 (see FIGS. 6 and 7).

  Thus, the front connecting portion 101a and the rear connecting portion 102a of the lower arm 100 are arranged coaxially and parallel to the vehicle front-rear direction (see FIG. 3).

  As shown in FIGS. 1 to 4 and 6, a rear body mounting portion 73 fastened and fixed to the lower surface of the front side frame 1 via a mounting bush is provided on the upper surface of the rear portion 63 on the rear side. Is formed.

  As described above, the sub-frame 10 is attached to the front side frame 1 at the three positions of the rear vehicle body attachment portion 73, the front vehicle body attachment portion 71, and the intermediate vehicle body attachment portion 72 described above.

  By the way, in the vehicle body front structure including the above-described subframe 10, the suspension becomes a vibration generating source by receiving a traveling load from the front wheels, and the vibration input to the subframe 10 from the suspension It is transmitted to the vehicle body via the vehicle body mounting portions 71, 72, 73.

  In such a vibration transmission path from the vibration source to the vehicle body, the inventors attach an upstream member (vibration transmission member) located upstream and a downstream member (vibration transmission member) located downstream. Attention was paid to the fact that providing a difference in rigidity between the vibration generating source and the transmitted member is effective in reducing vibration transmitted from the vibration source to the vehicle body.

In the following, the above-described technical idea of providing a rigidity difference between two members attached to each other is applied to the support portions 24 and 67 on each of the front and rear sides as a suspension attachment portion in the subframe 10, and the rubber provided on the suspension is provided. FIGS. 9A and 9B illustrate an example in which an external force (vibration) is input from the bushes 25 and 69 (vibration transmitting members) to the front and rear support portions 24 and 67 (vibration receiving members). b2), which will be described with reference to FIG.
FIG. 9A is a model diagram showing the sub-frame 10 as a one-degree-of-freedom spring-mass model, and showing how the external force F is input to the one-degree-of-freedom system spring-mass model. . M1 and k1 in FIG. 9A indicate rigidity and elasticity of the subframe 10, respectively.

  In addition, according to a difference in rigidity between the rubber bush 25 as an external force input point and the front support 24 as a suspension mounting portion, the energy received by the front support 24 when an external force is input to the subframe 10. The relationship of the change in (m1 dynamic elastic energy) was as shown in the graph of FIG.

  FIG. 10 is a graph showing the relationship between dynamic rigidity (m1 dynamic rigidity, in other words, elastic coefficient k1) and m1 dynamic elastic energy based on the one-degree-of-freedom mass damper model of only the subframe 10.

  Here, in examining the effect of the m1 dynamic elastic energy accompanying the change in the m1 dynamic rigidity, as shown in FIG. 9A, one freedom modeled based on only the subframe 10 without the rubber bush 25 is used. The degree-based spring / mass model is adopted because, when a difference in rigidity is provided between the rubber bush 25 and the front support portion 24, the rubber bush 25 made of an elastic body and the subframe 10 made of a rigid body are used. This is because there is a large difference in rigidity from the beginning, and it is better to focus on increasing the absolute rigidity of the sub-frame 10 than on the rigidity ratio (relative size) of the sub-frame 10 to the rubber bush 25. Does not change the elasticity of the rubber bush 25, and consequently has a difference in rigidity with the rubber bush 25 to enhance the vibration reduction effect. This is because that can be expected.

  That is, in providing a difference in rigidity between the vibration transmitting member and the vibration transmitted member, as described above, the rigidity of the vibration transmitted member is not limited to being changed (increased), but may be, for example, vibration transmission. It is also conceivable to change the rigidity of the member side. However, in the present embodiment, changing the rigidity of the rubber bush of the suspension as the vibration transmitting member leads to changing the elasticity of the rubber bush appropriately set in consideration of the suspension geometry and the like, and supporting the suspension. There is a concern that performance will be adversely affected. For this reason, in the present embodiment, a configuration is adopted in which a rigidity difference is provided between the two members by increasing the rigidity on the side of the subframe 10 as the vibration transmission member.

