JP6027448B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure having a function of absorbing an impact load input from the front side of the vehicle body.

  As a front body structure of a vehicle, when an impact load is input from the front side of the vehicle body, a pair of left and right front side frames extending forward from the floor frame are buckled in an accordion shape, thereby reducing the input impact load. What is made to absorb is known (for example, refer patent documents 1 and 2).

  The front vehicle body structure described in Patent Document 1 is used to bend the front side frame in a plurality of stages in the vehicle width direction when an impact load is input from the front side of the vehicle body to the left and right front side frames of the vehicle front part. A buckling guide portion (bending portion) is provided, and a reinforcing member for restricting displacement in the vertical direction is provided on the base side of the front side frame.

  Further, in the front body structure described in Patent Document 2, subframes for supporting the engine and suspension parts are disposed below the front side frames on the left and right sides of the front part of the vehicle body, and the left and right front edge portions of the subframes are arranged. The front end portion of the front side frame is coupled to the lower surface of the front edge portion through an upright portion extending vertically above the front end portion. Each upright part is coupled to the front side frame only at the front end side, and when an impact load is input from the front side of the vehicle body, the front side frame is allowed to buckle while rotating around the upper front end side as a fulcrum. .

  By the way, all the front side frames of the above-mentioned front body structure are designed mainly for the purpose of mitigating the impact of the host vehicle when an impact load is input, but the host vehicle is an SUV (Sports Utility Vehicle) or RV. In the case of a large vehicle with a high vehicle height, such as a car (leisure vehicle), the front side frame of the host vehicle and the front side frame of the partner vehicle are high when they come into contact with a small partner vehicle from the front. Offset in the direction increases the impact on the opponent vehicle. In this case, it may be possible to reduce the impact on the opponent vehicle by lowering the rigidity of the front side frame of the own vehicle, but it is also a limit from the viewpoint of protecting the passenger of the own vehicle to reduce the rigidity of the front side frame. There is.

Therefore, as a front body structure that copes with this, there has been devised one that can prevent the intrusion of a small opponent vehicle when the host vehicle is a large vehicle having a high vehicle height (for example, a patent) Reference 3).
The front vehicle body structure described in Patent Document 3 is a guide for guiding a front side frame of an opponent vehicle upward when a small opponent vehicle contacts from the front below the front end of the front side frame. A member is attached. The guide member is disposed below the front end portion of the front side frame of the host vehicle with a space therebetween, and an inclination for guiding the front end portion of the front side frame of the counterpart vehicle upward on the front upper surface side thereof. A surface is provided.

JP 2009-137380 A Japanese Patent No. 4396264 JP 2004-189136 A

  However, in the front body structure described in Patent Document 3, the guide member functions effectively when the large host vehicle and the small counterpart vehicle contact each other almost in front of each other, but the vehicles are greatly increased in the vehicle width direction. In the case of contacting with an offset, the front end portion of the front side frame of the opponent vehicle does not necessarily contact the guide member as desired, and there is a concern that the guide member will be difficult to function.

  Accordingly, the present invention can reduce the impact applied to the opponent vehicle from the own vehicle even when the vehicle is in contact with a small opponent vehicle offset in the vehicle width direction without causing a significant decrease in the rigidity of the front side frame of the own vehicle. It is intended to provide a partial structure.

The vehicle body front 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 pair of left and right front side frames (for example, the embodiment of the embodiment), the rear edge portion of which is connected to the floor frame (for example, the floor frame 3 of the embodiment) and extends from the floor frame to the front of the vehicle body. A front side frame 5) and a sub-frame whose rear edge is connected to the floor frame, and whose front edge is disposed below each front side frame and coupled to the front edge of each front side frame (E.g., subframe 7 of the embodiment) and a front side of the front edge of the subframe, extending in the vehicle width direction, and applying an impact load from the front of the vehicle body to the front edge of the subframe. A load transmitting member for transmitting (for example, the load transmitting beam 17 of the embodiment), and on the lower surface of the middle part in the front-rear direction of the front side frame, When an impact load is input from the heavy transmission member to the front edge portion of the subframe, a bending inducing portion (for example, the recess portion 18 in the embodiment) that induces bending in the vertical direction of the middle portion of the front side frame. It is characterized by being provided.
As a result, when a small opponent vehicle comes into contact with the vehicle from the front, an impact load is input from the front wheel of the opponent vehicle to the load transmission member of the own vehicle, and the impact load is applied to the front edge of the subframe below the front side frame. Entered. When an impact load is input to the front edge portion of the sub frame, the load acts on the front side frame as a moment centering on the bending induction portion. As a result, the front side frame is bent and deformed in the vertical direction, and the impact given to the opponent vehicle from the own vehicle is reduced.

