Vehicle front frame structure

Abstract

A vehicle front frame structure has a side member that extends in a vehicle longitudinal direction outside in a vehicle transverse direction, a wheel house that is formed integrally with the side member or provided separately therefrom and has a curved portion that protrudes toward a rear side in the vehicle longitudinal direction, and an upper member that is formed integrally with the wheel house and provided more toward an upper side of the vehicle than the side member, and a first rib is formed at the upper member, the first rib extending toward the upper side of the vehicle while tending toward a front pillar mounting portion, wherein a protruding portion that protrudes from a vehicle transverse direction outside surface of the curved portion and extends from the side member toward the first rib is provided.

Description

Technical Field

[0001] This disclosure relates to the front frame structure of a vehicle. Background Technology

[0002] CN 117565978 A discloses a technology for forming a vehicle front frame by die casting.

[0003] In the aforementioned related technologies, the left and right front side components, the left and right wheelhouses, and the transverse components connecting the left and right wheelhouses are integrally formed on the front of the vehicle by die casting.

[0004] In the aforementioned related technologies, when a load is input to the front side member (hereinafter referred to as "side member") in the longitudinal direction of the vehicle, there is space for an inspection path along which the load is transferred from the side member toward the front pillar side. Summary of the Invention

[0005] In view of the above, the purpose of this disclosure is to provide a vehicle front frame structure that can increase the number of load transmission paths from the side members toward the front pillar side.

[0006] The vehicle front frame structure associated with the first embodiment includes: a side member extending laterally outward in the vehicle's longitudinal direction; a wheel arch integrally formed or disposed with the side member, and having a curved portion protruding toward the rearward side in the vehicle's longitudinal direction; and an upper member integrally formed with the wheel arch and disposed further up in the vehicle than the side member, and having a first rib formed at the upper member, the first rib extending toward the vehicle's upper side while approaching the front pillar mounting portion, wherein a protrusion is provided protruding from the outer surface of the curved portion in the vehicle's lateral direction and extending from the side member toward the first rib.

[0007] The vehicle front frame structure associated with the first embodiment has side members, wheel arches, and an upper member. The side members extend laterally outwards in the vehicle's longitudinal direction. The wheel arches are integral with or integrally formed with the side members and have a curved portion protruding towards the rearward side in the vehicle's longitudinal direction.

[0008] The upper member is integrally formed with the wheel arch and is positioned further up the vehicle than the side members. A first rib extending towards the upper side of the vehicle is formed at the upper member, moving towards the front pillar mounting portion. A protrusion extending from the side member toward the first rib protrudes from the outer surface of the curved portion provided at the wheel arch in the vehicle's lateral direction.

[0009] In this way, in this design, since the protrusion is located at the bend of the wheel arch and the first rib is located on the upper member, the load input to the side member in the longitudinal direction of the vehicle can be transmitted via the protrusion and the first rib. That is, in this design, the load input to the side member in the longitudinal direction of the vehicle passes through the wheel arch and the upper member via the protrusion and the first rib, and can be transmitted toward the front pillar mounting portion (front pillar side).

[0010] That is, in this design, when a load is transmitted from the side member toward the front pillar side, the number of load transmission paths passing through the protrusion and the first rib through the wheel arch and the upper member can be increased. Therefore, the load transmitted from the side member toward the front pillar side can be distributed.

[0011] Note that "rib" and "protrusion" are the same in that they are formed to protrude from the outer surface of the wheel arch and upper member in the lateral direction of the vehicle, but typically, the protrusion height of the convex bead is formed to be lower than that of the rib. Therefore, the term "protrusion" here is used to refer to convex beads in addition to ribs. Furthermore, the term "protrusion height" here refers to the dimension in the direction away from the proximal end, such as the wheel arch or upper member.

[0012] In the vehicle front frame structure related to the second scheme, and in the vehicle front frame structure related to the first scheme, multiple first ribs are arranged radially with the side member side as approximately the center.

[0013] In the vehicle front frame structure related to the second scheme, multiple first ribs on the upper member are arranged radially with the side member side as approximately the center. In this way, in this scheme, by providing multiple first ribs on the upper member, the number of load transfer paths increases as the load input to the side member along the vehicle's longitudinal direction is transferred from the side member to the front pillar side via the upper member. Therefore, the load transferred from the side member to the front pillar side can be distributed.

[0014] In the vehicle front frame structure associated with the third scheme, and in the vehicle front frame structure associated with the first scheme, the protrusion is directly or indirectly connected to the first rib.

[0015] In the vehicle front frame structure related to the third scheme, the protrusion located at the curved portion of the wheel arch is directly or indirectly connected to the first rib located on the upper member. Therefore, load transfer loss relative to the load transmitted from the protrusion to the first rib can be reduced.