  As shown by the waveform L in the graph of FIG. 10, when the external force F is input from the external force input point, the m1 dynamic elastic energy has a characteristic of linearly decreasing as the m1 dynamic rigidity increases.

  That is, as is apparent from the waveform L in the graph of FIG. 10, it can be said that the higher the rigidity of the subframe 10 as the vibration receiving member is, the larger the amount of rebound and the more effective the vibration reduction effect is. .

  In other words, when an external force is locally applied to a part of the vibration transmitted member and the rigidity around the part is low (when the difference in rigidity between the vibration transmitting member and the vibration transmitted member is small), FIG. As shown in FIG. 9 (b1), the reflection amount of the vibration energy reflected by the vibration transmitted member decreases. That is, the transmission amount (reception amount) of the vibration energy to the vibration transmission member increases. On the other hand, when the rigidity of the vibration transmission member is high (when the rigidity difference between the vibration transmission member and the vibration transmission member is large), as shown in FIG. The amount of energy reflection increases. That is, the amount of vibration energy transmitted to the vibration transmission member is reduced.

  Therefore, in the present embodiment, as a structure embodying the above-described technical idea, the front side of the subframe 10 as the premise structure, on which the lower arm 100 is mounted via the rubber bushes 25 and 69, is provided. The load applied from the lower arm 100 (F1, FIG. 7 in FIG. 3, FIG. 7) to the vicinity of the support portion 24 (a pair of front and rear mounting portions 241, 242) and the rear support portion 67 (rear mounting portion 67r). A specific structure will be described in which a high rigidity portion is provided to reinforce the support portions 24 and 67 on each of the front and rear sides (that is, increase the elastic coefficient) with respect to the middle moment load M).

  A guide recess as a high-rigidity portion for reinforcing the front-side mounting portion 241 in the vicinity of the front-side mounting portion 241 of the front-side supporting portion 24 that supports the front-side connecting portion 101a of the lower arm 100 in the main body member 20 of the sub-frame 10. 23 are provided.

  As shown in FIGS. 4, 5, and 7, the guide recess 23 is located near the front mounting portion 241 at the front of the front portion 21, and is provided with a lower arm 100 (specifically, a rubber provided on the front connection portion 101 a). The bush 25) is provided at a position corresponding to an extension in the vehicle width inward direction which is a load input direction to the front mounting portion 241. In other words, the guide concave portion 23 is provided at a position that coincides with the front mounting portion 241 in the vehicle front-rear direction (see FIG. 7).

  Such a guide recess 23 is provided as a connecting portion of the second front side cross member 14 so as to extend inward in the vehicle width direction from the inner edge of the intermediate portion 31 and the rear portion 61 in the vehicle width direction, and is provided with an upper wall portion 23a. And a pair of guide side walls 23b, 23c extending downward from the front and rear sides of the upper wall 23a, and a vehicle width direction outer wall 23d extending downward from the vehicle width direction outer end of the upper wall 23a. It is formed in a concave shape that opens inward in the width direction (see especially FIGS. 5 and 7).

  The guide recess 23 is provided at the front part of the front part 21 as described above. More specifically, the guide recess 23 is provided in the front part of the front part 21 in the vehicle width inward direction which is a load input direction from the lower arm 100 (specifically, the rubber bush 25 provided on the front connection part 101a) to the front attachment part 241. Are provided in the vicinity of the front mounting portion 241 corresponding to the extension of the front side. In other words, the guide recess 23 as a connection portion of the second front cross member 14 is provided at a position that coincides with the front mounting portion 241 in the vehicle front-rear direction, as described above. The second front cross member 14 extends inward in the vehicle width direction from such a guide recess 23.

