JP2003118632A - Body front structure - Google Patents

Abstract

(57) [Problem] A vehicle body front structure capable of efficiently distributing a load that could not be absorbed by a vehicle body front portion to a vehicle body rear portion and reducing an influence on a cabin without particularly reinforcing a vehicle body frame member. To provide SOLUTION: A cross member 33 of a subframe 30 on which a drive unit 50 is mounted is provided with an inclined portion 33a which is inclined forward from the connecting portion 34 with the side frame member 31 toward the center in the vehicle width direction. The receiving unit 36 that receives the driving unit 50 that moves rearward due to the collision load from the front is provided at the confluence portion of the inclined unit 33a, so that the driving unit 50 input to the receiving unit 36 is provided.
Of the side frame member 3 through the inclined portion 33a.
1 to the vehicle body frame member K2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body front structure, and more particularly to a vehicle body front structure for efficiently transmitting and distributing a collision load from the front to a vehicle body frame member.

[0002]

2. Description of the Related Art As a conventional vehicle body front structure, as disclosed in, for example, Japanese Unexamined Patent Publication No. 2000-16327, a subframe straddling left and right front side members which are front-rear direction skeleton members of a vehicle body front portion. It is known that these are connected.

[0003]

In the conventional vehicle body front structure, when a collision load is input from the front due to a frontal collision, the front side is transmitted when the load is transmitted to the rear of the vehicle body. A load transmission path is configured to pass from the member and the subframe to another vehicle body frame member connected to the rear of the front side member.

In this case, in order to disperse the load which cannot be absorbed by the front side member to other vehicle body frame members behind the front side member to disperse the load, the front side member and other vehicle bodies are It is necessary to strengthen the connection with the skeleton member.

However, if the connecting portion between the front side member and another vehicle body frame member and the portion in the vicinity thereof are simply reinforced, the weight increases.

Therefore, the present invention can effectively disperse and transmit the load, which cannot be absorbed by the front portion of the vehicle body, to the rear portion of the vehicle body without particularly reinforcing the vehicle body skeletal member and reduce the influence on the cabin. A front structure is provided.

[0007]

According to a first aspect of the invention, a front side member is disposed on both sides of a front portion of a vehicle body in a vehicle width direction so as to extend in the vehicle front-rear direction and the rear side is connected to another vehicle body frame member. A pair of left and right side frame members extending in the vehicle front-rear direction and a cross member connecting rear end portions of the side frame members in the vehicle width direction, the cross member being disposed below the front side member, In a vehicle body front structure including a sub-frame attached to a vehicle body frame member including a front side member, and a drive unit mounted at a front position of the cross member, both side portions of the cross member in a vehicle width direction are The inclined portion is inclined forward of the vehicle from the connection portion with the side frame member toward the center portion in the vehicle width direction, and at least one of confluence portions connecting the inclined portions is formed. And it is characterized in that a receiving portion for receiving the driving unit moves rearward the collision load from the front.

According to a second aspect of the present invention, in the vehicle body front structure according to the first aspect, the other vehicle body frame member is
Adjacent to the same side in the vehicle width direction, extension side members extending from the rear end of each front side member toward the rear of the vehicle, side sills respectively arranged outside the extension side members in the vehicle width direction, and extending in the vehicle front-rear direction. An outrigger connecting the extension side member and the side sill to each other, and a connecting portion between the side frame member and the cross member serves as a first attachment point for attaching to the extension side member, and a vehicle from the connecting portion. An extending portion that projects outward in the width direction and obliquely rearward of the vehicle is provided, and a rear end portion of the extending portion is used as a second attachment point for attaching to the side sill, and the receiving portions are provided on both sides in the vehicle width direction, respectively. Near the intersection of the extended lines connecting the first and second mounting points It is characterized in that it has location.

According to a third aspect of the present invention, in the vehicle body front structure according to the second aspect, the height of the receiving portion is set to be substantially the same as the height of the connecting portion for the extension side member and the side sill. Is characterized by.

