JP5597682B2 - Body frame structure - Google Patents

Description

  The present invention relates to a body frame structure on the front side or rear side of a passenger compartment of a four-wheel vehicle.

  In a vehicle such as an automobile, a lower member positioned behind the front cross member is bent downward at the time of a front collision of the vehicle, so that suspension parts such as a stabilizer supported by the lower member are displaced downward, thereby There is one in which the front crash stroke is ensured (see Patent Document 1).

In addition, as a technology to ensure a crash stroke at the time of a frontal collision of the vehicle, a subframe that supports suspension parts is provided on the lower side of the front part of the vehicle body, and the vehicle body fixing part on the rear side of the subframe is forcibly provided at the frontal collision of the vehicle. What was made to isolate | separate automatically is known (refer patent document 2).
In the vehicle body frame structure described in the cited document 2, the rear end portion of the sub-frame is fastened and fixed to the passenger compartment frame by bolts and nuts, and the nut is loosened by the thrust of the explosive during a frontal collision of the vehicle. Is provided. When this body frame structure is adopted, if the rotating lever arm loosens the nut due to the gunpowder thrust during the frontal collision of the vehicle, the rear end of the subframe falls downward together with the bolts, so that the mounted suspension parts move downward. Will be displaced.

JP 2010-247598 A US Patent Application Publication No. 2010/0004826

In the former technique, when a collision load in the vehicle front-rear direction is input, the lower member is bent and deformed downward, so that the suspension component supported by the lower member is less likely to interfere with the compartment-side member during a collision. However, when the deformation of the vehicle body due to the collision proceeds, the lower member and the suspension parts cannot be reliably guided below the passenger compartment.
That is, in the former technique, since the lower member is bent at a substantially middle portion in the front-rear direction, the vehicle body connecting portion on the base end side of the lower member is maintained at a substantially constant position even if the deformation of the vehicle body front proceeds. Lower members and suspension parts are less likely to sink under the passenger compartment.

  In the latter technique, when a collision load in the longitudinal direction of the vehicle is input, the nut of the bolt fastening portion is loosened by the propellant thrust, thereby pulling out the bolt for fastening the subframe. Although the end portion of the frame can be completely detached from the vehicle body, the structure of the fastening portion at the end portion of the sub-frame is complicated, which tends to cause an increase in the weight of the vehicle and an increase in product cost.

  Therefore, the present invention enables the sub-frame to be surely guided to the lower side of the passenger compartment when a collision load in the vehicle longitudinal direction is input with a simple configuration, so that the vehicle weight is not increased and the product cost is not increased. An object of the present invention is to provide a vehicle body frame structure capable of increasing the crash stroke.

The vehicle body frame structure according to the present invention employs the following configuration in order to solve the above problems.
According to the first aspect of the present invention, a side frame (for example, the front side frame 11 of the embodiment) disposed along the front-rear direction of the vehicle body on the front side or the rear side of the passenger compartment, and the lower side of the side frame. A sub-frame (for example, sub-frame 22 of the embodiment) that supports the suspension component, and a vehicle that is disposed outside and below the front or rear of the vehicle compartment and supports the end of the sub-frame that is close to the vehicle compartment. A room-side support member (for example, the lateral member 20 of the embodiment), and a floor floor frame (for example, the front end extension member 10 and the floor tunnel frame 15 of the embodiment) disposed along the vehicle body longitudinal direction below the floor of the passenger compartment. And a link stay (for example, an embodiment) that is arranged straddling the end portion of the subframe adjacent to the passenger compartment and the lower floor frame and connecting the two A link stay 30), and the sub-frame is connected to a member on the extension end side of the side frame at an end portion on the side separated from the passenger compartment (for example, front fastening of the embodiment) Portion 22m), a proximity side fastening portion (for example, the rear fastening portion 22u of the embodiment) fastened and fixed to the vehicle compartment side support member from the lower side at an end portion on the side close to the vehicle compartment, and the separation side fastening And a central fold point (for example, the central fold point 27 of the embodiment) that bends downward at a substantially central portion in the front-rear direction between the portion and the proximity side fastening portion, and the link stay has one end side, A first fastening member (for example, the fastening bolt 31 and the weld nut 33 in the embodiment) that fastens the proximity-side fastening portion of the subframe and the compartment-side support member, and the proximity-side fastening portion and the compartment-side support member. And fastened together, The end side is fastened and fixed to the lower floor frame by a second fastening member (for example, the support bolt 39 and the nut 38 of the embodiment) extending in the vehicle width direction. An extension piece (for example, the extension piece 29 of the embodiment) extending in the frame direction below the floor is provided, and the floor lower frame is opposed to the front end portion of the extension piece with a predetermined gap in the vehicle longitudinal direction. A support wall (for example, the support wall 10a of the embodiment) with which the tip of the extension piece abuts when a collision load is input is provided.
In the case of the present invention, when a collision load in the longitudinal direction of the vehicle body is input to the extended end side of the side frame, the collision load is also input to the separation side fastening portion of the subframe while the side frame is compressively deformed. When a collision load is input to the separation side fastening portion, the subframe tends to bend downward at the center folding point. At this time, the first fastening member has a force in a direction of pulling downward from the vehicle compartment side support member. Will be added. As the deformation of each part proceeds, the tip of the extension piece of the near-side fastening part of the subframe comes into contact with the support wall of the lower floor frame. When the distal end portion of the extension piece comes into contact with the support wall, the contact portion serves as a mechanical fulcrum on the vehicle side of the subframe, and a force for pulling downward by a large displacement acts on the first fastening member. Thus, the first fastening member is pulled downward from the vehicle body side support member, and the close side fastening portion of the subframe is released from the fastening with the vehicle body side support member. At this time, the near-side fastening portion of the subframe is connected to the lower floor frame via the link stay and the second fastening member, and when the vehicle body is further deformed, the subframe is moved to the axis of the second fastening member. The center of the vehicle is greatly rotated downward.

According to a second aspect of the present invention, in the vehicle body frame structure according to the first aspect, the vehicle body side support member includes a head (e.g., the first fastening member on the upper surface side through the first fastening member). The support member substrate (for example, the lateral member 20 of the embodiment) to which the weld nut 33 of the embodiment is locked, and the escape hole (for example, the escape hole of the embodiment) surrounding the outside of the head of the first fastening member. 36) and a reinforcing plate (for example, the reinforcing plate 35 of the embodiment) joined to the upper surface of the support member substrate, and a region surrounded by the relief hole of the reinforcement plate on the support member substrate It is characterized by a fragile part (for example, a fragile part Z in the embodiment).
In this case, the head of the first fastening member is locked by the weakened portion of the supporting member substrate only inside the relief hole of the reinforcing plate, and the supporting member substrate and the reinforcing plate are joined in the peripheral area of the weakened portion. This increases the rigidity. Therefore, when a downward force is applied to the first fastening member from the near-side fastening portion of the subframe at the time of inputting the collision load in the longitudinal direction of the vehicle body, the vehicle-side support member is broken at the fragile portion and the first fastening member Is pulled downward from the vehicle body side support member.

