JP2008247267A - Impact-absorbing structure for vehicle - Google Patents

Impact-absorbing structure for vehicle Download PDF

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JP2008247267A
JP2008247267A JP2007092939A JP2007092939A JP2008247267A JP 2008247267 A JP2008247267 A JP 2008247267A JP 2007092939 A JP2007092939 A JP 2007092939A JP 2007092939 A JP2007092939 A JP 2007092939A JP 2008247267 A JP2008247267 A JP 2008247267A
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vehicle
end cross
cross member
main body
suspension
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Yoshiaki Ohashi
吉明 大橋
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an impact-absorbing structure for a vehicle capable of preventing early damage of a front end cross member at front-end collision without requiring outstanding reinforcement and attaining sufficient impact absorption action by certainly preventing getting under a counter vehicle. <P>SOLUTION: Both ends of a body 10a extending in a left/right direction are upwardly bent to form the front end cross member 10, and upper ends of the left and right bent parts 10b are bonded to a front end of a front side member 1 respectively. A suspension member 2 is bonded between the front side members 1 at a rear side of the front end cross member 10, and the front end cross member 10 and the suspension member 2 are connected by a rod 17 at both left and right sides. Thereby, the front end cross member 10 is supported from a rear side. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は車両の衝撃吸収構造に係り、特に最低地上高の高い車両のフロントバンパ下側に相手車両が潜り込む現象を防止するための衝撃吸収構造に関するものである。   The present invention relates to a shock absorbing structure for a vehicle, and more particularly, to a shock absorbing structure for preventing a counterpart vehicle from entering under a front bumper of a vehicle having a high minimum ground clearance.

ＳＵＶ車等のように最低地上高の高い車両では、比較的フロントバンパが高い位置に設置されていることから、前突時に相手車両が自車のフロントバンパ下側に潜り込む現象が発生する場合があり、これを防止するための種々の対策が提案されている（例えば、特許文献１参照）。
当該特許文献１の技術では、図４に示すように、車両の左右両側に配設されたフロントサイドメンバ１０１の前端を結合するフロントエンドクロスメンバ１０２を下方にオフセット配置し、前突時に相手車両をフロントエンドクロスメンバ１０２に衝突させて潜り込みの防止を図っている。
特開２００４−３０６８０４号公報 In vehicles with a high minimum ground clearance, such as SUV vehicles, the front bumper is installed at a relatively high position, so that a phenomenon may occur in which the opponent vehicle sinks under the front bumper of the own vehicle at the time of a front collision. There are various countermeasures for preventing this (see, for example, Patent Document 1).
In the technique of Patent Document 1, as shown in FIG. 4, a front end cross member 102 that joins the front ends of front side members 101 disposed on the left and right sides of the vehicle is offset downward so that the opponent vehicle is in the event of a front collision. Is made to collide with the front end cross member 102 to prevent dive.
JP 2004-306804 A

例えばフロントエンドクロスメンバ１０２は、プレス成形した２枚の鋼板を結合した閉断面構造をなしているが、上記特許文献１のものでは下方へのオフセット配置のために、左右方向に延設された本体１０２ａの両側を上方に屈曲形成して構成されており、この屈曲部１０２ｂの上端がフロントサイドメンバ１０１に結合されている。
結果として、前突時の衝撃が入力されるフロントエンドクロスメンバ１０２の本体１０２ａとフロントサイドメンバ１０１への結合箇所（屈曲部１０２ｂの上端）とが上下方向に離間しているため、衝撃が入力された本体１０２ａがフロントサイドメンバ１０１との結合箇所を中心として後方に倒れ、結合箇所に応力が集中して早期に破断する場合があり、相手車両の潜り込みの防止、ひいては衝撃吸収作用の向上に関して改良の余地があった。 For example, the front end cross member 102 has a closed cross-sectional structure in which two press-formed steel plates are joined. However, in the above-mentioned Patent Document 1, the front end cross member 102 is extended in the left-right direction for offset downward. The main body 102 a is formed by bending both sides upward, and the upper end of the bent portion 102 b is coupled to the front side member 101.
As a result, the impact is input because the main body 102a of the front end cross member 102 to which the impact at the time of the front collision is input and the connecting portion to the front side member 101 (the upper end of the bent portion 102b) are separated in the vertical direction. The main body 102a may fall backward with the joint with the front side member 101 as the center, stress may concentrate on the joint and break at an early stage, preventing the other vehicle from getting in, and improving the shock absorbing function. There was room for improvement.