The invention according to claim 2 is the vehicle body front structure according to claim 1, wherein a connecting member (for example, the spacer block 12 of the embodiment) is disposed on the lower surface of the front edge portion of the front side frame, and the subframe The front edge portion and the front edge portion of the front side frame are fixed by a fastening member (for example, the bolt 13 of the embodiment) with the connecting member interposed therebetween.
As a result, the front edge of the sub-frame is arranged with a large offset below the front edge of the front side frame, and when an impact load is input from the load transmitting member to the front edge of the sub-frame, The moment centering on the bending inducing portion acting on the frame increases.

The invention according to claim 3 is the vehicle body front part structure according to claim 1 or 2, in which an impact load is input from the front end portion of the front side frame to the side surface of the middle portion in the front-rear direction of the front side frame. In some cases, a buckling induction part (for example, the recessed part 19 of the embodiment) for inducing buckling mainly in the vehicle width direction is provided in the middle part of the front side frame. It is.
Thus, for example, when the opponent vehicle is a vehicle of the same size as the own vehicle and an impact load is input from the front side frame of the opponent vehicle to the front side frame of the own vehicle, the middle part of the front side frame is Buckling deformation starts from the buckling induction part. As a result, the input impact load is absorbed by the buckling deformation of the front side frame, and the occupant protection function of the host vehicle is ensured.

According to a fourth aspect of the present invention, in the vehicle body front portion structure according to any one of the first to third aspects, the load transmitting member is a front bulkhead connected to the inner side surfaces of the pair of left and right front side frames. For example, a rigid member (for example, the embodiment) that connects the lower lateral beam portion (for example, the bulkhead lower 31 of the embodiment) of the front bulkhead 30 of the embodiment and the lower lateral beam portion and the front end of the subframe. Connecting plate 36).
As a result, when the front wheel of a small partner vehicle enters the inside of the front side frame of the host vehicle, the front wheel of the partner vehicle comes into contact with the lower lateral beam portion of the front bulkhead, so that the impact load is rigid. It is efficiently transmitted to the front end portion of the subframe via the member. Therefore, it is possible to alleviate the impact given from the own vehicle to the opponent vehicle using the existing front bulkhead only by adding a rigid member.

According to a fifth aspect of the present invention, in the vehicle body front portion structure according to the fourth aspect , the load transmitting member is a lower lateral beam portion (for example, a front bulkhead) connected to an inner surface of the pair of left and right front side frames The bulkhead lower 31) of the embodiment, a rigid member (for example, the connecting plate 36 of the embodiment) that connects the lower lateral beam and the front end of the subframe, and the lower lateral beam is connected to the front end of the subframe. A stay (for example, the stay 40 of the embodiment) that is connected to the central region of the section to increase the torsional rigidity of the subframe, and the lower side beam portion, the rigid member, and the stay constitute a truss structure. It is characterized by that.
As a result, the torsional rigidity of the subframe is increased by the stay, and the front wheel of a small counterpart vehicle abuts the lower side beam part of the front bulkhead by the truss structure formed by the lower side beam part, the rigid member, and the stay. It is possible to stably transmit the impact load at the time to the front end portion of the subframe. In other words, even when the front wheel of a small opponent vehicle comes into contact with the lower lateral beam portion and the center side in the width direction of the lower lateral beam portion tends to incline backward, the truss structure applies the impact load to the subframe. It will be transmitted reliably to the front end.

The invention according to claim 6 is the vehicle body front part structure according to claim 5 , wherein the rigid member and the stay are formed as an integral part.
This reduces the number of parts and facilitates assembly of the parts to the vehicle body.