[0016] Note that the example of "the protrusion is indirectly connected to the first rib" is a case where a vertical wall is formed between the protrusion and the first rib, and the first rib is connected to the protrusion via the vertical wall.

[0017] In the vehicle front frame structure related to the fourth scheme, and in the vehicle front frame structure related to the first scheme, the protrusion height of the protrusion is lower than the protrusion height of the first rib.

[0018] In the vehicle front frame structure related to the fourth embodiment, the protrusion height of the protrusion located at the curved portion of the wheel arch is lower than the protrusion height of the first rib located on the upper member. Therefore, compared to the case where the protrusion is formed to the same protrusion height as the first rib, space within the wheel arch is ensured, and the passenger compartment space is increased accordingly.

[0019] In the vehicle front frame structure related to the fifth embodiment, and in the vehicle front frame structure related to the first embodiment, the width dimension in the direction substantially orthogonal to the extension direction of the protrusion is smaller than the width dimension in the direction substantially orthogonal to the extension direction of the first rib.

[0020] In the vehicle front frame structure related to the fifth embodiment, the width of the protrusion located at the curved portion of the wheel arch is smaller than the width of the first rib located on the upper member. That is, the protrusion is thinner than the first rib, and the surface area of ​​the flow path of molten metal at the protrusion is smaller than that at the first rib. Therefore, in this embodiment, when forming an integrally cast metal component including the wheel arch and the upper member, the flow rate within the protrusion is increased, and the filling rate of the molten metal guided from the protrusion to the first rib is increased.

[0021] In the vehicle front frame structure associated with the sixth embodiment, and in the vehicle front frame structure associated with the first embodiment, the width dimension in the direction substantially orthogonal to the extension direction of the protrusion is greater than the width dimension in the direction substantially orthogonal to the extension direction of the first rib.

[0022] In the vehicle front frame structure related to the sixth embodiment, the width of the protrusion located at the curved portion of the wheel arch is greater than the width of the first rib located on the upper member. That is, the protrusion is thicker than the first rib, and the surface area of ​​the flow path of molten metal at the protrusion is greater than that at the first rib. Therefore, in this embodiment, when forming an integrally cast metal component including the wheel arch and the upper member, the flow of molten metal in the protrusion is improved, and the filling efficiency of molten metal into the protrusion is also improved. Consequently, the filling efficiency of molten metal from the protrusion to the first rib is also improved.

[0023] In the vehicle front frame structure related to the seventh scheme, and in the vehicle front frame structure related to the first scheme, the second rib intersecting the first rib is located at the upper member.

[0024] In the vehicle front frame structure associated with the seventh scheme, the first and second ribs are located at the upper member, and the second rib intersects with the first rib. Therefore, in this scheme, when the load input to the side member along the longitudinal direction of the vehicle is transferred to the upper member, the number of transfer paths increases significantly, and the load transferred to the upper member can be more dispersed.

[0025] Note that "intersection" here refers to structures other than those where the second rib and the first rib are orthogonal. In addition, it also includes situations where the second rib and the first rib are completely intersecting, such as so-called T-shaped connections.

[0026] In the vehicle front frame structure associated with the eighth embodiment, and in the vehicle front frame structure associated with the first embodiment, the width dimension of the protrusion in a direction substantially orthogonal to the extension direction differs between the side member side and the upper member side of the protrusion.

[0027] In the vehicle front frame structure related to the eighth embodiment, the width dimension of the protrusion provided in the curved portion of the wheel arch differs on the side member side and the upper member side of the protrusion. That is, the thickness of the protrusion differs on its side member side and its upper member side. For example, the width dimension of the protrusion gradually increases or decreases from the side member side toward the upper member side. In this embodiment, by adjusting the width dimension relative to the shape of the protrusion's periphery, the filling efficiency of molten metal filling into the first rib can be improved.

[0028] In the vehicle front frame structure associated with the ninth embodiment, and in the vehicle front frame structure associated with the first embodiment, multiple protrusions extend radially toward the upper member side with the side member side as approximately the center and with the starting point of the protrusion at a position in the bend.

[0029] In the vehicle front frame structure related to the ninth embodiment, multiple protrusions provided in the curved portion of the wheel arch extend radially toward the upper member side with the side member side as approximately the center and with one position in the curved portion as the origin of the protrusion, and a first rib is provided on the upper member side. Since the protrusions are dispersed radially toward the upper member side with one position as their origin, multiple protrusions merge at the origin side of the protrusions, resulting in a large flow path surface area. Therefore, the flow path surface area is small at the portions of the protrusions that are far apart from each other, and the flow velocity can be increased accordingly.

