Source: https://patents.google.com/patent/JP5471559B2/en
Timestamp: 2020-01-20 10:04:39
Document Index: 71429958

Matched Legal Cases: ['art 21', 'art 21', 'art 21', 'art 21', 'art 21', 'art 21', 'art 61', 'art 21', 'art 6', 'art 6', 'art 21', 'art 21', 'art 21', 'art 71', 'art 21', 'art 21', 'art)\n6', 'art)\n11']

JP5471559B2 - Automobile undercarriage - Google Patents
Automobile undercarriage Download PDF
JP5471559B2
JP5471559B2 JP2010030322A JP2010030322A JP5471559B2 JP 5471559 B2 JP5471559 B2 JP 5471559B2 JP 2010030322 A JP2010030322 A JP 2010030322A JP 2010030322 A JP2010030322 A JP 2010030322A JP 5471559 B2 JP5471559 B2 JP 5471559B2
JP2010030322A
JP2011162158A (en
弘明 竹下
隆広 大谷
正信 福島
竜一 草間
宏昌 本地
2010-02-15 Application filed by マツダ株式会社 filed Critical マツダ株式会社
2010-02-15 Priority to JP2010030322A priority Critical patent/JP5471559B2/en
2011-08-25 Publication of JP2011162158A publication Critical patent/JP2011162158A/en
2014-04-16 Publication of JP5471559B2 publication Critical patent/JP5471559B2/en
The present invention includes a suspension cross member that extends in the vehicle width direction at a position behind the power unit to prevent the power unit from moving backward, and a plate-like vehicle body side support portion that supports the suspension cross member. It relates to the substructure.
Conventionally, the front face collision or the like of the vehicle, for the purpose of suppressing the influence of the collision load applied to the occupant in the passenger compartment, those which attained collision energy formic removals increase in vehicle front has been proposed .
For example, Patent Document 1 below discloses a structure in which an opening is provided in the vicinity of a bolt hole in a lower wall portion of a suspension cross member mounting portion of a front side member (front frame).
In Patent Document 1 described below, when a predetermined load or more is applied to a bolt at the time of a frontal collision of a vehicle, the bolt moves while expanding the bolt hole to reach the opening. The cross member can be largely moved to the vehicle rear side with respect to the front side member. In this case, since there is never smooth retraction of the power unit is inhibited by the suspension cross member can be absorbed reliably collision energy formic the retraction of the power unit.
In Patent Document 2 below, a pipe nut upper end portion as a fastening member for fastening a vehicle body side front frame and a chassis frame (suspension cross member) is supported by a vehicle body side plate member, and at the time of a frontal collision of the vehicle A structure is disclosed in which the plate member is broken and the joint with the pipe nut is removed when a load exceeding a predetermined level is applied. In Patent Document 2 described below, the chassis frame can be detached from the vehicle body by such a configuration, and as a result, the backward movement of the power unit is prevented from being inhibited by the chassis frame.
Further, in Patent Document 3, in a vehicle front wheel is disposed before the engine constituting the power unit, is disclosed as having a bead to induce a more deformation of the suspension cross member to the collision energy formic the vehicle collision Has been.
In Patent Document 3 below, at the time of a frontal collision of the vehicle, the suspension arm is tilted rearward due to the deformation of the suspension cross member so that the front wheel moves backward. Therefore, it increased plastically deformable portion of the side frame, as a result, there is an advantage that attained an increase in collision energy formic removals.
Further, in Patent Document 4 below, a suspension cross member prevents a suspension cross member from obstructing the backward movement of a power unit at the time of a frontal collision of a vehicle, and a collar whose rear side of the vehicle is not coupled to the suspension cross member is referred to as a suspension cross member. What was provided in the fastening part of the side member on the vehicle body side is disclosed.
In Patent Document 4 below, when the suspension cross member is displaced rearward in the event of a vehicle collision, the fastening portion is easily rotated rearward of the vehicle, whereby the fastening portion, that is, the suspension cross member is moved to the vehicle body. It can be easily detached from.
Further, in Patent Document 5, provided with a bent promoting portion approximately midway portion of the side frames constituting the sub-frame, followed by a said side frame intermediate portion and the sub-frame connected by intermediate support member and the coupling member It is disclosed.
In the following Patent Document 5, when the power unit moves relatively rearward at the time of a frontal collision of the vehicle, the side frame is bent by the action of the bending promoting portion, and the connection between the intermediate support member and the connecting means is released. Finally, the suspension cross member can be detached from the side frame.
Japanese Patent Laid-Open No. 2004-130827 JP 2005-112197 A JP-A-6-298121 JP 2006-240325 A JP 2008-56191 A
Here, in the prior art disclosed in Patent Document 1, the suspension cross member can be moved to the vehicle rear side at the time of a vehicle collision so that the smooth retreat of the power unit is not hindered. By forming the opening in the vicinity of the fastening portion, the rigidity of the vehicle in the vicinity of the fastening portion during normal travel may be reduced, and as a result, the support rigidity of the suspension cross member may be reduced.
Further, in Patent Document 1, the bolt hole of the lower wall portion is expanded by the movement of the bolt itself that fastens the suspension cross member to the vehicle body side, but in a normal state until a vehicle collision occurs, Since the bolt is firmly fixed to the vehicle body, the bolt cannot be moved immediately after the vehicle collision occurs. Therefore, there is a problem that the suspension cross member cannot be moved smoothly.
Further, in Patent Document 2, the plate member is destroyed by the movement of the bolt itself that fastens the suspension cross member to the vehicle body. However, for the same reason as in Patent Document 1, the plate is immediately after a vehicle collision occurs. There is a problem that the member cannot be destroyed, and also in this case, the suspension cross member cannot be removed smoothly.
Further, in Patent Document 3, there is no idea itself that the smooth retreat of the power unit is not inhibited by releasing the connection between the suspension cross member and the vehicle body. Wherein the only disclosed structure in Patent Document 3, it is impossible to sufficiently increase the collision energy formic removals in front of the vehicle, it is impossible to greatly improve the effect of the collision load applied to the occupant.
In Patent Document 4, there is a gap between the sub-side member and the suspension cross member so that the fastening portion between the vehicle body (sub-side member) and the suspension cross member can be easily rotated to the rear of the vehicle. Is formed. This gap causes a decrease in rigidity near the fastening portion during normal traveling of the vehicle, and as a result, the support rigidity of the suspension cross member may be decreased.
Moreover, in the said patent document 5, opening is formed in the front part of the fastening hole by which the volt | bolt for fastening a side frame and a suspension cross member is penetrated (refer FIG. 3 of the literature). In this case, there is a risk that the rigidity of the vicinity of the bolt fastening portion during the normal traveling of the vehicle will be reduced, and as a result, the support rigidity of the suspension cross member may be reduced.
Further, in Patent Document 5, since the coupling between the intermediate support member and the coupling means is released by the movement of the bolt itself, for the same reason as in Patent Documents 1 and 2, immediately after the vehicle collision occurs. The coupling cannot be released, and the suspension cross member cannot be removed smoothly.
The present invention reduces the load required to disengage the suspension cross member from the vehicle body in the event of a vehicle collision while ensuring the support rigidity of the suspension cross member during normal driving of the vehicle, so that the power unit can be moved backward smoothly. An object of the present invention is to provide a lower structure of an automobile that can improve the influence of a collision load on an occupant.
The lower structure of the automobile according to the present invention includes a suspension cross member extending in the vehicle width direction at a position hindering the backward movement of the power unit at the rear of the power unit, and a plate-like vehicle body side support portion for supporting the suspension cross member. A pin and a bolt hole located in the vicinity of the pin is provided on one of the plate-side supported portion provided on the vehicle body side support portion or the suspension cross member. On the other hand, an opening through which the pin is inserted and a bolt hole located in the vicinity of the opening are provided, and the vehicle body side support portion and the supported portion are inserted through the bolt hole. It is fastened by a bolt, and the gap between the bolt hole near the pin and the bolt is set larger than the gap between the pin and the opening .