According to a third aspect of the present invention, in the vehicle body frame structure according to the second aspect, the lower surface of the support member substrate adjacent to the weakened portion on the vehicle compartment side is formed by joining the reinforcing plate to the upper surface side. A first fulcrum (for example, the first fulcrum F1 of the embodiment) with which the edge of the near-side fastening portion of the sub-frame comes into contact at the initial stage of input of a collision load in the longitudinal direction of the vehicle body with increased rigidity is formed to support the frame under the floor The wall constitutes a second fulcrum (for example, the second fulcrum F2 in the embodiment) with which the tip of the extension piece abuts in the middle of input of the collision load in the longitudinal direction of the vehicle body.
In this case, when the subframe starts to bend downward at the center folding point when the collision load in the longitudinal direction of the vehicle body is input, in the initial stage, the edge of the proximity side fastening portion is the support member substrate in the vehicle compartment side region of the subframe. At the middle stage, the tip of the extension piece comes into contact with the second fulcrum on the support wall of the lower floor frame. Therefore, when the mechanical fulcrum of the compartment side area of the subframe moves from the first fulcrum to the second fulcrum, the downward displacement of the first fastening member accompanying the rotation of the subframe increases.

According to a fourth aspect of the present invention, in the body frame structure according to any one of the first to third aspects, the second fastening member is supported in a penetrating state on the other end side of the link stay. (E.g., the notch groove 30m of the embodiment) is provided, and the link stay and the second portion that accompany the displacement of the sub frame in the longitudinal direction of the vehicle body when the collision load in the longitudinal direction of the vehicle body is input to the through portion. A displacement permissible portion (for example, the displacement permissible portion 60 of the embodiment) that allows relative displacement of the fastening member is provided.
In this case, when the collision load in the longitudinal direction of the vehicle body is initially input, if the near side fastening portion of the subframe is displaced in the direction of approaching the bottom floor frame as the side frame is crushed, it is locked to the bottom floor frame side. The displacement of the link stay relative to the second fastening member is allowed by the displacement allowing portion. Therefore, at this time, an excessive load is not generated from the second fastening member to the link stay, and unnecessary deformation of the link stay is suppressed.

According to a fifth aspect of the present invention, in the body frame structure according to any one of the first to fourth aspects, the second fastening member is supported in a penetrating state at the other end portion side of the link stay. The through portion is a notch groove that allows the link stay to drop from the second fastening member when the subframe is displaced downward when a collision load in the longitudinal direction of the vehicle body is input (for example, It is characterized by being constituted by the notch groove 30m) of the embodiment.
In this case, after the input of the collision load in the longitudinal direction of the vehicle body, after the first fastening member is pulled out from the vehicle body side support member and the subframe rotates around the axis of the second fastening member via the link stay, The link stay is displaced downward so that the second fastening member is relatively displaced toward the opening side of the notch groove. As a result, the engagement of the link stay with the second fastening member is released, and the vehicle compartment side region of the subframe falls downward together with the link stay.

The invention according to claim 6 is the vehicle body frame structure according to any one of claims 1 to 5, wherein the support wall of the lower floor frame (for example, the support wall 110a of the embodiment) is an inclined surface (for example, implementation). And a locking recess (for example, the locking recess 63 of the embodiment) provided continuously to the inclined surface and recessed upward, the extension piece (for example, of the embodiment) The extension piece 129) protrudes from a flat surface parallel to the inclined surface of the support wall (for example, the flat surface 65 of the embodiment) and the flat surface, and engages the support wall in the middle of input of the collision load in the longitudinal direction of the vehicle body. And an engaging convex portion (for example, the engaging convex portion 66 of the embodiment) that is engaged with the stop concave portion.
In this case, when the collision force in the longitudinal direction of the vehicle body is input and the proximal side fastening portion of the subframe is displaced in the direction approaching the lower floor frame as the side frame is crushed, the extension piece of the subframe becomes a flat surface. After contacting the inclined surface on the floor lower frame side, the engagement convex portion is engaged with the locking concave portion on the floor lower frame side.

  According to a seventh aspect of the present invention, in the vehicle body frame structure according to the sixth aspect of the present invention, a reinforcing member (for example, a reinforcing plate of the embodiment) is provided on the upper surface side of the lower floor frame to reinforce the upper peripheral edge of the locking recess. 64) is attached.

According to the first aspect of the present invention, when a collision load in the longitudinal direction of the vehicle body is input, the subframe bends downward at the center folding point, and the distal end portion of the extension piece of the near side fastening portion of the subframe is the bottom floor frame. Since the abutment portion serves as a mechanical fulcrum on the vehicle compartment side of the subframe and a force to pull downward by a large displacement acts on the first fastening member, the first fastening member Can be pulled out downward and the near-side fastening portion of the subframe can be dropped downward. Furthermore, in this invention, since the near side fastening portion of the subframe is connected to the lower floor frame via the link stay and the second fastening member, after the near side fastening portion of the subframe falls off downward, The sub-frame can be pivoted to the lower side of the passenger compartment around the second fastening member, and the sub-frame and the suspension component can be reliably guided downward of the passenger compartment.
Therefore, according to the present invention, although the structure is simple, the subframe and the suspension component can be reliably guided to the lower side of the vehicle compartment when inputting the collision load in the longitudinal direction of the vehicle body. The crash stroke of the vehicle can be increased without causing an increase in product cost.

  In the invention according to claim 2, the head of the first fastening member is locked by the weakened portion of the supporting member substrate only inside the escape hole of the reinforcing plate, and the rigidity of the peripheral area of the weakened portion is determined by the reinforcing plate. Therefore, the weak portion can be reliably broken by the slight downward displacement of the first fastening member when the collision load in the longitudinal direction of the vehicle body is input.

  According to a third aspect of the present invention, when inputting a collision load in the longitudinal direction of the vehicle body, the mechanical fulcrum on the vehicle compartment side of the subframe is moved from the first fulcrum close to the head of the first fastening member to the frame below the floor. Since it can be continuously moved to the second fulcrum on the support wall, the first fastening member can be reliably pulled out downward.

  In the invention according to claim 4, since the displacement allowance portion is provided in the penetrating portion that supports the second fastening member on the other end portion side of the link stay, the subframe The link stay displacement is allowed by the displacement allowance portion when the extension piece of the close-side fastening portion is displaced toward the passenger compartment and comes into contact with the support wall of the lower floor frame, and the link stay before the link stay functions as a link. It is possible to prevent unnecessary deformation from occurring.

  In the invention according to claim 5, since the through portion of the link stay is formed by a notch groove, the subframe is inserted into the shaft of the second fastening member via the link stay in the latter half of the input of the collision load in the longitudinal direction of the vehicle body. After rotating around, the link stay locked to the second fastening member can be dropped downward along the notch groove. Therefore, according to the present invention, when the collision load in the longitudinal direction of the vehicle body is input, the compartment side region of the subframe can be finally dropped downward.