[0030] In the vehicle front frame structure related to the tenth embodiment, and in the vehicle front frame structure related to the first embodiment, multiple protrusions extend radially toward the upper member side with the side member side as the approximate center and with the starting points of the protrusions at multiple locations in the bend.

[0031] In the vehicle front frame structure related to the tenth embodiment, multiple protrusions provided on the curved portion of the wheel arch extend radially toward the upper member side with the side member side as the approximate center and with the protrusions originating at multiple locations on the curved portion, and a first rib is provided on the upper member side. Since the protrusions originate at multiple locations, the multiple protrusions are in an independent state and gaps can be provided between them.

[0032] As described above, the vehicle front frame structure associated with this disclosure can increase the number of load transfer paths from the side members toward the front pillar side. Attached Figure Description

[0033] Exemplary embodiments of this disclosure will be described in detail with reference to the following figures, wherein:

[0034] Figure 1 These are perspective views of the front of a vehicle, which utilizes the vehicle front frame structure associated with this embodiment, viewed from the oblique left front side and from the top side. Figure 2 This is a side view showing the front of a vehicle with the front frame structure associated with this embodiment applied. Figure 3 This is a magnified perspective view showing a portion of the front of a vehicle that uses the front frame structure associated with this embodiment. Figure 4 This is an explanatory diagram used to explain the flow of molten metal when forming the front of a vehicle with a front frame structure related to this embodiment. Figure 5 It corresponds to Figure 2 The side view shows variant example 1; and Figure 6 It corresponds to Figure 2 The side view shows a variant example 2. Detailed Implementation

[0035] The following description uses the accompanying drawings to illustrate a vehicle front frame structure in relation to embodiments of the invention. Note that the arrows appropriately shown in the various drawings, "Front (FR)" denote the front side in the longitudinal direction of the vehicle, and "Up (UP)" denote the upper side in the vertical direction of the vehicle. The arrow "Right (RH)" denotes the right side in the lateral direction of the vehicle, and in this embodiment, the outer side in the lateral direction of the vehicle. In the following description, when only longitudinal, vertical, and left-right directions are used, unless otherwise stated, they refer to the longitudinal direction of the vehicle, the vertical direction of the vehicle, and the left-right direction (lateral direction of the vehicle).

[0036] <Structure of the vehicle's front frame structure> First, the structure of the vehicle front frame structure related to this embodiment will be described.

[0037] exist Figure 1 The diagram shows the application of the front (vehicle front) 11 of the vehicle front frame structure 10 associated with this embodiment to the vehicle 12. Although not shown, the vehicle 12 is, for example, an electric vehicle or a fuel cell vehicle that runs on power generated at a power unit.

[0038] Figure 2 It shows Figure 1 The side view of vehicle 12 shown. Figure 1 and Figure 2 In the vehicle 12 shown, wheel covers 14, on which front wheels (not shown) are arranged, are respectively provided on the left and right sides of the front part 11 of the vehicle. The right wheel cover 14 and the left wheel cover 14 are connected by a transverse member 16.

[0039] An apron upper member 18 extends along the longitudinal direction of the vehicle from the upper end of each wheel arch 14. A so-called suspension support cover 20 and a bend 22 are located inside the apron upper member 18 in the lateral direction of the vehicle. The bend 22 is located behind the suspension support cover 20 and is formed to protrude towards the rear of the vehicle. An upper member 24, extending in both the vertical and longitudinal directions of the vehicle, is located above the bend 22 and further outward in the lateral direction of the vehicle than the bend 22.

[0040] Side members 26, extending in both the vertical and longitudinal directions of the vehicle, are disposed below the suspension support cover 20 and the bend 22. Front pillar mounting portions 28, extending in both the vertical and longitudinal directions of the vehicle, are disposed behind the upper member 24 and the side members 26. Note that this front pillar mounting portion 28 is the so-called front pillar inner side, which forms the inner side of the front pillar in the lateral direction of the vehicle. Side outer members (not shown), which constitute part of the design of the vehicle 12, are mounted to the front pillar mounting portion 28.

[0041] A connecting portion 32 is provided on the underside of the front pillar mounting portion 28. The outer side of the floor panel (not shown) in the vehicle lateral direction and the front end of the sill 30 extending in the vehicle longitudinal direction are connected to the connecting portion 32. The front end of the sill 30 can be connected via the connecting portion 32 by, for example, bolts or welding.

