Patent Description:
At a front part of a vehicle, such as an automobile, a suspension housing to which components of a suspension including a damper are mounted is provided. The suspension housing is fixed to a front frame extending substantially in a vehicle front-rear direction (e.g., see <CIT>).

Suspension housings are commonly manufactured by a method of pressing a steel sheet. On the other hand, in view of the relatively low shaping flexibility of the pressing method, and aiming at a further weight reduction of vehicle bodies, some manufacturers are also considering a method of casting a suspension housing with aluminum (aluminum die casting).

It is common for automobiles etc. to allow the front frame to deform during a collision of the vehicle and thus absorb the impact force by the front frame. This makes it desirable that the suspension housing deform easily as the front frame deforms. On the other hand, it is also desirable to enhance the rigidity of the suspension housing to appropriately support the suspension.

<CIT> discloses a front vehicle body structure and a method of increasing the strength thereof.

<CIT> discloses a suspension tower portion structure of a vehicle having an improved vertical-direction rigidity so as to suppress a vertical deformation of the suspension tower portion caused by the vertical load inputted from the suspension.

<CIT> discloses a front structure arrangement of a vehicle having a pair of side members and a spring tower attached to the side member by means of an attachment means. The side members are provided with bend zones and the attachment means is configured to allow a detachment of the spring tower during bending of the side member.

An object of the present invention is to provide a front vehicle body structure for a vehicle that is capable of both appropriately supporting a suspension and allowing a front frame to deform appropriately.

This object is achieved by the features of the independent claims. Further developments are defined in the dependent claims.

To achieve the above object, the present invention provides a front vehicle body structure for a vehicle including: a pair of front frames provided at a front part of the vehicle and extending substantially in a vehicle front-rear direction; and a pair of suspension housings which are provided at the front part of the vehicle and to which a suspension for a front wheel is mounted or mountable, wherein said suspension housing comprises a first inner wall, a second inner wall and a third inner wall that form the inner side surface in the vehicle width direction of the suspension housing, wherein the suspension housing has a first fixed portion and a second fixed portion that are provided at positions separated from each other in the front-rear direction and each fixed to the front frame, and a buckling promoting portion that is provided substantially at a center portion in the front-rear direction of the third inner wall at a position between the first fixed portion and the second fixed portion in the front-rear direction and has a shape extending substantially in the up-down direction with a bend protruding inward in the vehicle width direction and promotes buckling of the suspension housing when a load is applied from the front frame to the suspension housing in the front-rear direction.

In this configuration, the first fixed portion and the second fixed portion of the suspension housing are fixed to the front frame, and the suspension housing and the front frame are firmly fixed to each other. The buckling promoting portion that promotes buckling of the suspension housing is provided at a portion between the first fixed portion and the second fixed portion. When a portion of the front frame at which the first fixed portion is fixed tries to shift or deform relative to a portion thereof at which the second fixed portion is fixed, this buckling promoting portion allows the suspension housing to buckle easily at the portion between the first fixed portion and the second fixed portion, thereby preventing the suspension housing from hindering shift and deformation of the front frame. Thus, this configuration makes it possible to allow the front frame to deform appropriately while enhancing the rigidity of the suspension housing so that the suspension housing can appropriately support the suspension.

In the above configuration, the buckling promoting portion is formed in an inner side surface in a vehicle width direction of the suspension housing and may have a shape extending substantially in an up-down direction with a bend protruding inward in the vehicle width direction.

In this configuration, the buckling promoting portion is formed in the inner side surface in the vehicle width direction of the suspension housing and has a shape extending substantially in the up-down direction with a bend protruding inward in the vehicle width direction. This buckling promoting portion allows the inner side surface in the vehicle width direction of the suspension housing and, as a consequence, the suspension housing as a whole to buckle more easily in the front-rear direction, and moreover allows this inner side surface in the vehicle width direction and, as a consequence, the suspension housing as a whole to deform inward in the vehicle width direction, thereby preventing the suspension housing from popping out toward a vehicle outer side.

In the above configuration, the suspension housing may have a plurality of arm supporting parts that are provided at positions separated from one another in the front-rear direction and support at least one suspension arm of the suspension, and preferably a bulge that is formed in a region of the inner side surface in the vehicle width direction of the suspension housing, preferably located between the arm supporting parts in the front-rear direction, so as to bulge inward in the vehicle width direction.

In this configuration, deformation and buckling of the suspension housing in the front-rear direction can be promoted by the bulge and the buckling promoting portion. Moreover, when mounting the suspension arm to the arm supporting part from the vehicle outer side, one can use this bulge to secure a large mounting space, which can enhance the work efficiency.

In the above configuration, the suspension housing may include a plurality of bulges separated from one another in the vehicle front-rear direction, and the buckling promoting portion may be provided between the bulges in the front-rear direction.

In this configuration, deformation and buckling of the suspension housing in the front-rear direction can be further promoted by the bulges and the buckling promoting portion.

Preferably, the suspension housing includes a pair of bulges and the buckling promoting portion is provided between the pair of bulges in the front-rear direction.

The present invention can provide a front vehicle body structure for a vehicle that is capable of both appropriately supporting a suspension and allowing a front frame to deform appropriately.

According to a further aspect, there is provided a vehicle comprising the front vehicle body structure as described above.

According to a still further aspect, there is provided a method of forming a front vehicle body structure for a vehicle comprising the steps of:.

Further preferred, the suspension housing is provided with a plurality of arm supporting parts at positions separated from one another in the front-rear direction so as to support at least one suspension arm of the suspension, and preferably with at least one bulge that is formed in a region of the inner side surface in the vehicle width direction of the suspension housing, preferably located between the arm supporting parts in the front-rear direction, so as to bulge inward in the vehicle width direction.

Preferably, the suspension housing includes a plurality of bulges separated from one another in the vehicle front-rear direction.