なお、破断を生じる結合箇所自体を補強する対策も考えられるが、応力が集中する結合箇所の破断を防止するには大幅な補強を要し、車両重量の増加やコスト高騰等の別の弊害を引き起こしてしまう。
本発明はこのような問題点を解決するためになされたもので、その目的とするところは、大幅な補強を要することなく前突時のフロントエンドクロスメンバの早期の破損を防止でき、これにより相手車両の潜り込みを確実に防止して十分な衝撃吸収作用を達成することができる車両の衝撃吸収構造を提供することにある。 Although measures to reinforce the joints that cause breakage are also conceivable, significant reinforcement is required to prevent breakage of joints where stress is concentrated, causing other adverse effects such as an increase in vehicle weight and cost increase. It will cause.
The present invention has been made in order to solve such problems, and the object of the present invention is to prevent early breakage of the front end cross member at the time of the front collision without requiring significant reinforcement. An object of the present invention is to provide a shock absorbing structure for a vehicle that can reliably prevent a partner vehicle from getting into the vehicle and achieve a sufficient shock absorbing action.

上記目的を達成するため、請求項１の発明は、車幅方向に所定間隔をおいて配設され、それぞれ車両の前後方向に延設された一対のサイドメンバと、車幅方向に延設された本体の両端を上方に屈曲形成してなり、両屈曲部の上端がサイドメンバの前部にそれぞれ結合されたフロントエンドクロスメンバと、フロントエンドクロスメンバの後側で両サイドメンバ間に配設されて、車幅方向両側をサイドメンバにそれぞれ結合されて前輪のサスペンション機構を支持するサスペンションメンバと、車幅方向の両側においてフロントエンドクロスメンバの本体とサスペンションメンバとを相互に連結する一対の連結部材とを備えたものである。   In order to achieve the above object, the invention of claim 1 is provided with a pair of side members arranged in the vehicle width direction at predetermined intervals and extending in the vehicle front-rear direction, respectively, and extending in the vehicle width direction. The front end cross member is formed by bending both ends of the main body upward, and the upper ends of both bent portions are respectively coupled to the front portions of the side members, and disposed between the side members on the rear side of the front end cross member. A suspension member that is coupled to the side members on both sides in the vehicle width direction to support the suspension mechanism of the front wheel, and a pair of links that mutually connect the main body of the front end cross member and the suspension member on both sides in the vehicle width direction. And a member.

前突時において相手車両が自車のフロントバンパ下側に潜り込むときに、相手車両はフロントエンドクロスメンバの本体に衝突し、衝突時の入力は、本体から左右の屈曲部を介してサイドメンバに伝達されだけでなく、本体から左右の連結部材を介してサスペンションメンバに伝達され、さらにサスペンションメンバから左右のサイドメンバに伝達される。結果として、フロントエンドクロスメンバの本体は左右の連結部材によって後方から支持されて後方への倒れが規制され、倒れに伴うサイドメンバとの結合箇所の早期の破断が未然に防止されることから、フロントエンドクロスメンバにより相手車両の潜り込みが確実に防止される。   When the opponent vehicle enters the lower side of the front bumper of the own vehicle at the time of the front collision, the opponent vehicle collides with the main body of the front end cross member, and the input at the time of collision is input from the main body to the side member via the left and right bent parts. In addition to being transmitted, it is transmitted from the main body to the suspension member via the left and right connecting members, and further transmitted from the suspension member to the left and right side members. As a result, the main body of the front end cross member is supported from the rear by the left and right connecting members and the rearward fall is regulated, and the early breakage of the joint portion with the side member accompanying the fall is prevented in advance. The front end cross member reliably prevents the opponent vehicle from getting into the vehicle.

また、フロントエンドクロスメンバとサイドメンバとの結合箇所を補強する必要がなくなるため、補強に伴う重量及びコスト増加が未然に防止される。
請求項２の発明は、請求項１において、フロントエンドクロスメンバの本体に対する連結部材の結合箇所、及びサスペンションメンバに対する連結部材の結合箇所が、車幅方向及び上下方向に略対応するものである。 In addition, since it is not necessary to reinforce the connecting portion between the front end cross member and the side member, an increase in weight and cost associated with reinforcement is prevented.
According to a second aspect of the present invention, in the first aspect, the connecting position of the connecting member to the main body of the front end cross member and the connecting position of the connecting member to the suspension member substantially correspond to the vehicle width direction and the vertical direction.

従って、各連結部材は前後方向、換言すれば前突時の衝撃の入力方向に沿って配設されるため、前突時の連結部材はほとんど曲げ荷重を受けることなく、圧縮荷重を受けながらサスペンションメンバに入力を伝達する。結果として連結部材は力学的に有利に配置されて入力伝達時の負担が軽減されるため、連結部材の重量及び製造コストを低減可能となる。   Accordingly, each connecting member is arranged in the front-rear direction, in other words, along the input direction of the impact at the time of the front collision, so that the connection member at the time of the front collision hardly receives a bending load, and receives a compression load. Communicate input to members. As a result, since the connecting member is arranged mechanically advantageously and the burden at the time of input transmission is reduced, the weight and manufacturing cost of the connecting member can be reduced.