  As shown in FIGS. 4 and 5, the second front side cross member 14 is integrally joined to each of the walls 23 a to 23 c by welding or the like in a state where the outer end in the vehicle width direction is fitted in the guide recess 23. Have been. As a result, the second front cross member 14 extends inward in the vehicle width direction from such a guide concave portion 23, and bridges between the front portions 21 of the pair of left and right main body members 20 in the vehicle width direction. (See FIG. 3).

  Further, in the vicinity of the rear mounting portion 242 of the front supporting portion 24 that supports the front connecting portion 101a of the lower arm 100 on the bottom surface of the main body member 20 of the sub-frame 10, the rear mounting portion 242 is reinforced. Bottom front reinforcing ribs 85a, 85b, 85c are provided as high rigidity portions (see FIGS. 5 and 7).

  As shown in FIGS. 5 and 7, the first to third bottom front reinforcing ribs 85 a, 85 b, and 85 c are located on the bottom surface of the front portion 21 of the main body member 20 and are attached to the rear mounting portion 242. It is formed to protrude downward at a peripheral portion in the width direction inside, and all extend along the vehicle width direction inside which is the load input direction from the rear mounting portion 242. Specifically, the first to third bottom front reinforcing ribs 85a, 85b, 85c are radially formed so that the interval in the vehicle front-rear direction between adjacent ones with the rear mounting portion 242 as a center when viewed from the bottom surface gradually increases. Extends.

  By the first to third bottom front reinforcing ribs 85a, 85b, 85c, a load in the vehicle width direction (lateral) input from the front wheels to the front support portion 24, particularly the rear mounting portion 242, via the lower arm 100 during traveling. ) Is efficiently distributed over the entire front part 21.

  As shown in FIGS. 5 and 7, the bottom surface of the main body member 20 of the subframe 10 projects downward from the bottom surface at each of the inner and outer edges in the vehicle width direction and extends substantially along the vehicle front-rear direction. Extending vehicle width inner edge ribs 81 and vehicle width outer edge ribs 82 are formed, and the above-described first to third bottom front reinforcing ribs 85a, 85b, 85c combine the vehicle width outer edge ribs 82 and the vehicle width inner edge ribs 81 with each other. It extends along the vehicle width direction so as to be connected.

  As described above, on the bottom surface of the front portion 21 of the main body member 20, the second front cross member 14 coincides with the front mounting portion 241 of the front support portion 24 in the vehicle front-rear direction, and the vicinity of the front mounting portion 241. (See FIG. 5).

On the other hand, the first to third bottom front reinforcing ribs 85a, 85b, 85c coincide with the rear mounting portion 242 in the front-rear direction of the vehicle and are respectively provided at portions near the rear mounting portion 242 (FIG. 5). , FIG. 7).
Accordingly, the vicinity of the front support portion 24 has a configuration in which rigidity is increased with respect to load input to the inside in the vehicle width direction from each of the front attachment portion 241 and the rear attachment portion 242.

  Further, as shown in FIGS. 4, 5, and 7, at least a front portion 21 of the main body member 20 in the vehicle front-rear direction includes a base portion of the main body member 20 extending in the vehicle front-rear direction (the vehicle width direction extending in the vehicle front-rear direction). A front side protruding portion 27 that protrudes inward in the vehicle width direction is formed integrally with the (center portion).

  The front overhang portion 27 is integrally formed of the above-described guide recess 23 to be joined with the second front cross member 14 fitted therein and a reinforcement overhang portion 271 that reinforces the guide recess 23 behind the guide recess 23. Is formed.

  The reinforcement overhang 271 of the present embodiment is a part of a high rigidity portion that reinforces the front support portion 24 (the front mounting portion 241 and the rear mounting portion 242) against an input load from the lower arm 100, similarly to the guide recess 23. In the vicinity of the front support portion 24, at the corner between the guide recess 23 and the base portion (the center portion in the vehicle width direction) of the main body member 20, along the second front cross member 14 (in the vehicle width direction). (Toward the inside).

