JP7014109B2 - Vehicle front body structure - Google Patents

Description

The present invention relates to a front vehicle body structure of a vehicle provided with a suspension housing at the front to which suspension components are attached.

The front part of a vehicle such as an automobile is provided with a suspension housing to which parts such as suspension dampers are attached. The suspension housing is fixed to a front frame extending in the front-rear direction of the vehicle (see, for example, Patent Document 1).

The suspension housing is generally manufactured by a method of press-molding a steel plate. On the other hand, in press molding, a method of casting the suspension housing from aluminum (aluminum die-casting) is also being studied because the degree of freedom in shape is relatively low and the weight of the vehicle body is further reduced.

Japanese Unexamined Patent Publication No. 2011-005882

A load is applied to the suspension housing from the damper of the suspension or the like. Therefore, the suspension housing is required to withstand the above-mentioned load so that the damper is maintained in an appropriate posture. That is, the suspension housing is required to have high rigidity so as not to be easily deformed.

An object of the present invention is to provide a front body structure of a vehicle capable of suppressing deformation of a suspension housing.

To solve the above problems, the front body structure of the vehicle of the present invention is connected to a front frame extending forward in the front-rear direction of the vehicle from a vehicle interior component constituting the vehicle interior, and is connected to the front frame. A suspension housing to which a suspension having a suspension arm is attached is provided, and the suspension housing includes a main body portion, a first arm support portion provided in front of the main body portion to support the suspension arm, and the main body portion. The front frame has a second arm support portion provided behind the suspension arm to support the suspension arm, and the front frame has a first fixed portion to which the first arm support portion is fixed and a first fixed portion. The second arm support portion and the main body portion are both fixed to the second fixed portion, which is located rearward, and the first fixed portion and the second fixed portion are located at different positions in the vehicle width direction. The front frame is provided so as to be offset from the upper surface extending in the front-rear direction, the outer surface extending in the front-rear direction toward one side in the vehicle width direction, and the other side of the upper surface in the vehicle width direction with respect to the outer surface. It has a flange portion extending upward from the portion, the first fixing portion is provided on the outer surface of the front frame, and the second fixing portion is provided on the flange portion. (Claim 1).

According to this configuration, the first arm support portion and the second arm support portion that support the suspension arm of the suspension housing are fixed to the front frame, so that the load input from the suspension arm to the suspension housing is applied to the front frame. It can be appropriately transmitted and dispersed, and deformation of the suspension housing can be suppressed. Moreover, in this configuration, the suspension housing is fixed to the first fixing portion and the second fixing portion of the front frame provided at different positions in the vehicle width direction, so that the suspension housing is deformed in the vehicle front-rear direction. It can be suppressed. Further, since both the rear second arm support portion and the main body portion are fixed to the second fixing portion of the front frame, which is closer to the vehicle interior component, the load input to the suspension housing is applied to the vehicle interior component. It can be appropriately dispersed and the deformation of the suspension housing can be suppressed more reliably.
Further, according to this configuration, the first arm support portion, the second arm support portion, and the main body portion are provided by utilizing the shape of the front frame having the flange portion at a position offset to one side in the vehicle width direction from the outer surface. Can be easily fixed to the front frame while being offset in the vehicle width direction.

In the above configuration, preferably, the rear end portion of the suspension housing is connected to the dash panel (claim 2).

According to this configuration, the load input to the suspension housing can be sufficiently transmitted to the dash panel, and the deformation of the suspension housing can be further suppressed by the dash panel.

In the above configuration, preferably, the second arm support portion has an arm support portion side fixed portion fixed to the second fixing portion, and the main body portion is a main body fixed to the second fixing portion. It has a portion-side fixed portion, and the arm support portion-side fixed portion and the main body portion-side fixed portion are formed in a planar shape extending continuously in the front-rear direction (claim 3).

According to this configuration, the area of the portion of the suspension housing fixed to the second fixing portion can be increased to increase the mounting strength between the suspension housing and the second fixing portion.

According to the present invention, it is possible to provide a front vehicle body structure of a vehicle capable of suppressing deformation of the suspension housing.

It is a perspective view schematically showing the front body structure of the vehicle which concerns on this invention. It is a top view which shows roughly the front body structure of a vehicle. It is a schematic side view which looked at a part of the front body structure of a vehicle from the outside in the vehicle width direction. It is a schematic diagram of the IV-IV line cross section of FIG. It is the schematic of the VV line cross section of FIG. It is a schematic diagram of the VI-VI line cross section of FIG. It is a schematic perspective view which saw a part of the front body structure of a vehicle from the outside in the vehicle width direction. It is a schematic diagram of the VIII-VIII line cross section of FIG. It is a schematic side view which looked at the suspension housing from the inside in the vehicle width direction. It is a schematic side view which looked at the suspension housing from the outside in the vehicle width direction. It is a schematic top view of a suspension housing. It is a schematic front view of a suspension housing. It is the schematic of the XIII-XIII line cross section of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a perspective view schematically showing the structure of the front vehicle body 1 of the vehicle V according to the present invention. FIG. 2 is a top view schematically showing the structure of the front vehicle body 1 of the vehicle V. FIG. 3 is a side view schematically showing a part of the front vehicle body 1 of the vehicle V. FIG. 3 is a view of a part of the front vehicle body 1 of the vehicle V that is on the right side when facing forward, as viewed from the outside in the vehicle width direction. In the following, the front-rear direction of the vehicle is simply referred to as the front-rear direction, and the vehicle width direction is appropriately referred to as the left-right direction. In addition, the right and left when facing forward are simply referred to as right and left. Further, in the drawing, "inside" represents the inside in the vehicle width direction, and "outside" represents the outside in the vehicle width direction.