  In the invention according to claim 6, in the middle stage of input of the collision load in the longitudinal direction of the vehicle body, after the extension piece of the sub frame is brought into contact with the inclined surface on the lower floor frame side with a flat surface, Since it can be engaged with the locking recess on the frame side, the engaging projection of the extension piece is guided to the locking recess to obtain a stable rotation of the subframe for pulling out the first fastening member. be able to.

  According to the seventh aspect of the present invention, since the reinforcing member for reinforcing the upper peripheral side peripheral portion of the locking recess is provided on the upper surface side of the lower floor frame, the sub-frame uses the engaging protrusion as the locking recess. When rotating by engaging, it is possible to prevent the periphery of the engaging recess from being bent and deformed. Therefore, according to this invention, rotation of the sub-frame for pulling out the first fastening member can be further stabilized.

1 is a partial cross-sectional side view of a vehicle according to a first embodiment of the present invention. It is a bottom view of the front half area of the vehicle of a 1st embodiment of this invention. It is the perspective view which looked at the vehicle of the 1st Embodiment of this invention from the compartment side. It is the perspective view which looked at the sub-frame of the vehicle of the 1st Embodiment of this invention from the lower side. It is an expanded sectional view corresponding to the section of Drawing 1 of a 1st embodiment of this invention. It is the perspective view which expanded a part of FIG. 3 of 1st Embodiment of this invention. It is the perspective view which looked at the attachment part of the link stay of 1st Embodiment of this invention from the lower side. It is a longitudinal cross-sectional perspective view which shows the attachment part of the link stay of 1st Embodiment of this invention. It is a perspective view which shows the attaching part of the upper attachment arm of 1st Embodiment of this invention. It is the perspective view which looked at the sub-frame of 1st Embodiment of this invention from the back by making a rear fastening part a cross section. It is the perspective view which looked at the link stay of 1st Embodiment of this invention from the downward direction. It is a side view of the link stay of 1st Embodiment of this invention. It is the perspective view which looked at the link stay of 1st Embodiment of this invention from the upper direction. It is a perspective view of the attachment part of the sub-frame and link stay of 1st Embodiment of this invention. It is a longitudinal cross-sectional view of the attachment part of the sub-frame and link stay of 1st Embodiment of this invention. It is a side view of the fastening part of the link stay and front-end extension member of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is explanatory drawing which shows the fall condition of the sub-frame of 1st Embodiment of this invention. It is the perspective view which looked at a part of sub-frame of 2nd Embodiment of this invention from the upper side. It is the perspective view which looked at the sub-frame and front-end extension member of 2nd Embodiment of this invention from diagonally downward. It is a longitudinal cross-sectional view of the sub-frame and front-end extension member of 2nd Embodiment of this invention. It is the perspective view which looked at the front-end extension member of 2nd Embodiment of this invention from the upper side.

Embodiments of the present invention will be described below with reference to the drawings. In the following description, “front”, “rear”, “upper”, “lower”, “left” and “right” are used for “front”, “rear”, “upper”, “upper” and “rear” unless otherwise specified. It means “down”, “left” and “right”.
First, the first embodiment shown in FIGS. 1 to 22 will be described.
FIG. 1 is a diagram showing a left side surface of a front side of a vehicle according to this embodiment with a part cut away, FIG. 2 is a diagram of the front region of the vehicle viewed from below, and FIG. FIG. 2 is a view of the front lower side of the vehicle as viewed from the diagonally upper side on the passenger compartment side.
As shown in these drawings, a rear end portion of a dash lower panel 17 that separates the compartment I from the front engine compartment E is joined to the front end of the floor panel 19 facing the compartment I. The dash lower panel 17 rises obliquely upward from the joint with the floor panel 19. In addition, a floor tunnel portion 18 that bulges upward is provided along the vehicle longitudinal direction at the center of the floor panel 19 in the vehicle width direction. The front end portion of the floor tunnel portion 18 is abutted against the dash lower panel 17. 2 and 3, illustration of the dash lower panel 17 is omitted.

  A pair of left and right front side frames 11, 11 (side frames), which are main frame members on the front side of the vehicle body, are provided in the front side of the passenger compartment I along the vehicle body front-rear direction. Both front portions of the front bulkhead 12 that supports a radiator (not shown) are attached to the front end portions of the front side frames 11 and 11. The front side frames 11 and 11 hold power units (not shown) for driving the vehicle.

As shown in FIG. 3, the rear end portion of the front side frame 11 is formed as a front side rear end 16 having a U-shaped cross section that is continuous with the closed cross-section structure portion on the front side and has an open top. The front side rear end 16 extends rearward of the vehicle body along the lower surface of the dash lower panel 17 and the lower surface of the floor panel 19. The front side rear end 16 is joined to the lower surfaces of the dash lower panel 17 and the floor panel 19 to form a continuous closed cross section along the longitudinal direction of the vehicle body. Further, the front side rear end 16 is connected to a side sill 14 which is a skeleton member on the side portion of the passenger compartment I by an outrigger 13 which is a frame member having a U-shaped cross section opening upward.
Reference numeral 21 in FIG. 3 denotes a floor center frame that is attached to the upper surfaces of the dash lower panel 17 and the floor panel 19 and forms a closed cross section that is continuous with the front side rear end 16 together with the panels 17 and 19.

On both sides of the floor tunnel portion 18 below the passenger compartment I, floor tunnel frames 15 and 15, which are frame members having a U-shaped cross-section opening upward, are arranged along the longitudinal direction of the vehicle body. A front end extension member 10 having a continuous U-shaped cross section is joined to the front end portion of each floor tunnel frame 15. A floor panel 19 and a dash lower panel 17 are joined to the upper surface side of the floor tunnel frame 15 and the front end extending member 10. The floor tunnel frame 15 and the front end extension member 10 together with the floor panel 19 and the dash lower panel 17 constitute a closed cross section along the vehicle body longitudinal direction.
In this embodiment, the floor tunnel frame 15 and the front end extending member 10 constitute a lower floor frame.

  Further, the front side rear end 16 on the left and right in the vehicle width direction and the front end extension member 10 (floor lower frame) adjacent to the front side rear end 16 are connected to each other by a lateral member 20. The lateral member 20 is a plate-like member having a U-shaped cross section that opens upward, and extends along the vehicle width direction so as to be continuous with the outrigger 13.

Accordingly, the dash lower panel 17 is joined to the upper surface of the front side rear end 16, thereby forming a closed cross section along the vehicle body front-rear direction that is continuous with the front side frame 11, and joined to the upper surfaces of the outrigger 13 and the lateral member 20. As a result, a closed cross section is formed along the vehicle width direction connecting the side sill 14 and the front side rear end 16 and the front side rear end 16 and the floor tunnel frame 15 respectively.
The front side rear end 16, the outrigger 13, and the lateral member 20 have flange portions at the upper part of the open cross section, and these flange portions are joined to the lower surfaces of the floor panel 19 and the dash lower panel 17.