請求項３の発明は、請求項１または２において、連結部材が、フロントエンドクロスメンバの本体及びサスペンションメンバに対してそれぞれ脱着自在に結合されたものである。
従って、生産ラインでの連結部材の組付けの有無に応じて、本発明の適用車両と非適用車両とを任意に製造し分けることができ、双方の車種でのフロントエンドクロスメンバ及びサスペンションメンバの共用化が可能となる。 According to a third aspect of the present invention, in the first or second aspect, the connecting member is detachably coupled to the main body and the suspension member of the front end cross member.
Therefore, according to whether or not the connecting member is assembled on the production line, the applicable vehicle and the non-applicable vehicle of the present invention can be arbitrarily manufactured and separated, and the front end cross member and the suspension member of both vehicle types can be manufactured. Sharing is possible.

以上説明したように請求項１の発明の車両の衝撃吸収構造によれば、大幅な補強を要することなく前突時のフロントエンドクロスメンバの早期の破損を防止でき、これにより相手車両の潜り込みを確実に防止して十分な衝撃吸収作用を達成することができる。
請求項２の発明の車両の衝撃吸収構造によれば、請求項１に加えて、連結部材を力学的に有利な配置として入力伝達時の負担を軽減し、もって連結部材の重量及び製造コストを低減することができる。 As described above, according to the shock absorbing structure for a vehicle of the first aspect of the present invention, it is possible to prevent the front end cross member from being damaged at the time of a front collision without requiring significant reinforcement, thereby preventing the other vehicle from getting into the vehicle. It can be surely prevented and a sufficient shock absorbing action can be achieved.
According to the impact absorbing structure for a vehicle of the invention of claim 2, in addition to claim 1, the connecting member is arranged mechanically to reduce the burden at the time of input transmission, thereby reducing the weight and manufacturing cost of the connecting member. Can be reduced.

請求項３の発明の車両の衝撃吸収構造によれば、請求項１または２に加えて、本発明の適用車両と非適用車両とでフロントエンドクロスメンバ及びサスペンションメンバを共用化し、一層のコスト低減を達成することができる。   According to the vehicle shock absorbing structure of the invention of claim 3, in addition to claim 1 or 2, the front-end cross member and the suspension member are shared by the applied vehicle and the non-applied vehicle of the present invention, thereby further reducing the cost. Can be achieved.

以下、本発明をＳＵＶ車の衝撃吸収構造に適用した一実施形態を説明する。
図１は本発明の衝撃吸収構造が適用された車両の前部を示す斜視図、図２は同じく衝撃吸収構造のロッドを示す分解斜視図、図３は車両左側から見た前突時のロッドの作用を示す説明図である。なお、各図は主に車体構造材の相互関係を示しており、フロントフェンダー、ドア、ボンネット等の外装材は省略されている。 Hereinafter, an embodiment in which the present invention is applied to an impact absorbing structure of an SUV vehicle will be described.
FIG. 1 is a perspective view showing a front portion of a vehicle to which the shock absorbing structure of the present invention is applied. FIG. 2 is an exploded perspective view showing a rod having the same shock absorbing structure. FIG. It is explanatory drawing which shows the effect | action of. In addition, each figure has mainly shown the mutual relationship of the vehicle body structural material, and exterior materials, such as a front fender, a door, and a bonnet, are abbreviate | omitted.

車両の前部には、左右方向（車幅方向）に所定間隔をおいて一対のフロントサイドメンバ１が配設されている。両フロントサイドメンバ１は閉断面構造をなして車両後方に延設され、図示はしないが、フロントサイドメンバ１の後端はフロア下面に設けられたサイドメンバに連続している。左右のフロントサイドメンバ１間には、車両のフロントサスペンション機構３を支持するためのサスペンションメンバ２が配設されている。図３に示すように、サスペンションメンバ２の前部左右両側には前部マウント部２ａが上方に延設され、サスペンションメンバ２の後部左右両側には後部マウント部２ｂが設けられ、これらのマウント部２ａ，２ｂによりサスペンションメンバ２はフロントサイドメンバ１の下側に結合されている。   A pair of front side members 1 are arranged at a predetermined interval in the left-right direction (vehicle width direction) at the front of the vehicle. Both front side members 1 have a closed cross-sectional structure and are extended rearward of the vehicle. Although not shown, the rear ends of the front side members 1 are continuous with side members provided on the lower surface of the floor. A suspension member 2 for supporting a front suspension mechanism 3 of the vehicle is disposed between the left and right front side members 1. As shown in FIG. 3, front mount portions 2 a are extended upward on the left and right sides of the front portion of the suspension member 2, and rear mount portions 2 b are provided on the left and right sides of the rear portion of the suspension member 2. The suspension member 2 is coupled to the lower side of the front side member 1 by 2a and 2b.