[0042] Here, in this embodiment, the left and right wheel covers 14, including the suspension support cover 20 and the bending portion 22, as well as the left and right side members 26, the left and right upper members 24, the left and right front pillar mounting portions 28 and the lateral members 16, are integrally formed into an integral cast member (integrated part) 34 by casting a material such as aluminum alloy or magnesium alloy.

[0043] That is, the wheel cover 14, side member 26, upper member 24, front pillar mounting part 28, and lateral member 16 are all part of the integrally cast member 34. Therefore, in the following description, the wheel cover 14, side member 26, upper member 24, and lateral member 16 are described as wheel cover part 14, side member part 26, upper member part 24, and lateral member part 16, respectively.

[0044] In the integrally cast component 34 of this embodiment, for example, when manufacturing the mold, when the outer surfaces of the wheel cover portion 14, the side member portion 26, and the upper member portion 24 in the vehicle lateral direction are formed, the model slides outward in the vehicle lateral direction. Therefore, the wheel cover portion 14, the side member portion 26, and the upper member portion 24 in this embodiment are formed such that their outer surfaces in the vehicle lateral direction are open.

[0045] (Wheel cover) First, the wheel cover 14 of this embodiment will be described.

[0046] As described above, the wheel cover 14 is configured to include a suspension support cover 20 and a curved portion 22. Figure 1 As shown, the wheel cover portion 14 has a vertical wall portion 36 serving as a base, which extends inside the vehicle in the lateral direction and in the longitudinal and vertical directions of the vehicle.

[0047] Note that on the upper side of the side member portion 26 described below, the vertical wall portion 36 protrudes inward in the lateral direction of the vehicle along the shape of the suspension support cover portion 20, and on the rear side of the suspension support cover portion 20, the vertical wall portion 36 is formed to protrude inward toward the rear side of the vehicle to connect the suspension support cover portion 20 and the upper member portion 24 along the shape of the curved portion 22.

[0048] Furthermore, a connecting portion 38 is provided at the front end of the wheel arch portion 14. This connecting portion 38 is formed in the shape of a rectangular column and extends in the vertical direction of the vehicle. The beam member 40 and the collision box 42, which extend in the longitudinal direction of the vehicle, are connected via this connecting portion 38. The front bumper 44, which extends in the lateral direction of the vehicle, is connected to the front end of the collision box 42.

[0049] like Figure 2 As shown, the side member portion 26 is configured to include an upper wall portion 46 and a lower wall portion 48. The upper wall portion 46 extends along the longitudinal direction of the vehicle and forms the upper end of the side member portion 26, while the lower wall portion 48 forms the lower end of the side member portion 26. A plurality of transverse wall portions 50 extend along the longitudinal direction of the vehicle between the upper wall portion 46 and the lower wall portion 48. The upper wall portion 46, the lower wall portion 48, and the transverse wall portions 50 stand upright from the vertical wall portion 36 of the wheel cover portion 14 toward the outer side of the vehicle in the transverse direction.

[0050] Between the upper wall portion 46 and the lower wall portion 48, a plurality of vertical ribs 52 are provided along the vertical direction of the vehicle and located on the front portion 26A side of the side member portion 26. These vertical ribs 52 are arranged along the longitudinal direction of the vehicle. The suspension support cover portion 20 is provided on the upper side of the front portion 26A of the side member portion 26 and supports the upper end of the suspension of the front wheel (not shown).

[0051] On the other hand, on the rear 26B side of the side member 26 between the upper wall 46 and the lower wall 48, a plurality of oblique ribs 54 and a plurality of oblique ribs 56 are provided. The oblique ribs 54 are inclined toward the upper side of the vehicle while moving toward the rear side of the vehicle, and the oblique ribs 56 are inclined toward the lower side of the vehicle while moving toward the rear side of the vehicle. The plurality of oblique ribs 54 and the plurality of oblique ribs 56 are connected together to form a truss structure.

[0052] A boss 58, generally solid cylindrical or generally cylindrical tubular, is provided at the intersection of the oblique ribs 54, 56 and the transverse wall portion 50. The boss 58 serves as a seat (not shown) against which an ejector pin abuts when the integrally cast component 34, including the wheel cover 14, is formed during casting. Therefore, the bosses 58 are arranged offset from each other in the longitudinal direction of the vehicle so that they do not overlap in the vertical direction, allowing the integrally cast component 34 to be released from the mold in a well-balanced manner.

[0053] Note that the position of the boss 58 can be appropriately adjusted according to the mass balance of the integrally cast component 34. Furthermore, the boss 58 serves not only as a seat for the push-out pin but also as a seat for fastening with other components.