Further preferred, the suspension housing is formed with a pair of bulges and the buckling promoting portion is provided between the pair of bulges in the front-rear direction.

An embodiment of the present invention will be described below in detail based on the drawings. <FIG> is a perspective view schematically showing the structure of a front vehicle body <NUM> of a vehicle V according to the present invention. <FIG> is a top view schematically showing the structure of the front vehicle body <NUM> of the vehicle V. <FIG> is a side view schematically showing part of the front vehicle body <NUM> of the vehicle V. <FIG> is a view of part of a right-side part, with the viewing direction oriented frontward, of the front vehicle body <NUM> of the vehicle V as seen from an outer side in a vehicle width direction. Hereinafter, a front-rear direction of the vehicle will be referred to simply as a front-rear direction, and where appropriate, the vehicle width direction will be referred to as a right-left direction. Right and left with the viewing direction oriented frontward will be referred to simply as right and left. In the drawings, "in" means an inner side in the vehicle width direction and "out" means an outer side in the vehicle width direction.

At a front part of the vehicle V, a dashboard panel <NUM> is provided that forms a front end portion of a vehicle cabin S and defines an engine compartment E (a part where an engine unit (not shown) composed of an engine, a transmission, etc. is installed) and the vehicle cabin S. The dashboard panel <NUM> is a panel extending substantially in an up-down direction and the vehicle width direction. In this embodiment, the vehicle V is a front-engine, rear-wheel-drive vehicle (so-called FR vehicle) configured such that an output of the engine installed at the front part is transmitted to the rear wheels, and a tunnel 2a through which a propeller shaft is passed is formed at a center in the vehicle width direction of the dashboard panel <NUM>.

At the front part of the vehicle V, front frames <NUM>, apron reinforcements <NUM>, and suspension housings <NUM> are provided. At the front part of the vehicle V, coupling panels <NUM> each interposed between the suspension housing <NUM> and the dashboard panel <NUM> are provided. The front frames <NUM>, the apron reinforcements <NUM>, the suspension housings <NUM>, and the coupling panels <NUM> are right and left pairs of vehicle body constituent members. At the front part of the vehicle V, suspensions <NUM> are provided. The suspensions <NUM> are respectively provided on the right and left sides so as to correspond to a right and left pair of front wheels. The suspensions <NUM> are not shown in <FIG> and <FIG>.

The front structure of the vehicle V is symmetrical in the right-left direction, and therefore the structure on one of the right and left sides will be described below.

The apron reinforcement <NUM> is a reinforcement member extending substantially in the front-rear direction. The apron reinforcement <NUM> extends substantially frontward from a hinge pillar <NUM> to which a hinge of a front door of the vehicle is mounted. A front part of the apron reinforcement <NUM> independently forms a substantially closed cross-sectional part extending substantially in the front-rear direction, while a rear part of the apron reinforcement <NUM> forms a substantially closed cross-sectional part extending substantially in the front-rear direction together with the suspension housing <NUM> as will be described later.

<FIG> is a schematic view showing a close-up of section IV-IV of <FIG>. <FIG> is a schematic view showing a close-up of section V-V of <FIG>. <FIG> is a schematic view showing a close-up of section VI-VI of <FIG>.

The front frame <NUM> is a vehicle body rigid member that forms a substantially closed cross-sectional part C1 extending substantially in the front-rear direction. The front frame <NUM> is fixed to the dashboard panel <NUM> and extends substantially frontward from the dashboard panel <NUM>. The front frame <NUM> is disposed at a position below the apron reinforcement <NUM> and on the inner side in the vehicle width direction of the apron reinforcement <NUM>. For example, the right front frame <NUM> is disposed at a position in a direction of about <NUM> degrees toward an obliquely lower left side relative to the right apron reinforcement <NUM>. Between the apron reinforcement <NUM> and the front frame <NUM> is provided a space in which a wheel well WH to cover a front wheel (not shown) can be formed.

As shown in <FIG>, the substantially closed cross-sectional part C1 has a substantially rectangular parallelepiped shape elongated in the up-down direction, and the front frame <NUM> has: a first side surface part 3a extending substantially in the up-down direction and the substantially front-rear direction and forming an outer side surface in the vehicle width direction of the front frame <NUM>; an upper surface part 3b extending substantially inward in the vehicle width direction from an upper edge of the first side surface part 3a and forming an upper surface of the front frame <NUM>; a lower surface part 3c extending substantially inward in the vehicle width direction from a lower edge of the first side surface part 3a and forming a lower surface of the front frame <NUM>; and a second side surface part 3d extending substantially in the up-down direction between an inner edge in the vehicle width direction of the upper surface part 3b and an inner edge in the vehicle width direction of the lower surface part 3c and forming an inner side surface in the vehicle width direction of the front frame <NUM>. The front frame <NUM> further includes an upper flange 3e extending substantially upward from near the inner edge in the vehicle width direction of the upper surface part 3b, i.e., the upper surface of the front frame <NUM>, and a lower flange 3f extending substantially downward from near the inner edge in the vehicle width direction of the lower surface part 3c, i.e., the lower surface of the front frame <NUM>. The upper flange 3e and the lower flange 3f extend substantially in the front-rear direction along the entire length of the front frame <NUM>.

Each front frame <NUM> is made of a sheet-shaped steel material, for example, and is formed by joining together three members: a front frame outer part <NUM> with a substantially hat-shaped cross-section that is provided on the outer side in the vehicle width direction and protrudes outward in the vehicle width direction; a front frame inner part 3t with a substantially hat-shaped cross-section that is provided on the inner side in the vehicle width direction and protrudes slightly inward in the vehicle width direction; and a plate-shaped flange forming panel 3u that is interposed between the front frame outer part <NUM> and the front frame inner part 3t and extends substantially in the up-down direction. For example, the upper flange 3e formed as a flange portion formed in the front frame outer part <NUM>, an upper end portion of the flange forming panel 3u, and a flange portion formed in the front frame inner part 3t are joined together.