According to this configuration, the support rigidity around the bolt hole can be secured by fitting the pin into the opening during normal operation.
On the other hand, at the time of a frontal collision of the vehicle, by expanding the opening by moving the pin, the support rigidity around the bolt hole can be reduced, and the load required to pull out the bolt from the vehicle body can be kept low. it can. For this reason, the load required for detaching the suspension cross member from the vehicle body can be reduced.
In other words, during normal driving, it is possible to secure the suspension cross member support rigidity at the fastening portion between the vehicle body and the suspension cross member, while reducing the load required to disengage the suspension cross member from the vehicle body during a frontal collision of the vehicle. Therefore, the power unit is smoothly retracted without being obstructed by the suspension cross member, and as a result, the influence of the collision load on the occupant can be further improved.
In addition, since the gap between the bolt hole and the bolt is set to be larger than the gap between the pin and the opening, when the suspension cross member starts to retract during a frontal collision of the vehicle, the gap Thus, contact between the edge of the bolt hole and the bolt can be avoided, and as a result, stress can first be concentrated on the opening. For this reason, before a bolt hole is expanded with a volt | bolt, an opening can be reliably expanded with a pin.
In one embodiment of the present invention, the pin and the bolt are arranged side by side in a substantially vehicle width direction.
In one embodiment of the present invention, the suspension cross member has a fragile portion for deforming the supported cross portion so that an inclination of the supported portion with respect to the vehicle body side support portion is increased when the suspension cross member is retracted. It is provided in the vicinity of the support portion.
According to this configuration, the torsional load on the bolt can be increased, and the bolt can be easily pulled out from the vehicle body.
In one embodiment of the present invention, the weakened portion is for deforming so that the inclination is increased and the lower end portion of the bolt rotates rearward and upward.
In one embodiment of the present invention, the pin is a reference pin for positioning the suspension cross member with respect to a vehicle body, and the opening is a reference hole.
According to this configuration, it is possible to share a member that is required when positioning the suspension cross member and a member that causes a decrease in support rigidity around the bolt hole.
In one embodiment of the present invention, the vehicle body side support portion is provided with the opening, the bolt hole, and a fixing nut, and the supported portion is provided with the pin and moreover than the vehicle body side support portion. Is also considered to be highly rigid.
According to this configuration, the opening can be easily expanded by the movement of the pin attached to the supported portion having high rigidity. Here, it is conceivable to provide a pin on the vehicle body side support member. In this case, in order to facilitate the opening of the opening, the vehicle body side support member needs to have high rigidity. It is conceivable that the weight of the vehicle body is increased by increasing the thickness of the vehicle body side support member. On the other hand, according to the above-described configuration, it is possible to achieve both weight reduction of the vehicle and easy opening of the opening at the time of a frontal collision of the vehicle.
In one embodiment of the present invention, a head surface of the bolt or a seating surface of the nut is disposed around the bolt hole, and the opening hole is a vehicle with respect to the head surface of the bolt or the seating surface of the nut. It is arranged close to or overlapping with 10 mm or less in the width direction.
According to this arrangement, Ru can be reduced reliably rigidity of the seat surface.
In one embodiment of the present invention, the suspension cross member includes a suspension cross member main body that supports an arm of the suspension, and a vertical member that extends upward from the suspension cross member main body, and the supported portion includes The suspension cross member main body is provided.
According to this configuration, it is possible to reduce the occurrence of tolerance between the suspension arm and the pin and improve the positioning accuracy of the suspension cross member.
According to the present invention, during normal operation, the support rigidity around the bolt hole can be secured by fitting the pin into the opening.
In other words, during normal driving, it is possible to secure the suspension cross member support rigidity at the fastening portion between the vehicle body and the suspension cross member, while reducing the load required to disengage the suspension cross member from the vehicle body during a frontal collision of the vehicle. Therefore, the power unit is smoothly retracted without being obstructed by the suspension cross member, and as a result , the influence of the collision load on the occupant can be further improved.
In addition, since the gap between the bolt hole and the bolt is set to be larger than the gap between the pin and the opening, when the suspension cross member starts to retract during a frontal collision of the vehicle, the gap Thus, contact between the edge of the bolt hole and the bolt can be avoided, and as a result, stress can first be concentrated on the opening. For this reason, before opening a bolt hole with a volt | bolt, there exists an effect which can open a hole reliably with a pin.
The top view which shows the lower structure of the motor vehicle which concerns on embodiment of this invention. 1 is a side sectional view showing a lower structure of an automobile according to an embodiment of the present invention. Plan view of an intermediate portion mounting member and its surroundings. FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. The side view which looked at the intermediate part attachment member from the vehicle front. The side view which looked at the intermediate part attachment member from the vehicle back. FIG. 7 is a cross-sectional view taken along line B-B in FIG. 6. Plan view of a rear attachment surface portion and its surroundings suspension cross member body. CC sectional view taken on the line of FIG. The DD sectional view taken on the line in FIG. The top view which shows the rear part attachment surface part of a suspension cross member main body. (A) The top view which shows the behavior in the early stage of frontal collision occurrence of a vehicle, (b) The top view which shows the behavior in the late stage of frontal collision occurrence of a vehicle. (A) Side sectional view showing behavior in early stage of occurrence of frontal collision of vehicle, (b) Side sectional view showing behavior in late stage of occurrence of frontal collision of vehicle. The graph which shows the relationship between the displacement amount with respect to the vehicle body of a suspension cross member main body at the time of the vehicle front collision, and a load. During a frontal collision of the vehicle, a plan view showing a rear mounting face portion 6b and a state of the surrounding. In frontal collision initial vehicle, Figure 8 corresponds to a cross-sectional view showing a rear attachment surface portion and the state of the surrounding. In a frontal collision metaphase of the vehicle, FIG. 9 corresponds to a cross-sectional view showing a rear attachment surface portion and the state of the surrounding. The perspective view which shows the intermediate part attachment member which concerns on other embodiment of this invention. FIG. 19 is a cross-sectional view taken along line EE in FIG. 18.
FIG. 1 is a plan view showing a lower structure of an automobile according to this embodiment, and FIG. 2 is a cross-sectional side view of the same. As shown in FIGS. 1 and 2, a vehicle body 1 of a vehicle V is provided with a dash panel 2 (see FIG. 2) that partitions a vehicle compartment S and an engine room E forward and backward, and on the front side of the dash panel 2. A pair of left and right front side frames 3 are provided. In the figure, the arrow (F) indicates the front of the vehicle body, and the arrow (R) indicates the rear of the vehicle body.
Between the pair of front side frames 3 described above, the engine room E is formed, the power unit P / U consisting of the engine 4 and the transmission 5 and the like are disposed. Note that a portion indicated by reference numeral 4 a in FIG. 1 is an exhaust system of the engine 4. However, in this invention, it is not necessarily limited to providing the engine 4 in the power unit P / U, For example, you may provide a motor and a fuel cell.
A suspension cross member main body 6 (hereinafter abbreviated as a suspension cross main body 6) extending in the vehicle width direction, a front wheel W indicated by a two-dot chain line in FIG. A pair of suspension arms 7 (see FIG. 1) supported so as to be swingable on both the left and right sides of the suspension cross body 6, a pair of left and right engine support members 8 disposed in the vehicle longitudinal direction, and the front ends of the pair of engine support members 8 front cross member 9 are key in section, and, like lower crush can 10 cylindrical fixed to the front end of the engine support member 8 is provided.