  That is, as shown in FIG. 7, the reinforcement overhang 271 is formed in a range from the front part of the intermediate part 31 (housing part 33) to the rear edge of the guide recess 23. Further, the reinforcing overhang 271 is formed integrally with the rear edge of the guide recess 23 so that the front end thereof has substantially the same length as the guide recess 23 extending inward in the vehicle width direction. It is formed in an inclined shape in plan view so that the length of extension toward the inside in the vehicle width direction is reduced.

  As shown in FIGS. 5 and 7, the bottom of the front portion 21 branches from the front end of the above-described vehicle width inner edge rib 81 extending in the vehicle front-rear direction in a bifurcated manner in the vehicle width direction when viewed from the bottom. A pair of guide wall reinforcing ribs 83, 84 extending forward of the vehicle are formed so as to protrude downward. The pair of guide wall reinforcing ribs 83 and 84 are formed along the vehicle width direction so that the interval between the guide wall reinforcing ribs 83 and 84 increases toward the front of the vehicle.

  Specifically, the guide wall first reinforcing rib 83 of the pair of guide wall reinforcing ribs 83 and 84 extends inward in the vehicle width direction toward the front of the vehicle at the front protrusion 27 (reinforcement protrusion 271), and its front end is The rear guide wall 23c in the connection guide recess 23 of the second front cross member 14 is connected to the inner end in the vehicle width direction.

On the other hand, the guide wall reinforcing ribs 84 (guide second wall reinforcing ribs 84) on the outer side in the vehicle width direction extend outward in the vehicle width direction toward the front of the vehicle. Direction.
Thus, the guide wall first reinforcing rib 83, the guide second wall reinforcing rib 84, and the rear guide wall 23c form a truss-shaped portion Ta having a substantially truss shape when viewed from the bottom.

  With the above configuration, the first to third bottom front reinforcing ribs 85a, 85b, 85c are guided on the bottom surface of the front portion 21 via the vehicle width inner edge rib 81 and the pair of guide wall reinforcing ribs 83, 84. The recess 23 extends so as to be connected to the rear guide wall 23c.

  Here, the rear mounting portion 242 is provided to be offset rearward of the vehicle with respect to the guide recess 23 as a connecting portion of the second front cross member 14 (see FIGS. 5 and 7). By connecting the guide recess 23 and the rear mounting portion 242 substantially continuously by the reinforcing ribs 85a, 85b, 85c, 81, 83, and 84, the rigidity of the rear mounting portion 242 and the vicinity thereof is effectively reduced. It has a higher configuration.

  As shown in the figure, the reinforcement projection 271 of the front projection 27 has a vehicle width direction inner edge reinforcing rib 86a extending along the vehicle width direction inner edge thereof, and a vehicle width at a distance from the front to the rear of the vehicle. First to third front overhang portion reinforcing ribs 86b to 86d extending in the direction are formed, all of which are formed to protrude downward from the bottom surface portion.

  Subsequently, as shown in FIGS. 5 and 7, the main body 20 of the sub-frame 10 is provided near the rear supporting portion 67 that supports the rear connecting portion 102 a of the lower arm 100, and the rear supporting portion 67 ( In particular, the high rigidity portion that reinforces the rear mounting portion 67r) will be described.

  As shown in the drawing, the lower arm rear support bracket 67A provided in the rear support portion 67 is provided with the rear mounting flange portion 67b as described above, and the rear mounting flange portion 67b is stretched rearward. A high-rigidity portion that reinforces the rear mounting portion 67r is provided in the vicinity of the rear mounting portion 67r corresponding to the mounting portion to the protrusion 66.

  Specifically, as shown in FIGS. 5 and 7, the inside of the rear portion of the rear portion 61 on the rear side of the rear portion 61 (in other words, the front portion of the rear portion 63 on the rear side) is a high rigidity portion. A guide recess 74 is provided.