In the front part of the vehicle V, a front end portion of the vehicle compartment S is formed, and a dash that separates the engine room E (the portion on which the engine unit (not shown) composed of an engine, a transmission, etc.) and the vehicle compartment S are separated. A panel 2 is provided. The dash panel 2 is a panel extending in the vertical direction and the vehicle width direction. In the present embodiment, the vehicle V is a so-called FR vehicle (front engine / rear drive type vehicle) configured so that the output of the engine mounted on the front portion is transmitted to the rear wheels, and is a dash panel 2. A tunnel portion 2a through which the propeller shaft is inserted is formed in the center in the vehicle width direction. In the present embodiment, the dash panel 2 corresponds to the "vehicle interior component" of the claim.

A front frame 3, an apron rain 4, and a suspension housing 5 are provided on the front portion of the vehicle V. A connecting panel 6 interposed between the suspension housing 5 and the dash panel 2 is provided on the front portion of the vehicle V. The front frame 3, the apron rain 4, the suspension housing 5, and the connecting panel 6 are each a pair of left and right vehicle body components. A suspension 10 is provided on the front portion of the vehicle V. The suspension 10 is provided on each of the left and right sides corresponding to the pair of left and right front wheels. In addition, in FIGS. 1 and 2, the suspension 10 is not shown.

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

<Apron Rain>
The apron rain 4 is a reinforcement member extending in the front-rear direction. The apron rain 4 extends forward from the hinge pillar 7 to which the hinge of the front door of the vehicle is attached. In the front portion of the apron rain 4, the apron rain 4 alone constitutes a closed cross-sectional portion extending in the front-rear direction, and in the rear portion, a closed cross-section portion extending in the front-rear direction is formed by the suspension housing 5 as described later. There is.

<Front frame>
FIG. 4 is a schematic view showing an enlarged cross section of the IV-IV line of FIG. 2. FIG. 5 is an enlarged schematic view showing a cross section of the VV line of FIG. 2. FIG. 6 is an enlarged schematic view showing a cross section of the VI-VI line of FIG. 2.

The front frame 3 is a vehicle body rigidity member that forms a closed cross-sectional portion C1 extending in the front-rear direction. The front frame 3 is fixed to the dash panel 2 and extends forward from the dash panel 2. The front frame 3 is arranged below the apron rain 4 and at a position inside the apron rain 4 in the vehicle width direction. For example, the front frame 3 on the right side is arranged at an orientation of about 45 degrees diagonally downward to the left with respect to the apron rain 4 on the right side. Between the apron rain 4 and the front frame 3, a space capable of forming a wheel house WH that covers the front wheels in the figure is provided.

As shown in FIG. 4, the closed cross-sectional portion C1 has a substantially rectangular shape that is long in the vertical direction, and the front frame 3 extends in the vertical direction and the front-rear direction to form an outer surface in the vehicle width direction of the front frame 3. The first side surface portion 3a, the upper surface portion 3b extending inward in the vehicle width direction from the upper edge of the first side surface portion 3a to form the upper surface of the front frame 3, and the inner side in the vehicle width direction from the lower edge of the first side surface portion 3a. The vehicle width of the front frame 3 extends in the vertical direction between the lower surface portion 3c extending to the lower surface of the front frame 3 and the inner edge of the upper surface portion 3b in the vehicle width direction and the inner edge of the lower surface portion 3c in the vehicle width direction. It is provided with a second side surface portion 3d that constitutes an inner side surface in the direction. Further, the front frame 3 is formed from the upper surface portion 3b, that is, the upper flange portion 3e extending upward from the vicinity of the inner edge of the upper surface of the front frame 3 in the vehicle width direction, and the lower surface portion 3c, that is, the vicinity of the inner edge of the lower surface of the front frame 3 in the vehicle width direction. It is provided with a lower flange portion 3f extending downward. The upper flange portion 3e and the lower flange portion 3f extend in the front-rear direction over the entire length of the front frame 3. The upper flange portion 3e corresponds to the "flange portion" of the claim.

The front frame 3 is made of, for example, a plate-shaped steel material, and is provided on the outer side in the vehicle width direction and has a substantially hat-shaped cross section that bulges outward in the vehicle width direction and is provided on the inner side in the vehicle width direction. The front frame inner 3t, which has a substantially hat-shaped cross section that slightly bulges inward in the vehicle width direction, and the plate-shaped flange configuration panel 3u, which is interposed between them and extends in the vertical direction, are joined to each other. It is composed of things. For example, the upper flange portion 3e is formed by joining a flange portion formed on the front frame outer 3s, an upper end portion of the flange constituent panel 3u, and a flange portion formed on the front frame inner 3t. There is.