In this embodiment, suspension cross member body 6, the engine support member 8, by and front cross member 9, the suspension cross member 11 (hereinafter, abbreviated as suspension cross member 11.) Is constructed. The suspension cross 11 is a so-called perimeter frame, and extends at least behind or directly below the power unit P / U. For the sake of illustration, the suspension arm 7 is not shown in FIG.
Further, a pair of left and right front side frames 3, as shown in FIG. 2, extends in the longitudinal direction at the left portion and the right portion of the engine room E from a substantially front portion of the vehicle compartment S. Further, a pair of left and right front side frames 3, as shown in FIG. 1, extends substantially horizontally rearward from the front end position of the vehicle V, the rear end side middle portion One or is substantially corresponding to the suspension cross member body 6 position 1 has a bent portion 3a bent slightly inward in the vehicle width direction in plan view.
The front side frame 3 has a closed cross section formed by an inner panel 31 on the inner side in the vehicle width direction and an outer panel 32 on the outer side in the vehicle width direction. The front side frame 3 has an opening formed at the front end by the inner panel 31 and the outer panel 32. A mounting portion 13 of a cylindrical upper crash can 12 is fixed to the front end of the front side frame 3, and a bumper reinforcement 14 extended in the vehicle width direction is further attached to the front end of the upper crash can 12. The left and right ends of the are fixed.
Further, the front side frame 3, the outer panel 32, as shown in FIGS. 1 and 2, the first outer bead 32a extending in the vertical direction, and the second outer bead 32b is formed.
The first outer bead 32a is a concave bead formed in front of the middle portion of the outer panel 32 by protruding inward in the vehicle width direction, and the portion of the first outer bead 32a folds outward in the vehicle width direction at the time of a frontal collision of the vehicle V. It is set to be deformable (see FIG. 12). As a result, at a position where the first outer bead 32a is formed on the outer panel 32, a planned bending portion T1 that is bent and deformed outward in the vehicle width direction is configured.
As shown in FIGS. 1 and 2, the second outer bead 32 b is a concave bead formed behind the front side frame 3 by protruding inward in the vehicle width direction. The portion of the second outer bead 32b is set so that it can be bent and deformed outward in the vehicle width direction (see FIG. 12). As a result, at a position where the second outer bead 32b is formed on the outer panel 32, a planned bending portion T2 that is bent and deformed outward in the vehicle width direction is configured.
Further, as shown in FIG. 2, each front side frame 3 has a kick-up portion 3 b formed by inclining a rear portion of the front side frame 3 downwardly, and a floor frame 15 having a rear end portion extending in the vehicle front-rear direction. It is connected. Then, on the floor frame 15, the floor panel 16 is joined, further, the front edge of the floor panel 16 is provided continuously to the dash panel 2.
As shown in FIGS. 1 and 2, a tunnel frame 17 is extended on the inner side in the vehicle width direction of the floor frame 15 so as to be substantially parallel thereto. The tunnel frame 17 has a front end portion bent toward the outside in the vehicle width direction, and the bent portion is located directly above the left and right rear end portions of the suspension cross body 6 constituting the suspension cross 11. And these floor frames 15 and tunnel frames 17, nothing Re also form a cross-sectional hat shape, between the floor panel 16 and forms a closed cross section extending in a longitudinal direction of the vehicle.
Further, as shown in FIG. 1, a tunnel portion 18 extending in the front-rear direction of the vehicle is provided at the center of the floor panel 16 in the vehicle width direction. The tunnel portion 18 protrudes upward toward the vehicle interior and serves as a center of vehicle body rigidity.
Further, as shown in FIG. 1, side sills 19 extending in the front-rear direction of the vehicle are joined and fixed to the left and right sides of the floor panel 16 described above. Then, left and right floor cross members 20, 20 that connect the vertical wall of the tunnel portion 18 and the side sill 19 in the vehicle width direction are provided. The floor cross members 20 and 20 have a hat shape in cross section, and a closed cross section extending in the vehicle width direction is formed between the floor cross member 20 and the floor panel 16.
Meanwhile, among the suspension cross member 11 described above, the suspension cross member body 6 extending in the vehicle width direction, that comprise a pair of intermediate portion mounting member 61 extending from the substantially middle portions of the left and right to the One or the vehicle width direction outer side respectively upwards.
Figure 3 is a plan view showing the beauty surrounding Oyo intermediate portion mounting member 61, Figure 4, A-A sectional view taken along line of FIG. 3, FIG. 5, viewed intermediate portion mounting member 61 from the front of the vehicle FIG. 6 is a side view of the intermediate portion mounting member 61 as viewed from the rear of the vehicle, and FIG. 7 is a cross-sectional view taken along the line BB in FIG. In the figure, an arrow (IN) indicates the inside of the vehicle body, and an arrow (OUT) indicates the outside of the vehicle body.
As shown in FIGS. 1-7, the intermediate | middle part attachment member 61 is a vertical member comprised by another member different from the suspension cross main body 6, and has comprised the substantially reverse L shape in the vehicle front view or rear view. . The intermediate portion mounting member 61 has a lower portion extending substantially in the vertical direction and joined to the suspension cross body 6, while an upper end portion is extended outward in the vehicle width direction to form a support portion 61 </ b> A. Yes. The support portion 61A supports the pipe-shaped attachment member 21 extending in the vertical direction.
The pipe-shaped attachment member 21 is formed with a hollow portion 21a extending vertically, and a bolt 22B is inserted through the hollow portion 21a. Then, the bolt 22B is screwed with a pipe-shaped weld nut 22N joined to the lower end surface of the front side frame 3, so that the suspension cloth 11 including the suspension cloth body 6, the intermediate portion attachment member 61, and the like becomes the pipe-like attachment member 21. It is fastened and fixed to the middle part of the front side frame 3 via
Here, the pipe-shaped attachment member 21 is fixed to the front side frame 3 between the first outer bead 32a and the second outer bead 32b in the vehicle front-rear direction.
On the other hand, the intermediate mounting member 61 is mainly composed of a front panel member 61B and a rear panel member 61C formed in a substantially inverted L shape, and as shown in FIG. 4 by joining both 61B and 61C . Has a closed cross-sectional shape.
Here, as shown in FIG. 3, the front panel member 61B has its lower end joined to the upper panel member 6A that constitutes the suspension cross body 6, while the upper tip constitutes a part of the support 61A. And extends outward in the vehicle width direction. And the said front-end | tip part of the front side panel member 61B is joined and fixed to the side part 21b of the pipe-shaped attachment member 21, and this is supported.
Further, as shown in FIG. 5, the front end portion (support portion 61 </ b> A) of the front panel member 61 </ b> B has a notch portion 61 a extending inward in the vehicle width direction from the pipe-shaped mounting member 21 between the front portion and the lower portion. And a joining piece 61b that protrudes relatively outward in the vehicle width direction due to the formation of the notch 61a.
As shown in FIGS. 3 and 5, the joining piece 61b is joined to the front portion of the side surface portion 21b of the pipe-like mounting member 21 at a predetermined joining portion P1 (shown by hatching in FIGS. 3 and 5). It is fixed and supports this.
Moreover, the upper edge part of the front-end | tip part of the front panel member 61B is formed in the substantially circular arc shape according to the shape of the pipe-shaped attachment member 21, as shown in FIG. And this arc-shaped upper edge part is joined and fixed to the vehicle width direction inner side part of the side part 21b of the pipe-shaped attachment member 21 in the predetermined joining part P2 shown in FIG. 3, and this is supported. .