サスペンションメンバ２は、所定形状にプレス成形した２枚の素材を上下に重ね合わせて周囲をスポット溶接により接合した閉断面構造をなし、車両走行時に前輪Ｈ（図３に示す）からフロントサスペンション機構３を介して伝達される入力等に耐え得る十分な強度及び剛性が確保されている。サスペンションメンバ２の左右両側には、フロントサスペンション機構３を構成するロアアーム４の基端が揺動可能に連結され、ロアアーム４の先端にはナックル５の下部が連結されている。ナックル５の上部にはスプリング６及びショックアブソーバ７を備えたストラット８の下端が連結され、図示はしないが、ストラット８の上端は車体側と連結されている。ナックル５にはハブ９が回転可能に支持され、ハブ９には前輪Ｈが装着されている。詳細はしないが、ナックル５は図示しないステアリング機構及びステアリングシャフトを介して車室内のステアリングと連結され、運転者の操舵に応じてステアリング機構を介してナックルが回動操作され、これにより前輪の操舵が行われる。   The suspension member 2 has a closed cross-sectional structure in which two materials press-molded into a predetermined shape are stacked on top and bottom and joined together by spot welding, and the front suspension mechanism 3 starts from the front wheel H (shown in FIG. 3) when the vehicle travels. Sufficient strength and rigidity that can withstand the input transmitted through the terminal is ensured. The base end of the lower arm 4 constituting the front suspension mechanism 3 is swingably connected to the left and right sides of the suspension member 2, and the lower part of the knuckle 5 is connected to the tip of the lower arm 4. A lower end of a strut 8 having a spring 6 and a shock absorber 7 is connected to the upper portion of the knuckle 5, and although not shown, the upper end of the strut 8 is connected to the vehicle body side. A hub 9 is rotatably supported on the knuckle 5, and a front wheel H is attached to the hub 9. Although not described in detail, the knuckle 5 is connected to the steering in the vehicle interior via a steering mechanism and a steering shaft (not shown), and the knuckle is rotated via the steering mechanism according to the steering of the driver, thereby steering the front wheels. Is done.

サスペンションメンバ２の前方には、フロントエンドクロスメンバ１０が配設されている。フロントエンドクロスメンバ１０の本体１０ａは左右方向に直線状をなすように延設され、本体１０ａの両側には上方に屈曲した屈曲部１０ｂが形成されている。図２に示すようにフロントエンドクロスメンバ１０は、予め本体１０ａ及び左右の屈曲部１０ｂと対応する形状にプレス成形したアッパプレート１１及びロアプレート１２を上下に重ね合わせて、両プレート１１，１２の周囲をスポット溶接により相互に接合した閉断面構造をなしている。   A front end cross member 10 is disposed in front of the suspension member 2. The main body 10a of the front end cross member 10 is extended so as to form a straight line in the left-right direction, and bent portions 10b bent upward are formed on both sides of the main body 10a. As shown in FIG. 2, the front end cross member 10 has an upper plate 11 and a lower plate 12 that are press-molded in advance in a shape corresponding to the main body 10a and the left and right bent portions 10b. It has a closed cross-section structure where the surroundings are joined together by spot welding.

フロントエンドクロスメンバ１０の両屈曲部１０ｂの上端は、左右のフロントサイドメンバ１の前端に対してスポット溶接により結合されている。これによりフロントエンドクロスメンバ１０は、フロントサイドメンバ１の前端に対して本体１０ａを下方にオフセット配置されることになり、結果として図３に示すように、本体１０ａは車両のフロントバンパ１３より下側かつ若干後方に退避して位置し、この本体１０ａの上下位置はサスペンションメンバ２の上下位置と略対応している。   The upper ends of both bent portions 10b of the front end cross member 10 are connected to the front ends of the left and right front side members 1 by spot welding. As a result, the front end cross member 10 is offset from the front end of the front side member 1 so that the main body 10a is offset downward. As a result, the main body 10a is located below the front bumper 13 of the vehicle as shown in FIG. The vertical position of the main body 10 a substantially corresponds to the vertical position of the suspension member 2.