  The guide recess 74 includes an upper wall 74a capable of fitting the rear cross member 15 (see FIGS. 3 and 4), a pair of guide side walls 74b and 74c extending downward from both front and rear ends of the upper wall 74a. A vehicle width direction outer wall portion 74d extending downward from the vehicle width direction outer end of the wall portion 74a is fitted downward to the vehicle width direction outer end portion of the rear cross member 15 so as to be connectable and open downward and inward in the vehicle width direction. It is formed in a concave shape.

  The rear cross member 15 is integrally joined to the wall portions 74a, 74b, 74c by welding or the like while being fitted into the guide recess 74. Thereby, the rear cross member 15 extends linearly between the rear portions of the pair of left and right main body members 20 so as to bridge them in the vehicle width direction.

  Further, as shown in FIGS. 5 and 7, the first to seventh bottom rear ribs 88a as high rigid portions are provided on the bottom surface of the rear portion 61 of the main body member 20 near the rear mounting portion 67r. ~ 88 g are formed.

  The first to seventh bottom rear ribs 88a to 88g are formed between the vehicle width inner edge rib 81 and the vehicle width outer edge rib 82 along the vehicle width direction so as to connect these 81, 82.

  Of the first to seventh bottom rear ribs 88a to 88g, the second to sixth bottom rear ribs 88b to 88f are particularly suitable for the rear portion 61 to respond to the load input from the lower arm 100 to the rear support portion 67. This is provided on the inner peripheral portion as a high rigidity portion for reinforcing the inner peripheral portion in the vehicle width direction of the rear support portion 67 (particularly, the rear mounting portion 67r).

  More specifically, a moment load M (see FIG. 7) centered on the front support portion 24 in a plan view depends on the front-rear force applied to the front wheels while the vehicle is running from the lower arm 100 to the rear support portion 67 (particularly, the rear mounting portion). It may be applied to the main body member 20 of the sub-frame 10 via the portion 67r).

  For this reason, in the present embodiment, the second to sixth bottom rear ribs 88b to 88f with respect to the above-described moment load centered on the front support portion 24 input from the lower arm 100 to the rear support portion 67. Are formed radially around the rear support portion 67 (rear mounting portion 67r) in bottom view.

  Specifically, of the second to sixth bottom rear ribs 88b to 88f, the second and third bottom rear ribs 88b and 88c are located forward and in the vehicle width direction with respect to the rear support portion 67 (rear mounting portion 67r). The fourth to sixth bottom rear ribs 88d, 88e, 88f extend linearly inward in the vehicle width direction with respect to the rear support portion 67 (rear mounting portion 67r). I have.

  The vehicle width inner edge ribs 81, the vehicle width outer edge ribs 82, and the second and third bottom rear ribs 88b, 88c connecting these 81, 82 in the vehicle width direction and adjoining in the vehicle front-rear direction, as viewed from the bottom. Constitute a truss-shaped portion Tb having a substantially truss shape (see FIGS. 5 and 7).

  The vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the third and fourth bottom rear ribs 88c, 88d which connect these 81, 82 in the vehicle width direction and are adjacent in the vehicle front-rear direction, are substantially viewed from the bottom. A truss-shaped portion Tc forming a truss shape is formed (see FIG. 3).

  Further, the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the fourth and fifth bottom rear ribs 88d and 88e adjacent to each other in the vehicle front-rear direction while connecting these 81 and 82 in the vehicle width direction and viewed from the bottom. A truss-shaped portion Td having a substantially truss shape is formed (see the same figure).

  Furthermore, the fifth and sixth bottom rear ribs 88e and 88f both extend from the rear support portion 67 (rear mounting portion 67r) of the lower arm 100 to the front guide side wall portion 74b of the guide recess 74 of the rear portion 61. Thereby, the rear mounting portion 67r is continuously connected to the guide concave portion 74 via the fifth and sixth bottom rear ribs 88d and 88e, so that the rear mounting portion 67r and the rear supporting portion 67 The structure is such that the rigidity of the vicinity thereof is effectively increased.