Also, as shown in FIGS. 4, 5, and 7, a lower support member 61D is formed at the front end portion of the front panel member 61B at a lower portion thereof, which is a different member from the front and rear panel members 61B and 61C. Is installed. The lower support member 61D has a joining flange 61c formed on the inner side in the vehicle width direction, and this is joined to the side surface of the front panel member 61B.
The front end portion of the lower support member 61D extends outward in the vehicle width direction from the joint flange 61c, and projects from the side surface of the front panel member 61B in the vehicle width direction. And the front-end | tip part of lower support member 61D is made into the flat plate shape extended horizontally, and the lower part 21c of the pipe-shaped attachment member 21 is mounted there. The lower support member 61D is only fastened to the lower portion 21c of the pipe-like mounting member 21 by a bolt 22B and a weld nut 22N at the tip, and both are in a so-called non-fixed state in which they are not joined by welding. ing.
On the other hand, the rear panel member 61C has its lower end joined to the upper panel member 6A as shown in FIG. 3, while the upper tip constitutes a part of the support 61A and extends outward in the vehicle width direction. It extends. And the said front-end | tip part of 61 C of back side panel members is joined and fixed to the side part 21b of the pipe-shaped attachment member 21, and this is supported.
Further, the distal end portion of the rear panel member 61C (the supporting portion 61A), as shown in FIG. 6, the cutout portion 61d that extends in the vehicle width direction inside than the pipe-shaped attaching member 21 in between the rear and bottom 61e and a joining piece 61f that protrudes relatively outward in the vehicle width direction due to the formation of the notches 61d and 61e.
As shown in FIGS. 3 and 6, the joining piece 61f is joined and fixed to the rear portion of the side surface portion 21b of the pipe-like mounting member 21 at a predetermined joining portion P3 (shown by hatching in FIGS. 3 and 6). Has been supported by this.
Here, the front panel member 61B and the rear panel member 61C are a predetermined joining portion P4 (in FIG. 3 and FIG. 6 that is shaded inward in the vehicle width direction) from the notch 61d of the rear panel member 61C. It is joined by On the other hand, the upper portions of the front and rear panel members 61B and 61C have a predetermined distance non-joined part P5 in the vicinity of the pipe-shaped mounting member 21, as shown in FIGS.
Further, when looking at the joining pieces 61b and 61f formed on the front and rear panel members 61B and 61C, as shown in FIG. 3, the position of the tip of the joining piece 61b is the tip of the other joining piece 61f. It is set outside in the vehicle width direction.
Further, as shown in FIG. 7, the position of the lower end portion of the joining piece 61f is set higher than the lower end portion of the other joining piece 61b, whereby the rear portion of the side surface portion 21b is supported by the support portion 61A. The lower end portion of the joined portion P3 is positioned above the lower end portion of the joined portion P1 where the front portion of the side surface portion 21b is supported by the support portion 61A.
Thus, the inward portion of the side surface portion 21b of the pipe-shaped attaching member 21, front and rear part, joining pieces 21b of each front panel member 61B, the upper edge of the front end portion of the front panel member 61B , Oyo while being bonded to the bonding piece 21f beauty rear panel member 61C, by lower 21c of the pipe-shaped attaching member 21 is fastened and the tip portion of the lower support member 61D in the non-stuck state, a pipe-like bottom 21c of the mounting member 21, the inward portion of the side surface portion 21b, the front is supported by a lower support rigidity in and the vehicle longitudinal direction than the rear portion. In the figure, portions indicated by reference numeral 61g is a through hole formed in the lower support member 61D so as to insert the bolt 22B.
Next, with further reference to FIGS. 8 to 11, configuration of the suspension cross member body 6, it will be described in detail and its mounting structure. Here, FIG. 8 is a plan view showing a rear mounting face portion 6b and its surroundings suspension cross member body 6, 9, C-C sectional view taken along line of FIG. 8, FIG. 10, D in FIG. 8 FIG. 11 is a cross-sectional view taken along the line D, and FIG. 11 is a plan view showing the rear mounting surface portion 6b of the suspension cross body 6.
Suspension cross member body 6, as shown in FIG. 1, FIG. 2, and Figure 8-11, a pair of engine support attachment portion 6a provided at the front end of the left and right, are formed on the rear end portions of the left and right And a pair of rear mounting surface portions 6b.
Further, as shown in FIGS. 9 and 10, the suspension cross body 6 is composed of a plate-like upper panel member 6A and a lower panel member 6B, and has a closed cross-sectional shape by joining both 6A and 6B . ing.
Here, the rear mounting surface portion 6b of the suspension cross body 6 is formed in a plate shape by the upper and lower panel members 6A and 6B, and a bolt-shaped weld nut 23N joined to the lower end surface of the tunnel frame 17 and a bolt 23B. By being screwed together, the tunnel frame 17 is fastened and fixed to the lower end surface of the bent portion. For this reason, the suspension cross 11 is supported by the vehicle body 1 by the tunnel frame 17 at the rear end thereof.
As shown in FIGS. 9 and 10, both ends of the tunnel frame 17 are joined to the dash panel 2 to form a closed cross section with the dash panel 2. Here, in the present embodiment, the rear mounting surface portion 6b is set to be more rigid than the tunnel frame 17.
Further, in the closed cross section between the tunnel frame 17 and the dash panel 2, a first reinforcement 24 having a substantially hat-like cross section similar to the tunnel frame 17 and set to be more rigid than the tunnel frame 17, A second reinforcement 25 (see FIG. 9) is provided so as to stand upward from the lower surface of the first reinforcement 24.
Here, the tunnel frame 17 and the first reinforcement 24, the bolt holes 17a, and the insertion hole 24a is bored, while the bolt 23B is inserted through the bolt holes 17a, the through hole 24a The weld nut 23N is inserted. The weld nut 23N is fixed in position by the lower end surface, and the first insertion hole 24a of the reinforcement 24 of the tunnel frame 17.
On the other hand, as shown in FIGS. 8, 9, and 11, a collar member 62 having a bolt hole 62a extending vertically is fixed to the rear mounting surface 6b. The bolt 23B is inserted into the collar member 62, but the hole diameter of the bolt hole 62a is set to be larger than the diameter of the bolt 23B, and between the collar member 62 and the bolt 23B. A gap G is formed.
Further, a reference pin 63 is attached to the rear attachment surface portion 6b at a position aligned with the bolt hole 62a in the substantially vehicle width direction. As described above, the reference pin 63 is slightly displaced forward although it is in a position aligned with the bolt hole 62a in the substantially vehicle width direction. The tip of the reference pin 63 has a substantially conical shape and protrudes upward, and is directed toward the tunnel frame 17 side. On the other hand, the tunnel frame 17 and the first reinforcement 24, as shown in FIG. 10, the reference hole 17b Oyo BiHirakuana 24b is bored in a position corresponding to this reference pin 63 .
Among these reference holes 17b Oyo BiHirakuana 24b, the reference hole 17b, the hole diameter is the diameter substantially the same set of the reference pin 63, in the normal adapted to fit substantially without gaps positioning pin 63 . Therefore, in this embodiment, the gap G between the collar member 62 and the bolt 23B is set larger than the gap between the reference hole 17b and the reference pin 63.
Here, the reference pin 63 and the reference hole 17b, the reference pin for positioning the suspension cross member 11 relative to the vehicle body 1, is used as a reference hole. Specifically, when attaching the suspension cross 11 to the vehicle body 1, the reference pin 63 is fitted into the reference hole 17 b of the tunnel frame 17 on the vehicle body 1 side to position the rear attachment surface portion 6 b with respect to the vehicle body 1. it is possible, by extension and is capable of performing properly positioned relative to the vehicle body 1 of the suspension cross member 11.