なお、フロントエンドクロスメンバ１０の構成はこれに限ることはなく任意に変更可能であり、例えば閉断面構造とすることなく、アルミ製の板材の両端を上方に屈曲形成して製作してもよい。
サスペンションメンバ２の上方にはエンジンルームＥが形成され、エンジンルームＥ内に配設されたエンジン及び変速機は、左右のフロントサイドメンバ１上にエンジンマウントを介して支持されている。フロントエンドクロスメンバ１０とサスペンションメンバ２との間にはセンタメンバ１４が配設され、このセンタメンバ１４も、所定形状にプレス成形した２枚の素材を上下に重ね合わせて周囲をスポット溶接で接合した閉断面構造をなしている。センタメンバ１４の後端はサスペンションメンバ２の前縁の左右方向略中央にスポット溶接で結合され、センタメンバ１４の前端はフロントエンドクロスメンバ１０の左右方向略中央にスポット溶接で結合されている。センタメンバ１４上には図示しないロールマウントが取り付けられ、センタメンバ１４はロールマウントを介してエンジン側と連結されて、トルク反力によるエンジン及び変速機の傾動を規制する役割を果たす。 The configuration of the front end cross member 10 is not limited to this, and can be arbitrarily changed. For example, the front end cross member 10 may be manufactured by bending both ends of an aluminum plate upward without forming a closed cross-sectional structure. .
An engine room E is formed above the suspension member 2, and the engine and transmission disposed in the engine room E are supported on the left and right front side members 1 via engine mounts. A center member 14 is disposed between the front end cross member 10 and the suspension member 2, and the center member 14 is also joined to each other by spot welding with two materials press-molded in a predetermined shape being stacked one above the other. It has a closed cross-sectional structure. The rear end of the center member 14 is coupled by spot welding to the approximate center of the front edge of the suspension member 2 in the left-right direction, and the front end of the center member 14 is coupled to the approximate center of the front end cross member 10 in the left-right direction by spot welding. A roll mount (not shown) is mounted on the center member 14, and the center member 14 is connected to the engine side via the roll mount and plays a role of regulating tilting of the engine and the transmission due to torque reaction force.

フロントエンドクロスメンバ１０の本体１０ａの左右両側においてロアプレート１２の上面（クロスメンバ１０内）にはナット１５が溶接され、このナット１５の雌ねじ部は、ロアプレート１２に貫設された図示しない透孔を介して下方に開口している。サスペンションメンバ２の前縁には、フロントエンドクロスメンバ１０の両ナット１５と対応する左右位置に鋼板を折曲形成したブラケット１６がそれぞれ溶接され、これらのブラケット１６は所定間隔をおいて相対向する一対の連結片１６ａを備えた凹状をなし、各連結片１６ａには透孔１６ｂが貫設されている。   A nut 15 is welded to the upper surface (inside the cross member 10) of the lower plate 12 on both the left and right sides of the main body 10a of the front end cross member 10, and a female thread portion of the nut 15 penetrates the lower plate 12 and is not shown. It opens downwards through the hole. Brackets 16 formed by bending steel plates are welded to the front edge of the suspension member 2 at left and right positions corresponding to the nuts 15 of the front end cross member 10, and these brackets 16 oppose each other at a predetermined interval. A concave shape having a pair of connecting pieces 16a is formed, and each connecting piece 16a is provided with a through hole 16b.

上記センタメンバ１４の左右両側にはロッド１７（連結部材）が配設され、両ロッド１７は断面四角状をなして前後方向に延設されている。これらのロッド１７の前端には上下方向にボルト孔１７ａが貫設され、このボルト孔１７ａを介して下方よりボルト１８がナット１５に螺合してロッド１７の前端をフロントエンドクロスメンバ１０の下面に締結している。また、両ロッド１７の後端はブラケット１６の連結片１６ａの間に配置されて左右方向にボルト孔１７ｂが貫設され、ボルト孔１７ｂ及び連結片１６ａの透孔１６ｂを介してボルト１９が図示しないナットと螺合してロッド１７の後端をブラケット１６に締結している。   Rods 17 (connection members) are disposed on the left and right sides of the center member 14, and both the rods 17 have a square cross section and extend in the front-rear direction. Bolt holes 17a are formed in the front ends of the rods 17 in the vertical direction. Bolts 18 are screwed into the nuts 15 from below through the bolt holes 17a so that the front ends of the rods 17 are connected to the lower surface of the front end cross member 10. It is concluded to. Further, the rear ends of both rods 17 are arranged between the connecting pieces 16a of the bracket 16, and bolt holes 17b are provided in the left-right direction, and the bolts 19 are illustrated through the bolt holes 17b and the through holes 16b of the connecting pieces 16a. The rear end of the rod 17 is fastened to the bracket 16 by screwing with a nut not to be engaged.