The invention according to claim 7 is the vehicle body front part structure according to any one of claims 1 to 6 , wherein the load transmitting member is a front bulkhead connected to the inner surfaces of the pair of left and right front side frames. The lower lateral beam portion has a hat-shaped cross section that opens upward, and the upper and lower vertical beam portions of the front bulkhead (for example, the bulkhead side stay 33 of the embodiment) are provided on the upper surface side of the lower lateral beam portion. The region from the front to the position where the front end side of the sub-frame is connected from the inner end of the front side frame connected to at least the vertical beam portion of the lower-side side beam portion is connected from the front. It is characterized in that the strength is set such that crushing in the front-rear direction is restricted when an impact load is input.
Thereby, while the occupied height in the vertical direction of the lower side beam portion is kept low, the load can be reliably transmitted from the lower side beam portion to the front edge portion of the subframe when an impact load is input from the front. Therefore, it is advantageous in maintaining a high approach angle of the vehicle, and a pedestrian leg protection member or the like can be attached below the bumper beam.

The invention according to claim 8 is the vehicle body front structure according to claim 7 , in which the sub-frame is connected to at least an inner end of the front side frame connected to at least the vertical beam portion of the lower lateral beam portions. The region up to the position where the front end side is connected is formed of a high-strength steel plate.
Thereby, it is possible to increase the strength of a desired portion of the low-order side beam portion without significantly adding parts.

The invention according to claim 9 is the vehicle body front structure according to claim 7 , in which the sub-frame is connected to at least an inner end of the front side frame that is connected to at least the vertical beam portion of the lower lateral beam portions. The region up to the position where the front end side is connected is reinforced by a reinforcing member that prevents crushing in the front-rear direction.
Thereby, it is possible to increase the strength of a desired portion of the lower lateral beam portion only by adding simple parts.

According to the present invention, when a small opponent vehicle comes into contact with the vehicle from the front, an impact load input from the front wheel of the opponent vehicle is received by the load transmission member, and the impact load is a moment centered on the bending induction portion. By acting on the front side frame, the front side frame can be bent and deformed in the vertical direction, so that it does not significantly reduce the rigidity of the front side frame of the host vehicle and can be reduced in the vehicle width direction. Even if it is a case where it contacts by offsetting, the impact given to the other vehicle from the own vehicle can be relieved.
In addition, according to the present invention, the front end portion of the front side frame and the bumper beam are not lowered downward, so that the SUV is limited in the minimum ground height and the approach angle (angle from the ground contact point of the front wheel to the front end portion of the bumper beam). And can be easily applied to RV vehicles.

It is a side view of the own vehicle and the other party vehicle of a 1st embodiment of this invention. It is a top view of the front wheel on the right side of the host vehicle and the opponent vehicle of the first embodiment of the present invention. It is the perspective view which looked at the front part side skeleton part of vehicles of a 1st embodiment of this invention from the lower part. It is a typical side view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a typical perspective view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a typical side view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a typical perspective view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a typical side view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a typical perspective view of the front part side skeleton part of vehicles of a 1st embodiment of this invention. It is a side view of the own vehicle and partner vehicle of a 2nd embodiment of this invention. It is a perspective view of the front part side skeleton part of vehicles of a 2nd embodiment of this invention. It is a bottom view of the front part side frame part of vehicles of a 2nd embodiment of this invention. It is a typical side view of the front part side skeleton part of vehicles of a 2nd embodiment of this invention. It is a bottom view of the front part side skeleton part of vehicles of a 3rd embodiment of this invention. It is a bottom view of the front part side skeleton part of vehicles of a 4th embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
First, the first embodiment shown in FIGS. 1 to 9 will be described. In each embodiment described below, common portions are denoted by the same reference numerals, and redundant description is omitted. In the drawings, an arrow FR indicates the front side of the vehicle.