According to a fourth aspect of the invention, in the vehicle body front structure according to the second aspect, the height of the receiving portion is set to be higher than the height of the connecting portion to the sub extension side member and the side sill. It is characterized by that.

According to a fifth aspect of the present invention, in the vehicle body front structure according to the second aspect, the height of the receiving portion is set lower than the height of the connecting portion for the extension side member and the side sill. Is characterized by.

In the invention of claim 6, claims 2 to 5 are provided.
In the vehicle body front structure described in (3), the front end portion of the sub-frame is a third attachment point for attaching to the front end portion of the front side member, and the drive unit is provided between the third attachment point and the first attachment point. It is characterized in that it is mounted on the side frame member, and the drive unit mounting portion of the side frame member is set below a straight line connecting the first mounting portion and the third mounting portion.

According to the invention of claim 7, claims 1 to 6 are provided.
In the vehicle body front structure according to, the rigidity of the root portion of the inclined portion of the cross member connected to the side frame member is determined according to the moment that acts when the load of the drive unit that moves rearward acts on the receiving portion. In addition to the setting, the rigidity of the rear end portion of the side frame member attached to the vehicle body frame member is set according to the moment acting when the collision load acts on the front end portion of the side frame member.

According to the invention of claim 8, claims 1 to 7 are provided.
In the vehicle body front structure described in, the front end of the receiving portion,
It is characterized in that a plane portion perpendicular to the vehicle front-rear direction is provided.

According to the invention of claim 9, claims 1 to 7 are provided.
In the vehicle body front structure described in, the front end of the receiving portion,
It is characterized in that a pressure receiving surface portion is provided to increase the efficiency of load transmission from the drive unit when the drive unit interferes with the receiving portion.

In the invention of claim 10, claims 1 to 1
The vehicle body front structure described in Item 9 is characterized in that the inclined portion is provided with a rigidity lowering portion that induces downward bending deformation when the input load from the drive unit is a predetermined value or more.

[0017]

According to the invention described in claim 1, the collision load inputted from the front side is transmitted to the rear side of the front side member through the front side member and the sub-frame attached to the front side member. It is transmitted to another vehicle body frame member connected to the side.

At this time, when the drive unit moves backward due to the deformation of the front side member and the sub-frame, the drive unit is received by the receiving portion provided on the cross member of the sub-frame.

Then, the load of the drive unit input to the receiving portion is transmitted to the side frame member via the inclined portions provided on both sides of the cross member in the vehicle width direction, and the inclined portion is the receiving portion. Since the vehicle is inclined rearward from the vehicle width direction outward, the load of the drive unit can be distributed to the side frame member in the vehicle width direction and the vehicle rear direction via the inclined portion.

Therefore, the load that cannot be absorbed by the front portion of the vehicle body can be dispersedly transmitted to other vehicle body frame members at the rear without the need for a reinforcing member, and the influence on the cabin can be reduced.

According to the invention of claim 2, claim 1
In addition to the effect of the invention described above, the moving load of the drive unit input to the receiving portion is transmitted to the extension side member via the first attachment point and is transmitted to the side sill via the second attachment point.

At this time, since the receiving portion is arranged in the vicinity of the intersection of the extension lines connecting the left and right first attaching portions and the second attaching portion, the load input to the receiving portion is extended in the left and right directions. The axial force can be transmitted substantially evenly to the installation portion, and the effect of dispersing the load on the left and right extension side members and the side sills can be enhanced.

According to the invention of claim 3, in addition to the effects of the inventions of claims 1 and 2, the moving load of the drive unit is input as an axial force of the inclined portion via the receiving portion, and the side frame The load can be transmitted to the connecting portion between the member and the cross member, and this load can be efficiently distributed to other vehicle frame members through the subframe.

According to the invention described in claim 4, in addition to the effects of the inventions of claims 1 and 2, the moving load of the drive unit is input to the receiving portion, so that the inclined portion of the cross member is upwardly moved. Bending moment is generated.

Therefore, the downward bending moment generated at the rear end portion of the side frame member is canceled by the upward bending moment generated at the inclined portion of the cross member, so that the collision load is applied to other vehicle body frame members. It can be efficiently distributed and transmitted.