<Suspension>
In this embodiment, a double wishbone suspension is used as the suspension 10. The suspension 10 has a knuckle (not shown) fixed to the tire (not shown), a lower arm (not shown) connected to the knuckle and supporting the tire via the knuckle, and a lower arm arranged above the lower arm. Similarly, it has an upper arm 12 (so-called A arm) connected to the knuckle and supporting the tire via the knuckle, and a damper 11. The damper 11 includes a shock absorber 11a and a coil spring 11b arranged so as to surround the outer periphery thereof. The upper arm 12 corresponds to the "suspension arm" of the claim.

FIG. 7 is a schematic perspective view of a part of the right side portion of the front vehicle body 1 of the vehicle V as viewed from diagonally lower right. In FIG. 7, the damper 11 is omitted with respect to FIG.

The upper arm 12 is provided with a knuckle fixing portion 12a to which the upper end portion of the knuckle is fixed. The knuckle fixing portion 12a is provided at the outermost end portion of the upper arm 12 in the vehicle width direction, and the upper arm 12 has a first arm portion 13 extending inward and forward in the vehicle width direction from the knuckle fixing portion 12a. A second arm portion 14 extending from the knuckle fixing portion 12a while curving inward and rearward in the vehicle width direction is provided.

The inner end of the first arm portion 13 in the vehicle width direction and the inner end of the second arm portion 14 in the vehicle width direction are the first shafted support portion 13a and the second covered portion pivotally supported by the suspension housing 5, respectively. A shaft support portion 14a is provided. The first shafted support portion 13a and the second shafted support portion 14a are fixed to the suspension housing 5 so as to be rotatable around an axis extending in the front-rear direction, and the upper arm 12 is a rotation center axis of the shafted support portions 13a and 14a. It is supported by the suspension housing 5 so as to be rotatable in the vertical direction.

The damper 11 is supported by the suspension housing 5 and the lower arm in a posture extending in the vertical direction. Specifically, the lower end of the damper 11 is supported by the lower arm, and the upper end of the damper 11 is supported by the suspension housing 5. As shown in FIG. 3, the damper 11 is supported in a backward tilting posture (that is, a posture in which the upper side is positioned backward). Further, as shown in FIG. 8, which is a schematic view of the cross section taken along the line VIII-VIII of FIG. 3, the damper 11 has an inwardly tilted posture (that is, a posture in which the upper side is located inward in the vehicle width direction). It is supported by.

<Suspension housing>
The suspension housing 5 is a member to which the constituent members of the suspension 10 are attached. As described above, the upper end portion of the damper 11 and the shafted support portions 13a and 14a of the upper arm 12 are attached to the suspension housing 5.

The suspension housing 5 has a housing shape with a lower end opening for accommodating the damper 11, and is fixed to the front frame 3 and the apron rain 4 so as to cover the upper part of the wheel house WH. As described above, the front frame 3 is arranged below the apron rain 4 and inside the apron rain 4 in the vehicle width direction. Along with this, the suspension housing 5 has a shape extending inward and downward in the vehicle width direction from the apron rain 4 toward the front frame 3 as a whole, and bridges these.

As shown in FIG. 2 and the like, the rear end portion of the suspension housing 5 is further fixed to the connecting panel 6. The connecting panel 6 is a panel member, and the rear portion thereof extends substantially horizontally, and the front portion thereof is inclined forward and diagonally upward so as to be located upward toward the front side. The connecting panel 6 is fixed to the dash panel 2 so as to extend forward from the dash panel 2. As a result, the suspension housing 5 is connected to the dash panel 2 via the front frame 3 and the connecting panel 6. The outer edge of the connecting panel 6 in the vehicle width direction is further fixed to the hinge pillar 7.

In the present embodiment, the suspension housing 5 is formed by die-casting aluminum, and a lightweight and complicated suspension housing 5 is realized. The suspension housing 5 may be formed by pressing a sheet metal member or the like.

FIG. 9 is a schematic side view of the suspension housing 5 alone as viewed from the inside in the vehicle width direction. FIG. 10 is a schematic side view of the suspension housing 5 alone as viewed from the outside in the vehicle width direction. FIG. 11 is a schematic top view of the suspension housing 5 alone. FIG. 12 is a schematic front view of the suspension housing 5 alone. FIG. 13 is a schematic view of a cross section taken along line XIII-XIII of FIG.

As shown in FIG. 11, the suspension housing 5 is roughly a portion excluding the rear end portion of the suspension housing 5 and the outer portion in the vehicle width direction, and the suspension fixing portion 51 to which the suspension 10 is fixed and the suspension fixing portion 51. The rear connecting portion 52 extending rearward from the portion 51 to form the rear end portion of the suspension housing 5, and extending outward in the vehicle width direction from the suspension fixing portion 51 and the rear connecting portion 52 to the outside in the vehicle width direction of the suspension housing 5. It is composed of an outer connecting portion 53 constituting the portion. Each of these parts 51, 52, and 53 is integrally formed.