Below the front side frames 11, 11, a sub-frame 22 that supports suspension parts (not shown) is attached.
FIG. 4 is a view of the subframe 22 as viewed from below.
As shown in the figure, the sub-frame 22 has front fastening portions 22m and 22m (separated from each other) fastened to the front bulkhead 12 attached to the front end portions (extending ends) of the left and right front side frames 11 and 11. Side fastening portion), rear fastening portions 22u, 22u (close-side fastening portions) fastened and fixed to the lateral member 20 below the front portion of the passenger compartment I, and when a longitudinal collision load is input to the vehicle In addition, central folding points 27 and 27 that bend downward at a substantially central position in the front-rear direction between the front fastening portions 22m and 22m and the rear fastening portions 22u and 22u, and central folding points 27 and 27 at positions near the rear side. And upper mounting arms 25, 25 that are provided and fastened to the lower surfaces of the front side frames 11, 11.

  The sub-frame 22 includes a sub-frame main body 23 cast from an aluminum alloy, a pair of left and right extension arms 24 that extend from the both sides of the front end of the sub-frame main body 23 to the front side and are press-formed with a light alloy or steel. And 24. An electric power steering device EPS (see FIG. 1) is supported on the upper surface side of the subframe body 23.

  As shown in FIG. 2, the subframe body 23 has a rear edge that is curved so that the center portion is recessed in a plan view, left and right side edges that open outwardly and extend linearly, and a vehicle width. It is a member of the shape provided with the front edge extended linearly in a direction. The sub-frame main body 23 is provided with a plurality of vertical ribs (see FIG. 4) on the lower surface side, thereby reducing weight and improving rigidity. The rear fastening portions 22u and 22u are provided at the left and right ends of the rear side of the subframe body 23, and the upper mounting arms 25 and 25 are provided at the left and right ends of the front side of the subframe body 23. ing.

The rear end portions of the left and right extension arms 24 are fixed to the lower surface on the front end side of the subframe main body 23 by a plurality of bolts 26. The front edge portion of each extension arm 24 is the above-described front fastening portion 22m of the sub-frame 22, and the front fastening portion 22m is fastened and fixed to the lower corner portion of the front bulkhead 12 by a bolt 26. ing.
As shown in FIG. 1, the vicinity of the fastening portion between each extension arm 24 and the subframe main body 23 is constricted when viewed from the side. This constricted portion is the above-described central break point 27. The center folding point 27 does not normally bend at all, but when a longitudinal collision load F greater than a predetermined value is input to the vehicle, the subframe 22 bends downward at the approximate center in the longitudinal direction. The starting point. Here, as shown in FIG. 1, each of the left and right extension arms 24 has a ground height on the front end side higher than a ground height on the rear end side in a state where the subframe 22 is mounted on the vehicle.

FIG. 5 is an enlarged view showing a connecting portion between the rear fastening portion 22u of the subframe main body 23 and the lower region on the front side of the passenger compartment I.
As shown in the figure, the left and right rear fastening portions 22u of the sub-frame main body 23 are configured by thick cylindrical boss portions protruding to the upper surface side and the lower surface side. Each rear fastening portion 22u is provided with an extension piece 29 projecting from the rear fastening portion 22u in the direction of the front end extending member 10 (downward frame direction). The extension piece 29 is formed in an arc shape on a plan view, and the lower surface side is hollowed out in a hollow shape. Further, the distal end portion of the extension piece 29 faces the front surface of the front end extension member 10 with a predetermined gap in a state where the subframe 22 is attached to the vehicle body.

A link stay 30 is attached to the left and right rear fastening portions 22u and the left and right front end extending members 10 arranged on the rear side thereof.
The front edge portion of the link stay 30 is fastened and fixed to the lower surface of the corresponding rear fastening portion 22u so as to cover the lower side and both side portions of the rear fastening portion 22u. Specifically, the left and right rear fastening portions 22u of the subframe 22 are arranged on the lower surface of the mounting seat 32 of the left and right lateral members 20 below the front portion of the vehicle compartment I, and the front edge portion of the link stay 30 Are overlapped on the lower surface of the corresponding rear fastening portion 22u and fixed together with the fastening member 22u and the corresponding lateral member 20 by fastening bolts 31.
The front wall of the horizontal member 20 is formed so as to descend obliquely rearward, and the mounting seat 32 of the horizontal member 20 is formed substantially horizontally on a part of the lower wall. A weld nut 33 to which the front end portion of the fastening bolt 31 is screwed is fixed to the upper surface side of the mounting seat 32 of the horizontal member 20. The fastening bolt 31 penetrates the link stay 30, the rear fastening portion 22 u, and the lateral member 20 in a substantially vertical direction from the lower side of the link stay 30, and the tip end side thereof is fastened to the weld nut 33.
In this embodiment, the fastening bolt 31 and the weld nut 33 constitute a first fastening member.

On the other hand, the front end extension member 10 (lower floor frame) whose front end portion is coupled to the horizontal member 20 is provided with a support wall 10a that is inclined obliquely upward and then bent substantially horizontally in a step shape. The front end portion of the extension piece 29 is opposed to the front surface of the support wall 10a with a predetermined gap when the subframe 22 is attached to the vehicle body. The distal end portion of the extension piece 29 comes into contact with the front surface of the support wall 10a when the rear fastening portion 22u of the subframe 22 is displaced rearward of the vehicle body when a collision load in the vehicle longitudinal direction is input.
5 is joined to the upper surface of the rising portion of the dash lower panel 17 above the joint between the front end extension member 10 and the lateral member 20, and the joint between the front end extension member 10 and the lateral member 20 is joined. Reinforcement reinforcement.

FIG. 6 is an enlarged view of the installation portion of the horizontal member 20 of FIG.
As shown in the figure, in a region straddling the upper surface of the mounting seat 32 of the horizontal member 20 and the inner surface of the side wall on the inner side in the vehicle width direction, a reinforcement made of a hot metal plate than the horizontal member 20 is used. The plate 35 is joined. The reinforcing plate 35 is formed with a relief hole 36 that surrounds the outside of the weld nut 33 on the lateral member 20 with a predetermined separation width. The periphery of the relief hole 36 of the reinforcing plate 35 is spot-welded to the upper surface of the lateral member 20 at a plurality of locations.
At least one of the spot welded portions of the reinforcing plate 35 is set at the nearest position immediately behind the escape hole 36. In FIG. 6, the spot welding point is indicated by a symbol S. This spot welding point S can be received as a force in a shearing direction that is advantageous in terms of strength, as the reinforcing plate 35 tries to move backward with respect to the mounting seat 32 when a collision load in the longitudinal direction of the vehicle body is input. .