[0054] Here, in this embodiment, the curved portion 22 is provided on the upper side of the rear portion 26B of the side member portion 26. A plurality of ribs (protrusions) 60 are provided to extend on the outer surface of the curved portion 22 in the vehicle lateral direction. The ribs 60 protrude outward from the vertical wall portion 36 and tilt towards the upper side of the vehicle from the upper wall portion 46 of the side member portion 26 while moving towards the rear side of the vehicle.

[0055] For example, multiple (four in this case) ribs 60 are formed radially with the axle side of the front wheel (not shown) as approximately the center (virtual point P) and the upper wall portion 46 of the side member portion 26 as the starting point. Note, for example, that the width dimension W1 of the ribs 60 in a direction approximately orthogonal to the extending direction is approximately constant along the extending direction. The protrusion height of the ribs 60 is formed to be lower than the protrusion height of the first rib 62, which will be described later.

[0056] (Upper component part) As described above, the upper component 24 is disposed above the curved portion 22 and is located further outward in the lateral direction of the vehicle than the curved portion 22. Figure 1As shown. On its inner side in the vehicle's lateral direction, the upper component 24 has a vertical wall portion 36 that is connected to the curved portion 22 and extends in the vehicle's longitudinal and vertical directions.

[0057] In this embodiment, as Figure 2 As shown, a fender member 18, located at the upper end of the wheel arch 14 along the longitudinal direction of the vehicle, extends from the upper end of the upper member portion 24. A plurality of first ribs 62 extend from the outer surface of the upper member portion 24 in the lateral direction of the vehicle, standing upright from the vertical wall portion 36 and inclined towards the upper side of the vehicle while moving towards the rear. Note, for example, that the width dimension W2 of the first ribs 62 in a direction substantially orthogonal to the extension direction is substantially constant along its extension direction.

[0058] Here, a boundary rib (second rib) 64, standing upright from the vertical wall portion 36 outward in the lateral direction of the vehicle, is provided between the upper member portion 24 and the curved portion 22. This boundary rib 64 extends from the upper end side of the suspension support cover portion 20 to the lower end side of the front pillar mounting portion 28. A plurality of first ribs 62 are provided extending from this boundary rib 64. The first ribs 62 have a projection height approximately the same as the boundary rib 64. Furthermore, a boss 58 is provided between the boundary rib 64 and the first ribs 62.

[0059] In this embodiment, as Figure 3 As shown, the first rib 62 formed at the upper member portion 24 is provided on the extension line of the rib 60. The rib 60 formed at the bend portion 22 and the first rib 62 formed at the upper member portion 24 are connected via a boundary rib 64.

[0060] Here, in this embodiment, for example, on the side of the bend 22 of the boundary rib 64 (opposite to the first rib 62), the rib 60 formed at the vertical wall portion 36 connected to the bend 22 and protruding toward the opposite side of the first rib 62 is configured to extend substantially to the upper end of the boundary rib 64. Note that a portion of the boss 58 provided between the boundary rib 64 and the first rib 62 may be exposed at the boundary rib 64 toward the bend 22 side, and the rib 60 and the first rib 62 may be connected via these bosses 58.

[0061] On the other hand, as mentioned above Figure 2 The rib 60 shown is formed radially with the axle side of the front wheel as approximately the center and the upper wall portion 46 of the side member portion 26 as the starting point. Since the first rib 62 is connected to the rib 60 via the boundary rib 64, the first rib 62 is arranged at predetermined intervals along the boundary rib 64.

[0062] A plurality of second ribs 68, which stand upright from the vertical wall portion 36 and intersect with the plurality of first ribs 62, are arranged to be separated from each other on the outer surface of the upper component portion 24 in the vehicle lateral direction. These second ribs 68 are formed, for example, to have a projection height approximately the same as the first ribs 62, and are arranged to extend from the fender component portion 18 to the front end side of the front pillar mounting portion 28.

[0063] Note that the angle at which the first rib 62 and the second rib 68 intersect each other does not necessarily have to be the same; of course, the angle can vary depending on the area of ​​intersection. Furthermore, the first rib 62 and the second rib 68 can intersect in a roughly orthogonal manner, or they can intersect in a roughly T-shape.

[0064] <Operation and Effects of the Vehicle Front Frame Structure> The operation and effects of the vehicle front frame structure related to this embodiment will be described next.

[0065] like Figure 1 As shown, in this embodiment, a side member 26, a wheel cover 14, and an upper member 24 are provided. The side member 26, the wheel cover 14, and the upper member 24 are integrally formed into a single cast member 34.

[0066] The side member portion 26 is provided on the outer side in the lateral direction of the vehicle so as to extend in the longitudinal direction of the vehicle. The wheel cover portion 14 has a curved portion 22 that protrudes toward the rear side in the longitudinal direction of the vehicle. The upper member portion 24 is provided to be located further up on the vehicle than the side member portion 26. A first rib 62 extending toward the upper side of the vehicle while approaching the front pillar mounting portion 28 is formed at the upper member portion 24.