  As shown in FIGS. 1 to 3, the front body structure of the vehicle according to the embodiment described above is mounted below a front side frame 1 as a vehicle body side frame extending in the vehicle front-rear direction and provided on a suspension. A sub-frame 10 for supporting the lower arm 100 as a suspension arm is provided (see FIGS. 1 to 3), and portions of the sub-frame 10 near the mounting portions 241, 242, 67r to which the lower arm 100 is attached via the rubber bushes 25, 69. In addition, a high rigidity portion is provided to reinforce the mounting portions 241, 242, 67r against an input load from the lower arm 100 (see especially FIGS. 5 and 7).

  According to the above configuration, by providing the high-rigidity portions in the vicinity of the attachment portions 241, 242, 67r, the rigidity of the vicinity of the attachment portions 241, 242, 67r is increased (that is, the absolute rigidity is increased). In addition, mounting portions 241, 242, 67r provided on the subframe 10 as mounting members (downstream members of the vibration transmission path) and rubbers as mounted members (upstream members of the vibration transmission path) provided on the lower arm 100. The difference in rigidity between the bushes 25 and 69 can be increased.

  Thereby, vibration transmission from the lower arm 100 to the sub-frame 10 via the rubber bushes 25 and 69 can be reduced.

  Therefore, it is not necessary to change the elasticity (rigidity) of the rubber bushes 25 and 69 themselves, so that there is no effect on the suspension geometry and the like, and the intended suspension geometry and the like can be achieved.

  As an aspect of the present invention, the high rigidity portion includes first to third bottom front reinforcing ribs 85a and 85b extending from the rear mounting portion 242 provided on the front support portion 24 along the load input direction (inward in the vehicle width direction). , 85c (rib) (see FIGS. 5 and 7), and second to sixth bottom surfaces extending from the rear mounting portion 67r provided in the rear support portion 67 along the load input direction (inward in the vehicle width direction). Rear ribs 88b to 88f (ribs) (see the same drawing).

  As described above, by forming the high rigidity portion by the ribs 85a, 85b, 85c, 88b to 88f, the vibration transmission from the lower arm 100 to the subframe 10 via the rubber bushes 25, 69 can be performed without increasing the number of parts. It can be reduced effectively.

  Furthermore, when the sub-frame 10 is formed by molding by forming the high rigidity portion with the ribs 85a, 85b, 85c, 88b to 88f, the ribs 85a, 85b, 85c, 88b to 88f are attached to the main body member 20. At the time of molding, they can be integrally formed to have a desired portion, a protruding length, and a number.

  As an aspect of the present invention, a portion near the mounting portions 241 and 242 corresponding to an extension of the load input direction from the lower arm 100 to the pair of front and rear mounting portions 241 and 242 provided on the front support portion 24 is provided in the vehicle width direction. A second front cross member 14 as a cross member extending (along the load input direction) is connected (see FIGS. 3 to 6).

  According to the above configuration, the input load from the lower arm 100 to the mounting portions 241, 242 is reduced by the guide recess 23 as a connecting portion that connects the second front cross member 14 to the vicinity of the mounting portions 241, 242. Since the guide recess 23 can be stretched and supported so as to be received from the inside in the vehicle width direction, the guide recess 23 can be configured as a high-rigidity portion that reinforces portions near the mounting portions 241 and 242.

  Thus, a difference in rigidity between the rubber bush 25 and the front support portion 24 can be further generated, and the effect of reducing vibration transmitted to the subframe 10 can be increased.

  As an aspect of the present invention, the guide recess 23 as a connecting portion of the second front cross member 14 to a portion near the mounting portions 241 and 242 is provided in the vehicle front-rear direction with the front mounting portion 241 of the mounting portions 241 and 242. It is provided at a coincident site (see FIG. 7).

  According to the above configuration, since the guide concave portion 23 as a connecting portion of the second front cross member 14 is provided at a position that coincides with the front mounting portion 241 in the vehicle front-rear direction, the vehicle input from the lower arm 100 to the front mounting portion 241. The guide concave portion 23 can directly receive an input load inward in the width direction from the inside of the sub-frame 10 in the vehicle width direction. Thus, the effect of reducing the vibration transmitted to the sub-frame 10 by providing the guide recess 23 can be further enhanced.