各ロッド１７は軸方向、即ち前後方向の入力に対して十分な強度及び剛性が確保されており、上記のようにサスペンションメンバ２も十分な強度及び剛性を有していることから、結果としてフロントエンドクロスメンバ１０の左右両側は、ロッド１７及びサスペンションメンバ２を介して左右のフロントサイドメンバ１に対して強固に結合されている。そして、フロントエンドクロスメンバ１０のナット１５とサスペンションメンバ２のブラケット１６とが左右方向に略対応すると共に、フロントエンドクロスメンバ１０の本体１０ａがサスペンションメンバ２と上下方向に略対応していることから、ナット１５とブラケット１６は上下方向にも略対応しており、結果として各ロッド１７は前後方向に沿って配設されている。   Each rod 17 has sufficient strength and rigidity with respect to the input in the axial direction, that is, the front-rear direction, and the suspension member 2 also has sufficient strength and rigidity as described above. The left and right sides of the end cross member 10 are firmly coupled to the left and right front side members 1 via the rod 17 and the suspension member 2. The nut 15 of the front end cross member 10 and the bracket 16 of the suspension member 2 substantially correspond to the left and right direction, and the main body 10a of the front end cross member 10 substantially corresponds to the suspension member 2 in the vertical direction. The nut 15 and the bracket 16 also substantially correspond to the vertical direction, and as a result, the rods 17 are arranged along the front-rear direction.

本実施形態の車両の衝撃吸収構造は以上のように構成されており、次に車両前突時の入力の伝達状況について説明する。
例えば一般乗用車を相手車両とした前突時には、図３に矢印Ａで示すように、相手車両が自車のフロントバンパ１３下側に潜り込む現象が発生する。このときの相手車両は自車のフロントバンパ１３の下側に位置するフロントエンドクロスメンバ１０の本体１０ａに衝突し、衝突時の入力は、本体１０ａから左右の屈曲部１０ｂを介してフロントサイドメンバ１に伝達されだけでなく、本体１０ａから左右のロッド１７を介してサスペンションメンバ２に伝達され、さらにサスペンションメンバ２から左右のフロントサイドメンバ１に伝達される。結果として、フロントエンドクロスメンバ１０の本体１０ａは左右のロッド１７によって後方から支持され、フロントサイドメンバ１との結合箇所（屈曲部１０ｂの上端）だけでは耐えられない衝撃が本体１０ａに入力されたときでも、後方からのロッド１７の支持により本体１０ａの後方への倒れが規制され、倒れに伴うフロントサイドメンバ１との結合箇所の早期の破断が未然に防止される。よって、フロントエンドクロスメンバ１０により相手車両の潜り込みを防止して、十分な衝撃吸収作用を達成することができる。 The vehicle impact absorbing structure of the present embodiment is configured as described above. Next, the input transmission state at the time of a vehicle front collision will be described.
For example, at the time of a frontal collision with a general passenger car as an opponent vehicle, as shown by an arrow A in FIG. 3, a phenomenon occurs in which the opponent vehicle sinks below the front bumper 13 of the own vehicle. The opponent vehicle at this time collides with the main body 10a of the front end cross member 10 located below the front bumper 13 of the own vehicle, and the input at the time of the collision is the front side member from the main body 10a via the left and right bent portions 10b. 1 is transmitted from the main body 10 a to the suspension member 2 via the left and right rods 17, and further transmitted from the suspension member 2 to the left and right front side members 1. As a result, the main body 10a of the front end cross member 10 is supported from the rear by the left and right rods 17, and an impact that cannot be withstood only at the connecting portion with the front side member 1 (the upper end of the bent portion 10b) is input to the main body 10a. Even when the rod 17 is supported from the rear, the backward tilting of the main body 10a is restricted, and an early breakage of the connecting portion with the front side member 1 due to the tilting is prevented. Therefore, the front-end cross member 10 can prevent the opponent vehicle from getting into the vehicle and achieve a sufficient shock absorbing function.

また、前突の形態としてはオフセット衝突もあり得るが、フロントエンドクロスメンバ１０の左右両側をロッド１７によりサスペンションメンバ２に連結しているため、このオフセット衝突時でも、何れか一方のロッド１７を介したサスペンションメンバ２への入力伝達が支障なく行われ、上記と全く同様の作用効果を得ることができる。
一方、［発明が解決しようとする課題］で述べたように、フロントサイドメンバ１への結合箇所を補強するには大幅な重量及びコスト増加を要するが、この対策に比較して、本発明ではロッド１７等の追加に伴う僅かの重量及びコスト増加で実施可能である。即ち、上記説明から明らかなようにロッド１７は入力をサスペンションメンバ２に伝達する機能を果たせばよく、例えばフロントサイドメンバ１やフロントエンドクロスメンバ１０と協調して車両前部にフレームを形成する一般的な車体構造材とは明確に相違する。この相違によりロッド１７は車体構造材より遥かに華奢なものでも上記作用効果を十分に発揮でき、結果としてフロントサイドメンバ１との結合箇所の補強と比較しても重量及びコスト増加が格段に少ないため、車両重量の増加及びコスト高騰を最小限に抑制することができる。 In addition, although there may be an offset collision as a form of the front collision, since both the left and right sides of the front end cross member 10 are connected to the suspension member 2 by the rod 17, either one of the rods 17 is attached even in this offset collision. The transmission of the input to the suspension member 2 is performed without any trouble, and the same effect as described above can be obtained.
On the other hand, as described in [Problems to be Solved by the Invention], a significant increase in weight and cost is required to reinforce the connecting portion to the front side member 1. This is possible with a slight increase in weight and cost associated with the addition of the rod 17 and the like. That is, as is clear from the above description, the rod 17 only needs to fulfill the function of transmitting input to the suspension member 2. For example, the rod 17 generally forms a frame at the front of the vehicle in cooperation with the front side member 1 and the front end cross member 10. It is clearly different from typical car body structural materials. Due to this difference, even if the rod 17 is much more delicate than the vehicle body structural material, the above-mentioned effects can be sufficiently exerted, and as a result, the increase in weight and cost is remarkably small as compared with the reinforcement of the connecting portion with the front side member 1. Therefore, an increase in vehicle weight and cost increase can be minimized.