According to the invention of claim 5, in addition to the effects of the inventions of claims 1 and 2, the drive unit that moves rearward due to a collision load from the front by lowering the height of the receiving portion Can delay the timing of interference with the receiving portion.

Therefore, it is possible to reduce the peak value of the load generated in the vehicle body skeletal member because the timing of transmission of the moving load of the drive unit to the other vehicle skeletal member via the subframe is deviated.

According to the invention of claim 6, claim 2
In addition to the effects of the inventions of to 5, since the drive unit moves downward with the deformation of the sub-frame, the drive unit can be more reliably interfered with the receiving portion.

According to the invention of claim 7, claim 1
In addition to the effects of the inventions of to 6, it is possible to prevent the inclined portion of the cross member and the rear end portion of the side frame member from being largely deformed, and it is possible to improve the load transmission efficiency of the collision load to the vehicle body frame member.

According to the invention described in claim 8, claim 1
In addition to the effects of the inventions of to 7, it is possible to reliably receive the drive unit that moves rearward on the flat surface portion of the receiving portion, and efficiently transfer the load from the drive unit to the vehicle body frame member via the cross member. You can

According to the invention of claim 9, claim 1
In addition to the effects of the inventions of to 7, it is possible to improve the load transmission efficiency from the drive unit to the receiving portion when the drive unit interferes with the pressure receiving surface portion of the receiving portion.

According to the tenth aspect of the present invention, in addition to the effects of the first to seventh aspects of the invention, when the amount of retreat of the drive unit is large, the inclined portion is bent downward and deformed starting from the rigidity lowering portion. Since the rearward driving unit can be guided downward, the degree of interference of the driving unit with other vehicle body frame members can be reduced, and deformation of the cabin can be prevented or reduced.

[0033]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings.

(First Embodiment) FIGS. 1 to 6 show a first embodiment of a vehicle body front structure according to the present invention. FIG. 1 is an external perspective view of an automobile to which the present invention is applied, and FIG. 2 is a vehicle body. FIG. 3 is a plan view of a vehicle body skeletal member on the front side of the vehicle body, FIG. 4 is a plan view of the vehicle body skeletal member on the front side of the vehicle body in a frontal collision, FIG. 5 is a side view of the vehicle body skeleton member at the front portion of the vehicle body, and FIG. 6 is a side view of the vehicle body skeleton member at the vehicle body front portion at the time of a frontal collision.

The front structure 10 of the vehicle body 1 according to the first embodiment.
Is a front side member 2 as shown in FIGS.
0, subframe 30, and front side member 20
The vehicle body skeleton member K1 at the front of the vehicle body is configured by including the extension side member 40 and the side sill 41 that are continuous to the rear side of

As shown in FIG. 3, the front side members 20 are arranged on both sides of the front portion of the vehicle body in the vehicle width direction. The extension side member 40 and the side sill 41 as other vehicle body frame members K2 are connected to the rear side of the.

Further, the pair of front side members 2
A bumper B is attached across the front end of 0.

The extension side member 40
As shown in FIG. 2, each of the front side members 20 extends rearward of the vehicle via a downward inclined portion 40a at a rear end portion thereof.

Further, the side sills 41 are arranged substantially parallel to each other outside the extension side members 40 in the vehicle width direction at a predetermined interval, and the extension side members 40 and the side sills 41 have their respective front end portions in the vehicle. Outrigger 4 that tilts backward toward the outside
They are connected to each other via 2.

The sub-frame 30 is arranged below the front side members 20 and is composed of a pair of side frame members 31, which are arranged substantially parallel to the pair of front side members 20, respectively. A front cross member 32 connecting the front end portions and a rear cross member 33 connecting the rear end portions of the side frame members 31, 31 are generally configured as a substantially rectangular skeleton.

In the sub-frame 30, as shown in FIG. 5, the connecting portion 34 between the side frame member 31 and the rear cross member 33 is designated as a first mounting point P1, and this first mounting point P1 is set.
Is attached to the lower surface of the front end portion of the extension side member 40 via a fastening member f1 using bolts and nuts.

