Vehicle front structure

Abstract

To suppress movement of a suspension tower bar in a vehicle width direction when a vehicle travels or the vehicle receives a side collision.SOLUTION: The vehicle-body front structure comprises a suspension tower bar 18 which interconnects respective upper portions of a pair of right-and-left suspension tower side 16L and side 16R, a cross member 19 which is provided in front of and below the suspension tower bar 18 and interconnects the right-and-left vehicle-body structure side 20L and side 20R, a pair of bracket side 60L and side 60R which extend between the suspension tower bar 18 and the cross member 19 and are spaced apart from each other in the vehicle width direction, and the device module 40. The device module 40 includes a plurality of devices of a refrigeration cycle used for temperature adjustment of the vehicle interior air and the battery for traveling. The device module 40 is disposed between the pair of bracket side 60L and side 60R and is fixed to each of the pair of bracket side 60L and side 60R.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This specification discloses a front structure of a vehicle having a suspension tower bar connecting a pair of suspension towers. [Background technology]

[0002] Vehicles with suspension tower bars that connect the upper parts of a pair of left and right suspension towers at the front of the vehicle are known. The suspension tower bars improve the rigidity of the vehicle body by suppressing body deformation caused by tensile and torsional forces that the vehicle receives from the suspension towers via the tires and suspension while traveling.

[0003] Patent Document 1 discloses a vehicle having a suspension tower bar. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-230489 Summary of the Invention [Problem to be solved by the invention]

[0005] There is a demand for a structure that can restrict the movement of the suspension tower bar in the vehicle width direction while the vehicle is moving or when the vehicle is hit by a side collision, thereby suppressing body deformation.

[0006] This specification discloses a vehicle front structure that can suppress movement of a suspension tower bar in the vehicle width direction when the vehicle is traveling or when the vehicle is hit by a side collision. [Means for solving the problem]

[0007] The vehicle front structure disclosed in this specification includes a suspension tower bar connecting the upper portions of a pair of left and right suspension towers at the front of the vehicle, a cross member disposed in front of and below the suspension tower bar to connect the left and right vehicle body structures, a pair of brackets disposed laterally spaced apart between the suspension tower bar and the cross member, and an equipment module including multiple refrigeration cycle devices used to regulate the temperature of the air in the vehicle cabin and the driving battery. The equipment module is disposed between the pair of brackets and fixed to each of the pair of brackets.

[0008] With this configuration, when the vehicle is traveling, the force acting on the suspension tower bar in one direction across the vehicle (left-right direction of the vehicle) due to the force received from the suspension tower can be transmitted to the body structure connected to the cross member via the pair of brackets and the equipment module. This makes it possible to suppress movement of the suspension tower bar across the vehicle, thereby suppressing twisting of the body while the vehicle is traveling.

[0009] Furthermore, with the above configuration, when the vehicle is hit by a side collision, the load generated in the suspension tower bar due to the collision load and directed in one direction in the vehicle width direction (vehicle left-right direction) can be transmitted to the vehicle body structure connected to the cross member via the pair of brackets and the equipment module. This makes it possible to suppress movement of the suspension tower bar in the vehicle width direction and reduce the amount of penetration of the colliding object into the vehicle body.

[0010] In the vehicle front structure disclosed herein, each of the pair of brackets may include an upper portion fixed to the suspension tower bar and extending forward of the vehicle, a pillar portion extending downward from the front end of the upper portion toward the bottom of the vehicle, and a lower portion extending forward of the vehicle from the lower end of the pillar portion and fixed to the cross member, and the equipment module may be fixed to the upper and lower portions of the pair of brackets.

[0011] According to the above configuration, the equipment module is fixed to the upper part of the bracket to which the suspension tower bar is fixed and to the lower part of the bracket to which the cross member is fixed, so that the load generated on the suspension tower bar in one direction of the vehicle width (left-right direction of the vehicle) can be efficiently transmitted from the suspension tower bar to the vehicle body structure via the equipment module and cross member.