The horizontal member 20 is reinforced by the reinforcing plate 35 as described above, but the weld nut 33 is in contact with only the region in the clearance hole 36 on the mounting seat 32 of the horizontal member 20, so that contact is made. The strength in the vertical direction of the peripheral area of the part is partially weakened. In particular, since the rigidity of the portion in contact with the edge of the relief hole 36 is enhanced by the reinforcing plate 35, when a vertical load is input to the fastening bolt 31, stress is applied to a narrow area around the weld nut 33. Is easy to concentrate. In this embodiment, an annular region between the escape hole 36 on the lateral member 20 and the weld nut 33 is a weakened portion Z.
Therefore, when an excessive load in the pulling direction acts on the fastening bolt 31 when a collision load in the longitudinal direction of the vehicle body is input, the fragile portion Z on the lateral member 20 is broken, and the fastening bolt 31 is moved below the lateral member 20. It will be pulled out.
In this embodiment, the lateral member 20 and the reinforcing plate 35 constitute a vehicle compartment side support member that supports the rear end portion of the subframe 22, and the lateral member 20 constitutes a support member substrate.

7 and 8 are views showing a fastening portion of the link stay 30 with respect to the subframe main body 23 and the front end extending member 10 (floor lower frame).
As shown in these drawings and FIG. 5, the front end extending member 10 is a member having a U-shaped cross section having both side walls 40 and a bottom wall 41 and having an open upper side, and between the rear side walls 40, 40. A support bracket 43 including a bolt holding portion 42 along the vehicle width direction is provided. The support bracket 43 includes the above-described bolt holding portion 42 formed by rolling a plate material into a cylindrical shape, an arm portion 44 extending obliquely downward rearward from the bolt holding portion 42, and horizontally bent and extended to the end of the arm portion 44. And a mounting portion 45 provided. The mounting portion 45 of the support bracket 43 is fixed by welding on the bottom wall 41 of the front end extending member 10. Through holes 50 are formed at positions corresponding to both end portions of the bolt holding portions 42 of the side walls 40, 40.

As shown in FIG. 7, the front end extending member 10 is fastened and fixed to the side wall 30 s of the rear edge portion of the link stay 30 by the support bolt 39. The support bolt 39 is inserted into the bolt holding portion 42 of the support bracket 43 through the through hole 50 of the side wall 40 of the front end extending member 10, and the nut 38 is screwed to the tip portion that penetrates the both side walls 40.
In this embodiment, the support bolt 39 and the nut 38 constitute a second fastening member.

FIG. 9 is a view showing a fixing portion of the upper mounting arm 25 of the subframe main body 23, and FIG. 10 is a view showing fixing portions of the upper mounting arm 25 and the rear fastening portion 22u of the subframe main body 23.
As shown in these drawings, the upper mounting arm 25 includes an upper mounting arm main body 47 that extends upward, and a connection bracket 46 that is attached to the upper mounting arm main body 47. The upper mounting arm 25 is fixed to the lower surface of the front side frame 11 via a connection bracket 46. The connection bracket 46 is a member that is attached to the upper portion of the upper attachment arm main body 47 and is formed in an L shape toward the outside in a rear view. The connecting bracket 46 includes a base portion 49 fixed to the upper mounting arm main body 47 by two fixing bolts 48, 48 extending in the horizontal direction, and a front side frame by a single fixing bolt 48 extending in the vertical direction. 11, and an attachment portion 51 fixed to the lower surface of 11, thereby forming an L shape.

  In the base portion 49, an insertion hole 52 for the fixing bolt 48 is formed, and a cutout portion 53 that opens a part of the insertion hole 52 downward is formed. Therefore, when a load is applied that causes the upper mounting arm 25 to be pulled downward in the event of a vehicle collision, the connecting bracket 46 remains on the front side frames 11, 11, and the upper mounting arm main body 47 and the connecting bracket 46 are fixed. The fixing bolt 48 breaks the notch 53 and moves the upper mounting arm main body 47 downward, so that the subframe 22 is allowed to move downward.

FIGS. 11-16 is a figure which shows the detailed structure of the link stay 30. As shown in FIG.
As shown in these drawings, the link stay 30 is formed in a U-shaped cross section with a bottom wall 30t and both side walls 30s, and the bottom wall 30t at the front end is lateral with the rear fastening portion 22u of the subframe body 23. The fastening bolt 31 is fastened to the mounting seat 32 of the member 20, and the rear side wall 30 s is fastened to the front end extension member 10 at the front portion of the floor tunnel frame 15 by a support bolt 39 with the vehicle width direction as an axis (see FIG. 7).

An upper edge flange portion 30f extending laterally is formed on the upper edge of both side walls 30s of the link stay 30 to prevent opening. A V-shaped dent 30k is formed in the center in the front-rear direction at the upper edge of the side wall 30s on the outer side in the vehicle width direction, and the front side of the upper edge of the side wall 30s on the outer side in the vehicle width direction is an inclined portion 30a that gradually falls forward. It has become.
The side wall 30s on the inner side in the vehicle width direction of the link stay 30 has the same shape as the side wall 30s on the outer side in the vehicle width direction from the rear end side to the position of the bottom of the V-shaped recessed portion 30k of the side wall 30s on the outer side in the vehicle width direction. However, unlike the side wall 30s on the outer side in the vehicle width direction, the side wall 30s on the outer side in the vehicle width direction extends to the front end side with the height of the bottom of the V-shaped recess 30k.
The side walls 30s and 30s of the link stay 30 are arranged so as to sandwich the side walls 40 and 40 of the front end extension member 10 from the side (see FIG. 5).

  In the front portion of the link stay 30, a recessed portion 30 h is formed in which a part of the bottom wall 30 t is recessed upward and comes into contact with the lower surface of the mounting seat 32 of the lateral member 20. The recess 30h is formed so as to be inclined and dropped from the bottom surface position of the bottom wall 30t. The strength of the front side of the link stay 30 is increased by the recess 30h. A bolt hole 30y of the fastening bolt 31 is formed in the recess 30h.

  In the vicinity of the rear portion of the recessed portion 30h of the link stay 30, a downward convex portion 30x that is convex downward is formed by press molding. The downward convex portion 30x is disposed at a substantially central position in the front-rear direction of the link stay 30. As shown in FIG. 12, the downward convex portion 30x is a portion that slightly protrudes downward with respect to the straight line P when the front end portion and the rear end portion are connected by a straight line P when viewed from the side. Yes, this portion corresponds to the formation position of the V-shaped recess 30k formed at the upper edge of the side wall 30s in the front-rear direction. The downward convex portion 30x is a starting point for the link stay 30 to be bent. Specifically, the downward convex portion 30 x forms a ridge line in the width direction of the bottom wall 30 t of the link stay 30.

  The side wall 30s on both sides of the rear portion of the link stay 30 is provided with a notch groove 30m that is notched with a certain width from the rear end to the front side. As shown in FIG. 7, the notch groove 30m is a groove in which the bolt holding portion 42 of the support bracket 43 and the shaft portion of the support bolt 39 inserted into the through hole 50 of the front end extension member 10 are supported in a penetrating state. is there. The nut 38 screwed into the head of the support bolt 39 and the tip of the support bolt 39 is disposed outside the notch grooves 30m on both sides. The rear end portion of the link stay 30 is fastened and fixed to the front end extension member 10 by tightening the support bolt 39 and the nut 38 in this state. Therefore, the shaft portion of the support bolt 39 is configured as a fastening center O at the rear end portion of the link stay 30.

