Vehicle structure

Abstract

To provide a vehicle structure capable of properly preventing or inhibiting a dash panel from being pushed toward the rear part of a vehicle by means having a simple structure when a cab-over vehicle undergoes a frontal collision.SOLUTION: A front wall part 58 of a front part of a suspension frame 5 of a vehicle structure A is curved or bent in such a manner that an area 58a close to a center in a vehicle width direction projects forward in the vehicle beyond an area 58b close to an end in a bottom view. The area 58a close to the center of the front wall part 58 is located near a lower part of a dash panel 18. A cradle 6 has a rear part coupled to the area 58b close to the end of the front wall part 58. When a predetermined or larger load is input from the front of the vehicle, the cradle is configured to be compressively deformable to a position substantially aligned with the area 58a close to the center of the front wall part 58 in a vehicular fore-and-aft direction.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle structure such as an automobile.

Background Art

[0002] As a specific example of the vehicle structure, there are vehicle structures described in Patent Documents 1 to 3. In the vehicle structures described in these documents, a suspension frame is attached below a front side member as a vehicle body component. Further, the suspension frame and a front end member on the front side of the vehicle are bridged and connected using a cradle. When a frontal collision of the vehicle occurs and a large collision load is input to the front part of the vehicle, the cradle is compressed and deformed to obtain a shock absorption effect.

[0003] However, in the above prior art, as described below, there is still room for improvement.

[0004] When the vehicle is a cab-over type (a vehicle in which a drive device is arranged under the vehicle floor such as below the driver's seat), the distance from the front end of the vehicle to the suspension frame is generally short. For this reason, it is difficult to increase the length of the cradle in the vehicle front-rear direction. As a result, it is also difficult to appropriately control the compression deformation of the cradle when a frontal collision of the vehicle occurs and to increase the amount of compression deformation. Therefore, there is a problem that excellent shock absorption performance cannot be obtained by the deformation of the cradle. In this case, the dash panel that partitions the front side of the passenger compartment may be greatly pushed into the passenger compartment (the rear side of the vehicle) due to the load input caused by the frontal collision of the vehicle, which is not appropriate. In electric vehicles such as battery electric vehicles and hybrid electric vehicles, the vehicle weight is larger than that of a general internal combustion engine vehicle, and the impact load when a frontal collision of the vehicle occurs is likely to be large. For this reason, in the case of such an electric vehicle, the above problem becomes more prominent, and it is more strongly required to solve this problem.

Prior Art Documents

Patent Document

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0006] The present invention has been conceived under the circumstances as described above, and an object thereof is to provide a vehicle structure capable of appropriately preventing or suppressing, by means of a simple structure, a dash panel from being pushed into the rear side of the vehicle when a frontal collision occurs in a cab-over type vehicle.

Means for Solving the Problems

[0007] To solve the above problems, the present invention takes the following technical means.

[0008] The vehicle structure provided by the present invention includes a suspension frame attached to a vehicle body component located at the front part of a cab-over type vehicle, and a front end member located on the front side of the vehicle relative to the suspension frame and a bridging connection between the suspension frame A vehicle structure comprising a cradle and a dash panel that partitions the front side of a passenger compartment provided at the front portion of the vehicle so as to be positioned above the suspension frame and the cradle. At the front portion of the suspension frame, there is provided a front wall portion that stands upright in the vertical height direction facing the front of the vehicle and extends in the vehicle width direction. In a bottom view, the central region in the vehicle width direction of this front wall portion is curved or bent such that it protrudes forward of the vehicle more than the edge region. The central region of the front wall portion is set to be positioned near the lower side of the dash panel. The cradle has its rear portion connected to the edge region of the front wall portion in the vehicle width direction, and is configured to be compressively deformable to a position substantially coinciding with the central region of the front wall portion in the vehicle longitudinal direction when a load input of a predetermined value or more is applied from the front side of the vehicle.