The front frame <NUM> is configured to deform when the vehicle collides and an impact is exerted on the front frame <NUM> in the vehicle front-rear direction and thereby restrain this impact from being transmitted to the vehicle cabin S. For example, when the vehicle undergoes a frontal collision and an impact force is exerted on the front frame <NUM> from the front side, the front frame <NUM> buckles at a plurality of points, so that the impact force is restrained from being transmitted through the front frame <NUM> to the dashboard panel <NUM> and eventually to the inside of the vehicle cabin S.

In this embodiment, a double-wishbone suspension is used as the suspension <NUM>. The suspension <NUM> includes: a knuckle (not shown) fixed to a tire (not shown); a lower arm (not shown) coupled to the knuckle and supporting the tire through the knuckle; an upper arm <NUM> (so-called A-arm) disposed above the lower arm and, like the lower arm, coupled to the knuckle and supporting the tire through the knuckle; and a damper <NUM>. The damper <NUM> includes a shock absorber 11a and a coil spring 11b installed so as to surround an outer periphery of the shock absorber 11a. The upper arm <NUM> corresponds to the "suspension arm" in the claims.

<FIG> is a schematic perspective view of part of the right-side part of the front vehicle body <NUM> of the vehicle V as seen from an obliquely lower right side. The damper <NUM> is omitted from <FIG> as compared with <FIG>.

The upper arm <NUM> has a knuckle fixing portion 12a to which an upper end of the knuckle is fixed. The knuckle fixing portion 12a is provided at an outermost end in the vehicle width direction of the upper arm <NUM>, and the upper arm <NUM> includes a first arm <NUM> extending from the knuckle fixing portion 12a while curving frontward and inward in the vehicle width direction, and a second arm <NUM> extending from the knuckle fixing portion 12a while curving rearward and inward in the vehicle width direction.

A first pivotally supported portion 13a and a second pivotally supported portion 14a each pivotally supported by the suspension housing <NUM> are provided at an inner end in the vehicle width direction of the first arm <NUM> and an inner end in the vehicle width direction of the second arm <NUM>, respectively. The first pivotally supported portion 13a and the second pivotally supported portion 14a are fixed to the suspension housing <NUM> so as to be able to rotate around an axis extending substantially in the front-rear direction, and the upper arm <NUM> is supported by the suspension housing <NUM> so as to be able to turn in the up-down direction around a rotational central axis of these pivotally supported portions 13a, 14a.

The damper <NUM> is supported by the suspension housing <NUM> and the lower arm in a posture in which the damper <NUM> extends substantially in the up-down direction. More particularly, a lower end portion of the damper <NUM> is supported by the lower arm while an upper end portion of the damper <NUM> is supported by the suspension housing <NUM>. As shown in <FIG>, the damper <NUM> is supported in a rearward tilted posture in which the damper <NUM> is inclined toward an obliquely upper rear side (i.e., a posture in which the upper side of the damper <NUM> is located farther on the rear side than the lower side). Moreover, as shown in <FIG> that is a schematic view of section VIII-VIII of <FIG>, the damper <NUM> is supported in an inward tilted posture in which the damper <NUM> is inclined toward an obliquely upper inner side (i.e., a posture in which the upper side of the damper <NUM> is located farther on the inner side in the vehicle width direction than the lower side).

The suspension housing <NUM> is a member to which components of the suspension <NUM> are mounted. As described above, the upper end portion of the damper <NUM> and the pivotally supported portions 13a, 14a of the upper arm <NUM> are mounted to the suspension housing <NUM>.

The suspension housing <NUM> has a shape of a housing that houses the damper <NUM> and opens at a lower end, and is fixed to the front frame <NUM> and the apron reinforcement <NUM> so as to cover the upper side of the wheel well WH. As described above, the front frame <NUM> is disposed below the apron reinforcement <NUM> and on the inner side in the vehicle width direction of the apron reinforcement <NUM>. Accordingly, the suspension housing <NUM> as a whole has a shape extending from the apron reinforcement <NUM> toward the front frame <NUM> in a direction downward and inward in the vehicle width direction, and bridges a space between these members.

As shown in <FIG> etc., a rear end portion of the suspension housing <NUM> is further fixed to the coupling panel <NUM>. The coupling panel <NUM> is a panel member, of which a rear part extends substantially horizontally while a front part is inclined toward an obliquely upper front side such that the front side of the front part is located farther on the upper side than the rear side thereof. The coupling panel <NUM> is fixed to the dashboard panel <NUM> so as to extend frontward from the dashboard panel <NUM>. Thus, the suspension housing <NUM> is coupled to the dashboard panel <NUM> through the front frame <NUM> and the coupling panel <NUM>. An outer edge in the vehicle width direction of the coupling panel <NUM> is further fixed to the hinge pillar <NUM>.

Formed by aluminum die casting, the suspension housing <NUM> in this embodiment is a lightweight, intricately shaped suspension housing <NUM>. Alternatively, the suspension housing <NUM> may be formed by performing press-working etc. on a metal sheet member.

<FIG> is a schematic side view of the suspension housing <NUM> alone as seen from the inner side in the vehicle width direction. <FIG> is a schematic side view of the suspension housing <NUM> alone as seen from the outer side in the vehicle width direction. <FIG> is a schematic top view of the suspension housing <NUM> alone. <FIG> is a schematic front view of the suspension housing <NUM> alone. <FIG> is a schematic view of section XIII-XIII of <FIG>.