加えて、フロントエンドクロスメンバ１０のナット１５とサスペンションメンバ２のブラケット１６との上下方向及び左右方向の位置関係により、各ロッド１７が前後方向、換言すれば前突時の衝撃の入力方向に沿って配設されているため、前突時のロッド１７はほとんど曲げ荷重を受けることなく、圧縮荷重を受けながらサスペンションメンバ２に入力を伝達する。このようにロッド１７を力学的に有利な配置として入力伝達時の負担を軽減していることも、ロッド１７の重量及びコストの低減に貢献している。   In addition, depending on the positional relationship between the nut 15 of the front end cross member 10 and the bracket 16 of the suspension member 2 in the vertical direction and the horizontal direction, each rod 17 extends in the front-rear direction, that is, along the input direction of the impact at the time of the front collision. Therefore, the rod 17 at the time of the front collision hardly receives a bending load and transmits an input to the suspension member 2 while receiving a compressive load. The fact that the load at the time of input transmission is reduced by using the rod 17 as a mechanically advantageous arrangement also contributes to a reduction in the weight and cost of the rod 17.

また、本実施形態では、フロントエンドクロスメンバ１０及びサスペンションメンバ２に対してロッド１７の両端をボルト１８，１９により脱着自在に構成しているため、生産ラインでのロッド１７の組付けの有無に応じて、本発明の適用車両と非適用車両とを任意に製造し分けることができる。よって、双方の車種でフロントエンドクロスメンバ１０及びサスペンションメンバ２を共用化できるという効果が得られる。   In the present embodiment, both ends of the rod 17 are detachably attached to the front end cross member 10 and the suspension member 2 with bolts 18 and 19, so that whether or not the rod 17 is assembled on the production line. Accordingly, the application vehicle and the non-application vehicle of the present invention can be arbitrarily manufactured and separated. Therefore, the effect that the front end cross member 10 and the suspension member 2 can be shared by both vehicle types is obtained.

以上で実施形態の説明を終えるが、本発明の態様はこの実施形態に限定されるものではない。例えば、上記実施形態ではＳＵＶ車の衝撃吸収構造に適用したが、最低地上高が高くて相手車両の潜り込みの可能性がある車両であればＳＵＶ車に限る必要はなく、例えばトラック等の産業車両に適用してもよい。
また、上記実施形態ではロッド１７の両端をボルト１８，１９により脱着可能に構成したが、これに限ることはなく、例えばフロントエンドクロスメンバ１０やサスペンションメンバ２に対してロッド１７の両端を溶接してもよい。 This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above embodiment, the present invention is applied to the shock absorbing structure of an SUV vehicle. However, the vehicle is not limited to an SUV vehicle as long as the vehicle has a high minimum ground clearance and a partner vehicle may be submerged. For example, an industrial vehicle such as a truck. You may apply to.
In the above embodiment, both ends of the rod 17 are configured to be detachable by the bolts 18 and 19, but the present invention is not limited to this. For example, both ends of the rod 17 are welded to the front end cross member 10 and the suspension member 2. May be.

また、上記実施形態では断面四角状のロッド１７を用いたが、ロッド１７の形状はこれに限らず、例えばパイプ状の素材を所定寸法に切断してロッド１７として用いてもよい。
また、上記実施形態ではロールマウントを支持するためのセンタメンバ１４を備えたが、ロールマウントが不要の車種では、このロールマウントと共にセンタメンバ１４を省略してもよい。 In the above embodiment, the rod 17 having a square cross section is used. However, the shape of the rod 17 is not limited to this, and for example, a pipe-shaped material may be cut into a predetermined dimension and used as the rod 17.
Moreover, although the center member 14 for supporting the roll mount is provided in the above embodiment, the center member 14 may be omitted together with the roll mount in a vehicle type that does not require the roll mount.