In terms of function and structure, the suspension fixing portion 51 includes a first arm support portion 60 that constitutes the front end portion of the suspension fixing portion 51, a second arm support portion 70 that constitutes the rear end portion of the suspension fixing portion 51, and first. It includes a main body portion 80 that constitutes a portion between the arm support portion 60 and the second arm support portion 70.

<First arm support>
The first arm support portion 60 is a portion that supports the first arm portion 13 of the upper arm 12.

The first arm support portion 60 includes a first standing wall 61 extending in the vertical direction and the vehicle width direction, a second standing wall 62 extending substantially parallel to the first standing wall 61 behind the first standing wall 61, and the first standing wall 61. The first inner wall 63 extending in the vertical and front-rear directions over the inner edge in the vehicle width direction and the inner edge in the vehicle width direction of the second standing wall 62, and between the upper edge of the first standing wall 61 and the upper edge of the second standing wall 62. It is provided with a first upper wall 64 extending in the vehicle width direction and the front-rear direction. The first arm support portion 60 forms an open cross-sectional portion that opens outward in the vehicle width direction by these walls 61 to 64. The open cross section referred to in the present specification is not a cross section completely closed by a plate material except for a slight opening as in the closed cross section C1 described above, but is a flat surface. On the other hand, it is a cross section having an opening formed by a plurality of bent portions so as to have a bulge such as a prism shape or a V shape.

Further, the first arm support portion 60 includes a front extension portion 65 extending forward from the front surface of the first standing wall 61, a front flange portion 66 extending downward from the front edge of the front extension portion 65, and a front extension portion 65 and a first. A first fixed portion 67 extending downward from the inner wall 63 is provided.

The first upper wall 64 constitutes a part of the top surface of the suspension housing 5. The first upper wall 64 extends from the upper edge of the first inner wall 63 toward the outside in the vehicle width direction to a position outside the vehicle width direction of the first standing wall 61 and the second standing wall 62.

The first inner wall 63 constitutes a part of the inner side surface of the suspension housing 5 in the vehicle width direction. As shown in FIG. 4 and the like, the upper portion of the first inner wall 63 extends substantially vertically, and the lower portion of the first inner wall 63 is inclined so as to be located outward in the vehicle width direction toward the lower side.

The first standing wall 61, the front extension portion 65, and the front flange portion 66 form a part of the front end portion of the suspension housing 5. The front extension portion 65 and the first standing wall 61 are bridged by a plurality of ribs R1, and the rigidity of the first standing wall 61 is enhanced by the front extension portion 65 and these ribs R1. Further, as shown in FIG. 10, a plurality of ribs are also provided on the lower surface of the front extension portion 65, which also enhances the rigidity of the front extension portion 65 and thus the first standing wall 61.

As shown in FIG. 13, the length of the second standing wall 62 in the vehicle width direction is set shorter than the length of the first standing wall 61 in the vehicle width direction. As shown in FIG. 4 and the like, the second standing wall 62 has a shape such that the dimension in the vehicle width direction becomes larger toward the upper side.

As shown in FIGS. 4, 12 and the like, a shaft hole 61a into which a shaft member for axially supporting the first arm portion 13 is inserted at substantially the center of the first standing wall 61 and the second standing wall 62 in the vertical direction, respectively. , 62a are formed. As shown in FIG. 7 and the like, the first shafted support portion 13a of the first arm portion 13 is accommodated between the first standing wall 61 and the second standing wall 62. Then, a hole (not shown) formed in the first shafted support portion 13a in this housed state and a shaft member extending in the front-rear direction are inserted into the shaft holes 61a and 62a of the standing walls 61 and 62, and the shaft member becomes the first. By being fixed to the two vertical walls 62, the first arm portion 13 is rotatably supported in the vertical direction by the first arm support portion 60.

In the present embodiment, the fixing of the shaft member and thus the fixing of the first arm portion 13 is performed behind the second standing wall 62. Specifically, a fixing member for fixing the shaft member is attached to the shaft member behind the second standing wall 62, and the fixing member and the shaft member are mounted on the second standing wall 62 behind the second standing wall 62 by a tool. It is designed to be fixed to.

<Second arm support>
The second arm support portion 70 is a portion that supports the second arm portion 14 of the upper arm 12.

The second arm support portion 70 extends substantially parallel to (that is, extends in the vertical direction and the vehicle width direction) behind the second standing wall 62, and the third standing wall behind the third standing wall 71. Up and down between the fourth standing wall 72 extending substantially parallel to 71 (that is, extending in the vertical direction and the vehicle width direction), the inner edge of the third standing wall 71 in the vehicle width direction, and the inner edge of the fourth standing wall 72 in the vehicle width direction. It includes a second inner wall 73 extending in the direction and the front-rear direction, and a second upper wall 74 extending in the vehicle width direction and the front-rear direction between the upper edge of the third standing wall 71 and the upper edge of the fourth standing wall 72. The second arm support portion 70 forms an open cross-sectional portion that opens outward in the vehicle width direction by these walls 71 to 74.