FIG. 1 is a view showing a side surface of a vehicle 1 according to this embodiment and a counterpart vehicle 2 that is smaller than the vehicle 1 according to this embodiment. The vehicle 1 according to this embodiment is a large vehicle having a vehicle height higher than that of a general vehicle such as an SUV (sports utility vehicle) or an RV vehicle (leisure vehicle). FIG. 2 is a plan view showing the right front wheel 90 of the vehicle 1 and the counterpart vehicle 2 according to this embodiment, and FIG. 3 is a perspective view of the front skeleton of the vehicle 1 according to this embodiment as viewed from below. FIG.
In the vehicle 1, a pair of left and right floor frames 3 (see FIG. 3) extending along the longitudinal direction of the vehicle body is disposed below the passenger compartment, and the pair of floor frames 3 extend along the vehicle width direction. They are connected by a plurality of floor cross members 4 (see FIG. 3). Front side frames 5 that extend along the longitudinal direction of the vehicle body are connected to the front edge portions of the left and right floor frames 3 on the left and right sides of the engine room.

The front side frame 5 is curved upward on the front side of the joint with the floor frame 3, and extends horizontally from both side positions of the dash lower 6 partitioning the compartment and the engine room to the front side. Further, below the left and right front side frames 5, a cross beam-like subframe 7 for supporting an engine and suspension parts (not shown) is arranged.
The sub-frame 7 extends along the vehicle width direction by connecting a pair of left and right side members 8 extending along the longitudinal direction of the vehicle body, and connects the front edge portions and the rear edge portions of the side members 8 respectively. A cross member 9 and a connecting rod 10 are provided.

FIG. 4 is a schematic side view and a perspective view of the front skeleton portion of the vehicle 1 including the connecting portion on the front edge portion side of the front side frame 5 and the sub frame 7.
As shown in FIGS. 3 and 4, the rear edge portions of the left and right side members 8 of the subframe 7 are overlapped with the lower surface side of the front edge portion of the floor frame 3, and bolts 11 are placed on the front edge portion of the floor frame 3. It is fastened and fixed by. The left and right side members 8 of the sub frame 7 extend from the fastening portion with the floor frame 3 to the front side substantially horizontally, and then the front edge portion side is gently bent in a crank shape. And the edge part of the front side rather than the crank-shaped bending part of each side member 8 is substantially parallel to the lower surface of the corresponding front side frame 5 on either side.

  A substantially rectangular parallelepiped spacer block 12 as a connecting member is attached to the lower surface of the front edge portion of the front side frame 5. Each front edge portion of the side member 8 is overlapped with the lower surface of the spacer block 12, and is fastened and fixed to the front edge portion of the front side frame 5 with a bolt 13 (fastening member) with the spacer block 12 interposed therebetween. A bumper beam extension 14 that is easily buckled and deformed is attached to the front end portion of each front side frame 5, and a bumper beam 15 extending in the vehicle width direction is held via the bumper beam extension 14. ing.

  Further, a bracket 16 extending downward is attached to a side surface of the front edge of each of the left and right front side frames 5 in front of the fixed portion of the spacer block 12, and a prism-like shape is attached to the lower end of the bracket 16. A load transmission beam 17 (load transmission member) is attached. The load transmission beam 17 extends in the vehicle width direction on the front side of the left and right side members 8 of the subframe 7, and the rear surface thereof faces the front end surface of each side member 8 with a set gap. In the case of this embodiment, the load transmission beam 17 extends beyond the left and right side members 8 to the outside in the vehicle width direction.

The load transmission beam 17 is set to receive an impact load from the wheel W2 of the front wheel 90 of the counterpart vehicle 2 when the small counterpart vehicle 2 comes into contact with the front side of the vehicle. Specifically, as shown in FIG. 1, when the radius of the wheel of the opponent vehicle is R, the load transmission beam 17 has a cross-sectional center G of 0. 0 at the center of the wheel W2 of the front wheel 90 of the opponent vehicle 2. It is arranged in a height range that is equal to or less than the value obtained by adding 37R. When the cross-sectional center G of the load transmission beam 17 is arranged in such a height range, when the load transmission beam 17 comes into contact with the small counterpart vehicle 2 from the front side of the vehicle, the load transmission beam 17 moves to the front wheel 90 of the counterpart vehicle 2. Thus, the shock load is reliably received from the wheel W2. When the load transmission beam 17 receives an impact load from the wheel W2 of the front wheel 90 of the counterpart vehicle 2, the load transmission beam 17 is displaced to the rear side of the vehicle body due to bending of the bracket 16 and collides with the front end portion of the side member 8 of the subframe 7. To do.
In FIG. 1, 89 is a front side frame of the opponent vehicle 2, and 88 is a bumper beam of the opponent vehicle 2.