[0009] According to such a configuration, the following effects can be obtained. First, the cradle has its rear portion connected to the edge region in the vehicle width direction of the front wall portion of the suspension frame, and this portion is located on the rear side of the vehicle relative to the central region of the front wall portion. Therefore, it is possible to increase the overall length of the cradle in the vehicle longitudinal direction. As a result, it becomes easier than in the prior art to appropriately control the compressive deformation of the cradle when a frontal collision of the vehicle occurs and to increase the amount of compressive deformation. This enables an excellent shock absorption effect to be obtained due to the deformation of the cradle, and prevents the dash panel from being greatly pushed into the passenger compartment (rear side of the vehicle) when a frontal collision of the vehicle occurs. Second, when a frontal collision of the vehicle occurs and the cradle is compressed and deformed, as this compression deformation, it is possible to compress and deform the cradle to a position substantially coinciding with a region closer to the center in the vehicle width direction of the front wall portion of the suspension member in the vehicle longitudinal direction. In the stage after such compression deformation of the cradle is completed, it is possible to receive a collision load by both the cradle that has completed the compression deformation and has become rigid and the region closer to the center in the vehicle width direction of the front wall portion. Therefore, when a frontal collision of the vehicle occurs, it is possible to more appropriately prevent or suppress the dash panel from being pushed into the vehicle interior. That is, according to the present invention, in front of the dash panel on the vehicle side, the deformation and displacement of the front portion of the vehicle are completed, the influence on the vehicle interior on the rear side of the dash panel is reduced, and the occupant protection performance can be enhanced. Third, in the present invention, the configurations of the suspension frame and the cradle are devised so as to obtain the above-described effects, and it is not necessary to additionally use expensive or heavy members. Therefore, an increase in manufacturing cost and vehicle weight can be appropriately suppressed, and productivity can also be made good.

[0010] Other features and advantages of the present invention will become more apparent from the following description of embodiments of the invention with reference to the accompanying drawings.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

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Figure 8

Figure 9

Mode for Carrying Out the Invention

[0012] Hereinafter, preferred embodiments of the present invention will be specifically described with reference to the drawings.

[0013] The vehicle structure A shown in Figs. 1 to 4 is applied to a cab-over type vehicle 1. Although omitted in the drawings, this vehicle 1 has, for example, a motor as a driving device mounted under the floor of the cargo compartment, and an ESU (Electricity Supply Unit: a unit in which a charging integrated ECU for controlling charging to a battery, an in-vehicle charger, a DC-DC converter, etc. are unitized) is mounted below the driver's seat and the passenger seat. It is an electric vehicle. However, the present invention is not limited to this, and as will be described later, for example, it can also be a cab-over type in which a driving device such as a motor is mounted under the floor below the driver's seat. In the vehicle 1 of the present embodiment, a power storage device unit 79 including a battery and the like is mounted below the floor portion 10 using appropriate brackets. Reference numeral 18 in Figs. 2 and 3 is a dash panel that partitions the front part of the vehicle compartment.

[0014] This vehicle structure A includes a pair of left and right side members 3 (shown with a dot pattern in FIGS. 1 and 4), a suspension frame 5, a pair of cradles 6, and a front end bar 17 which is an example of a front end member as referred to in the present invention. This front end bar 17 is a member for preventing pedestrian entrapment and extends in the vehicle width direction at a position below the pair of side members 3. The vehicle structure A further includes two vehicle equipment units 7a, 7b attached to the suspension frame 5.

[0015] The pair of side members 3 correspond to an example of the "body constituent members located at the front part of the vehicle" as referred to in the present invention, are spaced apart from each other in the vehicle width direction, and extend in the vehicle longitudinal direction from near the front end of the vehicle 1 towards the rear of the vehicle. Each side member 3 has each part formed into a closed cross-section structure and is joined to the lower surface of the floor part 10 (floor panel part). As will be described later, a cradle 6 is connected to the front end bar 17, and each side member 3 is also connected via a bracket 39.

[0016] In this vehicle structure A, as well represented in FIG. 4, cross members 80a, 80b bridging between the pair of side members 3, a pair of inclined beam members 81, a pair of left and right rockers 19 located on the outer sides in the vehicle width direction of the pair of side members 3 and extending in the vehicle longitudinal direction, and a torque box 82 are appropriately provided. The rocker 19 is a member constituting the lower edge of the side door opening (not shown) on the side part of the vehicle 1, and the outer end in the vehicle width direction of the floor part 10 is joined to this rocker 19. An opening 10a for maintenance is provided in the floor part 10.