Further, the second arm support portion 70 includes a second fixed portion 77 extending downward from the second inner wall 73. The second fixed portion 77 corresponds to the "arm support side fixed portion" of the claim.

The second upper wall 74 constitutes a part of the top surface of the suspension housing 5. The second upper wall 74 extends from the upper edge of the second inner wall 73 toward the outside in the vehicle width direction with a slight inclination so that the outside in the vehicle width direction is located upward.

The second inner wall 73 constitutes a part of the inner side surface of the suspension housing 5 in the vehicle width direction. Similar to the first inner wall 63, the upper portion of the second inner wall 73 extends substantially vertically, and the lower portion thereof is inclined so as to be located outward in the vehicle width direction toward the lower side.

As shown in FIG. 5 and the like, the third standing wall 71 also has a shape such that the dimension in the vehicle width direction becomes larger toward the upper side like the second standing wall 62. However, as shown in FIG. 13, the third standing wall 71 extends to the outside in the vehicle width direction as compared with the second standing wall 62. Further, the fourth standing wall 72 extends to the outside in the vehicle width direction from the first, second, and third standing walls 61, 62, and 71, and the dimension in the vehicle width direction is longer than the other standing walls. Further, the fourth standing wall 72 is connected to the rear connecting portion 52 in which a plurality of ribs R2 are formed on the lower surface. With such a configuration, in the present embodiment, the second arm support portion 70 has higher rigidity than the first arm support portion 60.

Shaft holes into which shaft members for axially supporting the second arm portion 14 are inserted in the substantially center of the third standing wall 71 in the vertical direction and the substantially center of the vertical direction of the inner portion of the fourth standing wall 72 in the vehicle width direction. 71a and 72a are formed. The second shafted support portion 14a of the second arm portion 14 is housed between the third standing wall 71 and the fourth standing wall 72. Then, a shaft member extending in the front-rear direction is inserted into the hole (not shown) formed in the second shafted support portion 14a in this accommodation state and the shaft holes 71a, 72a of the standing walls 71, 72, and the shaft member is inserted. By being fixed to the third standing wall 72, the second arm portion 14 is rotatably supported in the vertical direction by the second arm support portion 70.

In the present embodiment, the fixing of the shaft member and thus the fixing of the second arm portion 14 is performed in front of the third standing wall 71. Specifically, a fixing member for fixing the shaft member is attached to the shaft member in front of the third standing wall 71, and the fixing member and the shaft member are attached to the third standing wall 71 by a tool in front of the third standing wall 71. It is designed to be fixed to.

The height positions of the shaft holes 71a and 72a formed in the third standing wall 71 and the fourth standing wall 72 are lower than the height positions of the shaft holes 61a and 62a formed in the first standing wall 61 and the second standing wall 62. Along with this, the height position of the second shafted support portion 14a of the second arm portion 14 is lower than the height position of the first shafted support portion 13a of the first arm portion 13, and the upper arm 12 is viewed from the side. It is supported by the suspension housing 5 in a posture of being inclined diagonally downward and backward.

<Main body>
The main body 80 faces downward from the third upper wall 84 extending in the vehicle width direction and the front-rear direction between the first upper wall 64 and the second upper wall 74, and the inner edge of the third upper wall 84 in the vehicle width direction. It is provided with a third inner wall 83 extending substantially vertically.

As shown in FIG. 5 and the like, the third upper wall 84 is inclined so as to be located downward toward the inner side in the vehicle width direction. The third upper wall 84 is provided with a damper fixing portion 84a to which the upper end portion of the damper 11 is fixed. The damper fixing portion 84a bulges upward at substantially the center of the third upper wall 84, and has a substantially disk shape in which a through hole 84b is formed in the center when viewed from above. As shown in FIG. 13, the damper 11 is accommodated between the second standing wall 62 and the third standing wall 71 in a side view, and the damper is fixed in a state where the upper end thereof is inserted into the through hole 84b of the damper fixing portion 84a. It is fixed to the portion 84a. A plurality of ribs R3 extending in the vertical direction are formed around the damper fixing portion 84a, and the rigidity of the damper fixing portion 84a is increased by these ribs R3.

Further, the main body portion 80 includes a third fixed portion 87 extending downward from the third inner wall 83. The third fixed portion 87 and the second fixed portion 77 are continuous in the front-rear direction, and these fixed portions 77 and 87 are formed in a planar shape extending in the front-rear direction. That is, these fixed portions 77 and 87 are formed so that the inner side surface and the outer side surface in the vehicle width direction are continuously extending in the front-rear direction. The height position of the lower edge of the third fixed portion 87 and the lower edge of the second fixed portion 77 is higher than the height position of the lower edge of the first fixed portion 67. That is, the first fixed portion 67 extends below the third fixed portion 87 and the second fixed portion 77. The third fixed portion 87 corresponds to the "main body side fixed portion" of the claim.