Further, in the present embodiment, the seat surface of the weld nut 23N is disposed around the bolt hole 17a in the tunnel frame 17, and the seat surface is disposed close to or overlapping with the reference hole 17b to 10 mm or less. (Refer to the distance δ in FIG. 11).
Incidentally, in addition to the positioning of the suspension cross 11 using the reference pin 63 described above, for example, it is conceivable to perform positioning using a bolt for fastening and fixing the suspension cross 11 to the vehicle body 1. However, since the suspension cloth 11 is formed with a certain width in the vertical direction by the upper and lower panel members, for example, like the suspension cloth body 6, the upper end of the bolt is projected from the suspension cloth 11 and the protruding portion is formed. If it is to be used as a substitute for the reference pin, a long bolt is required. Therefore, in this case, the length of the bolt increases the manufacturing cost and the weight of the vehicle.
Further, in recent years, a suspension cross fastening bolt or nut having a tapered portion is used, and the suspension cross is sometimes positioned by fitting between both tapered portions. However, bolts and nuts having a tapered portion are not a global standard and are currently custom-made. In this case, there is a problem that parts procurement is difficult and is not suitable for mass production.
Moreover, it is also conceivable to provide a portion corresponding to the reference pin 63 on, for example, the intermediate mounting member 61 other than the rear mounting surface portion 6b. However, in this case, if a tolerance occurs when the intermediate portion attachment member 61 and the suspension cross body 6 which are different members are joined, the positioning of the front side frame 3 (vehicle body 1) and the intermediate portion attachment member 61 is determined by the reference pin. Even if it is performed appropriately, the positioning of the suspension cross body 6 with respect to the vehicle body 1 is not performed properly due to the tolerance. Therefore, in this case, there is a problem that positioning with high accuracy becomes difficult.
For this reason, in this embodiment, the reference pin 63 is provided at the rear end portion of the suspension cross body 6, and the reference pin 63 is fitted into the reference hole 17b of the tunnel frame 17 on the vehicle body 1 side, thereby The mounting surface portion 6b can be positioned with respect to the vehicle body 1, and the suspension cross 11 can be properly positioned with respect to the vehicle body 1.
In the vicinity of the rear mounting face portion 6b, FIG. 1, FIG. 2, as shown in beauty Figure 9-11 Oyo, bead 6c across the vehicle width direction is formed. The bead 6c is a concave bead formed by protruding a part of the upper surface portion of the upper panel member 6A downward.
The bead 6c is provided substantially in front of a line connecting the reference pin 63 and the bolt hole 17a, but has an inclined portion 6c1 in the vicinity of the reference pin 63. It is bent so as to incline in the longitudinal direction of the vehicle.
Next, the behavior of the vehicle V at the time of a frontal collision will be described in detail with reference to FIGS. FIG. 12A is a plan view showing the behavior of the vehicle V in the early stage of occurrence of the frontal collision, and FIG. 12B is a plan view showing behavior of the vehicle V in the late stage of the occurrence of the frontal collision. FIG. 13A is a side sectional view showing the behavior of the vehicle V in the early stage of occurrence of the frontal collision, and FIG. 13B is a side sectional view showing behavior of the vehicle V in the late stage of the occurrence of the frontal collision. In FIGS. 12 and 13, the suspension arm 7 is not shown for convenience of illustration.
Also not a, in the frontal collision occurs early vehicle V, FIG. 12 (a), the as shown in FIG. 13 (a), an upper provided at the front end of the front side frame 3, the lower side of the crush can 10 and 12 Is crushed by the collision load. The collision load that is not absorbed by the crush deformation of the crash cans 10 and 12 is input from the front end portion of the front side frame 3 and propagates backward.
As shown in FIG. 12 (a), the collision load input to the front end portion of the front side frame 3 causes the front region to be crushed and deformed, and at the same time as this crushed deformation, the planned bending portion T1 and the planned bending portion. T2, bending the middle portion between and both the bending portion T1, T2.
At this time, since the first and second outer beads 32a and 32b are concave beads, the respective bent portions T1 and T2 are bent and deformed outward in the vehicle width direction, while the intermediate portion is shown in FIG. Thus, the mountain is bent and deformed outward in the vehicle width direction.
When the collision further progresses, as shown in FIG. 12, the first and second outer beads 32a and 32b are bent nodes, respectively, and the front side frame 3 has the intermediate portion greatly moved outward in the vehicle width direction. It deforms into a buckled state in a zigzag shape in the longitudinal direction of the vehicle body in plan view. Such through the front side frame 3 of the zigzag buckling, large for the collision energy formic absorb, be reliably prevented retraction of the dash panel 2, maintained as before collision vehicle compartment space Can do.
Further, as described above, when buckling deformation occurs in the front side frame 3, deformation occurs such that the front portion of the front side frame 3 is displaced to the outside of the vehicle around the intermediate mounting member 61. Thus, in the periphery of the intermediate portion mounting member 61, the pipe-shaped attaching member 21, the tensile load, as indicated by a thick arrow α in Figure 3 and Figure 7 acts. The tensile load, in plan view, as shown in FIG. 3, acting obliquely toward the front One or exterior side, in side view, as shown in FIG. 7, acting obliquely upwards One or forward To do. Due to such a tensile load, the pipe-shaped mounting member 21 is three-dimensionally twisted.
In this case, at the rear of the lower portion of the support portion 61A, by notch 61e is formed, a pipe-shaped attaching member 21, it is possible that lower 21c is displaced in the vehicle width direction inside One or rear As a result , twisting of the pipe-shaped mounting member 21 is allowed.
FIG. 14 is a graph showing the relationship between the amount of displacement X of the suspension cross body 6 relative to the vehicle body 1 and the load during a frontal collision of the vehicle V. When an oblique tensile load as described above is applied to the pipe-shaped mounting member 21 and a three-dimensional twist occurs, the lower portion 21c of the pipe-shaped mounting member 21 is the vehicle width of the side surface portion 21b in the support portion 61A. stress in the inward portion, front, Oyo by beauty is supported by a lower support rigidity of a rear, or not a bonding portion between the upper portion of the pipe-shaped mounting member 21 support portion 61A P2 (see FIG. 3) Concentrate. Then, the joint between the vehicle width direction inner side portion of the side surface portion 21b and the support portion 61A is released (displacement amount X1 shown in FIG. 14).
Next, the joining part P3 (see FIGS. 3 and 6) in the joining piece 61f of the rear panel member 61C is smaller than the joining part P1 (see FIGS. 3 and 5) in the joining piece 61b of the front panel member 61B. Due to this, the joining of the rear portion of the side surface portion 21b and the joining piece 61f (the rear portion of the support portion 61A) is released (displacement amount X2 shown in FIG. 14).
Then, stress concentrates on the joining portion P1 between the front part of the side surface part 21b and the joining piece 61b of the front panel member 61B, and the joining of the front part of the side part 21b and the joining piece 61b (the front part of the support part 61A). (Displacement amounts X3 to X4 shown in FIG. 14).
Finally, stress concentrates at the joint between the joint flange 61c of the lower support member 61D that supports the lower portion 21c of the pipe-like mounting member 21 in a non-adherent manner and the front panel member 61B (displacement amount X4˜ X5) The joint between the two comes off. Thereby, the support state of the lower portion 21c by the lower support member 61D (lower portion of the support portion 61A) is released, and the suspension cross body 6, that is, the intermediate portion of the suspension cross 11 in the vehicle front-rear direction is detached from the vehicle body 1.
Thus, when the pipe-shaped attachment member 21 receives the tensile load, as described above, the timing is determined in the order of the vehicle width direction inner side portion, front portion, rear portion, and lower portion of the side surface portion 21b of the pipe-shaped attachment member 21. By shifting and releasing the support state, the peak value of the required load is kept low compared to the case where the support state of each of these parts is simultaneously released (see the graph shown by the two-dot chain line in FIG. 14). Can do.