  Further, the shaft portion of the support bolt 39 inserted into the bolt holding portion 42 of the support bracket 43 and the through hole 50 of the front end extending member 10 is arranged in the longitudinal direction of the notch groove 30m of the link stay 30 as shown in FIG. At a substantially intermediate position, the position is fixed by tightening a nut 38 (not shown in FIG. 16). Therefore, in a state where the nut 38 is fastened to the support bolt 39, a separation space of a predetermined distance L1 is secured between the shaft portion of the support bolt 39 and the bottom portion of the notch groove 30m. The space portion serves as a displacement allowance portion 60 that allows relative displacement of the link stay 30 and the support bolt 39 accompanying the rearward displacement of the subframe 22 when a collision load in the longitudinal direction of the vehicle body is input.

  Here, as shown in FIG. 1, the positional relationship among the downward convex portion 30x of the link stay 30, the central folding point 27 of the subframe 22, and the rear fastening portion 22u of the subframe body 23 is the downward convex portion. The apex viewed from the side of 30x forms a truss structure that forms a triangle with the central folding point 27 of the subframe 22 and the rear fastening portion 22u, and the fastening center O between the central folding point 27 and the stay rear end of the link stay 30. Is located below a straight line L connecting the two. The rear fastening portion 22u is a mounting portion of the subframe main body 23, and the central folding point 27 is a bent portion. However, in the following description, when the rear fastening portion 22u is regarded as a node of the truss structure, the rear fastening portion 22u is a horizontal member. 20 means a joint portion with the mounting seat 32, and the center folding point 27 means the center of the extension arm 24 in the vertical direction.

  Further, the bottom wall 30t at the rear end of the link stay 30 is provided with a notch 30n on the front side from the end edge. The notch 30n functions as a relief so that the bottom wall 30t does not interfere with the bottom wall 41 of the front end extension member 10 when the link stay 30 rotates downward about the fastening center O of the rear end of the stay. The link stay 30 is allowed to rotate.

FIG. 17 is a diagram illustrating the behavior of the rear portion of the subframe 22 in the initial stage of inputting the collision load in the longitudinal direction of the vehicle body, and FIG. 18 illustrates the behavior of the rear portion of the subframe 22 in the middle phase of the collision load in the longitudinal direction of the vehicle body. FIG.
As shown in FIG. 17, when a collision load is input to the front portion of the subframe 22 and the center folding point 27 starts to bend, the rear edge of the rear fastening portion 22u of the subframe 22 on the lateral member 20 comes into contact. The portion becomes a mechanical fulcrum F1 (hereinafter referred to as “first fulcrum F1”), and a downward force is applied to the action point S1 immediately before the weld nut 33. That is, at the initial stage of input of the collision load, the mounting seat 32 portion of the lateral member 20 becomes the first fulcrum F1, and a force in the direction of pulling downward is applied to the fastening bolt 31.
Here, the first fulcrum F1 is a portion adjacent to the rear side of the fragile portion Z on the lateral member 20, and this portion is reinforced by the reinforcing plate 35 as shown in FIG. .

  On the other hand, as shown in FIG. 18, when a collision load is input to the front portion of the sub-frame 22 and the central folding point 27 starts to bend, the rear fastening portion 22u is accompanied by the inclination of the sub-frame body 23 and a slight rearward displacement. The tip of the extension piece 29 comes into contact with the support wall 10 a of the front end extension member 10. Thus, when the distal end portion of the extension piece 29 comes into contact with the support wall 10a, the contact portion becomes a mechanical fulcrum F2 (hereinafter referred to as “second fulcrum F2”) of the subframe 22 and immediately before the weld nut 33. A downward force acts on the action point S1 of the part. That is, in the middle of the input of the collision load, the support wall 10a portion of the front end extending member 10 becomes the second fulcrum F2, and a force for pulling out the fastening bolt 31 with a large stroke is applied.

Next, the operation of the above embodiment will be described.
When a collision load in the front-rear direction of the vehicle body is input to the front portion of the front side frame 11, the collision load is partially distributed to the subframe 22 and transmitted to the frame member below the passenger compartment. At this time, the front side frame 11 is gradually crushed in the front-rear direction as the collision progresses, the subframe 22 bends downward at the central folding point 27 portion, and finally the subframe main body 23 is in the compartment I. It turns downward and the rear end of the sub-frame body 23 falls off the vehicle body.

Hereinafter, the behavior of the subframe 22 at this time will be described in detail.
In the initial stage of input of the collision load, if the subframe 22 is bent downward at the central folding point 27, the first fulcrum F1 of the lateral member 20 becomes a mechanical fulcrum as shown in FIG. Acts on the fastening bolt 31 and the weld nut 33. At this time, a large force acts on the fastening bolt 31 and the weld nut 33 although the stroke is small.
When the subframe 22 starts to bend downward at the center folding point 27, the extension piece 29 of the rear fastening portion 22u comes into contact with the support wall 10a of the front end extension member 10 as shown in FIG. It moves from the first fulcrum F1 to the second fulcrum F2 on the support wall 10a. Thereby, a load acts on the fastening bolt 31 and the weld nut 33 downward with a large stroke.
When the mechanical fulcrum moves from the first fulcrum F1 to the second fulcrum F2 on the support wall 10a, the link stay 30 integrated with the subframe main body 23 is slightly displaced together with the subframe main body 23 toward the rear side of the vehicle body. At this time, on the rear side of the link stay 30, the support bolt 39 is relatively displaced in the notch groove 30m.

On the other hand, when a downward force U (see also FIGS. 1 and 10) acts on the upper mounting arm 25 at this time, the two fixing bolts 48 that fix the upper mounting arm main body 47 and the connecting bracket 46 cause the notch 53 to be cut. Break. As a result, the upper mounting arm main body 47 drops downward while leaving the connection bracket 46 on the front side frame 11 as shown in FIG. As a result, the subframe main body 23 is allowed to rotate about the first fulcrum F1 and the second fulcrum F2.
When the upper mounting arm main body 47 falls off in this way, a large downward force acts on the fastening bolt 31 and the weld nut 33 at the same time, whereby the fragile portion Z of the lateral member 20 starts to break.

When the collision load is further input, as shown in FIGS. 19 to 21, the fastening bolt 31 is pulled down together with the weld nut 33, and the subframe main body 23 rotates around the support bolt 39 via the link stay 30. To move.
At this time, when the subframe main body 23 rotates around the support bolt 39 by a predetermined angle, the front end side of the subframe main body 23 is grounded as shown in FIG.