  As an aspect of the present invention, the guide recess 23 which is a connecting portion of the second front side cross member 14 to a portion near the mounting portions 241 and 242 is provided on the vehicle with respect to the rear mounting portion 242 of the mounting portions 241 and 242. The high-rigidity portion is provided in the vicinity of the rear-side mounting portion 242, and is offset from the corner between the guide recess 23 and the main body member 20 of the sub-frame 10. (2) Reinforcing overhangs 271 (overhangs) overhanging along the front cross member 14 (see FIGS. 4, 5 and 7).

  According to the above configuration, even if the guide recess 23 is provided to be offset forward with respect to the rear mounting portion 242, the reinforcing protrusion 271 as a high rigidity portion cooperates with the guide recess 23. An input load from the lower arm 100 to the rear mounting portion 242 can be effectively received. Thus, the effect of reducing the vibration transmitted to the sub-frame 10 by providing the guide recess 23 can be further enhanced.

  As an embodiment of the present invention, the reinforcing ribs 85 a, 85 b, 85 c, 81, 83, 84 (ribs) are provided between the rear mounting portion 242 and the second front cross member 14 via the reinforcing protrusion 271. It is provided so as to connect the rear mounting portion 242 and the second front cross member 14 (see FIGS. 5 and 7).

  According to the above configuration, the input load from the lower arm 100 to the rear mounting portion 242 can be dispersed to the second front cross member 14 via the reinforcing ribs 85a, 85b, 85c, 81, 83, and 84. The reinforcing ribs 85 a, 85 b, 85 c, 81, 83, 84 cooperate with the guide recess 23 as a connecting portion of the second front cross member 14 to effectively reduce the input load from the lower arm 100 to the rear mounting portion 242. I can take it.

  As an aspect of the present invention, a guide wall first reinforcing rib 83, a guide second wall reinforcing rib 84, and a rear side of the guide wall are provided near the front support portion 24 (the front mounting portion 241 and the rear mounting portion 242). A truss-shaped portion Ta in bottom view is formed by the guide wall 23c (see FIGS. 5 and 7). In addition, the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the second and third bottom rear ribs 88b and 88c as ribs are provided near the rear support portion 67 (particularly, the rear mounting portion 67r). The truss-shaped portion Tb is formed as viewed from the bottom, and the truss-shaped portion Tb is formed as viewed from the bottom by the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the third and fourth bottom rear ribs 88c, 88d. The truss-shaped portion Td is viewed from the bottom by the vehicle width inner edge rib 81, the vehicle width outer edge rib 82, and the fourth and fifth bottom rear ribs 88d and 88e. See figure).

  According to the above configuration, it is possible to effectively increase the rigidity in the vicinity of the mounting portions 241, 242, and 67r with the minimum number of ribs.

  As an aspect of the present invention, the sub-frame 10 includes a front support portion 24 that supports the lower arm 100 by the mounting portions 241 and 242, and a rear support portion 67 that supports the lower arm 100 at a position rearward of the front support portion 24. In the vicinity of the rear supporting portion 67, a bottom surface is formed as a high rigidity portion along the load input direction (inward in the vehicle width direction) around the rear mounting portion 67r provided on the rear supporting portion 67. It is provided with second to sixth bottom rear ribs 88b to 88f as ribs extending radially when viewed (see FIGS. 5 and 7).

  According to the above configuration, the rear mounting portion 67r receives a moment load M (see FIG. 7) input from the lower arm 100 to the rear supporting portion 67 (the rear mounting portion 67r) centering on the rear supporting portion 67. Since the nearby portion can be effectively made rigid (reinforced), a difference in rigidity can be generated between the rear mounting portion 67r and the rubber bush 69 as a mounted member provided on the lower arm 100 side. Thus, the transmission of vibration from the lower arm 100 to the sub-frame 10 via the rubber bush 69 can be reduced.