In the initial stage of occurrence of a frontal collision of the vehicle V shown in FIGS. 12A and 13A, the front portion of the suspension cross 11 starts to retreat due to the action of the collision load.
At this time, with the rearward movement of the suspension cross 11, the bolt 23B and the reference pin 63 are pressed toward the rear of the vehicle on the rear mounting surface portion 6b. However, in this embodiment, there is a gap between the bolt 23B and the collar member 62. By forming G, as shown in FIG. 15, the rear mounting surface portion 6b including the collar member 62 can be moved rearward of the vehicle.
Therefore, the reference pin 63 can move rearward while expanding the reference hole 17b of the tunnel frame 17 , as shown in FIG. Thereafter , when the reference pin 63 moves rearward, as shown in FIG. 16, the bolt 23B and the front portion of the collar member 62 come into contact with each other. Incidentally, FIG. 15, in a frontal collision initial vehicle V, a plan view of the corresponding FIG. 8 showing the rear mounting face portion 6b and a state of the surrounding, 16, in a frontal collision initial vehicle, rear mounting face portion 6b is a cross-sectional view of the corresponding FIG. 9 showing the and state of the surrounding.
When the reference pin 63 expands the reference hole 17b in this way, in the tunnel frame 17, the support rigidity around the bolt hole 17a located in the vicinity of the reference hole 17b is significantly reduced.
At this time, since the reinforcement 24 has higher rigidity than the tunnel frame 17 on the vehicle body 1 side, a rotational moment is generated in the bolt 23B in a direction in which its lower end is displaced upward and rearward. .
Moreover, when the bead 6c mentioned above is extended in the vehicle width direction, when a load is received with the retreat of the suspension cloth 11, it will become a weak part weaker than another site | part. Therefore, when the suspension cross 11 moves backward, as shown in FIG. 17, the bead 6c formed in the vehicle width direction is bent at the crease, and the inclination with respect to the tunnel frame 17 increases. Then, the bolt 23B and the weld nut 23N start to rotate so that the lower end portions thereof are directed rearward and upward. Incidentally, FIG. 17, in a frontal collision metaphase of the vehicle, is a cross-sectional view of the corresponding FIG. 9 showing a rear mounting face portion 6b and a state of the surrounding.
Then, generating additional collision load, the contact of the inclination of the rear mounting face portion 6b as described above, and a bolt 23B, when the rotation of the weld nut 23N progresses, the rear end portion and the tunnel frame 17 of the rear mounting face portion 6b part becomes a fulcrum, the bolt 23B and the weld nut 23N, torsional load is generated when you pull out the rear one or downward by the principle of leverage so-called.
At this time, around the bolt hole 17a, since the reference pin 63 has already expanded the reference hole 17b of the tunnel frame 17 due to the expansion of the reference hole 17b, the support rigidity is lowered. Will be greatly deformed and expanded. For this reason, in the late stage of the frontal collision of the vehicle V, the bolt 23B and the weld nut 23N pass through the bolt hole 17a, or the periphery of the bolt hole 17a is broken, resulting in FIGS. 12 (b) and 13 (b). As shown, it leaves the tunnel frame 17.
As a result, the rear mounting surface portion 6b, that is, the rear portion of the suspension cloth 11 is detached from the vehicle body 1, and finally, the suspension cloth 11 is completely detached from the vehicle body 1.
Thus, in the present embodiment, in the intermediate portion of the suspension cross member 11, the front side portion 21b of the pipe-shaped attaching member 21, the rear and vehicle width direction inner side portion, the support portion 61A of the intermediate portion mounting member 61 By being supported, it is possible to secure the support rigidity in the vehicle width direction of the suspension cloth 11 during normal traveling.
On the other hand, the lower 21c of the pipe-shaped attaching member 21, the inward portion of the side surface portion 21b, the front, and that is supported by a lower support rigidity of a rear, a pipe-like generated during a frontal collision of the vehicle V The attachment member 21 is allowed to be twisted, and the separation of the intermediate attachment member 61 from the pipe-like attachment member 21 can be promoted.
Furthermore, in this case, since the timing for releasing the support state of the side surface portion 21b and the lower portion 21c can be shifted, the required load is kept lower than when the support state of the side surface portion 21b and the lower portion 21c is simultaneously released. be able to. For this reason, detachment | leave from the pipe-shaped attachment member 21 of the intermediate part attachment member 61 can be made easy.
That is, during normal traveling, the support rigidity in the vehicle width direction of the suspension cloth 11 in the vehicle width direction can be ensured, while the intermediate mounting member 61 can be easily detached from the pipe-shaped mounting member 21 in the event of a frontal collision of the vehicle V. Therefore, the power unit P / U is moved backward smoothly without being hindered by the suspension cross 11, and as a result , the influence of the collision load on the occupant can be further improved.
Further, the intermediate portion mounting member 61 is configured in a closed cross-sectional shape by joining the front and rear panel members 61B and 61C at a predetermined portion (see the joining portion P4 in FIG. 3), and the upper support portion 61A is By being configured to extend in the vehicle width direction, the support rigidity in the vehicle width direction of the suspension cross 11 in the support portion 61A can be improved. And the rigidity with respect to the torsion which generate | occur | produces in the pipe-shaped attachment member 21 at the time of the front collision of the vehicle V is easily adjusted by adjusting the range of the junction part (joint part P4) of the front side and rear panel members 61B and 61C suitably. be able to.
Further, when the intermediate portion mounting member 61 is configured by the front and rear panel members 61B and 61C as described above, the intermediate portion mounting member 61b is formed of the joint portion P4 on the upper side of the front and rear panel members 61B and 61C. By having the non-joining part P5 in the vicinity, the torsional rigidity in the pipe-shaped attachment member 21 can be further reduced.
Further, the inward portion of the side surface portion 21b of the pipe-shaped attaching member 21, front and rear part, while being joined to the support portion 61A by bonding the lower 21c of the pipe-shaped attaching member 21, the non-sticking By being fastened together with the tip of the lower support member 61D in this state, the support rigidity at the lower portion 21c of the pipe-shaped mounting member 21 can be easily set low.
Further, as shown in FIG. 7, the lower end portion of the joining portion P3 between the joining piece 61f of the rear panel member 61C and the pipe-like attachment member 21 is formed between the joining piece 61b of the front panel member 61B and the pipe-like attachment member 21. By being positioned above the lower end of the joint part P1, it is possible to allow the lower part 21c to move rearward at the time of a frontal collision of the vehicle V, and the pipe-shaped mounting member 21 can be further easily twisted. .
In addition, the front side frame 3 is formed with the bent portions T1 and T2 so that when the vehicle V collides with the front, the vehicle front-rear direction intermediate portion is bent outward in the vehicle width direction. The collision load at the time of collision can be reliably absorbed by the bending of the front side frame 3.
In this case, the upper part of the pipe-shaped attaching member 21, but will be oblique load is applied to the outside in the vehicle width direction One or vehicle front, as in the present embodiment, the rear and lower portion of the support portion 61A vehicle width direction by inward to form the notch portion 61e extending, can reduce the torsional rigidity when subjected to oblique loads of the vehicle front or one vehicle width direction outer side between.
In addition, since the lower portion of the support portion 61A is configured by the lower support member 61D which is a different member from the front and rear panel members 61B and 61C, press working at the time of molding becomes easy. By configuring the lower support member 61D so as to extend in the vehicle width direction, the rigidity in the vehicle width direction can be increased while the rigidity in the vehicle front-rear direction can be set low.