As shown in <FIG>, the suspension housing <NUM> is roughly composed of a suspension fixing section <NUM> which is a part of the suspension housing <NUM> except for the rear end portion and an outer portion in the vehicle width direction and to which the suspension <NUM> is fixed; a rear coupling section <NUM> extending substantially rearward from the suspension fixing section <NUM> and forming the rear end portion of the suspension housing <NUM>; and an outer coupling section <NUM> extending substantially outward in the vehicle width direction from the suspension fixing section <NUM> and the rear coupling section <NUM> and forming the outer portion in the vehicle width direction of the suspension housing <NUM>. These sections <NUM>, <NUM>, <NUM> are integrally formed.

In terms of function and structure, the suspension fixing section <NUM> includes: a first arm supporting part <NUM> forming a front end part of the suspension fixing section <NUM>; a second arm supporting part <NUM> forming a rear end part of the suspension fixing section <NUM>; and a main part <NUM> forming a part between the first arm supporting part <NUM> and the second arm supporting part <NUM>. The first arm supporting part <NUM> and the second arm supporting part <NUM> correspond to the "arm supporting parts" in the claims.

The first arm supporting part <NUM> is a part that supports the first arm <NUM> of the upper arm <NUM>.

The first arm supporting part <NUM> includes: a first upright wall <NUM> extending substantially in the up-down direction and the vehicle width direction; a second upright wall <NUM> extending substantially parallel to the first upright wall <NUM> on the rear side of the first upright wall <NUM>; a first inner wall <NUM> extending substantially in the up-down direction and the front-rear direction between an inner edge in the vehicle width direction of the first upright wall <NUM> and an inner edge in the vehicle width direction of the second upright wall <NUM>; and a first upper wall <NUM> extending substantially in the vehicle width direction and the front-rear direction between an upper edge of the first upright wall <NUM> and an upper edge of the second upright wall <NUM>. These walls <NUM> to <NUM> of the first arm supporting part <NUM> form an open cross-sectional part opening outward in the vehicle width direction. An "open cross-section" as termed in this specification refers not to a cross-section that is fully closed or closed with a slight opening left therein by a plate member like the closed cross-sectional part C1, but to a cross-section with an opening that is formed by a plurality of bends so as to protrude into a prism shape, V-shape, etc. relative to a flat surface.

The first arm supporting part <NUM> further includes: a front extension portion <NUM> extending substantially frontward from a front surface of the first upright wall <NUM>; a front flange <NUM> extending substantially downward from a front edge of the front extension portion <NUM>; and a first fixed portion <NUM> extending substantially downward from the front extension portion <NUM> and the first inner wall <NUM>.

The first upper wall <NUM> forms part of a top surface of the suspension housing <NUM>. The first upper wall <NUM> extends from the upper edge of the first inner wall <NUM> outward in the vehicle width direction, to a position on the outer side in the vehicle width direction of the first upright wall <NUM> and the second upright wall <NUM>.

The first inner wall <NUM> forms part of an inner side surface in the vehicle width direction of the suspension housing <NUM>. As shown in <FIG> etc., an upper part of the first inner wall <NUM> extends substantially vertically, while a lower part of the first inner wall <NUM> is inclined so as to be located farther on the outer side in the vehicle width direction as it extends substantially downward.

The first upright wall <NUM>, the front extension portion <NUM>, and the front flange <NUM> form part of a front end portion of the suspension housing <NUM>. A space between the front extension portion <NUM> and the first upright wall <NUM> is bridged by a plurality of ribs R1, and the rigidity of the first upright wall <NUM> is enhanced by the front extension portion <NUM> and these ribs R1. As shown in <FIG>, a plurality of ribs are provided also on a lower surface of the front extension portion <NUM>, and the rigidity of the front extension portion <NUM> and, as a consequence, the rigidity of the first upright wall <NUM> is thereby enhanced.

As shown in <FIG>, the length in the vehicle width direction of the second upright wall <NUM> is set to be shorter than the length in the vehicle width direction of the first upright wall <NUM>. As shown in <FIG> etc., the second upright wall <NUM> has such a shape that the dimension in the vehicle width direction increases toward the upper side.

As shown in <FIG>, <FIG>, etc., the first upright wall <NUM> and the second upright wall <NUM> have shaft holes 61a, 62a which are formed substantially at centers in the up-down direction of these upright walls and through which a shaft member for pivotally supporting the first arms <NUM> is inserted. As shown in <FIG> etc., the first pivotally supported portion 13a of the first arm <NUM> is housed between the first upright wall <NUM> and the second upright wall <NUM>. In this housed state, the shaft member extending substantially in the front-rear direction is passed through a hole (not shown) formed in the first pivotally supported portion 13a and the shaft holes 61a, 62a of the upright walls <NUM>, <NUM>, and this shaft member is fixed to the second upright wall <NUM>, so that the first arm <NUM> is supported by the first arm supporting part <NUM> so as to be able to turn substantially in the up-down direction.

In this embodiment, the shaft member and, as a consequence, the first arm <NUM> are fixed on the rear side of the second upright wall <NUM>. More particularly, a fixing member for fixing the shaft member is attached to the shaft member on the rear side of the second upright wall <NUM>, and the fixing member and the shaft member are fixed to the second upright wall <NUM> with a tool on the rear side of the second upright wall <NUM>.

The second arm supporting part <NUM> is a part that supports the second arm <NUM> of the upper arm <NUM>.

The second arm supporting part <NUM> includes: a third upright wall <NUM> extending substantially parallel to the second upright wall <NUM> (i.e., extending in the up-down direction and the vehicle width direction) on the rear side of the second upright wall <NUM>; a fourth upright wall <NUM> extending substantially parallel to the third upright wall <NUM> (i.e., extending in the up-down direction and the vehicle width direction) on the rear side of the third upright wall <NUM>; a second inner wall <NUM> extending in the up-down direction and the front-rear direction between an inner edge in the vehicle width direction of the third upright wall <NUM> and an inner edge in the vehicle width direction of the fourth upright wall <NUM>; and a second upper wall <NUM> extending in the vehicle width direction and the front-rear direction between an upper edge of the third upright wall <NUM> and an upper edge of the fourth upright wall <NUM>. These walls <NUM> to <NUM> of the second arm supporting part <NUM> form an open cross-sectional part opening outward in the vehicle width direction.