At the rear end of the side frame member 31 of the sub-frame 30, there is provided an extending portion 35 projecting outward from the connecting portion 34 in the vehicle width direction and diagonally rearward of the vehicle. The second attachment point P is provided at the rear end of the extended portion 35.
2 is provided, and the second attachment point P2 is attached to the lower surface of the front end portion of the side sill 41 via the fastening member f2.

In the present embodiment, the extending direction of the extending portion 35 is aligned with the inclining direction of the outrigger 42, and the extending portion 35 is arranged substantially along the lower side of the outrigger 42.

A third mounting point P3 is provided at the front end portion of the side frame member 31, and the third mounting point P3 is fastened to the lower surface of the mounting portion 20a which is provided below the front end portion of the front side member 20. It is attached via f3.

Thus, the sub-frame 30 is connected to the front side member 20, the extension side member 40 and the side sill 41 via the fastening members f1, f2 and f3, and the engine and the transmission are connected to the sub-frame 30. The drive unit 50 is mounted.

As shown in FIG. 5, the drive unit 50 is supported between the first mounting point P1 and the third mounting point P3 via a mount member 51 provided on the side frame member 31. .

Inclined portions 31a and 31b are provided at both front and rear ends of the side frame member 31, and the central portion of the side frame member 31 on which the drive unit 50 is mounted is located at the first mounting point P1 and the third portion. It is set below the straight line connecting the attachment point P3.

Here, in this embodiment, both side portions in the vehicle width direction of the rear cross member 33 are inclined toward the front of the vehicle from the connecting portion 34 with the side frame member 31 toward the center portion in the vehicle width direction. And these inclined portions 33a
The merging portion that connects the spaces serves as a receiving portion 36 that receives the drive unit 50 that moves backward due to a collision load from the front, at a position near the rear side of the drive unit 50.

The receiving portion 36 is arranged in the vicinity of the intersection A of each extension line connecting the first mounting portion P1 and the second mounting portion P2 provided on both sides in the vehicle width direction. The load received at is linearly input to the first mounting point P1 and the second mounting point P2.

The receiving portion 36 is the drive unit 5
The front end facing 0 is a flat surface portion 36a perpendicular to the vehicle front-rear direction, and the height of the receiving portion 36 is
By forming the inclined portion 33a substantially horizontally as shown in FIG. 5, the height of the connecting portion to the extension side member 40 and the side sill 41 is set to be substantially the same.

According to the vehicle body front structure 10 of the present embodiment having the above-described structure, when the vehicle collides with the front surface of the wall surface or the like, the collision load F is input from the front of the vehicle body as shown in FIGS. Via the front side member 20 and the sub-frame 30 attached to the front side member 20, it is transmitted to another vehicle body frame member K2 connected to the rear side of the front side member 20.

Specifically, the bumper B is first deformed by the collision load F, and then the sub-frame 30 is deformed while axially crushing the front end portion of the front side member 20.

As shown in FIG. 6, the sub-frame 30 is deformed such that the front cross member 32 moves rearward while the front inclined portion 31a of the side frame member 31 stands upright, and the front cross member 32 moving rearward is driven by the drive unit. 5
The drive unit 50 is moved backward by interfering with the front end surface of 0.

As described above, when the drive unit 50 moves rearward, it abuts against and is received by the receiving portion 36 provided in the central portion of the rear cross member 33.
The load input to the rear cross member 3 is, as shown in FIG.
3 is transmitted to the side frame member 31 via the inclined portions 33a provided on both sides in the vehicle width direction.
Is inclined rearward with respect to the receiving portion 36 toward the outer side in the vehicle width direction, so that the load of the drive unit 50 can be distributed to the vehicle width direction and the vehicle rear side through the inclined portion 33a. it can.