In addition, a reference pin 63 and a reference hole 17b through which the reference pin 63 is inserted are formed in the rear portion of the suspension cross 11, and bolt holes 17a and 62a for fastening and fixing the suspension cross body 6 to the tunnel frame 17 are used as a reference. By providing in the vicinity of the hole 17b, the support rigidity around the bolt hole 17a can be secured by fitting the reference pin 63 to the reference hole 17b during normal operation.
On the other hand, at the time of frontal collision of the vehicle V, by expanding the reference hole 17b by the movement of the reference pin 63, it is possible to reduce the support rigidity of the periphery of the bolt hole 17a, the body of the bolt 23B and the weld nut 23N The load required to pull out from 1 can be kept low. For this reason, it is possible to reduce a load necessary for detaching the suspension cloth 11 from the tunnel frame 17 (vehicle body 1).
In other words, during normal running, it is possible to secure the support rigidity of the suspension cross 11 at the fastening portion between the vehicle body 1 and the suspension cross 11, while reducing the load required for detaching the suspension cross 11 from the vehicle body 1 during a frontal collision of the vehicle V. Therefore, the power unit P / U is moved backward smoothly without being hindered by the suspension cross 11, and as a result , the impact of the collision load on the occupant can be further improved.
Further, the bead 6c for deforming the suspension cross 11 is provided in the vicinity of the rear attachment surface portion 6b so that the inclination angle of the rear attachment surface portion 6b with respect to the tunnel frame 17 is increased when the suspension cross 11 is retracted. The torsional load for 23N can be increased. Thereby, the bolt 23B and the weld nut 23N can be easily pulled out from the vehicle body 1.
Further, the bead 6c has an inclined portion 6c1 that is inclined in the vehicle longitudinal direction in the vicinity of the reference pin 63, that is, in a direction in which a load acts in the frontal collision of the vehicle V, so that the periphery of the base of the reference pin 63 is obtained. Then, the strength against the load is improved, and the expansion operation of the reference hole 17b by the movement of the reference pin 63 can be stably performed.
Here, the formation of the bead 6c will be described in more detail. Actually, the bead 6c is provided substantially in front of a line connecting the reference pin 63 and the insertion hole 24a, more preferably the reference pin. It is inclined so as to be biased closer to the bolt 23 </ b> B than 63. Thereby, at the time of the front collision of the vehicle V, the rigidity around the base of the reference pin 63 and the bead 6c can be reduced to reduce the rigidity, and the rigidity during the normal travel can be ensured and the rear mounting surface part 6b can be easily bent. Can be made compatible.
By the way, in Patent Document 5 (Japanese Patent Laid-Open No. 2008-56191), when the power unit moves relatively rearward at the time of a frontal collision of the vehicle, the side frame is bent by the action of the bending promoting portion, and the intermediate support is provided. In this prior art, the bent portion of the side frame is set at an intermediate portion that is largely separated from the rear end portion. . In this case, if the rear portion of the suspension cross is separated from the vehicle body and the coupling between the two is to be released, a large deformation stroke is required in the side frame.
On the other hand, in this embodiment, since the bead 6c is provided in the vicinity of the rear mounting surface portion 6b, the bolt 23B and the weld nut 23N can be pulled out from the vehicle body 1 even if the deformation stroke of the rear mounting surface portion 6b is small. .
Further, in Patent Document 4 (Japanese Patent Application Laid-Open No. 2006-240325), a color in which the rear side of the vehicle is not coupled to the suspension cross is defined as a suspension cross so that the suspension does not inhibit the backward movement of the power unit at the time of a frontal collision of the vehicle. Although what was provided in the fastening part with the side member by the side of a vehicle body is disclosed, in this prior art, it has composition which does not exist the rear end part of a suspension cross behind the fastening part with a side member. In this case, since the fulcrum that should be formed by the contact between the rear end of the suspension cross and the side member cannot be formed, the folding of the suspension cross is not sufficiently promoted, and there is a possibility that the bolt and nut cannot be pulled out from the vehicle body reliably. is there.
In contrast, in the present embodiment, as shown in FIG. 17, the rear mounting face portion 6b is inclined, the contact portion between the rear end portion and the tunnel frame 17 of the rear portion mounting surface portion 6b becomes the fulcrum bolt 23B Contact the good beauty weld nut 23N can generate torsional load when you pull out downwards or one rear.
Further, the reference pin 63 and the reference hole 17b, the reference pin for positioning the suspension cross member body 6 with respect to each vehicle body 1, by the reference hole, and the member that is required when positioning the suspension cross member 11, bolt holes It is possible to share a member that causes a decrease in rigidity around 17a.
In addition, by providing the reference pin 63 not on the intermediate mounting member 61 but on the suspension cross body 6, the occurrence of tolerance between the suspension arm 7 and the reference pin 63 can be reduced, and the positioning accuracy of the suspension cross 11 can be improved. Can be improved.
In the present embodiment, the reference pin 63 is provided on the plate-like upper panel member 6A (rear mounting surface portion 6b) constituting the suspension cross body 6, while the reference pin 63 is provided on the plate-like tunnel frame 17 on the vehicle body side. bored reference hole 17b to be inserted, the rigidity of the rear mounting face portion 6b (the upper panel member 6A) of suspension cross member body 6, is set higher than the tunnel frame 17 of the vehicle body 1 side. In this case, the reference hole 17b can be easily expanded by the movement of the reference pin 63 attached to the rear attachment surface 6b side having high rigidity.
Here, in the present invention, conversely, the reference pin 63 may be provided in the tunnel frame 17 and the reference hole 17 b may be formed in the suspension cross body 6. In this case, the head portion of the bolt 23B is disposed around the bolt hole 17a, and the head portion of the bolt 23B and the reference hole 17b are disposed close to or overlapping each other to 10 mm or less in the vehicle width direction. It is preferable.
However, when such a configuration is actually adopted, in order to facilitate the expansion of the reference hole 17b, it is necessary to make the vehicle body panel such as the tunnel frame 17 highly rigid, It is conceivable that the weight of the vehicle body 1 is caused by this. On the other hand, in the present embodiment, by making the rear attachment surface 6b side highly rigid, it is possible to achieve both weight reduction of the vehicle V and easy expansion of the reference hole 17b at the time of a frontal collision of the vehicle V. Is possible.
Further, the head portion of the bolt 23B or the seat surface of the weld nut 23N is arranged around the bolt hole 17a, and the reference hole 17b is close to or less than 10 mm in the vehicle width direction with respect to the head portion or the seat surface. By arranging them in a stacked manner, the rigidity of the seating surface can be reliably reduced.
Further, since the gap G between the bolt hole 62a and the bolt 23B of the collar member 62 is set to be larger than the gap between the reference pin 63 and the reference hole 17b, the suspension cross 11 moves backward when the vehicle V collides with the front. the when started, it can avoid contact with the collar member 62 and the bolt 23B by a gap G, as a result, or not a can to concentrate stress to the reference hole 17b. For this reason, the reference hole 17b can be reliably expanded by the reference pin 63 before the bolt hole 17a is expanded by the bolt 23B.
Further, since the provided side by side substantially in the vehicle width direction and a reference pin 63 and the bolt 23B in the rear mounting face portion 6b, and thus reduce the movement of the reference pin 63 the rigidity of the periphery of the bolt hole 17a not a or a bolt 23B After the contact with the collar member 62, the bending moment of the rear mounting surface portion 6b can be increased by the cooperation of the reference pin 63 and the bolt 23B. For this reason, in the rear part attachment surface part 6b, while ensuring the intensity | strength required for the expansion of the reference | standard hole 17b, the ease of bending can be improved.