  Further, a recess 18 having a triangular cross-section extending along the vehicle width direction is provided on the lower surface of the middle portion of the left and right front side frames 5 extending substantially horizontally. When the impact load is input from the load transmitting beam 17 to the front end portion of the side member 8 of the sub-frame 7, the hollow portion 18 is bent in the vertical direction at the middle portion of the front side frame 5 (bending convex upward). The bending induction part which induces is comprised.

  Furthermore, three hollow portions 19 having a triangular cross section extending in the vertical direction are provided on the side surfaces of the middle portions of the left and right front side frames 5 extending substantially horizontally. In the case of this embodiment, one recess 19 is provided at a substantially central portion of one side surface of the left and right front side frames 5, and one at each of the front and rear positions sandwiching the substantially central portion of the other side surface therebetween. Is provided. The three recessed portions 19 provided on both side surfaces of the front side frame 5 are arranged at positions shifted in the front-rear direction from the recessed portions 18 provided on the lower surface of the front side frame 5. The three depressions 19 induce buckling mainly in the vehicle width direction in the middle of the front side frame 5 when an impact load is input from the front end of the front side frame 5 via the bumper beam 15. This constitutes a buckling induction part. In this embodiment, three depressions 19 are provided on the side surface of the front side frame 5, but the number of depressions 19 provided on the side surface of the front side frame 5 is arbitrary.

6 and 7 are diagrams showing the behavior of the front part of the vehicle body when the vehicle 1 comes into contact with the counterpart vehicle 2A having the same size as the own vehicle from the front without being offset in the vehicle width direction.
When the vehicle 1 comes into contact with the opponent vehicle 2A from the front without being offset in the vehicle width direction, the bumper beam 15 of the own vehicle comes into contact with the bumper beam of the opponent vehicle 2A, and the bumper beam extension 14 of the own vehicle from the front side frame of the opponent vehicle 2A. The impact load is input to the front side frame 5 from the front. Thus, when the impact load is input, the bumper beam extension 14 is buckled and deformed at the initial stage and the side members 8 of the subframe 7 are moved up and down at the later stage, as indicated by phantom lines in FIGS. The front side frame 5 is buckled and deformed starting from the recessed portions 19 on both side surfaces. The impact load input to the host vehicle is absorbed during this time, and the passenger protection function of the host vehicle is exhibited.

FIGS. 8 and 9 are diagrams illustrating the behavior of the front portion of the vehicle body when the vehicle 1 is in contact with the small counterpart vehicle 2 from the front direction while being offset in the vehicle width direction.
When the vehicle 1 is offset from the opposite vehicle 2 in the vehicle width direction and comes into contact with the front, the wheel W2 of the front wheel 90 of the opponent vehicle 2 enters toward the load transmission beam 17 of the own vehicle, and loads from the wheel W2 of the opponent vehicle 2 An impact load is input to the transmission beam 17. Thus, when an impact load is input to the load transmission beam 17 from the front, the load transmission beam 17 is displaced to the rear side of the vehicle body and comes into contact with the front end portion of the side member 8 of the subframe 7. Impact load is input. When an impact load is input to the front end portion of the side member 8, the load acts on the front side frame 5 as a moment centering on the depression 18 that is a bending induction portion. As a result, as shown by phantom lines in FIGS. 8 and 9, the side member 8 of the sub-frame 7 is bent and deformed up and down, and the front side frame 5 is bent and deformed up and down starting from the recess 19 on the lower surface. . The impact load input to the host vehicle is absorbed during this time, and the impact of the front side frame 5 of the host vehicle on the opponent vehicle is also reduced.

  As described above, when the vehicle 1 according to this embodiment comes into contact with the small counterpart vehicle 2 from the front direction (including a case where the vehicle 1 is offset in the vehicle width direction), the wheel W2 of the front wheel 90 of the counterpart vehicle 2 is included. The impact load input from the front side frame 5 is received by the load transmission beam 17 below the front portion of the front side frame 5, and the impact load is applied to the front side frame 5 as a moment starting from the recess 18, so that the front side frame 5 Can be efficiently bent and deformed in the vertical direction. For this reason, even if it is a case where it contacts with the small other vehicle 2 offset in the vehicle width direction, without causing the rigidity fall of the front side frame 5 of the own vehicle, the impact given to the other vehicle 2 from the own vehicle. It can be surely relaxed.