[0017] The suspension frame 5 is one of the components of the front suspension of this vehicle 1 and is a frame for mounting and supporting a pair of lower arms 4 for suspending the left and right front wheels 9. This suspension frame 5 is substantially rectangular frame-shaped when viewed from the bottom, and includes a front side member 50, a rear side member 51, and a pair of left and right lateral side members 52, and these are connected in series using a method such as welding (see also FIG. 5). The front side member 50 and the rear side member 51 are members that extend in the vehicle width direction with a space therebetween in the vehicle front-rear direction. The pair of left and right lateral side members 52 of the suspension frame 5 extend in the vehicle front-rear direction with a space therebetween in the vehicle width direction, and connect both ends in the vehicle width direction of the front side member 50 and the rear side member 51, respectively. Connection portions J1 using rubber bushes or the like for connecting and supporting the lower arm 4 are provided at both ends in the vehicle width direction of the front side member 50, and a connection portion J2 is provided at the rear end portion of the lateral side member 52.

[0018] The suspension frame 5 is fixed and attached to the lower surface side of the pair of side members 3 so as to be located on the vehicle front side of the power storage device unit 79. As this attachment means, for example, an upward convex bracket portion 53 is provided protruding from the upper surface portion of the front side member 50, and a bolt fastening portion 54 having a bolt insertion hole is provided on the rear side member 51. The upper portions of these bracket portions 53 and the bolt fastening portion 54 are fastened to the lower surface portion of the side member 3 using bolts 88a and 88b.

[0019] The front side member 50 of the suspension frame 5 has a front wall portion 58 that stands up in the vertical height direction facing the vehicle front side and extends in the vehicle width direction. This front wall portion 58 has a curved or bent shape such that a region 58a closer to the center in the vehicle width direction is located on the vehicle front side of an end region 58b. The region 58a closer to the center of the front wall portion 58 is set to be located in the vicinity below the dash panel 18.

[0020] The cradle 6 is a member that bridges and connects the front side member 50 of the suspension frame 5 and the front end bar 17, and the rear portion of the cradle 6 is connected to each of the end regions 58b of the front wall portion 58. More specifically, as well represented in FIGS. 6 to 8, the cradle 6 includes first and second main body portions 61, 62, and a base end bracket portion 63. As well represented in FIG. 7(a), the first main body portion 61 is a member having a substantially U-shaped cross section with a downward opening, and the second main body portion 62 is a member having a substantially U-shaped cross section with an upward opening, and they are fitted to each other and welded. Both the first and second main body portions 61, 62 extend in the vehicle longitudinal direction, and their base end portions (rear end portions) are fixedly supported by the base end bracket portion 63. The base end bracket portion 63 is a portion protruding forward of the vehicle from the end-proximate region 58b of the front wall portion 58, and is a portion where the base end portions of the first and second main body portions 61, 62 can be connected and fixed using bolts and nuts 86a, 86b or welding means. At the front end portion of the cradle 6, as well represented in FIG. 5, for example, an auxiliary bracket 66 is attached using a bolt 86c. Through this auxiliary bracket 66, the connection between the front end bar 17 and the cradle 6 is achieved.

[0021] The cradle 6 is provided with a plurality of rigidity break points Ra, Rb as means for inducing compression deformation (bending deformation) of the cradle 6 when a frontal collision of the vehicle 1 occurs and a load input exceeding a predetermined value is applied. That is, in the present embodiment, a concave portion 64 as a bending deformation inducing portion is formed on the lower side of the portion near the tip of the first main body portion 61, and this portion serves as the rigidity break point Ra. The tip portion 62a of the second main body portion 62 is located at a position substantially coinciding with the concave portion 64 or at a position slightly rearward of the vehicle with respect to the concave portion 64, and the change in rigidity at the rigidity break point Ra is larger. Further, a concave portion 65 is formed on the upper side of the portion near the base end of the first main body portion 61, and this portion serves as the rigidity break point Rb. It is also possible to adopt a configuration in which a lead portion is formed on the second main body portion 62 or the like to make the change in rigidity at the rigidity break point Rb larger. Among the cradle 6, the region between the two concave portions 64, 65 is inclined upward to the front. For this reason, when the cradle 6 receives a load greater than a predetermined value from the front side of the vehicle, bending deformation (buckling deformation) starting from the rigidity break points Ra and Rb occurs, and it rotates in the direction of arrow Da in FIG. 3 and can be compressed and deformed as indicated by reference numeral Na in the phantom line in the same figure. In this case, the cradle 6 can be compressed and deformed to a position substantially coinciding with the region 58a near the center of the front wall portion 58 in the longitudinal direction of the vehicle.