The intermediate portion attaching member 61 may be integrally formed so as to be inclined upward (45 ° or more) upward from the suspension cloth main body 6, or as a separate member from the suspension cloth main body 6 as described above. It may be configured. As a result, it is possible to achieve both lowering the passenger compartment floor and ensuring the bumper height.
In this case, a tolerance is likely to be generated between the vehicle body 1 and the suspension cross 11, but the tolerance described above is provided by providing the reference pin 63 on the rear mounting surface portion 6b of the rear end portion of the suspension cross 11 as in the embodiment described above. Can be reduced.
In the above-described embodiment, the intermediate mounting member 61 is formed by the front and rear panel members 61B and 61C, but it may be formed by the upper and lower panels.
Further, in the above-described embodiment, in the intermediate portion attachment member 61, the portion that supports the lower portion 21c of the pipe-like attachment member 21 is configured by a separate member different from the front panel member 61B and the rear panel member 61C. Is not necessarily limited to this. For example, a lower support portion 71h corresponding to the lower support member 61D may be integrally formed with the rear panel 71C as in the intermediate portion attachment member 71 shown in FIGS. 18 is a perspective view showing an intermediate portion attaching member 71 according to another embodiment of the present invention, and FIG. 19 is a cross-sectional view taken along line EE in FIG. Further, in FIG. 18, FIG. 19, for the first embodiment and the same components shown in FIGS. 1 to 17, a description of those same sign.
Similar to the front and rear panel members 61B and 61C, the intermediate mounting member 71 is a vertical member composed of a front panel member 71B and a rear panel member 71C formed in a substantially inverted L shape. By joining, a closed cross-sectional shape is formed as shown in FIG.
Here, in the front panel member 71B, the upper end portion (not shown here) forms a part of the support portion 71A and extends outward in the vehicle width direction. And this front-end | tip part is joined and fixed to the side part 21b of the pipe-shaped attachment member 21, and this is supported.
On the other hand, the front end portion (support portion 71A) of the rear panel member 71C is formed with a notch portion 71e extending inward in the vehicle width direction from the pipe-shaped attachment member 21 between the rear portion and the lower portion. A joining piece 71f that protrudes relatively outward in the vehicle width direction is formed in the intermediate portion by forming the notch portion 71e. This joining piece 71f is joined and fixed to the rear part of the side surface part 21b of the pipe-shaped mounting member 21, and supports this.
Further, a lower support portion 71h is formed integrally with the lower portion of the front end portion of the rear panel member 71C so as to be continuous with the notch portion 71e.
The lower support portion 71h has a flat plate shape that extends outward from the notch portion 71e in the vehicle width direction and has a tip portion that extends horizontally. And the lower part 21c of the pipe-shaped attachment member 21 is mounted in the front-end | tip part of the lower support part 71h. The lower support portion 71h is fastened to the lower portion 21c of the pipe-shaped attachment member 21 by a bolt 22B and a weld nut 22N at the tip portion thereof, and both are in a non-fixed state in which no joining is made by welding. In addition, the site | part shown with the code | symbol 71g in the figure is an insertion hole for inserting the volt | bolt 22B.
As described above, even if the lower support portion 71h integrally formed with the rear panel member 71C and the lower portion 21c of the pipe-shaped mounting member 21 are fastened together in a non-fixed state, the pipe-shaped mounting member 21 The lower part 21c can be supported with lower support rigidity than the inner side part, the front part, and the rear part of the side part 21b in the vehicle width direction.
In the present embodiment shown in FIGS. 18 and 19, the lower support portion 71h is formed on the rear panel 71C, but it may be formed on the front panel member 71B.
In the above-described embodiment, the perimeter frame is adopted as the suspension cloth 11. However, the present invention is not necessarily limited to this, and for example, a substantially H-shaped suspension cloth may be used.
The vehicle body side support portion of the present invention corresponds to the tunnel frame 17,
The supported portion corresponds to the rear mounting surface portion 6b,
The vulnerable part corresponds to the bead 6c,
The vertical members correspond to the intermediate part mounting members 61 and 71,
The fixing nut corresponds to the weld nut 23N,
6 ... Suspension cross member main body 6b ... Rear mounting surface (supported part)
6c ... Bead (fragile part)
11 ... Suspension cross member 17 ... Tunnel frame (vehicle body side support)
17a, 62a ... bolt hole 17b ... reference hole (opening)
23B ... Bolt 23N ... Weld nut 61, 71 ... Intermediate part mounting member (vertical member)
63 ... Reference pin (pin)
P / U ... Power unit
G ... Gap
A suspension cross member that extends in the vehicle width direction at a position that hinders the backward movement of the power unit at the rear of the power unit;
A lower structure of an automobile provided with a plate-like vehicle body side support portion for supporting the suspension cross member,
One of the plate-like supported portions provided on the vehicle body side support portion or the suspension cross member is provided with a pin and a bolt hole located near the pin,
On the other side, an opening through which the pin is inserted and a bolt hole located near the opening are provided,
The vehicle body side support portion and the supported portion are fastened by a bolt inserted through the bolt hole ,
The lower structure of an automobile , wherein a gap between the bolt hole near the pin and the bolt is set larger than a gap between the pin and the opening .
The lower structure of an automobile according to claim 1, wherein the pin and the bolt are arranged side by side in a substantially vehicle width direction .
The suspension cross member is provided with a fragile portion in the vicinity of the supported portion for causing the suspension cross member to be deformed so that an inclination of the supported portion with respect to the vehicle body side support portion is increased when the suspension cross member is retracted. An automobile lower structure according to claim 1 or 2.
The lower vehicle body of an automobile according to claim 3 , wherein the weakened portion is configured to be deformed so that the inclination is increased and the lower end portion of the bolt is rotated rearward and upward. Construction.
The pin is a reference pin of the suspension cross member for positioning relative to the vehicle body, said aperture has a lower structure for an automobile according to what Re or claim a reference hole <br/> claims 1-3.
The vehicle body side support portion is provided with the opening, the bolt hole, and a fixing nut,
The supported portion is, together with the pin is provided, the lower structure of an automobile according to what Re or claim <br/> claims 1-5 is more rigid than the body side support section.
Around the bolt hole, a head portion of the bolt or a seating surface of the nut is disposed,
The automobile according to any one of claims 1 to 6, wherein the opening is arranged close to or overlapping with a head portion of the bolt or a seating surface of the nut in the vehicle width direction so as to be 10 mm or less. Substructure.
The suspension cross member includes a suspension cross member body that supports an arm of the suspension;
A vertical member extending upward from the suspension cross member main body,
The supported portion is provided on the suspension cross member main body.
The lower structure of the automobile according to claim 5.
JP2010030322A 2010-02-15 2010-02-15 Automobile undercarriage Active JP5471559B2 (en)
JP2010030322A JP5471559B2 (en) 2010-02-15 2010-02-15 Automobile undercarriage
US12/978,012 US8267429B2 (en) 2010-02-15 2010-12-23 Lower structure of automotive vehicle
DE102011009121.1A DE102011009121B4 (en) 2010-02-15 2011-01-21 Substructure of a motor vehicle and method for providing the same
CN201110043292.3A CN102161351B (en) 2010-02-15 2011-02-15 Lower structure of automotive vehicle
JP2011162158A JP2011162158A (en) 2011-08-25
JP5471559B2 true JP5471559B2 (en) 2014-04-16
ID=44317433
JP2010030322A Active JP5471559B2 (en) 2010-02-15 2010-02-15 Automobile undercarriage
US (1) US8267429B2 (en)
JP (1) JP5471559B2 (en)
CN (1) CN102161351B (en)
DE (1) DE102011009121B4 (en)
JP5552829B2 (en) * 2010-02-15 2014-07-16 マツダ株式会社 Automobile undercarriage
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