  In particular, in the vehicle 1 of this embodiment, the spacer block 12 is disposed on the lower surface of the front edge portion of the front side frame 5, and the front edge portion of the side member 8 of the subframe 7 and the front edge portion of the front side frame 5 are arranged. However, since it is fastened and fixed by the bolts 13 with the spacer block 12 interposed therebetween, the front edge portion of the side member 8 is arranged to be greatly offset to the lower side of the front edge portion of the front side frame 5. For this reason, when an impact load is input from the load transmission beam 17 to the front edge portion of the side member 8, the moment acting on the front side frame 5 can be further increased.

  In addition, the vehicle 1 of this embodiment is provided with a recess 19 that is a buckling induction portion on the side surface in the front-rear direction of the front side frame 5. Even if it contacts from the front without being offset in the width direction, the occupant protection function of the host vehicle can be secured by reliably buckling the front side frame 5.

  Further, in the vehicle 1 of this embodiment, the impact applied to the opponent vehicle 2 can be mitigated without lowering the front end portion of the front side frame 5 or the bumper beam downward, so that the minimum ground clearance and approach angle are limited. It can be easily applied to certain SUV and RV vehicles.

Next, a second embodiment shown in FIGS. 10 to 13 will be described.
The vehicle 101 of the second embodiment is basically the same as the first embodiment except that a dedicated load transmission beam is installed via a bracket below the front part of the front side frame 5. Instead, a part of the front bulkhead 30 which is a substantially rectangular frame-like skeleton member at the front of the vehicle body is used.
FIG. 10 is a view showing a side surface of the vehicle 101 according to this embodiment and the small counterpart vehicle 2, and FIGS. 11 and 12 are a perspective view and a bottom view of the front side skeleton part of the vehicle 101. FIG. 13 is a schematic side view of the front skeleton portion of the vehicle 1.

  The front bulkhead 30 is a pair of bulkheads that are a bulkhead lower 31 that is a lower lateral beam portion, a bulkhead upper 32 that is a higher lateral beam portion, and a longitudinal beam portion that connects the bulkhead lower 31 and the bulkhead upper 32. A head side stay 33. Both end portions of the bulkhead lower 31 extend to a front end portion of a wheel house member 35 continuous with a front pillar (not shown), and are connected to the front end portion of the wheel house member 35. The left and right bulkhead side stays 33 extend from the connecting position with the bulkhead upper 32 on the upper end side toward the root portion side of the wheel house member 35 and are connected to the root portion of the wheel house member 35.

  In the front bulkhead 30, the outer surfaces (the outer surfaces in the vehicle width direction) of the left and right bulkhead side stays 33 are joined to the inner surfaces (the inner surfaces in the vehicle width direction) of the front edge portions of the corresponding left and right front side frames 5. Has been. The joint between the bulkhead side stay 33 and the front side frame 5 is set at a position near the lower end of the bulkhead side stay 33 and extends in the vehicle width direction below the front edge of the front side frame 5. The outgoing bulkhead lower 31 is arranged at a predetermined distance.

The spacer block 12 is disposed on the lower surface of the front edge portion of the front side frame 5 as in the first embodiment, and the front edge portion of the side member 8 of the subframe 7 disposed on the lower surface side of the spacer block 12 is The spacer block 12 is sandwiched between the bolts 13 and fastened and fixed. In this embodiment, a highly rigid connection plate 36 (rigid member) that connects the lower surface of the front edge portion of the side member 8 and the lower surface of the bulkhead lower 31 is provided. The connecting plate 36 is fastened together by bolts 13 to the lower surface of the front edge portion of the side member 8 and extends linearly from the front edge portion of the side member 8 toward the front side of the vehicle body. The connecting plate 36 and the lower surface of the bulkhead lower 31 are coupled by appropriate means such as bolt fastening or welding.
In this embodiment, the bulkhead lower 31 and the connecting plate 36 constitute a load transmission member that transmits an impact load from the wheel W2 of the counterpart vehicle 2.