The second arm supporting part <NUM> further includes a second fixed portion <NUM> extending substantially downward from the second inner wall <NUM>.

The second upper wall <NUM> forms part of the top surface of the suspension housing <NUM>. The second upper wall <NUM> extends outward in the vehicle width direction from the upper edge of the second inner wall <NUM> while being slightly inclined such that the outer side in the vehicle width direction of the second upper wall <NUM> is located farther on the upper side than the inner side in the vehicle width direction thereof.

The second inner wall <NUM> forms part of the inner side surface in the vehicle width direction of the suspension housing <NUM>. As with the first inner wall <NUM>, an upper part of the second inner wall <NUM> extends substantially vertically, while a lower part of the second inner wall <NUM> is inclined so as to be located farther on the outer side in the vehicle width direction as it extends downward.

As shown in <FIG> etc., as with the second upright wall <NUM>, the third upright wall <NUM> has such a shape that the dimension in the vehicle width direction increases toward the upper side. However, as shown in <FIG>, the third upright wall <NUM> extends farther outward in the vehicle width direction than the second upright wall <NUM>. The fourth upright wall <NUM> extends farther outward in the vehicle width direction than the first, second, and third upright walls <NUM>, <NUM>, <NUM>, and the dimension in the vehicle width direction of the fourth upright wall <NUM> is larger than that of the other upright walls. Moreover, the fourth upright wall <NUM> is connected to the rear coupling section <NUM> having a plurality of ribs R2 formed on a lower surface thereof. Thus configured, the second arm supporting part <NUM> has higher rigidity than the first arm supporting part <NUM> in this embodiment.

The third upright wall <NUM> and the fourth upright wall <NUM> have shaft holes 71a, 72a, respectively, which are formed substantially at the center in the up-down direction of the third upright wall <NUM> and substantially at the center in the up-down direction of inner part in the vehicle width direction of the fourth upright wall <NUM> and into which a shaft member for pivotally supporting the second arm <NUM> is inserted. The second pivotally supported portion 14a of the second arm <NUM> is housed between the third upright wall <NUM> and the fourth upright wall <NUM>. In this housed state, the shaft member extending substantially in the front-rear direction is passed through a hole (not shown) formed in the second pivotally supported portion 14a and the shaft holes 71a, 72a of the upright walls <NUM>, <NUM>, and this shaft member is fixed to the third upright wall <NUM>, so that the second arm <NUM> is supported by the second arm supporting part <NUM> so as to be able to turn in the up-down direction.

In this embodiment, the shaft member and, as a consequence, the second arm <NUM> are fixed on the front side of the third upright wall <NUM>. More particularly, a fixing member for fixing the shaft member is attached to the shaft member on the front side of the third upright wall <NUM>, and the fixing member and the shaft member are fixed to the third upright wall <NUM> with a tool on the front side of the third upright wall <NUM>.

The levels of the shaft holes 71a, 72a formed in the third upright wall <NUM> and the fourth upright wall <NUM> are lower than the levels of the shaft holes 61a, 62a formed in the first upright wall <NUM> and the second upright wall <NUM>. Accordingly, the upper arm <NUM> is supported by the suspension housing <NUM> in a posture in which the upper arm <NUM> is inclined toward an obliquely lower rear side as seen in a side view, with the second pivotally supported portion 14a of the second arm <NUM> located at a lower level than the first pivotally supported portion 13a of the first arm <NUM>.

The main part <NUM> includes a third upper wall <NUM> extending in the vehicle width direction and the front-rear direction between the first upper wall <NUM> and the second upper wall <NUM>, and a third inner wall <NUM> extending substantially vertically downward from an inner edge in the vehicle width direction of the third upper wall <NUM>.

As shown in <FIG> etc., the third upper wall <NUM> is inclined such that the inner side in the vehicle width direction of the third upper wall <NUM> is located farther on the lower side than the outer side in the vehicle width direction thereof. The third upper wall <NUM> has a damper fixing portion 84a to which the upper end portion of the damper <NUM> is fixed. The damper fixing portion 84a protrudes substantially upward substantially at a center of the third upper wall <NUM>, and has a substantially disc shape with a through-hole 84b formed at a center as seen in a top view. As shown in <FIG>, the damper <NUM> is housed between the second upright wall <NUM> and the third upright wall <NUM> as seen in a side view, and is fixed to the damper fixing portion 84a with the upper end portion of the damper <NUM> passed through the through-hole 84b of the damper fixing portion 84a. A plurality of ribs R3 extending substantially in the up-down direction are formed around the damper fixing portion 84a, and the rigidity of the damper fixing portion 84a is enhanced by these ribs R3.

The main part <NUM> further includes a third fixed portion <NUM> extending substantially downward from the third inner wall <NUM>. The third fixed portion <NUM> and the second fixed portion <NUM> are continuous with each other in the front-rear direction, and these fixed portions <NUM>, <NUM> have a form of a flat surface extending substantially in the front-rear direction. Specifically, the fixed portions <NUM>, <NUM> are formed such that inner side surfaces and outer side surfaces in the vehicle width direction thereof are continuous with each other and form a flat surface extending substantially in the front-rear direction. The levels of a lower edge of the third fixed portion <NUM> and a lower edge of the second fixed portion <NUM> are higher than the level of a lower edge of the first fixed portion <NUM>. In other words, the first fixed portion <NUM> extends farther downward than the third fixed portion <NUM> and the second fixed portion <NUM>.