At this time, the side frame member 31 on which the drive unit 50 is mounted has inclined portions 31 at both front and rear ends.
Since the central portion where a and 31b are formed and the mount member 51 is provided is located below, the side frame member 31 is deformed in accordance with the deformation of the front inclined portion 31a due to the input of the collision load F in the standing direction. Since the central portion of the drive unit is pushed downward, the drive unit 50 sinks downward as it moves backward.

As described above, since the drive unit 50 moves downward as the sub-frame 30 is deformed, the drive unit 50 can be more reliably interfered with the receiving portion 36.

The moving load of the drive unit 50 input to the receiving portion 36 is axially transmitted to the extension side member 40 via the first mounting point P1 and is arranged at the rear end of the extending portion 35. It is transmitted to the side sill 41 in the axial direction via the two attachment points P2.

Therefore, the collision load F, which cannot be absorbed by the front portion of the vehicle body, can be efficiently dispersed and transmitted to the extension side members 40 and the side sills 41 as the other vehicle body frame members K2.

Further, since the receiving portion 36 is arranged in the vicinity of the intersection point A of the extension line connecting the first attaching portion P1 and the second attaching portion P2, the load input to the receiving portion 36 is left and right. Can be transmitted as an axial force to the extended portion 35 of the
The effect of dispersing the load on the left and right extension side members 40 and the side sills 41 can be enhanced.

Therefore, it is possible to effectively reduce the influence of the collision load F on the cabin. Further, since it is not necessary to provide a reinforcing portion unlike the conventional structure, it is possible to achieve weight reduction.

Particularly in the present embodiment, by the height setting of the receiving portion 36, the moving load of the drive unit 50 is input as the axial force of the inclined portion 33a via the receiving portion 36,
The load can be transmitted to the connecting portion 34, and this load can be efficiently dispersed to the other vehicle body frame member K2 via the sub-frame 30.

Further, since the front end of the receiving portion 36 is provided with the flat surface portion 36a perpendicular to the vehicle front-rear direction, the drive unit 50 moving rearward can be reliably received by the flat surface portion 36a, The load from the drive unit 50 can be efficiently transmitted to the vehicle body frame member K2 via the rear cross member 33.

(Second Embodiment) FIGS. 7 and 8 show a second embodiment of the present invention, in which the same components as those in the above-mentioned embodiment are designated by the same reference numerals and a duplicate description will be omitted.

FIG. 7 is a side view of the vehicle body frame member at the front of the vehicle body,
FIG. 8 is a side view of the vehicle body skeleton member at the front portion of the vehicle body at the time of a frontal collision.

The vehicle body front structure 10a of the second embodiment
Is the inclined portion 3 of the rear cross member 33 as shown in FIG.
3a includes a side frame member 31 and a rear cross member 33.
The height of the receiving portion 36 is set higher than the height of the connecting portion with the extension side member 40 and the side sill 41 by inclining upward from the connecting portion 34 with.

Therefore, in the vehicle body front structure 10a of the second embodiment, when the moving load of the drive unit 50 is input to the receiving portion 36, an upward bending moment M2 is generated in the inclined portion 33a of the rear cross member 33. To do.

Therefore, the downward bending moment M1 generated at the root portion (rear portion) of the inclined portion 31b formed at the rear end portion of the side frame member 31 by the input of the collision load F.
Can be canceled by the upward bending moment M1 generated at the root portion (rear portion) of the inclined portion 33a,
As a result, the side frame member 31 and the rear cross member 33
It is possible to effectively reduce the moment generated at the connecting portion 34 with the vehicle body and efficiently disperse and transmit the collision load F to the other vehicle body frame member K2.

Here, the rigidity of the root portion of the inclined portion 33a of the rear cross member 33 connected to the side frame member 31 is changed to the moment M2 which acts when the load of the driving unit 50 moving rearward acts on the receiving portion 36. And the rigidity of the rear end of the side frame member 31 is preferably set according to the moment M1 that acts when the collision load F acts on the front end of the side frame member 31.

As a result, the inclined portion 33a of the rear cross member 33 and the rear end portion of the side frame member 31 can be prevented from being largely deformed, and the load transmission efficiency of the collision load F to the vehicle body frame member K2 can be improved. At the same time, it is possible to more reliably cancel the downward bending moment M1 by the upward bending moment M2.