  Also in the case of this embodiment, recesses 18 and 19 similar to those of the first embodiment are provided on the lower surface and side surface of the middle portion of the front side frame 5. Furthermore, the cross-sectional center of the bulkhead lower 31 that receives an impact load from the wheel W2 of the opponent vehicle is arranged in a height range that is equal to or less than the value obtained by adding 0.37R to the center of the wheel W2 of the opponent vehicle 2.

  Further, the bulkhead lower 31 of this embodiment has a hat-shaped cross section opening upward, and the lower ends of the left and right bulkhead side stays 33 are connected to the upper surface side of the bulkhead lower 31. A region in the vicinity of the connecting portion with the side stay 33 (at least a region from the inner end of the front side frame 5 to the position where the front end side of the sub frame 7 is connected) is formed by a high-strength steel plate, and thereby impact from the front This area is restricted from being crushed in the front-rear direction when a load is input.

  In the vehicle 101 of this embodiment, when a small opponent vehicle 2 is offset in the vehicle width direction and contacted from the positive direction surface, an impact load is applied from the wheel of the opponent vehicle 2 to the bulkhead lower 31 of the front bulkhead 30. As a result, the bulkhead lower 31 and the connecting plate 36 function as a load transmission member. As a result, as in the first embodiment, the impact load input to the bulkhead lower 31 and the connecting plate 36 acts on the front side frame 5 as a moment starting from the recess 18.

  The vehicle 101 of this embodiment can obtain the same basic effects as those of the first embodiment, but only by adding the connecting plate 36, the existing vehicle can be used from the host vehicle to the opponent vehicle using the existing front bulkhead 30. As a result, the manufacturing cost can be reduced.

Further, in the vehicle 101 of this embodiment, the bulkhead lower 31 has a hat-shaped cross section that opens upward, and the lower ends of the left and right bulkhead side stays 33 are connected to the upper surface side of the bulkhead lower 31. Since the region near the connecting portion with the bulkhead side stay 33 is formed of a high-strength steel plate, the impact load from the front is input while keeping the occupied height in the vertical direction of the bulkhead lower 31 low. Sometimes, a load can be reliably transmitted from the bulkhead lower 31 to the front edge portion of the subframe 7. For this reason, it is advantageous for maintaining a high approach angle of the vehicle, and it is also possible to attach a pedestrian leg protection member or the like below the bumper beam.
In this embodiment, a part of the bulkhead lower 31 is formed of a high-strength steel plate so as to restrict the deformation of the bulkhead lower 31 in the front-rear direction, but a reinforcing member is added to the same region. By doing so, the deformation in the front-rear direction may be restricted. When a part of the bulkhead lower 31 is formed of a high-strength steel plate, it is possible to increase the strength of a desired part of the bulkhead lower 31 without significantly adding parts, and the bulkhead lower 31 is reinforced. When a member is added, the strength of a desired part of the bulkhead lower 31 can be easily increased only by adding simple parts.

FIG. 14 is a bottom view of the front side skeleton portion of the vehicle 201 of the third embodiment, and FIG. 15 is a bottom view of the front side skeleton portion of the vehicle 301 of the fourth embodiment.
The vehicle 201 according to the third embodiment shown in FIG. 14 is inclined with respect to the second embodiment, with the lower surfaces of the front edge portions of the left and right side members 8 of the subframe 7 and the lower surface of the central region of the bulkhead lower 31 being inclined. The stay 40 is added to increase the torsional rigidity of the subframe 7. In this embodiment, the bulkhead lower 31, the connecting plate 36, and the stay 40 constitute a load transmission member.

  In the case of this embodiment, the stay 40 can increase the torsional rigidity of the subframe 7 and the bulkhead lower 31, the connecting plate 36, and the stay 40 constitute a truss structure. When an impact load is input from the front side, the load can be reliably transmitted to the front end portion of the side member 8 of the sub-frame 7. In other words, when an impact load is input to the bulkhead lower 31 from the front side, even if the central side of the bulkhead lower 31 is inclined to the rear side of the vehicle body, the impact load is distorted by the truss structure on the front end portion of the side member 8. Can be transmitted efficiently.