As described above, the third inner wall 83 basically extends in the vertical direction, but a part of the third inner wall 83 connected to the second standing wall 62 and one of the parts connected to the third standing wall 71. The part bulges inward in the vehicle width direction. Specifically, as shown in FIGS. 10, 13, and the like, the portion of the front side portion of the third inner wall 83 that surrounds the shaft hole 62a of the second standing wall 62 in a side view is the center of the third inner wall 83 in the front-rear direction. It is curved so as to bulge inward in the vehicle width direction from the vertically extending portion 83c toward the front, and a front bulging portion 83a that bulges inward in the vehicle width direction is formed in this portion. Further, of the rear portion of the third inner wall 83, the portion surrounding the shaft hole 71a of the third standing wall 71 in the side view bulges inward in the vehicle width direction from the central portion 83c in the front-rear direction of the third inner wall 83 toward the rear. It is curved so as to protrude, and a rear bulging portion 84b that bulges inward in the vehicle width direction is formed in this portion.

A reinforcing portion 83d projecting inward in the vehicle width direction is formed in a portion 83c of the third inner wall 83 between the front bulging portion 83a and the rear bulging portion 84b. The reinforcing portion 83d is bent so as to be convex inward in the vehicle width direction. In the present embodiment, the reinforcing portion 83d is formed by extruding a part of the third inner wall 83 so as to project inward in the vehicle width direction with a constant plate thickness. The reinforcing portion 83d is formed in a substantially central portion in the front-rear direction of the third inner wall 83, and extends in the vertical direction in this portion. The rigidity of the third inner wall 83 and thus the main body 80 is increased by the reinforcing portion 83d.

<Rear connection part>
The rear connecting portion 52 extends rearward from the rear surface of the fourth standing wall 72. The rear connecting portion 52 has a shape that curves inward and downward in the vehicle width direction. In the present embodiment, a plurality of ribs R4 extending so as to connect the rear surface of the fourth standing wall 72 and the upper surface of the rear connecting portion 52 are provided, and these ribs R4 provide the fourth standing wall 72 and the rear connecting portion 52. The rigidity of the is increased. Further, a plurality of ribs R2 are provided in a grid pattern on the lower surface of the rear connecting portion 52 as described above, and the rear connecting portion 52 and the fourth standing wall 72 connected to the rear connecting portion 52 are also provided by these ribs R2. The rigidity is increased.

The lower end of the rear connecting portion 52 extends in the vertical direction and functions as the fourth fixed portion 52a. The fourth fixed portion 52a is also an inner end portion of the rear connecting portion 52 in the vehicle width direction. The fourth fixed portion 52a extends to a height position equivalent to that of the first fixed portion 67, and extends below the third fixed portion 87 and the second fixed portion 77.

<Outer connecting part>
The outer connecting portion 53 extends outward in the vehicle width direction from the inner edges of the first upper wall 64, the second upper wall 74, the third upper wall 84, and the rear connecting portion 52 in the vehicle width direction. The outer connecting portion 53 is formed with a step portion so that the outer portion in the vehicle width direction is located below the inner portion in the vehicle width direction, and the outer connecting portion 53 forms the outer portion in the vehicle width direction. A first horizontal wall 53b extending in the vehicle width direction and the front-rear direction, a rising wall 53c extending upward from the inner edge of the first horizontal wall 53b in the vehicle width direction, and a second extending inward in the vehicle width direction from the upper edge of the rising wall 53c. It is provided with two side walls 53d. As shown in FIG. 4 and the like, the first horizontal wall 53b extends substantially horizontally, and the second horizontal wall 53d is slightly inclined inward and diagonally downward so that the inner side in the vehicle width direction is in the lower position. ing.

As shown in FIG. 4 and the like, the suspension housing 5 is arranged so that the outer connecting portion 53 abuts on the apron rain 4 from below, and the suspension housing 5 is fixed to the apron rain 4 at the outer connecting portion 53. There is. As a result, as described above, a closed cross-sectional portion C2 extending in the front-rear direction is formed between the apron rain 4 and the upper surface of the outer connecting portion 53.

An avoidance portion 53f that bulges upward is provided at a substantially central portion of the first lateral wall 53b in the front-rear direction. The avoidance portion 53f bulges outward in the vehicle width direction from the rising wall 53c. In the present embodiment, the avoidance portion 53f has a semicircular shape that swells outward in the vehicle width direction from the rising wall 53c. The shape of the avoidance portion 53f corresponds to the shape of the outer portion of the knuckle fixing portion 12a in the vehicle width direction. Specifically, the knuckle fixing portion 12a has a substantially circular shape in a plan view, and the avoidance section 53f corresponds to the case where the outer portion of the knuckle fixing portion 12a in the vehicle width direction is semicircular in a plan view. It has a semicircular shape.

As shown in FIG. 12, the avoidance portion 53f is formed on the rotation locus of the knuckle fixing portion 12a so as to extend in the vertical direction along the rotation locus. As a result, when the upper arm 12 rotates upward from the state shown by the broken line in FIG. 13 to the state shown by the chain line, the knuckle fixing portion 12a enters the avoiding portion 53f, so that the knuckle fixing portion 12a and the suspension housing 5 are formed. Is designed not to interfere. Specifically, the avoidance portion 53f is formed so that the outer portion of the knuckle fixing portion 12a in the vehicle width direction enters the avoidance portion 53f when the upper arm 12 rotates most upward. In the present embodiment, the avoidance portion 53f is provided at a portion outside the vehicle width direction of the damper fixing portion 84a and whose position in the front-rear direction is substantially the same as the position of the damper fixing portion 84a.