[0022] As schematically shown by the phantom lines in FIGS. 2 and 5, a steering gear box 77 is attached to the front side member 50 of the suspension frame 5. This steering gear box 77 is attached, for example, in the vicinity above the front wall portion 58 of the front side member 50. At the time of this attachment, for example, the base end bracket portion 63 of the cradle 6 may be used as the attachment location of the steering gear box 77. Also, a part of the steering gear box 77 may be supported in the region near the center in the vehicle width direction at the upper part of the front side member 50. In the present embodiment, the basic form of the front side member 50 is such that the region near the center in the vehicle width direction protrudes toward the front side of the vehicle in a bottom view. For this reason, compared with the case where the front side member 50 is not in such a form, it becomes possible to arrange the steering gear box 77 toward the front side of the vehicle. This is preferable for improving the layout property of the steering gear box 77 and for laying the steering shaft connected to the steering gear box 77 obliquely.

[0023] As well represented in FIG. 9, the two vehicle equipment units 7a and 7b are units in which the vehicle equipment 70a and 70b are attached to the appropriately bent metal plate-like support members 71a and 71b. The vehicle equipment 70a and 70b are, for example, an electric compressor and an electric heater for air conditioning. In the present embodiment, the vehicle equipment 70a is attached to the lower surface side of the support member 71a, while the vehicle equipment 70b is attached to the upper surface side of the support member 71b. The vehicle equipment units 7a and 7b are attached to the suspension frame 5, positioned between a pair of lateral members 52 in the vehicle width direction, and bridging and connecting the front member 50 and the rear member 51. Also, it is set in a substantially V-shaped configuration that opens forward when viewed from the bottom. More specifically, the suspension frame 5 includes front brackets 55a and 55b for attaching vehicle equipment, and a rear bracket 55c. The rear bracket 55c is shared for attaching the rear parts of both of the two vehicle equipment units 7a and 7b. The front portions of the support members 71a and 71b of the two vehicle equipment units 7a and 7b are connected to the front brackets 55a and 55b using bolts 89, and the rear portions of the support members 71a and 71b are connected to the rear bracket 55c using bolts 87. As a result, the two vehicle equipment units 7a and 7b extend in a posture inclined with respect to the vehicle longitudinal direction when viewed from the bottom, and the front sides of the two vehicle equipment units 7a and 7b are in a front-expanded shape (substantially V-shaped that opens forward when viewed from the bottom) where the mutual interval in the vehicle width direction is larger than that of the rear sides.

[0024] Next, the operation of the above-described vehicle structure A will be described.

[0025] First, when a frontal collision of the vehicle 1 occurs, as shown in FIG. 1(b), a collision load equal to or greater than a predetermined value is input to the front part of the vehicle 1, and a part of the load may act on the cradle 6. In this case, as described above, the cradle 6 undergoes bending deformation (buckling) starting from the rigidity break points Ra and Rb, and undergoes compressive deformation as indicated by the reference symbol Na in FIG. 3. Such a compressive deformation action of the cradle 6 provides an impact absorption action. Since the rear part of the cradle 6 is connected to the edge region 58b located on the rear side of the vehicle with respect to the central region 58a in the vehicle width direction of the front wall portion 58 of the suspension frame 5, the overall length of the cradle 6 in the vehicle longitudinal direction can be increased. For this reason, it becomes easy to control the compressive deformation of the cradle 6, and it is possible to increase the amount of compressive deformation to enhance the impact absorption action. In the present invention, since the rigidity break points Ra and Rb that induce bending deformation are provided on the cradle 6, it is possible to easily and appropriately achieve compressive deformation of the cradle 6 in the manner indicated by the reference symbol Na in FIG. 3.

[0026] After the cradle 6 has undergone compressive deformation in the manner indicated by the reference symbol Na in FIG. 3, the cradle 6 does not easily deform further and is in a state with increased rigidity, and is arranged to substantially coincide with the central region 58a in the vehicle width direction of the front wall portion 58 in the vehicle longitudinal direction. For this reason, it is possible to appropriately receive the collision load by both the central region 58a and the cradle 6. As a result, when a frontal collision of the vehicle 1 occurs, it is possible to appropriately prevent or suppress the dash panel 18 from being pushed into the vehicle interior (rear side of the vehicle).