[0067] In addition, such as Figure 2 As shown, a rib 60 extending from the side member portion 26 toward the first rib 62 protrudes from the outer surface of the curved portion 22 in the vehicle lateral direction at the wheel cover portion 14.

[0068] In this way, in this embodiment, by providing a rib 60 at the bend 22 of the wheel cover portion 14 and a first rib 62 at the upper member portion 24, the rigidity of the integrally cast member 34 itself can be improved. Furthermore, the load input to the side member portion 26 in the longitudinal direction of the vehicle passes through the wheel cover portion 14 and the upper member portion 24 via the rib 60 and the first rib 62 and can be transmitted toward the front pillar mounting portion 28.

[0069] That is, in this embodiment, when the load is transmitted from the side member portion 26 toward the front pillar mounting portion 28, the number of load transmission paths can be increased by passing through the wheel cover portion 14 and the upper member portion 24 via the rib 60 and the first rib 62. Therefore, in this embodiment, the load transmitted from the side member portion 26 toward the front pillar mounting portion 28 can be distributed.

[0070] Incidentally, as described above, in this embodiment, the side member portion 26, the wheel cover portion 14, and the upper member portion 24 are integrally formed as a single-piece cast component 34. When forming the single-piece cast component 34, for example, as... Figure 4 As shown, the model of the integral cast component 34 (not shown) is arranged such that the suspension support cover 20 of the integral cast component 34 is located on the lower side and the front pillar mounting part 28 is located on the upper side.

[0071] The filling port for filling the mold with molten metal is located on the lower side of the mold and between a pair of left and right side components 26. The molten metal is filled into the mold (enters the cavity) through a channel (runner) and through a sprue (gate) located on the side of the vertical wall portion 36 of the left and right side components 26.

[0072] As shown by the arrow in the example, the molten metal filling the cavity flows from the front end of the side member 26 toward the transverse member 16 (see...). Figure 1 The material is guided from the side member 26 toward the wheel cover 14 and the upper member 24. Note that the pressure reducing device is provided on the upper side of the mold, which allows the gas in the cavity to escape and improves the flow of molten metal in the cavity.

[0073] In this embodiment, since the rib 60 is provided at the curved portion 22 of the wheel cover portion 14 and the first rib 62 is provided at the upper component portion 24, the number of flow paths of molten metal can be increased and the formability of the integrally cast component 34 can be improved when the integrally cast component 34 is formed.

[0074] In this embodiment, as Figure 2 As shown, the first ribs 62 are arranged radially with their side member portion 26 as approximately the center. By arranging multiple first ribs 62 in this way, the number of transmission paths is increased as much when a load input to the side member portion 26 in the longitudinal direction of the vehicle is transmitted toward the upper member portion 24.

[0075] Furthermore, in this embodiment, since the rib 60 is connected to the first rib 62, load transfer loss of loads input along the longitudinal direction of the vehicle can be reduced. Additionally, since the first rib 62 is connected to the rib 60 via the boundary rib 64, the flow of molten metal is improved when the integrally cast metal member 34 is formed.

[0076] In this embodiment, the protrusion height of the rib 60 is lower than that of the first rib 62. Therefore, in this embodiment, compared to the case where the rib 60 is formed to the same protrusion height as the first rib 62, space within the wheel cover portion 14 is ensured, and the passenger compartment space can be expanded accordingly.

[0077] Furthermore, in this embodiment, the width dimension W1 of the rib 60 is smaller than the width dimension W2 of the first rib 62. That is, the rib 60 is thinner than the first rib 62. Therefore, when the integrally cast component 34 is formed, the surface area of ​​the flow path of molten metal at the rib 60 is smaller than that at the first rib 62, and the filling speed of the molten metal guided from the rib 60 to the first rib 62 increases.

[0078] Furthermore, in this embodiment, a second rib 68 intersecting the first rib 62 is provided on the upper member portion 24. Therefore, when a load input to the side member portion 26 along the longitudinal direction of the vehicle is transferred to the upper member portion 24, the number of load transfer paths increases significantly, and the load transferred to the upper member portion 24 can be more dispersed.

[0079] Furthermore, in this embodiment, the plurality of protruding ribs 60 provided at the curved portion 22 of the wheel cover portion 14 extend radially toward the upper member portion 24 on which the first rib 62 is provided, with the side member portion 26 as the approximate center and multiple positions at the curved portion 22 as the starting points.