As described above, the third inner wall <NUM> extends basically in the vertical direction. However, a part of the third inner wall <NUM> that is continuous with the second upright wall <NUM> and a part thereof that is continuous with the third upright wall <NUM> partially bulge inward in the vehicle width direction. Specifically, as shown in <FIG>, <FIG>, etc., a portion of a front-side part of the third inner wall <NUM> that surrounds the shaft hole 62a of the second upright wall <NUM> as seen in a side view is curved so as to bulge inward in the vehicle width direction while extending frontward from a portion 83c that is located at a center in the front-rear direction of the third inner wall <NUM> and extends substantially vertically. This bulging portion forms a front bulge 83a bulging inward in the vehicle width direction. Moreover, a portion of a rear-side part of the third inner wall <NUM> that surrounds the shaft hole 71a of the third upright wall <NUM> as seen in a side view is curved so as to bulge inward in the vehicle width direction while extending substantially rearward from the center portion 83c in the front-rear direction of the third inner wall <NUM>. This bulging portion forms a rear bulge 83b bulging inward in the vehicle width direction. The front bulge 83a and the rear bulge 83b thus configured correspond to the "bulges" in the claims.

A buckling promoting portion 83d that promotes buckling of the suspension housing <NUM> in the front-rear direction is provided in the portion 83c of the third inner wall <NUM> between the front bulge 83a and the rear bulge 83b. More particularly, the buckling promoting portion 83d is provided substantially at a center portion in the front-rear direction of the third inner wall <NUM> that forms the inner side surface in the vehicle width direction of the suspension housing <NUM>, and has a shape extending substantially in the up-down direction with a bend protruding inward in the vehicle width direction. In this embodiment, the buckling promoting portion 83d is formed as a portion of the third inner wall <NUM> and is pushed out so as to project inward in the vehicle width direction with a constant plate thickness. The suspension housing <NUM> is configured to buckle from the buckling promoting portion 83d as a starting point when a load equal to or larger than a predetermined load is applied to the suspension housing <NUM> through the front frame <NUM> in the front-rear direction as a result of a collision of the vehicle. Since the buckling promoting portion 83d projects inward in the vehicle width direction in this embodiment, the third inner wall <NUM> deforms so as to bend inward in the vehicle width direction from the buckling promoting portion 83d as the center.

The rear coupling section <NUM> extends substantially rearward from a rear surface of the fourth upright wall <NUM>. The rear coupling section <NUM> is shaped so as to be curved downward and inward in the vehicle width direction. In this embodiment, a plurality of ribs R4 extending so as to connect the rear surface of the fourth upright wall <NUM> and an upper surface of the rear coupling section <NUM> to each other are provided, and the rigidity of the fourth upright wall <NUM> and the rear coupling section <NUM> is enhanced by these ribs R4. Moreover, as mentioned above, the ribs R2 are provided in a lattice pattern on the lower surface of the rear coupling section <NUM>, and the rigidity of the rear coupling section <NUM> and the rigidity of the fourth upright wall <NUM> continuous with the rear coupling section <NUM> are enhanced also by these ribs R2.

A lower end portion of the rear coupling section <NUM> extends substantially in the up-down direction and functions as a fourth fixed portion 52a. The fourth fixed portion 52a is also an inner end in the vehicle width direction of the rear coupling section <NUM>. The fourth fixed portion 52a extends to a level substantially equivalent to that of the first fixed portion <NUM>, and extends farther downward than the third fixed portion <NUM> and the second fixed portion <NUM>.

The outer coupling section <NUM> extends outward in the vehicle width direction from inner edges in the vehicle width direction of the first upper wall <NUM>, the second upper wall <NUM>, the third upper wall <NUM>, and the rear coupling section <NUM>. A step is formed in the outer coupling section <NUM> such that an outer part in the vehicle width direction of the outer coupling section <NUM> is located below an inner part in the vehicle width direction thereof. The outer coupling section <NUM> includes: a first lateral wall 53b forming the outer part in the vehicle width direction and extending in the vehicle width direction and the front-rear direction; a rising wall 53c extending substantially upward from an inner edge in the vehicle width direction of the first lateral wall 53b; and a second lateral wall 53d extending substantially inward in the vehicle width direction from an upper edge of the rising wall 53c. As shown in <FIG> etc., the first lateral wall 53b extends substantially horizontally, while the second lateral wall 53d is slightly inclined toward an obliquely lower inner side such that the inner side in the vehicle width direction of the second lateral wall 53d is located farther on the lower side than the outer side in the vehicle width direction thereof.

As shown in <FIG> etc., the suspension housing <NUM> is disposed such that the outer coupling section <NUM> abuts against the apron reinforcement <NUM> from the lower side, and the suspension housing <NUM> is fixed to the apron reinforcement <NUM> at the outer coupling section <NUM>. Thus, as mentioned above, a substantially closed cross-sectional part C2 extending substantially in the front-rear direction is formed between the apron reinforcement <NUM> and an upper surface of the outer coupling section <NUM>.

A recessed portion 53f protruding substantially upward is provided substantially at a center portion in the front-rear direction of the first lateral wall 53b. The recessed portion 53f protrudes substantially outward in the vehicle width direction from the rising wall 53c. In this embodiment, the recessed portion 53f has a semicircular shape protruding substantially outward in the vehicle width direction from the rising wall 53c. This shape of the recessed portion 53f substantially corresponds to the shape of an outer portion in the vehicle width direction of the knuckle fixing portion 12a. More particularly, the knuckle fixing portion 12a has a substantially circular shape as seen in a plan view, and the recessed portion 53f has a substantially semicircular shape substantially corresponding to the shape of the outer portion in the vehicle width direction of the knuckle fixing portion 12a that is substantially semicircular as seen in a plan view.