[0027] The collision load caused by the frontal collision of the vehicle 1 can be input not only to the cradle 6 but also to the side member 3. Therefore, it is possible to make the impact resistance (load resistance) etc. when a frontal collision occurs even better. Further, when a collision load is input to the front side member 50 of the suspension frame 5 via the cradle 6 or the like, a part of this load can be received by the vehicle equipment units 7a and 7b which are set in a substantially V shape with a front opening in a bottom view. Therefore, it is also possible to appropriately prevent the front side member 50 of the suspension frame 5 from retreating greatly, and to further reduce the possibility of the dash panel 18 retreating. As a result, the occupant protection performance is enhanced. Further, according to the present embodiment, since the collision load can be effectively received in the region on the vehicle front side of the dash panel 18, it is also possible to avoid the constituent members of the vehicle 1 from strongly colliding with the power storage device unit 79. Note that a part of the load input to the suspension frame 5 is transmitted to the side member 3 via the lateral side member 52 and further transmitted to the vehicle rear side. For this reason, it is possible to improve the transmission property of the collision load and to make the impact resistance performance etc. when the vehicle 1 makes a frontal collision even better.

[0028] In the vehicle structure A of the present embodiment, although the suspension frame 5 and the cradle 6 are contrived, there is no need, or little need, to increase the thickness of each part or to separately add and provide a large-sized reinforcing member. Therefore, it is possible to suppress an increase in the manufacturing cost and weight of the vehicle 1 and to improve the productivity.

[0029] The present invention is not limited to the contents of the above-described embodiments. The specific configuration of each part of the vehicle structure according to the present invention can be variously designed and changed within the scope intended by the present invention.

[0030] In the above-described embodiment, the vehicle 1 is a battery electric vehicle (BEV), but the present invention is applicable not only to other electric vehicles, hybrid vehicles, etc., but also to, of course, other vehicles such as hydrogen vehicles and internal combustion engine vehicles. The cab-over type vehicle to which the present invention is applied is originally (narrowly) a vehicle in which a driving device such as an engine or a motor is arranged below the driver's seat, but the present invention is not limited thereto. The cab-over type as referred to in the present invention is a vehicle (non-hood type vehicle) in which a driving device such as an engine or a motor is mounted under the vehicle body floor, and includes a broad concept including a case where the driving device is mounted under the floor other than below the driver's seat, for example, under the cargo compartment floor as in the above-described embodiment. The type of the driving device may be a motor, an internal combustion engine, etc., and its type is not limited.

[0031] The front end member is not limited to the front end bar 17 for preventing pedestrian entrapment, and may be, for example, a front bumper or a front bumper reinforcement, etc., and its specific member name is not limited. The cradle is preferably provided with at least one rigidity breaking point that induces bending deformation when a load equal to or greater than a predetermined value is input, but is not limited thereto. The specific shape, size, material of the cradle, and the connection structure with the suspension frame and the front end member, etc. can be variously changed. The specific shape of the suspension frame is not limited either. As the connecting means for each part of the vehicle structure according to the present invention, various means such as fastening means other than bolting (bolt fastening) and welding can be adopted.

Explanation of Reference Numerals

[0032] A Vehicle Structure 1 Vehicle 10 Floor Portion 17 Front End Bar (Front End Member) 18 Dash Panel 3 Side Member (Vehicle Body Component) 5 Suspension Frame 50 Front Side Member 58 Front Wall Portion 58a Region Closer to the Center (in the vehicle width direction of the front wall portion) 58b Region Closer to the End (in the vehicle width direction of the front wall portion) 6 Cradle

Claims

【Claim 1】 A suspension frame attached to a body component located at the front of a cab-over type vehicle, a cradle that bridges and connects a front end member located on the vehicle front side of the suspension frame and the suspension frame, a dash panel that defines the front side of a passenger compartment provided at the front of the vehicle so as to be located above the suspension frame and the cradle, A vehicle structure comprising: The front portion of the suspension frame is provided with a front wall portion that stands upright in the vertical height direction facing the front of the vehicle and extends in the vehicle width direction, and in a bottom view, the region closer to the center in the vehicle width direction of this front wall portion is curved or bent so as to protrude more toward the vehicle front side than the edge region, The region closer to the center of the front wall portion is set to be located in the vicinity of the lower part of the dash panel, The cradle is characterized in that the rear part is connected to the edge region of the front wall portion, and when a load input of a predetermined amount or more is applied from the vehicle front side, it is configured to be compressively deformable to a position substantially coinciding with the region closer to the center of the front wall portion in the vehicle longitudinal direction. Vehicle structure.

Images