[0080] In this way, in this embodiment, since the starting points of the ribs 60 are located at multiple positions, the multiple ribs 60 are in an independent state and can be spaced apart from each other. Therefore, the molten metal can be effectively cooled when cooling the integrally cast component 34.

[0081] (Example of a variation of this embodiment) like Figure 2 As shown, in this embodiment, the rib 60 provided at the curved portion 22 of the wheel cover portion 14 extends radially toward the upper member portion 24 where the first rib 62 is provided, with the side member portion 26 as approximately the center and multiple locations at the curved portion 22 as starting points. However, the embodiment is not limited to this.

[0082] For example, as shown in variant example 1, such as Figure 5 As shown, multiple ribs (protrusions) 70 can extend radially with the side member portion 26 as approximately the center and starting from a single location at the bend 22. In this case, the multiple ribs 70 merge on the starting side of the ribs 70, thus resulting in a large flow path surface area. Therefore, the flow path surface area becomes smaller at the portions of the protrusions that are far apart from each other, and the flow velocity can be increased accordingly. Furthermore, although not shown, the multiple ribs 70 can extend radially from multiple locations. In addition, multiple ribs 70 extending radially with at least one location as the starting point and independently extending ribs 70 can be provided.

[0083] Furthermore, in this embodiment, such as Figure 2As shown, the width dimension W1 of the rib 60 is approximately constant along the extension direction, but the embodiment is not limited to this.

[0084] For example, as variant example 2, Figure 6 The rib 74 shown can be formed such that its width gradually decreases from the side member portion 26 towards the upper member portion 24. Because the width of the rib 74 gradually decreases from the side member portion 26 towards the upper member portion 24 in this manner, the surface area of ​​the flow path of the molten metal also decreases from the side member portion 26 towards the upper member portion 24. Therefore, the filling speed increases as much when forming the integrally cast member 34.

[0085] also, Figure 6 The rib 72 shown can be formed such that its width gradually increases from the side member portion 26 towards the upper member portion 24. Because the width of the rib 72 gradually increases from the side member portion 26 towards the upper member portion 24 in this manner, the surface area of ​​the flow path of the molten metal also increases from the side member portion 26 towards the upper member portion 24. Therefore, when forming the integrally cast member 34, the flow of the molten metal is improved, and the filling efficiency is increased.

[0086] Here, by adjusting the surface area of ​​the flow path of the molten metal, such as the ribs 72 and 74, the flow rate of the molten metal can be adjusted, and the filling efficiency of the molten metal can be improved.

[0087] Furthermore, in this embodiment, such as Figure 2 As shown, the width dimension W1 of the rib 60 is smaller than the width dimension W2 of the first rib 62. This results in an increased filling speed of the molten metal guided from the rib 60 into the first rib 62 during the forming of the integrally cast component 34. However, the embodiment is not limited to this.

[0088] For example, although not shown, the width dimension W1 of the rib 60 can be formed to be larger than the width dimension W2 of the first rib 62. In this case, the rib 60 is thicker than the first rib 62, and when the integrally cast component 34 is formed, the surface area of ​​the flow path of the molten metal at the rib 60 is greater than the surface area of ​​the flow path of the molten metal at the first rib 62, thus improving the flow of the molten metal and the filling efficiency of the molten metal into the rib 60. Therefore, when the integrally cast component 34 is formed, the filling efficiency of the molten metal into the first rib 62, which is located downstream of the rib 60 in the flow direction of the molten metal, is also improved.

[0089] Furthermore, in this embodiment, such as Figure 2As shown, the first rib 62 is located on the extension line of the rib 60. However, since it is sufficient for the rib 60 and the first rib 62 to be connected via the boundary rib 64, the first rib 62 does not necessarily have to be located on the extension line of the rib 60.

[0090] Furthermore, in this embodiment, the rib 60 extends from the upper wall portion 46 of the side member portion 26 toward the first rib 62. However, it is sufficient for the rib 60 to extend toward the first rib 62; therefore, the rib 60 does not necessarily have to extend from the upper wall portion 46 of the side member portion 26. For example, the rib 60 may extend toward the first rib 62 independently on the upper side of the upper wall portion 46.

[0091] In this embodiment, the protruding height of the rib 60 is lower than the protruding height of the first rib 62, such as... Figure 3 As shown. However, the rib 60 can be formed to have approximately the same projection height as the first rib 62. Furthermore, the rib 60, the first rib 62, and the second rib 68 do not necessarily have to have the same projection height along their extension direction.

[0092] For example, the rib 60 can be formed to gradually increase in height towards the first rib 62. Furthermore, the width, protrusion height, etc., of the multiple ribs 60 can differ in the area where the rib 60 is formed. The multiple first ribs 62 and second ribs 68 remain the same as these ribs 60.