(Third Embodiment) FIGS. 9 and 10 show a third embodiment of the present invention, in which the same components as those in the above-mentioned embodiment are designated by the same reference numerals and a duplicate description will be omitted.

FIG. 9 is a side view of the vehicle body frame member at the front of the vehicle body,
FIG. 10 is a side view of the vehicle body skeletal member at the front portion of the vehicle body at the time of frontal collision.

The vehicle body front structure 10b of the third embodiment
Is the inclined portion 33 of the rear cross member 33 as shown in FIG.
The height of the receiving portion 36 is set lower than the height of the connecting portion with the extension side member 40 and the side sill 41 by inclining a from the connecting portion 34 of the side frame member 31 and the rear cross member 33 downward. I am doing it.

In this embodiment, the inclined portion 33a is
The side frame member 31 is inclined along the inclination angle of the inclined portion 31b at the rear end thereof, and as shown in FIG. 9, the receiving portion 36 is set at the same height as the side frame member 31 in a side view.

Therefore, in the vehicle body front structure 10b of the third embodiment, the timing at which the drive unit 50 moving rearward due to the frontal collision load F interferes with the receiving portion 36 can be delayed.

Therefore, the timing at which the moving load of the drive unit 50 is transmitted to the other vehicle body frame member K2 via the sub-frame 30 is deviated, and the peak value of the load generated in the vehicle body frame member K2 can be reduced. .

(Fourth Embodiment) FIGS. 11 to 13 show a fourth embodiment of the present invention, in which the same components as those in the above-mentioned embodiment are designated by the same reference numerals and a duplicate description will be omitted.

FIG. 11 is a side view of the vehicle body skeletal member at the front of the vehicle body, FIG. 12 is a side view of the vehicle body skeletal member showing an intermediate stage of load input at the time of frontal collision, and FIG. 13 is a next stage of load input at the time of frontal collision. 3 is a side view of the vehicle body frame member K1 showing FIG.

The vehicle body front structure 10c of the fourth embodiment
As shown in FIG. 11, when the input load from the drive unit 50 is greater than or equal to a predetermined value on the inclined portion 33a of the rear cross member 33 that supports the receiving portion 36, the rigidity lowering portion induces downward bending deformation. A fragile portion 60 is provided.
It should be noted that this predetermined value differs depending on the type of constituent members that form the vehicle body, and is determined by changing the shape and section modulus of the notch based on the acceleration value of about 30 G that occurs during a collision.

The fragile portion 60 is formed by a notch 61 provided on the lower side of the middle portion of the inclined portion 33a, and when an excessive load is input to the receiving portion 36, from the notch 61 to the tip side (receiving portion) of the inclined portion 33a. The side (36) is bent and deformed downward.

Therefore, in the vehicle body front structure 10c of the fourth embodiment, since the fragile portion 60 is provided on the inclined portion 33a, the load received from the drive unit 50 due to a frontal collision, especially when this load is excessive. Inevitably, the rearward movement amount of the drive unit 50 increases, but the load input of the drive unit 50 causes the fragile portion 60 to fold down, and FIG.
As shown in FIG. 2 and FIG. 13, the drive unit 50 moving backward can be guided downward.

In this way, the contact surface of the drive unit 50 slides on the receiving portion 36 and the drive unit 50 falls downward, so that the drive unit 50 interferes with other vehicle body frame members K2 such as the extension side members 40. It is possible to reduce the degree, and thus prevent or reduce the deformation of the cabin.

(Other Embodiments) Further, in the vehicle body front structure 10c of the fourth embodiment, the fragile portion 6 is attached to the inclined portion 33a.
When 0 is provided, an arc surface 36b that generates a downward component force in the receiving portion 36 due to interference of the rear side surface of the drive unit 50 at the front end of the receiving portion 36 as shown in the enlarged view of the main part of FIG.
Is preferably provided.