  The present invention is not limited to the configuration of the above-described embodiment, but can be formed in various embodiments.

1. Front side frame (body side frame)
10 Subframe 14 Second front cross member (cross member, high rigidity portion)
23: Guide recess (connecting part of cross member to the vicinity of the mounting part, high rigidity part)
24 front-side support portions 25, 69 rubber bush 67 rear-side support portion 67r rear-side attachment portion (attachment portion provided on rear-side support portion of claim 8)
81, 83, 84, 85a, 85b, 85c... Reinforcing ribs
81, 82, 88b, 88c ... width inner edge ribs, vehicle width outer edge ribs, and second and third bottom rear ribs (ribs of claim 7, high rigidity portion)
81, 82, 88c, 88d ... inner width ribs, outer width ribs, and third and fourth bottom rear ribs (the ribs of claim 7, high rigidity portions)
81, 82, 88c, 88d: vehicle width inner edge ribs, vehicle width outer edge ribs, and third and fourth bottom rear ribs (ribs of claim 7, high rigidity portion)
83, 84, 23c... Guide wall first reinforcing rib, guide second wall reinforcing rib, and rear guide wall (rib, high-rigidity portion of claim 7)
85a, 85b, 85c... Reinforcement ribs (ribs of claim 2, high rigidity portion)
88b to 88f... Second to sixth bottom rear ribs (radially extending ribs, high-rigidity portions according to claim 8)
88d, 88e, 88f... Fourth to sixth bottom rear ribs (rib, high-rigidity portion of claim 2)
100 ... Lower arm (suspension arm)
241, 242, 67r mounting part 241 front mounting part (mounting part of claim 4)
242: Rear mounting portion (Mounting portion of claim 5)
271: Reinforced overhang (overhang, high rigidity)
Ta, Tb, Tc, Td: Truss shape part (high rigidity part)

Claims (8)

A front body structure of a vehicle including a subframe that is attached below a vehicle body side frame extending in a vehicle front-rear direction at a vehicle body front portion and supports a suspension arm provided on a suspension,
A front body structure of a vehicle, wherein a high-rigidity portion for reinforcing the mounting portion against an input load from the suspension arm is provided at a position near the mounting portion to which the suspension arm is mounted via a rubber bush in the subframe. The front body structure of a vehicle according to claim 1, wherein the high-rigidity portion is a rib extending from the mounting portion along a load input direction. The front body structure of a vehicle according to claim 2, wherein a cross member extending in a vehicle width direction is connected to a portion near the mounting portion corresponding to an extension of a load input direction from the suspension arm to the mounting portion. The front body structure of a vehicle according to claim 3, wherein a connection portion of the cross member to a portion near the attachment portion is provided at a portion coinciding with the attachment portion in a vehicle front-rear direction. A connection portion of the cross member to a portion near the attachment portion is provided to be offset in the vehicle front-rear direction with respect to the attachment portion,
4. The vehicle according to claim 3, wherein the high-rigidity portion is a protruding portion protruding from a corner portion between the connection portion of the cross member and the subframe along the cross member, in a vicinity of the attachment portion. 5. Front body structure. The front body structure of a vehicle according to claim 5, wherein the rib is provided between the attachment portion and the cross member so as to connect the attachment portion and the cross member via the overhang portion. 7. The front body structure of a vehicle according to claim 6, wherein a truss-shaped portion surrounding the rib in a truss shape when viewed from the bottom is provided near the mounting portion. The sub-frame includes a front support portion that supports the suspension arm by the mounting portion, and a rear support portion that supports the suspension arm at a position behind the front support portion,
In the vicinity of the rear support portion, a rib is provided as the high rigidity portion, which radially extends in a bottom view along the load input direction from the suspension arm with the mounting portion provided on the rear support portion as a center. A front body structure for a vehicle according to any one of claims 1 to 7.

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