本発明の衝撃吸収構造が適用された車両の前部を示す斜視図である。It is a perspective view which shows the front part of the vehicle to which the shock absorption structure of this invention was applied. 同じく衝撃吸収構造のロッドを示す分解斜視図である。It is a disassembled perspective view which similarly shows the rod of an impact-absorbing structure. 車両左側から見た前突時のロッドの作用を示す説明図である。It is explanatory drawing which shows the effect | action of the rod at the time of the front collision seen from the vehicle left side. 先行技術の衝撃吸収構造が適用された車両の前部を示す斜視図である。It is a perspective view which shows the front part of the vehicle to which the impact absorption structure of the prior art was applied.

符号の説明Explanation of symbols

１ フロントサイドメンバ
２ サスペンションメンバ
３ フロントサスペンション機構
１０ フロントエンドクロスメンバ
１０ａ 本体
１０ｂ 屈曲部
１７ ロッド（連結部材）
Ｈ 前輪 DESCRIPTION OF SYMBOLS 1 Front side member 2 Suspension member 3 Front suspension mechanism 10 Front end cross member 10a Main body 10b Bending part 17 Rod (connection member)
H front wheel

Claims (3)

車幅方向に所定間隔をおいて配設され、それぞれ車両の前後方向に延設された一対のサイドメンバと、
車幅方向に延設された本体の両端を上方に屈曲形成してなり、両屈曲部の上端が上記サイドメンバの前部にそれぞれ結合されたフロントエンドクロスメンバと、
上記フロントエンドクロスメンバの後側で上記両サイドメンバ間に配設されて、車幅方向両側を上記サイドメンバにそれぞれ結合されて前輪のサスペンション機構を支持するサスペンションメンバと、
車幅方向の両側において上記フロントエンドクロスメンバの本体と上記サスペンションメンバとを相互に連結する一対の連結部材と
を備えたことを特徴とする車両の衝撃吸収構造。 A pair of side members disposed at predetermined intervals in the vehicle width direction and extending in the longitudinal direction of the vehicle,
A front end cross member formed by bending both ends of the main body extending in the vehicle width direction upward, the upper ends of both bent portions being respectively coupled to the front portion of the side member;
A suspension member disposed between the side members on the rear side of the front end cross member, and coupled to the side members on both sides in the vehicle width direction to support the suspension mechanism of the front wheels;
A vehicle impact absorbing structure comprising: a pair of connecting members for connecting the main body of the front end cross member and the suspension member to each other on both sides in the vehicle width direction. 上記フロントエンドクロスメンバの本体に対する上記連結部材の結合箇所、及び上記サスペンションメンバに対する上記連結部材の結合箇所は、車幅方向及び上下方向に略対応することを特徴とする請求項１記載の車両の衝撃吸収構造。   2. The vehicle according to claim 1, wherein a connecting portion of the connecting member with respect to a main body of the front end cross member and a connecting portion of the connecting member with respect to the suspension member substantially correspond to a vehicle width direction and a vertical direction. Shock absorbing structure. 上記連結部材は、上記フロントエンドクロスメンバの本体及び上記サスペンションメンバに対してそれぞれ脱着自在に結合されたことを特徴とする請求項１または２記載の車両の衝撃吸収構造。   3. The shock absorbing structure for a vehicle according to claim 1, wherein the connecting member is detachably coupled to the main body of the front end cross member and the suspension member.
JP2007092939A 2007-03-30 2007-03-30 Impact-absorbing structure for vehicle Pending JP2008247267A (en)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61137052A (en) * 1984-12-07 1986-06-24 Hitachi Ltd Apparatus for measuring lattice constant with high accuracy
JPH08310438A (en) * 1995-05-22 1996-11-26 Nissan Motor Co Ltd Engine supporting device
JPH0986127A (en) * 1995-09-26 1997-03-31 Nissan Motor Co Ltd Reinforcing structure of front suspension member
JP2003291854A (en) * 2002-04-02 2003-10-15 Nissan Motor Co Ltd Vehicle front structure
JP2004243785A (en) * 2003-02-10 2004-09-02 Toyota Motor Corp Vehicle body structure
JP2005145257A (en) * 2003-11-17 2005-06-09 Fuji Heavy Ind Ltd Collision coexistence corresponding frame structure

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61137052A (en) * 1984-12-07 1986-06-24 Hitachi Ltd Apparatus for measuring lattice constant with high accuracy
JPH08310438A (en) * 1995-05-22 1996-11-26 Nissan Motor Co Ltd Engine supporting device
JPH0986127A (en) * 1995-09-26 1997-03-31 Nissan Motor Co Ltd Reinforcing structure of front suspension member
JP2003291854A (en) * 2002-04-02 2003-10-15 Nissan Motor Co Ltd Vehicle front structure
JP2004243785A (en) * 2003-02-10 2004-09-02 Toyota Motor Corp Vehicle body structure
JP2005145257A (en) * 2003-11-17 2005-06-09 Fuji Heavy Ind Ltd Collision coexistence corresponding frame structure

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