In this case, the driving unit 50 interferes with the circular arc surface 36b of the receiving portion 36, so that the portion of the inclined portion 33a in front of the weakened portion 60 can be more surely bent and deformed downward.

Further, FIGS. 15, 16 and 17 are enlarged views of main parts showing other embodiments of the receiving portion 36, respectively, when the drive unit 50 interferes with the front end of the receiving portion 36. Pressure receiving surface portions 70, 71, 72 that increase the load transmission efficiency from the drive unit 50 are provided.

The pressure receiving surface portion 70 shown in FIG. 15 is formed as an inclined surface that increases the interference area with the drive unit 50. Since the drive unit 50 moving backward can interfere with the inclined surface 70 with a large contact area, The frictional force between them increases and the efficiency of load transmission from the drive unit 50 to the receiving portion 36 can be improved.

The pressure receiving surface portion 71 shown in FIG. 16 is formed as a recess along the shape of the corner of the drive unit 50 that interferes with the receiving portion 36.
1, when the corner of the drive unit 50 is recessed 71
Since it can be received in the engaged state, the load transmission efficiency from the drive unit 50 to the receiving portion 36 can be improved.

Further, the pressure receiving surface portion 72 shown in FIG. 17 is formed as an uneven surface inclined stepwise, and when the drive unit 50 interferes with the receiving portion 36, a large frictional resistance force is generated between the two. The load transmission efficiency can be improved.

The pressure receiving surface portion is the inclined surface 70 and the concave portion 7.
1. The structure is not limited to the uneven surface 72, but may be any structure that can enhance the load transmission efficiency.

The present invention has been described by taking each of the above embodiments as an example, but other embodiments can be adopted in addition to these embodiments without departing from the scope of the present invention.

[Brief description of drawings]

FIG. 1 is an external perspective view of an automobile targeted by the present invention.

FIG. 2 is a perspective view of an essential part showing one side of a vehicle body skeletal member in the vehicle width direction of a vehicle body front portion according to the first embodiment of the present invention.

FIG. 3 is a plan view showing a vehicle body skeletal member of a vehicle body front portion according to the first embodiment of the present invention.

FIG. 4 is a plan view showing a vehicle body skeletal member of a vehicle body front portion at the time of a frontal collision in the first embodiment of the present invention.

FIG. 5 is a side view showing a vehicle body skeletal member of a vehicle body front portion according to the first embodiment of the present invention.

FIG. 6 is a side view showing a vehicle body skeletal member at a front portion of the vehicle body at the time of a frontal collision in the first embodiment of the present invention.

FIG. 7 is a side view showing a vehicle body skeletal member of a vehicle body front portion according to the second embodiment of the present invention.

FIG. 8 is a side view showing a vehicle body skeletal member at a front portion of the vehicle body at the time of a frontal collision in the second embodiment of the present invention.

FIG. 9 is a side view showing a vehicle body skeletal member of a vehicle body front portion according to a third embodiment of the present invention.

FIG. 10 is a side view showing a vehicle body skeletal member at the front portion of the vehicle body at the time of a frontal collision in the third embodiment of the present invention.

FIG. 11 is a side view showing a vehicle body skeletal member of a vehicle body front portion according to the fourth embodiment of the present invention.

FIG. 12 is a side view of the vehicle body skeletal member showing an intermediate stage of load input at the time of a frontal collision in the fourth embodiment of the present invention.

FIG. 13 is a side view of the vehicle body frame member showing the next stage of load input at the time of a frontal collision in the fourth embodiment of the invention.

FIG. 14 is an enlarged view of an essential part showing another embodiment in which the receiving portion of the vehicle body front structure of the present invention is provided with an arc surface.

FIG. 15 is an enlarged view of an essential part showing another embodiment in which the receiving portion of the vehicle body front structure of the invention is provided with an inclined surface.

FIG. 16 is an enlarged view of a main part showing another embodiment in which a recess is provided in the receiving portion of the vehicle body front structure of the invention.

FIG. 17 is an enlarged view of an essential part showing another embodiment in which the receiving portion of the vehicle body front structure of the invention is provided with an uneven surface.