In this state, the vehicle continues to move forward, and as shown in FIG. 20, the apex viewed from the side surface of the downward convex portion 30x of the link stay 30 is the center folding point 27 of the subframe 22 and the rear fastening portion 22u. In addition, a triangular truss structure is formed and positioned below a straight line L connecting the center break point 27 and the fastening center O at the rear end of the link stay 30 (the positional relationship of FIG. 1 is maintained). Since the link stay 30 is provided with a rigid recess 30h on the front side, the truss structure described above has an end position on the rear side of the recess 30h of the link stay 30 (the downward convex portion 30x). It is extended to (position with).
For this reason, when the front end side of the subframe main body 23 is grounded and the vehicle advances as it is, when the distance between the center folding point 27 and the fastening center O at the rear end of the link stay 30 is to be shortened, the link stay 30 The force concentrates on the downward convex portion 30x. As a result, as shown in FIG. 21, the link stay 30 is bent downward about the lower convex portion 30x.

Accordingly, when the collision further proceeds thereafter, the link stay 30 rotates at two points, that is, the fastening center O of the support bolt 39 and the downward convex portion 30x, as shown in FIG. The subframe main body 23 is guided to the lower side of the passenger compartment by the rotation.
Then, when the second half of the link stay 30 is pivoted about the fastening center O until it is substantially directed in the vertical direction, the link stay 30 falls down from the support bolt 39 along the notch groove 30m at the rear end. As a result, the rear part of the subframe main body 23 is finally dropped on the lower side of the passenger compartment I.

As described above, in this vehicle body frame structure, the rear fastening portion 22u of the subframe 22 is provided with the extension piece 29 extending in the direction of the front end extension member 10 below the passenger compartment, and the distal end portion of the extension piece 29 is the front end. Since the support member 10a of the extension member 10 faces the support wall 10a with a predetermined gap, when the subframe 22 bends downward at the center break point 27 when a collision load in the longitudinal direction of the vehicle body is input, the fastening bolt 31 is welded to the weld nut 33. At the same time, the mechanical fulcrum of the force to be pulled downward can be moved onto the support wall 10a (second fulcrum F2) of the front end extending member 10 which is greatly separated from the action point. Therefore, by adopting this vehicle body frame structure, the fastening bolt 31 and the weld nut 33 can be reliably pulled down from the lateral member 20 with a large stroke, and the rear end portion of the sub frame 22 can be dropped downward.
Further, in this vehicle body frame structure, the rear fastening portion 22u of the subframe 22 is connected to the front end extension member 10 below the front portion of the passenger compartment I via the link stay 30 and the support bolt 39 extending in the vehicle width direction. Therefore, after the rear fastening portion 22u of the sub-frame 22 is dropped downward, the sub-frame main body 23 is rotated about the support bolt 39 on the front end extension member 10 to the lower side of the passenger compartment I, The frame body 23 and the suspension components to be mounted can be reliably guided below the passenger compartment I.
The vehicle body frame structure can reliably guide the subframe 22 and the suspension parts below the passenger compartment I as described above when a collision load in the longitudinal direction of the vehicle body is input, but uses a complicated mechanism. Therefore, an increase in the weight of the vehicle and an increase in product cost can be suppressed.

  Further, in this vehicle body frame structure, a reinforcing plate 35 having a relief hole 36 is joined to the upper surface of the lateral member 20, and the weld nut 33 is locked to the fragile portion Z of only the lateral member 20 inside the relief hole 36. In addition, since the rigidity of the peripheral area of the fragile portion Z is enhanced by the reinforcing plate 35, the fragile portion Z is reliably secured by a small downward displacement of the fastening bolt 31 and the weld nut 33 when inputting a collision load in the longitudinal direction of the vehicle body. Can be broken.

  Further, in this vehicle body frame structure, the mechanical fulcrum on the rear side of the sub-frame 22 is changed from the first fulcrum F1 on the lateral member 20 adjacent to the weld nut 33 to the second fulcrum on the support wall 10a of the front end extension member 10. Since it can be continuously moved to F <b> 2, the fastening bolt 31 can be reliably pulled out together with the weld nut 33.

  Further, in this embodiment, a notch groove 30m is provided in the rear end portion of the side wall 30s of the link stay 30, and a support bolt 39 for fastening the rear end portion of the link stay 30 to the front end extending member 10 is provided. Since it is inserted into the notch groove 30m, the link stay 30 is changed to the notch groove 30m when the latter half of the link stay 30 is largely rotated around the support bolt 39 in the latter half of the input of the collision load in the longitudinal direction of the vehicle body. It can be surely dropped down along. Accordingly, the rear end portion of the sub-frame 22 is finally dropped below the passenger compartment I, and the interference between the suspension component mounted on the sub-frame 22 and the passenger compartment front can be avoided.

  Further, in the case of this embodiment, in a state where the rear portion of the link stay 30 is fastened to the front end extension member 10 by the support bolt 39, the displacement allowance portion 60 is secured between the bottom portion of the notch groove 30m and the support bolt 39. Therefore, when the link stay 30 is about to be slightly displaced rearward together with the subframe body 23 in the middle of inputting the collision load in the longitudinal direction of the vehicle body, the relative displacement of the link stay 30 with respect to the support bolt 39 is caused by the displacement allowing portion 60. It is possible to prevent the unnecessary deformation of the link stay 30. Therefore, after that, the link stay 30 can be reliably folded at a predetermined position, and finally the subframe 22 can be reliably guided below the passenger compartment I.

Next, the second embodiment shown in FIGS. 23 to 26 will be described.
The basic structure of the vehicle body frame structure of the second embodiment is substantially the same as that of the first embodiment. However, the structure of the extension piece 129 of the rear fastening portion 22u of the subframe body 23 and the extension piece 129 are the same. The structure of the support wall 110a portion of the front end extension member 110 that faces the front end portion is different from that of the first embodiment. Below, only the part which is different from 1st Embodiment is demonstrated, and description is abbreviate | omitted about a common part. In addition, the same code | symbol shall be attached | subjected to the same part as 1st Embodiment.

FIG. 23 is a view showing the rear fastening portion 22u of the subframe body 23, and FIGS. 24 and 25 are views showing the rear fastening portion 22u and the front end extending member 110 of the subframe body 23. FIG. 26 is a view showing the upper surface side of the front end extending member 110.
As shown in these drawings, the front region of the front end extending member 110 rises obliquely upward toward the joint portion with the lateral member 20. The support wall 110a, which is the front wall of the front region of the front end extending member 110, has an inclined surface 62 that follows the rising shape of the front end extending member 110 and a constant width that is recessed upward in a region below the inclined surface 62. A stop recess 63 is provided.
Further, on the upper surface side of the front region of the front end extending member 110, as shown in FIGS. 25 and 26, a reinforcing plate 64 for covering the upper side of the locking recess 63 and reinforcing the peripheral edge of the locking recess 63 is provided. (Reinforcing member) is attached.