[0093] Furthermore, although in this embodiment Figure 2 The second rib 68 shown is formed with a projection height approximately the same as the first rib 62, but the projection height of the second rib 68 does not necessarily have to be approximately the same. For example, the second rib 68 may be formed to be shorter than the first rib 62, or it may be formed to resemble a rib 60.

[0094] The shapes of the ribs 60, the first rib 62, and the second rib 68 can be appropriately changed according to the positional relationship between the upper wall portion 46 of the side member portion 26 and the adjacent ribs 60, the fluidity of the molten metal when casting the integral casting component 34, and the cooling efficiency when cooling the integral casting component 34.

[0095] (Supplementary explanation regarding the above embodiments) Note that, as Figure 1 As shown, the above embodiment describes an example in which the left and right wheel arch portions 14 and the transverse member portion 16 are integrally formed by casting at the integrally cast component 34. However, the embodiment is not limited to this.

[0096] For example, although not shown, the right half of the right wheel cover 14 and the right half of the transverse member 16 can be integrally cast by casting to form a right cast member, and the left half of the left wheel cover 14 and the left half of the transverse member 16 can be integrally cast by casting to form a left cast member, which can be joined together by a joint to form a single unit. In this case, the cast member can be formed to be smaller than the integral cast member 34, and thus, it is possible to reduce the cost of the forming mechanism, which includes the forming equipment.

[0097] Here, the joint can be joined so that the distal end of the right half of the transverse member 16 and the distal end of the left half of the transverse member 16 overlap in the longitudinal or vertical direction of the vehicle. Furthermore, the distal ends of the right half and the left half of the transverse member 16 can be joined together by another member while they are adjacent to each other.

[0098] Furthermore, although the side member portion 26 and the wheel cover portion 14 are integrally formed in this embodiment, they do not necessarily have to be integrally formed. For example, the side member portion 26 can be fixed to the underside of the wheel cover portion 14 as another member. In this case, the wheel cover portion 14 and the side member portion 26 can be made of different materials.

[0099] Furthermore, in this embodiment, the front pillar mounting portion 28 is integrally formed with the integrally cast component 34, but the front pillar mounting portion 28 can also be formed as a component separate from the integrally cast component 34. In this case, the wheel arch portion 14 and the front pillar mounting portion 28 can be made of different materials.

[0100] Although embodiments of the invention have been described above, the invention is not limited to these embodiments, and these embodiments and various variations can be appropriately combined. Of course, the invention can be implemented in various forms without departing from its spirit.

Claims

1. A front frame structure for a vehicle, comprising: Side member, which extends outward in the lateral direction of the vehicle and in the longitudinal direction of the vehicle; Wheel cover, which is integrally formed or provided with the side member, and has a curved portion that protrudes toward the rear side in the longitudinal direction of the vehicle; as well as The upper member, which is integrally formed with the wheel arch and positioned further up the vehicle than the side member, has a first rib formed thereon that extends towards the upper part of the vehicle while approaching the front pillar mounting portion. The protrusion extends from the outer surface of the vehicle in the lateral direction of the curved portion and extends from the side member toward the first rib.

2. The vehicle front frame structure according to claim 1, wherein, Multiple first ribs are arranged radially with the side member side as approximately the center.

3. The vehicle front frame structure according to claim 1, wherein, The protrusion is directly or indirectly connected to the first rib.

4. The vehicle front frame structure according to claim 1, wherein, The protrusion height of the protrusion is lower than that of the first rib.

5. The vehicle front frame structure according to claim 1, wherein, The width dimension in a direction substantially orthogonal to the extension direction of the protrusion is smaller than the width dimension in a direction substantially orthogonal to the extension direction of the first rib.

6. The vehicle front frame structure according to claim 1, wherein, The width dimension in a direction substantially orthogonal to the extension direction of the protrusion is greater than the width dimension in a direction substantially orthogonal to the extension direction of the first rib.

7. The vehicle front frame structure according to claim 1, wherein, A second rib intersecting the first rib is disposed at the upper member.

8. The vehicle front frame structure according to claim 1, wherein, The width dimension of the protrusion in a direction substantially orthogonal to the extension direction differs between the side member side and the upper member side of the protrusion.

9. The vehicle front frame structure according to claim 1, wherein, The plurality of protrusions extend radially toward the upper member side with the side member side as the general center and with the protrusions originating at a location in the bend.

10. The vehicle front frame structure according to claim 1, wherein, The plurality of protrusions extend radially toward the upper member side with the side member side as the general center and with the protrusions starting at multiple locations in the bend.

Images