[0012] In the vehicle front structure of the present disclosure, the pair of left and right suspension towers and the left and right body structures to which the cross member is connected may be part of an integrally molded cast component. [Effects of the Invention]

[0013] According to the technology disclosed in this specification, it is possible to suppress movement of the suspension tower bar in the vehicle width direction when the vehicle is traveling or when the vehicle is subjected to a side collision. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a perspective view showing a front structure of a vehicle according to an embodiment; [Figure 2] FIG. 4 is a side view showing the bracket and its surrounding members. [Figure 3] 1 is a front view schematically showing a front structure of a vehicle according to an embodiment. [Figure 4] FIG. 1 is a schematic diagram illustrating an example of a thermal management system. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, an embodiment will be described with reference to the drawings. In all drawings, equivalent elements are designated by the same reference numerals, and redundant explanations will be omitted. In the following description, unless otherwise specified, terms indicating directions and orientations, such as front, rear, left, right, up, down, etc., refer to directions and orientations relative to the vehicle. In each drawing, the arrow FR points forward, the arrow UP points upward, and the arrow LH points leftward.

[0016] FIG. 1 is a perspective view showing the front structure of a vehicle 10 according to an embodiment, showing a portion of a power unit compartment provided at the front of the vehicle. The vehicle 10 is an electric vehicle (BEV) equipped with a battery that supplies power to a motor as a power source. Note that the vehicle 10 may be, for example, a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or the like, and the type of vehicle 10 is not limited.

[0017] As shown in Fig. 1, the vehicle 10 includes a cast part 14, a suspension tower bar 18, a pair of brackets 60L, 60R, an equipment module 40, and a cross member 19. Note that Fig. 1 shows only a portion of the cast part 14.

[0018] The cast component 14 is a cast molded product made of a light metal such as aluminum. The cast component 14 is a large cast molded product known as a gigacast or megacast, and has a bilaterally symmetrical or approximately bilaterally symmetrical shape. The cast component 14 includes a pair of left and right suspension towers 16L, 16R, a pair of left and right side panels 32L, 32R, a pair of left and right bottom structures 20L, 20R (also referred to as body structures), and a connecting panel 34.

[0019] The side panels 32L, 32R are panel portions extending in the front-to-rear direction from the suspension towers 16L, 16R, respectively. The floor structures 20L, 20R are provided below the side panels 32L, 32R. A connecting panel 34 connects the pair of left and right side panels 32L, 32R. A dash panel (not shown) that separates the vehicle interior from the power unit compartment is joined to this connecting panel 34.

[0020] A suspension tower bar 18 is fixed to the upper surfaces of the pair of suspension towers 16L, 16R on the inner sides in the vehicle width direction. The suspension tower bar 18 connects the upper parts of the pair of suspension towers 16L, 16R to each other.

[0021] The suspension tower bar 18 is composed of, for example, two pressed steel plates (an upper steel plate and a lower steel plate). The suspension tower bar 18 is composed by joining a flange portion of the upper steel plate, which has a hat-shaped cross section, with a flange portion of the lower steel plate, which has an inverted hat-shaped cross section. The left and right ends of the suspension tower bar 18 are fastened to the top surfaces of the suspension towers 16L and 16R with two bolts each. This provides fastening points C1 and C2 at the left and right ends of the suspension tower bar 18, respectively.

[0022] A pair of brackets 60L, 60R are fixed to the underside of the suspension tower bar 18. The pair of brackets 60L, 60R are spaced apart in the left-right direction and span between the suspension tower bar 18 and the cross member 19.

[0023] 2 is a side view showing bracket 60R and its surrounding members, showing the inner side surface of bracket 60R in the vehicle width direction. Note that while bracket 60R and its mounting structure will be described below, bracket 60L also has a shape symmetrical to bracket 60R and a mounting structure similar to that of bracket 60R.

[0024] The bracket 60R is a folded plate member having an upper portion 64, a pillar portion 63, and a lower portion 62. The upper portion 64 is fixed to the suspension tower bar 18 and extends in the fore-and-aft direction. The pillar portion 63 extends downward from the front end of the upper portion 64 toward the bottom of the vehicle. The lower portion 62 extends forward from the lower end of the pillar portion 63 and is fixed to the cross member 19.