A vehicle 301 according to the fourth embodiment shown in FIG. 15 is obtained by forming the connecting plate 36 and the stay 40 according to the third embodiment by an integral triangular plate 50. In this embodiment, the bulkhead lower 31 and the plate 50 constitute a load transmission member.
In the case of this embodiment, since the function of the connecting plate 36 and the stay 40 is provided by a single plate 50, the number of parts can be reduced and parts can be easily assembled while obtaining the same effects as those of the third embodiment. It becomes possible to plan.

  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.

3 ... Floor frame 5 ... Front side frame 7 ... Sub frame 12 ... Spacer block (connecting member)
13 ... Bolt (fastening member)
17 ... Load transmission beam (load transmission member)
18 ... depression (bending induction part)
19 ... depression (buckling induction part)
30 ... Front bulkhead 31 ... Bulkhead lower (low side beam, load transmission member)
33 ... Bulkhead side stay (longitudinal beam)
36 ... Connecting plate (rigid member, load transmission member)
40 ... Stay (load transmission member)
50 ... Plate (load transmission member)
W2 ... Wheel (front wheel)

Claims (9)

A pair of left and right front side frames whose rear edges are connected to the floor frame and extend forward from the floor frame to the vehicle body;
A sub-frame coupled to the front edge of each front side frame, with a rear edge connected to the floor frame and a front edge disposed below each of the front side frames;
A load transmitting member that extends in the vehicle width direction on the front side of the front edge of the subframe, and that transmits the impact load to the front edge of the subframe when an impact load is input from the front of the vehicle body,
When an impact load is input from the load transmitting member to the front edge of the subframe on the lower surface of the front halfway part of the front side frame, the middle part of the front side frame is bent in the vertical direction. A vehicle body front part structure characterized in that a bending induction part is provided.   A connecting member is disposed on the lower surface of the front edge portion of the front side frame, and the front edge portion of the sub frame and the front edge portion of the front side frame are fixed by a fastening member with the connecting member interposed therebetween. The vehicle body front part structure according to claim 1.   A seat mainly bent in the vehicle width direction on the middle portion of the front side frame when an impact load is input from the front end portion of the front side frame on the side surface of the middle portion in the front-rear direction of the front side frame. The vehicle body front part structure according to claim 1 or 2, wherein a buckling induction part for inducing bending is provided. The load transmission member includes a lower lateral beam portion of a front bulkhead connected to the inner surfaces of the pair of left and right front side frames, and a rigid member that connects the lower lateral beam portion and the front end of the subframe. The vehicle body front part structure according to any one of claims 1 to 3, wherein the vehicle body front part structure is provided. The load transmission member includes a lower side beam portion of a front bulkhead connected to inner surfaces of the pair of left and right front side frames, a rigid member that connects the lower side beam portion and the front end of the subframe, A stay that increases the torsional rigidity of the subframe by connecting a front end portion of the subframe to a central region of the low-order side beam portion, and a truss structure is configured by the low-side side beam portion, the rigid member, and the stay. The vehicle body front part structure according to claim 4, wherein the vehicle body front part structure is provided. 6. The vehicle body front structure according to claim 5, wherein the rigid member and the stay are formed as an integral part. The load transmission member includes a lower lateral beam portion of a front bulkhead connected to inner surfaces of the pair of left and right front side frames,
The lower lateral beam portion is a hat-shaped cross section that opens upward, and the lower ends of the left and right vertical beam portions of the front bulkhead are connected to the upper surface side thereof,
An area from the inner end of the front side frame connected to at least the vertical beam portion to a position where the front end portion side of the sub frame is coupled is input to the lower side side beam portion from the front. The vehicle body front part structure according to any one of claims 1 to 6, characterized in that it is set to a strength that sometimes restricts crushing in the front-rear direction. A region from the inner end of the front side frame connected to at least the vertical beam portion to the position where the front end portion side of the sub frame is coupled is formed of a high-strength steel plate. The vehicle body front part structure according to claim 7, wherein: A region from the inner end of the front side frame connected to at least the vertical beam portion to a position where the front end portion side of the sub frame is coupled is prevented from collapsing in the front-rear direction. The vehicle body front part structure according to claim 7, wherein the vehicle body front part structure is reinforced by a reinforcing member.

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