On the other hand, the extension piece 129 on the subframe body 23 side is inclined downward from the upper surface in the vicinity of the rear fastening portion 22u toward the front end portion side (rear side of the vehicle body), and the inclined surface 62 of the front end extension member 110 in the vehicle body attached state. A flat surface 65 is formed in parallel with and facing each other. In addition, an engaging convex portion 66 having a constant width is formed in a region below the flat surface 65 so as to protrude angularly toward the rear side of the vehicle body with respect to the flat surface.
In the initial state, the flat surface 65 and the engaging convex portion 66 of the extension piece 129 are opposed to the inclined surface 62 and the locking concave portion 63 of the front end extending member 110 with a predetermined gap. In the middle of input, the flat surface 65 comes into contact with the inclined surface 62 and the engaging convex portion 66 is inserted into the locking concave portion 63. At this time, the engaging convex portion 66 is guided by the side wall in the width direction of the locking concave portion 63, and abuts on the lower surface of the locking concave portion 63 in this state.

The vehicle body frame structure of this embodiment can obtain the same basic effects as those of the first embodiment, but the extension piece 129 on the subframe main body 23 side and the support wall 110a on the front end extension member 110 side are described above. Because of this structure, the following additional effects can be obtained.
That is, in this vehicle body frame structure, the extension piece 129 of the sub-frame body 23 is brought into contact with the inclined surface 62 of the front end extension member 110 with the flat surface 65 after the collision load in the longitudinal direction of the vehicle body is input. The convex portion 66 can be engaged with the locking recess 63 of the front end extending member 110, and the stable position of the lower surface in the locking recess 63 can be used as a mechanical fulcrum (second fulcrum). Therefore, the engaging projection 66 of the extension piece 129 is reliably guided to a fixed position in the locking recess 63 to obtain a stable rotation of the subframe main body 23 for pulling out the fastening bolt and the weld nut 33. Can do.

  Further, in this vehicle body frame structure, the reinforcing plate 64 that reinforces the peripheral edge portion of the locking recess 63 is provided on the upper surface side of the front end extending member 110. When the mating protrusion 66 engages with the locking recess 63, it is possible to prevent the bending deformation from occurring in the peripheral area of the locking recess 63. Therefore, the rotation of the sub-frame main body 23 for pulling out the fastening bolt and the weld nut 33 can be stabilized.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in the above embodiment, the vehicle body frame structure according to the present invention is applied to the front side of the vehicle. However, if the vehicle has a side frame and a subframe on the rear side of the passenger compartment, Such a body frame structure can also be applied to the rear side of the vehicle.

10,110 Front end extension member (frame under the floor)
10a, 110a Support wall 11 Front side frame (side frame)
15 Floor tunnel frame (under-floor frame)
20 Lateral member (support member substrate, passenger compartment side support member)
22 Subframe 22m Front fastening part (separation side fastening part)
22u Rear fastening part (proximity side fastening part)
27 Center break point 29,129 Extension piece 30 Link stay 30m Notch groove (penetrating part)
31 Fastening bolt (first fastening member)
33 Weld nut (first fastening member, head)
35 Reinforcement plate (vehicle compartment side support member)
36 Escape hole 38 Nut (second fastening member)
39 Support bolt (second fastening member)
60 Displacement Allowable Part 62 Inclined Surface 63 Locking Recess 64 Reinforcement Plate (Reinforcement Member)
65 Flat surface 66 Engaging convex part F1 1st fulcrum F2 2nd fulcrum Z Weak part

Claims (7)

A side frame disposed along the front-rear direction of the vehicle body on the front side or rear side of the passenger compartment;
A subframe disposed below the side frame and supporting suspension parts;
A vehicle compartment side support member that is disposed on the outside lower side of the front portion or the rear portion of the vehicle compartment and supports an end portion of the subframe adjacent to the vehicle compartment;
A lower floor frame arranged along the longitudinal direction of the vehicle body under the floor of the passenger compartment,
A link stay arranged across the end of the subframe close to the passenger compartment and the lower floor frame, and connecting the two;
The sub-frame includes a separation-side fastening portion that is fastened to a member on the extension end side of the side frame at an end portion on the side away from the vehicle compartment, and the vehicle compartment side support at an end portion on the side close to the vehicle compartment. A proximity-side fastening portion fastened and fixed to the member from the lower side, and a central folding point that is bent downward at a substantially central portion in the front-rear direction between the separation-side fastening portion and the proximity-side fastening portion,
One end of the link stay is fastened and fixed to the proximity side fastening portion and the compartment side support member by a first fastening member that fastens the proximity side fastening portion of the subframe and the compartment side support member. And the other end side is fastened and fixed to the lower floor frame by a second fastening member extending in the vehicle width direction,
An extension piece extending in the frame direction below the floor is provided at the close side fastening portion of the subframe,
The lower floor frame is provided with a support wall that faces the front end of the extension piece with a predetermined gap and contacts the front end of the extension piece when inputting a collision load in the longitudinal direction of the vehicle body. Car body frame structure.   The vehicle body side support member includes a support member substrate through which the first fastening member penetrates and a head portion of the first fastening member is locked on an upper surface side, and an outer side of the head portion of the first fastening member. And a reinforcing plate joined to the upper surface of the support member substrate, and a region surrounded by the relief hole of the reinforcing plate on the support member substrate is a fragile portion. The vehicle body frame structure according to claim 1, wherein Of the support member substrate, the lower surface of the region adjacent to the fragile portion on the vehicle compartment side is increased in rigidity by the joining of the reinforcing plate to the upper surface side, and the proximity of the subframe in the initial stage of input of the collision load in the vehicle longitudinal direction Constituting the first fulcrum with which the edge of the side fastening part abuts,
3. The vehicle body frame structure according to claim 2, wherein the support wall of the lower floor frame constitutes a second fulcrum with which the distal end portion of the extension piece abuts in the middle of input of a collision load in the vehicle longitudinal direction. On the other end side of the link stay, a penetrating portion is provided in which the second fastening member is supported in a penetrating state,
The penetrating portion is provided with a displacement allowing portion that allows relative displacement of the link stay and the second shaft member in accordance with the displacement of the sub-frame in the longitudinal direction of the vehicle when a collision load in the longitudinal direction of the vehicle is input. The vehicle body frame structure according to any one of claims 1 to 3, wherein the vehicle body frame structure is provided. On the other end side of the link stay, a penetrating portion is provided in which the second fastening member is supported in a penetrating state,
The through portion is formed by a notch groove that allows the link stay to be detached from the second fastening member when the subframe is displaced downward when a collision load in the longitudinal direction of the vehicle body is input. The vehicle body frame structure according to any one of claims 1 to 4. The support wall of the lower floor frame includes an inclined surface, and a locking recess continuously provided on the inclined surface and recessed upward.
The extension piece is a flat surface parallel to the inclined surface of the support wall, and an engagement convex portion that protrudes from the flat surface and engages with the locking concave portion of the support wall in the middle of inputting the collision load in the vehicle longitudinal direction. And a vehicle body frame structure according to any one of claims 1 to 5.   The vehicle body frame structure according to claim 6, wherein a reinforcing member that reinforces an upper surface side peripheral portion of the locking recess is attached to the upper surface side of the lower floor frame.

Images