As shown in <FIG>, the recessed portion 53f is formed on a turning path of the knuckle fixing portion 12a so as to extend substantially in the up-down direction along this turning path. Thus, when the upper arm <NUM> turns upward from a state indicated by the dashed lines to the state indicated by the dotted-dashed lines in <FIG>, the knuckle fixing portion 12a enters the recessed portion 53f, so that the knuckle fixing portion 12a and the suspension housing <NUM> do not interfere with each other. Specifically, the recessed portion 53f is formed such that the outer portion in the vehicle width direction of the knuckle fixing portion 12a enters the recessed portion 53f when the upper arm <NUM> has turned to an uppermost position. In this embodiment, the recessed portion 53f is provided on the outer side in the vehicle width direction of the damper fixing portion 84a, at roughly the same position as the position of the damper fixing portion 84a in the front-rear direction.

The suspension housing <NUM> configured as has been described above is fixed to the front frame <NUM> as the fixed portions <NUM>, <NUM>, <NUM>, 52a are joined to the front frame <NUM>.

As shown in <FIG> and <FIG>, the first fixed portion <NUM> is joined to the first side surface part 3a forming the outer side surface in the vehicle width direction of the front frame <NUM>. Specifically, a first fixing portion <NUM> to which the first fixed portion <NUM> is fixed is provided in the first side surface part 3a of the front frame <NUM>, and the first fixing portion <NUM> and the first fixed portion <NUM> are joined together.

As shown in <FIG> and <FIG>, the second fixed portion <NUM> and the third fixed portion <NUM> are joined to the upper flange 3e of the front frame <NUM>. Specifically, a second fixing portion <NUM> to which both the second fixed portion <NUM> and the third fixed portion <NUM> are fixed is provided in the upper flange 3e of the front frame <NUM>, and the second fixing portion <NUM>, the second fixed portion <NUM>, and the third fixed portion <NUM> are joined together. As described above, the second fixed portion <NUM> and the third fixed portion <NUM> are continuous with each other in the front-rear direction, and the second fixing portion <NUM> extends over a wide area in the front-rear direction. More particularly, the length in the front-rear direction of the fixed portion combining the second fixed portion <NUM> and the third fixed portion <NUM> is longer than the length of the first fixed portion <NUM> and the length of the fourth fixed portion 52a, and the length in the front-rear direction of the second fixing portion <NUM> is longer than the length of the first fixing portion <NUM> and the length of a third fixing portion <NUM>, to be described later, to which the fourth fixed portion 52a is fixed.

As shown in <FIG> and <FIG>, as with the first fixed portion <NUM>, the fourth fixed portion 52a is joined to the first side surface part 3a forming the outer side surface in the vehicle width direction of the front frame <NUM>. Specifically, the first side surface part 3a of the front frame <NUM> has the third fixing portion <NUM> to which the fourth fixed portion 52a is fixed, and the third fixing portion <NUM> and the fourth fixed portion 52a are joined together.

The first fixing portion <NUM>, the second fixing portion <NUM>, and the third fixing portion <NUM> are arranged in this order from the front side in the front-rear direction. The fixed portions <NUM>, <NUM>, <NUM>, 52a and the fixing portions <NUM> to <NUM> of the front frame <NUM> are joined together by welding, bonding with an adhesive, etc..

As shown in <FIG> and as described above, the upper flange 3e of the front frame <NUM> is located on the inner side in the vehicle width direction of the first side surface part 3a. The second fixing portion <NUM> is offset inward in the vehicle width direction relative to the first fixing portion <NUM> and the third fixing portion <NUM>, and thus the second fixed portion <NUM> and the third fixed portion <NUM> are joined to the front frame <NUM> at a position offset inward in the vehicle width direction relative to the first fixed portion <NUM> and the fourth fixed portion 52a.

The fixed portions <NUM>, <NUM>, <NUM>, 52a are joined to the fixing portions <NUM> to <NUM> in a state of abutting against outer side surfaces in the vehicle width direction of these fixing portions <NUM> to <NUM> (the outer side surface in the vehicle width direction of the first side surface part 3a and the outer side surface in the vehicle width direction of the upper flange 3e). The suspension housing <NUM> is joined to the front frame <NUM>, for example, as the fixed portions <NUM>, <NUM>, <NUM>, 52a are pressed against the outer side surfaces in the vehicle width direction of the fixing portions <NUM> to <NUM> from the outer side in the vehicle width direction and these portions are welded together in this state, or as the fixed portions <NUM>, <NUM>, <NUM>, 52a are pressed against the outer side surfaces in the vehicle width direction of the fixing portions <NUM> to <NUM> from the outer side in the vehicle width direction, with an adhesive interposed therebetween.

As has been described above, in this embodiment, the first arm supporting part <NUM> and the second arm supporting part <NUM> of the suspension housing <NUM> that respectively support the first arm <NUM> and the second arm <NUM> are respectively provided with the first fixed portion <NUM> and the second fixed portion <NUM> each joined to the front frame <NUM>, and these first arm supporting part <NUM> and second arm supporting part <NUM> are firmly fixed to the front frame <NUM>. Thus, the rigidity of the suspension housing <NUM> can be enhanced. A load applied from the arms <NUM>, <NUM> to the arm supporting parts <NUM>, <NUM> can be appropriately transmitted and dispersed to the front frame <NUM>, and the arms <NUM>, <NUM>, the damper <NUM>, and, as a consequence, the suspension <NUM> can be stably supported by the suspension housing <NUM>. Moreover, the main part <NUM> and the rear coupling section <NUM> have the third fixed portion <NUM> and the fourth fixed portion 52a, and the suspension housing <NUM> and the front frame <NUM> are joined together also at these fixed portions <NUM>, 52a. Therefore, the rigidity of the suspension housing <NUM> can be further enhanced, and the suspension <NUM> can be appropriately supported by the suspension housing <NUM>.