<Mounting structure between suspension housing and front frame>
The suspension housing 5 configured as described above is fixed to the front frame 3 by joining the fixed portions 67, 77, 87, 52a to the front frame 3.

As shown in FIGS. 4 and 9, the first fixed portion 67 is joined to the first side surface portion 3a constituting the outer surface of the front frame 3 in the vehicle width direction. That is, the first side surface portion 3a of the front frame 3 is provided with a first fixing portion 167 to which the first fixed portion 67 is fixed, and the first fixing portion 167 and the first fixed portion 67 are joined to each other. Has been done.

As shown in FIGS. 5 and 9, the second fixed portion 77 and the third fixed portion 87 are joined to the upper flange portion 3e of the front frame 3. That is, the upper flange portion 3e of the front frame 3 is provided with a second fixing portion 168 in which both the second fixed portion 77 and the third fixed portion 87 are fixed, and the second fixing portion 168 and the second fixing portion 168 are provided. 2 The fixed portion 77 and the third fixed portion 87 are both joined to each other. As described above, the second fixed portion 77 and the third fixed portion 87 are continuous in the front-rear direction, and the second fixed portion 168 extends in a wide range in the front-rear direction. Specifically, the length of the fixed portion composed of the second fixed portion 77 and the third fixed portion 87 in the front-rear direction is larger than the length of the first fixed portion 67, and the fourth covered portion. It is longer than the length of the fixed portion 52a, and the length of the second fixed portion 168 is longer in the front-rear direction than the third fixed portion 169 described later to which the first fixed portion 167 and the third fixed portion 187 are fixed. There is.

As shown in FIGS. 6 and 9, the fourth fixed portion 52a is joined to the first side surface portion 3a constituting the outer surface in the vehicle width direction of the front frame 3, similarly to the first fixed portion 67. .. That is, the first side surface portion 3a of the front frame 3 is provided with a third fixing portion 169 to which the fourth fixed portion 52a is fixed, and the third fixing portion 169 and the fourth fixed portion 52a are joined to each other. Has been done.

In the front-rear direction, the first fixed portion 167, the second fixed portion 168, and the third fixed portion 169 are arranged in this order from the front. The fixed portions 67, 77, 87, 52a and the fixed portions 167 to 169 of the front frame 3 are joined by welding, adhesion with an adhesive, or the like.

As shown in FIG. 4, and as described above, the upper flange portion 3e of the front frame 3 is located inside the first side surface portion 3a in the vehicle width direction, and the second fixing portion 168 is the first. The second fixed portion 77 and the third fixed portion 87 are offset inward in the vehicle width direction from the fixed portion 167 and the third fixed portion 169, and the second fixed portion 77 and the third fixed portion 87 are more than the first fixed portion 67 and the fourth fixed portion 52a. It is joined to the front frame 3 at a position offset inward in the vehicle width direction.

The fixed portions 67, 77, 87, 52a are formed on the outer surface in the vehicle width direction of the fixed portions 167 to 169 (the outer surface in the vehicle width direction of the first side surface portion 3a and the outer surface in the vehicle width direction of the upper flange portion 3e). It is joined to this in a state of contact. For example, each fixed portion 67, 77, 87, 52a is pressed against the outer surface of each fixed portion 167 to 169 in the vehicle width direction from the outside in the vehicle width direction, and these are welded in that state, or the vehicle. The suspension housing 5 is joined to the front frame 3 by pressing the fixed portions 67, 77, 87, 52a from the outside in the width direction against the outer surface in the vehicle width direction of the fixing portions 167 to 169 via an adhesive. To.

<Action, etc.>
As described above, in the present embodiment, the first fixed portion 67 joined to the front frame 3 to the first arm support portion 60 and the second arm support portion 70 supporting the upper arm 12 of the suspension housing 5, respectively. A second fixed portion 77 is provided, and the first arm support portion 60 and the second arm support portion 70 are fixed to the front frame 3. Therefore, the load applied from the upper arm 12 to the arm support portions 60 and 70 can be appropriately transmitted and distributed to the front frame 3, and the deformation of the suspension housing 5 can be suppressed.

Further, the first arm support portion 60 and the second arm support portion 70 are configured to have higher rigidity than the main body portion 80 as described above. Therefore, by fixing these arm support portions 60 and 70 to the front frame 3, the load applied to these arm support portions 60 and 70 can be appropriately transmitted and distributed by the front frame 3.

Further, the first fixing portion 167 to which the first fixed portion 67 is joined and the second fixing portion 168 to which the second fixed portion 77 is joined are provided at different positions in the vehicle width direction. Therefore, it is possible to suppress the deformation of the suspension housing 5 in the front-rear direction of the vehicle. In particular, in the present embodiment, since the damper 11 is inclined so as to be located inward in the vehicle width direction toward the upper side, a relatively strong force is applied to the suspension housing 5 in the front-rear direction of the vehicle. It is possible to suppress the deformation of the suspension housing 5.