[Explanation of symbols]

10, 10a, 10b, 10c Front body structure 20 front side members 30 subframes 31 Side frame member 33 Rear cross member (cross member) 33a inclined part 34 Connection 35 Extension 36 Receiver 36a flat part 40 extension side members 41 Side Sill 50 drive unit 60 fragile part 70 Inclined surface (pressure receiving surface) 71 recess (pressure receiving surface) 72 Uneven surface (pressure receiving surface) K1 Body frame member K2 Other body frame members P1 1st mounting location P2 Second mounting location P3 Third mounting point

Claims (10)

[Claims] 1. A front side member extending in the vehicle front-rear direction on both sides in the vehicle width direction of a front part of the vehicle body, and a rear side connected to another body frame member, and a pair of left and right sides extending in the vehicle front-rear direction. A subframe that includes a frame member and a cross member that connects rear end portions of the side frame members to each other in the vehicle width direction, is disposed below the front side member, and is attached to a vehicle body frame member including the front side member. A drive unit mounted in the front position of the cross member,
In the vehicle body front structure provided with, both side portions in the vehicle width direction of the cross member are inclined portions that incline toward the vehicle front from the connection portion with the side frame member toward the center portion in the vehicle width direction, and these A vehicle body front structure, wherein at least a part of a merging portion connecting between the inclined portions is a receiving portion that receives the drive unit moving rearward by a collision load from the front. 2. The other vehicle body skeletal member includes extension side members extending from the rear end of each of the front side members toward the rear of the vehicle, and arranged outside the extension side members in the vehicle width direction to extend in the vehicle front-rear direction. An extending side sill, an outrigger that connects the extension side member and the side sill, which are adjacent to each other on the same side in the vehicle width direction, to each other,
The connecting portion between the side frame member and the cross member is a first attachment point for attaching to the extension side member, and extends from the connecting portion outward in the vehicle width direction and obliquely rearward of the vehicle. And a rear end portion of the extended portion as a second attachment portion for attaching to the side sill, and the receiving portion includes the first attachment portion and the second attachment portion provided on both sides in the vehicle width direction. The vehicle body front structure according to claim 1, wherein the vehicle front structure is arranged in the vicinity of the intersection of the extended lines that connect the two. 3. The vehicle body front structure according to claim 2, wherein a height of the receiving portion is set to be substantially the same as a height of a connecting portion for the extension side member and the side sill. 4. The vehicle body front structure according to claim 2, wherein a height of the receiving portion is set to be higher than a height of a connecting portion for the extension side member and the side sill. 5. The vehicle body front structure according to claim 2, wherein the height of the receiving portion is set to be lower than the height of the connecting portion for the extension side member and the side sill. 6. The front end portion of the sub-frame is a third attachment point for attaching to the front end portion of the front side member,
The drive unit is mounted on the side frame member between the third mounting location and the first mounting location, and the drive unit mounting portion of the side frame member is mounted on the first mounting location and the third mounting location. The vehicle body front structure according to any one of claims 2 to 5, wherein the vehicle front structure is set below a straight line connecting the two. 7. The rigidity of the root portion of the inclined portion of the cross member connected to the side frame member is set according to the moment acting when the load of the drive unit moving rearward acts on the receiving portion, The rigidity of the rear end portion of the side frame member attached to the vehicle body frame member is set according to a moment acting when a collision load acts on the front end portion of the side frame member.
7. The vehicle body front structure according to any one of to 6. 8. The flat portion perpendicular to the vehicle front-rear direction is provided at the front end of the receiving portion.
7. The vehicle body front structure according to any one of 7. 9. A pressure receiving surface portion is provided at a front end of the receiving portion for increasing a load transmission efficiency from the driving unit when the driving unit interferes with the receiving portion. 7. The vehicle body front structure according to any one of 7. 10. The rigidity lowering portion for inducing downward bending deformation when the input load from the drive unit is a predetermined value or more is provided in the inclined portion.
The vehicle body front structure according to any one of 1.