Here, while such a suspension housing <NUM> with the enhanced rigidity can appropriately support the suspension <NUM>, this suspension housing <NUM> may hinder buckling and deformation of the front frame <NUM> during a collision of the vehicle. Specifically, due to the enhanced rigidity, the suspension housing <NUM> may undergo no deformation or only a limited amount of deformation in the front-rear direction, thereby hindering or restraining deformation of the part of the front frame <NUM> to which the suspension housing <NUM> is fixed. As a countermeasure, the buckling promoting portion 83d is provided on the third inner wall <NUM> of the suspension housing <NUM> in this embodiment to promote buckling of the suspension housing <NUM> in the front-rear direction. During a collision of the vehicle, therefore, the suspension housing <NUM> is allowed to buckle and prevented from hindering deformation and buckling of the front frame <NUM>, so that the front frame <NUM> is allowed to deform and buckle appropriately. Thus, this embodiment makes it possible to allow the front frame <NUM> to deform appropriately while appropriately supporting the suspension <NUM>.

In particular, in this embodiment, the buckling promoting portion 83d is formed in the third inner wall <NUM> and has a shape extending substantially in the up-down direction with a bend protruding substantially inward in the vehicle width direction. Thus, the third inner wall <NUM> and, as a consequence, the suspension housing <NUM> are more reliably allowed to buckle from the buckling promoting portion 83d as a starting point. Moreover, the third inner wall <NUM> is allowed to deform inward in the vehicle width direction, which can prevent the suspension housing <NUM> from popping out toward the vehicle outer side.

In this embodiment, the front bulge 83a and the rear bulge 83b bulging substantially inward in the vehicle width direction are further provided in the third inner wall <NUM>, at a portion between the first arm supporting part <NUM> and the second arm supporting part <NUM>. During a collision of the vehicle, therefore, the third inner wall <NUM> is allowed to buckle from junctions between the bulges 83a, 83b and other portions as starting points, which can promote buckling of the suspension housing <NUM>. More particularly, the third inner wall <NUM> is allowed to buckle in the front-rear direction from the junction between the front bulge 83a and a part of the portion 83c on the rear side of the front bulge 83a, and the junction between the rear bulge 83b and a part of the portion on the front side of the rear bulge 83b, as starting points. This can further promote buckling and deformation of the suspension housing <NUM>.

In particular, as the buckling promoting portion 83d is provided between these bulges 83a, 83b, the third inner wall <NUM> is allowed to deform such that the junction between the front bulge 83a and the portion 83c on the rear side thereof shifts inward in the vehicle width direction; that the buckling promoting portion 83d shifts outward in the vehicle width direction; and that the junction between the rear bulge 83b and the portion 83c on the front side thereof shifts outward in the vehicle width direction. Thus, the third inner wall <NUM> can be effectively crushed in the front-rear direction, and the third inner wall <NUM> and the suspension housing <NUM> can be even more reliably prevented from hindering deformation of the front frame <NUM>.

Moreover, with the front bulge 83a and the rear bulge 83b thus provided, a working space for the work of mounting the upper arm <NUM> to the first arm supporting part <NUM> and the second arm supporting part <NUM> can be increased, which can improve the work efficiency. More particularly, as described above, the upper arm <NUM> is fixed to the first arm supporting part <NUM> and the second arm supporting part <NUM> as a tool is inserted to the rear side of the second upright wall <NUM> of the first arm supporting part <NUM> and a predetermined fixing member is fixed to the second upright wall <NUM>, and as a tool is inserted to the front side of the third upright wall <NUM> of the second arm supporting part <NUM> and a predetermined fixing member is fixed to the third upright wall <NUM>. This fixing work needs to be performed in a space between an outer side surface in the vehicle width direction of the third inner wall <NUM> and each of the upright walls <NUM>, <NUM>. Specifically, it is required to mount the fixing members to the upright walls <NUM>, <NUM> from the vehicle outer side, and to insert the tool to near the upright walls <NUM>, <NUM> and manipulate the tool from the vehicle outer side. Therefore, when the bulges 83a, 83b bulging substantially inward in the vehicle width direction are provided in the third inner wall <NUM> as described above, a larger space can be secured for mounting the fixing members and manipulating the tool, which can facilitate the mounting work.

In the above embodiment, the case where a double-wishbone suspension is used as the suspension has been described. However, the suspension is not limited to this type and may be any suspension that includes an arm member supported by the suspension housing <NUM>. For example, a multi-link suspension may be used. More particularly, a plurality of link members that individually couple together a tire and a suspension housing may be provided in place of the arms.

Claim 1:
A front vehicle body structure for a vehicle comprising:
a pair of front frames (<NUM>) provided at a front part of the vehicle and extending substantially in a vehicle front-rear direction; and
a pair of suspension housings (<NUM>) which are provided at the front part of the vehicle and to which a suspension (<NUM>) for a front wheel is mounted or mountable, wherein said suspension housing (<NUM>) comprises a first inner wall (<NUM>), a second inner wall (<NUM>) and a third inner wall (<NUM>) that form the inner side surface in the vehicle width direction of the suspension housing (<NUM>),
wherein each suspension housing (<NUM>) has a first fixed portion (<NUM>) and a second fixed portion (<NUM>) that are provided at positions separated from each other in the front-rear direction and each fixed to one of the front frames (<NUM>), and
characterized by
a buckling promoting portion (83d) that is provided substantially at a center portion in the front-rear direction of the third inner wall (<NUM>) at a position between the first fixed portion (<NUM>) and the second fixed portion (<NUM>) in the front-rear direction and has a shape extending substantially in the up-down direction with a bend protruding inward in the vehicle width direction and promotes buckling of the suspension housing (<NUM>) when a load is applied from the front frame (<NUM>) to the suspension housing (<NUM>) in the front-rear direction.