Further, the second fixed portion 77 of the second arm support portion 70 behind the first arm support portion 60 and the third fixed portion 87 of the main body portion 80 of the suspension housing 5 are both of the front frame 3. It is fixed to the second fixing portion 168 located behind the first fixing portion 167, that is, the portion of the front frame 3 closer to the dash panel 2. Therefore, the load applied to the suspension housing can be appropriately distributed to the dash panel 2, and the deformation of the suspension housing can be suppressed more reliably.

Further, in the present embodiment, the second fixed portion 77 of the second arm support portion 70 and the third fixed portion 87 of the main body portion 80 are continuous in the front-rear direction. Therefore, the mounting strength of the second arm support portion 70 and the main body portion 80 to the front frame 3 is increased, whereby the load is more appropriately transmitted from the second arm support portion 70 and the main body portion 80 to the dash panel 2. Can be dispersed.

Further, in the present embodiment, the rear end portion of the suspension housing 5 and the dash panel 2 are connected by the connecting panel 6. Therefore, the load applied to the suspension housing 5 can be more reliably transmitted and distributed to the dash panel 2.

Further, in the present embodiment, the fourth fixed portion 52a of the rear connecting portion 52 and the front frame 3 are further fixed behind the second arm support portion 70. Therefore, the deformation of the suspension housing 5 can be suppressed.

<Other embodiments>
As described above, if the highly rigid portion of the suspension housing 5 is fixed to the front frame 3, the load applied to the suspension housing 5 is applied in the same manner as when the portion supporting the upper arm 12 is fixed to the front frame 3. It can be appropriately transmitted and distributed to the front frame 3. Therefore, high-rigidity portions having higher rigidity than the main body portion 80 are provided at the front and rear of the main body portion 80, and the high-rigidity portion (first high-rigidity portion) on the rear side and the main body portion 80 are the same as those of the front frame 3. It may be fixed to a portion, the front high-rigidity portion (second high-rigidity portion) may be fixed to another portion, and these fixed portions may be configured to be at different positions in the vehicle width direction. For example, unlike the above-described embodiment, the upper arm 12 is supported by a portion of the suspension housing 5 other than the highly rigid first arm support portion 60 and the second arm support portion 70, while the arm support portions 60 and 70 are supported by the highly rigid portions. The fixed structure of the suspension housing 5 and the front frame 3 may be configured in the same manner as in the above embodiment.

<Other variants>
In the above embodiment, a case where a double wishbone type suspension is used has been described, but the suspension is not limited to this, and any suspension arm member (suspension arm) supported by the suspension housing 5 may be provided. According to the embodiment, the above effect can be obtained as long as the arm member is supported by the suspension housing 5, even if the suspension is not a double wishbone suspension.

The detailed structure of the suspension housing 5 is not limited to the above. For example, the rear connecting portion 52 and the outer connecting portion 53 may be omitted. Further, the positions where the ribs R1 to R4 are provided are not limited to the above.

1 Front body 2 Dash panel (Vehicle interior components)
3 Front frame 3e Upper flange part (flange part)
4 Apron Rain 5 Suspension Housing 11 Damper 12 Upper Arm (Suspension Arm)
60 1st arm support part (1st high rigidity part)
70 2nd arm support part (2nd high rigidity part)
80 Main body 167 1st fixed part 177 2nd fixed part

Claims (3)

A front frame that extends forward in the front-rear direction of the vehicle from the vehicle interior components that make up the vehicle interior,
A suspension housing, which is connected to the front frame and to which a suspension having a suspension arm is attached, is provided.
The suspension housing includes a main body portion, a first arm support portion provided in front of the main body portion to support the suspension arm, and a second arm support portion provided behind the main body portion to support the suspension arm. Has an arm support and
In the front frame, the first fixing portion to which the first arm support portion is fixed and the second arm support portion and the main body portion are both fixed at a position rearward from the first fixing portion. Equipped with 2 fixing parts
The first fixed portion and the second fixed portion are provided at different positions in the vehicle width direction.
The front frame is above the upper surface extending in the front-rear direction, the outer surface extending in the front-rear direction and facing one side in the vehicle width direction, and the portion of the upper surface offset from the outer surface to the other side in the vehicle width direction. Has a flange that extends to
The first fixing portion is provided on the outer surface of the front frame.
The front body structure of the vehicle, characterized in that the second fixing portion is provided on the flange portion . In the front body structure of the vehicle according to claim 1,
The front body structure of the vehicle, characterized in that the rear end portion of the suspension housing is connected to a dash panel. In the front body structure of the vehicle according to claim 1 or 2.
The second arm support portion has an arm support portion side fixed portion fixed to the second fixed portion.
The main body portion has a main body portion side fixed portion fixed to the second fixing portion.
The front vehicle body structure of a vehicle, wherein the arm support side fixed portion and the main body portion side fixed portion are formed in a plane shape continuously extending in the front-rear direction.

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