[0025] As shown in FIG. 1 (see the tip of the lower portion 62 of the bracket 60R), the bracket 60R has a shape in which both ends in the short direction are bent. Both ends of the lower portion 62 of the bracket 60R are bent downward. Both ends of the pillar portion 63 are bent backward. Both ends of the upper portion 64 are bent downward.

[0026] The upper surface of the upper portion 64 of the bracket 60R is fastened with two bolts to the lower surface of the suspension tower bar 18. As a result, the upper portion 64 of the bracket 60R is provided with two fastening points C3 and C4 aligned in the front-to-rear direction.

[0027] As shown in FIG. 2, the upper portion 64 of the bracket 60R has a support portion 66 formed by extending a portion of the inner end portion in the vehicle width direction downward. The support portion 66 is located on the outer side of the upper arm 42R of the equipment module 40 in the vehicle width direction. The support portion 66 has bolt through holes 67, 68 aligned in the front-rear direction, and two weld nuts (not shown) are provided on the outer surface of the support portion 66 in the vehicle width direction at positions corresponding to the bolt through holes 67, 68. Two bolts pass through the upper arm 42R of the equipment module 40, pass through the bolt through holes 67, 68, and are fastened to the two weld nuts of the support portion 66. This provides two fastening points C7, C8. With this configuration, the upper portion 64 of the bracket 60R supports the upper right portion of the equipment module 40.

[0028] The lower portion 62 of the bracket 60R is disposed below the cross member 19. The upper surface of the lower portion 62 of the bracket 60R and the lower surface of the cross member 19 are fastened together with a bolt to provide a fastening point C5, as shown in FIG.

[0029] The cross member 19 is disposed in front of and below the suspension tower bar 18, and connects the left and right underside structures 20L, 20R (body structures). The cross member 19 has a hollow, approximately rectangular cross section and extends in the vehicle width direction. The cross member 19 is, for example, a metal extrusion. The lower surfaces of the left and right ends of the cross member 19 are fastened with bolts to the upper surfaces of the underside structures 20L, 20R, respectively. As a result, fastening points C6 are provided at the left and right ends of the cross member 19.

[0030] The equipment module 40 is disposed between the pair of brackets 60L, 60R and fixed to each of the pair of brackets 60L, 60R. The equipment module 40 includes a module body 41. The module body 41 includes a plurality of devices of a refrigeration cycle 150 used to regulate the temperature of the air in the vehicle cabin and the driving battery 173 (see FIG. 4).

[0031] FIG. 4 is a schematic diagram showing an example of a thermal management system 100 mounted on a vehicle 10. The thermal management system 100 performs air conditioning for the vehicle cabin and cooling for a battery 173 (a battery that supplies power to the traction motor of the vehicle 10). A module body 41 of the equipment module 40 is configured to include the equipment located inside the dashed dotted line in FIG. 4. That is, the module body 41 includes a compressor 151, expansion valves 152 and 155, and a chiller 160. Note that the module body 41 may be configured to further include other equipment of the thermal management system 100 (such as a water pump, a heat exchanger, and valves).

[0032] The thermal management system 100 includes a refrigeration cycle 150, a high-temperature circuit 110, and a battery circuit 170. A refrigerant circulates in the refrigeration cycle 150. A heat medium (hot water) circulates in the high-temperature circuit 110. A heat medium (coolant) circulates in the battery circuit 170.

[0033] The refrigeration cycle 150 includes a compressor 151, a condenser 140, an expansion valve 152, an evaporator 153, an expansion valve 155, and a chiller 160. The refrigerant circulating through the refrigeration cycle 150 flows through one or both of a first path of the compressor 151-condenser 140-expansion valve 152-evaporator 153-compressor 151 and a second path of the compressor 151-condenser 140-expansion valve 155-chiller 160-compressor 151.

[0034] The condenser 140 heats the heat medium (hot water) in the high-temperature circuit 110 with the refrigerant of the refrigeration cycle 150. The evaporator 153 cools the conditioned air (interior air) blown into the vehicle cabin with the refrigerant of the refrigeration cycle 150. The chiller 160 cools the heat medium (coolant) in the battery circuit 170 with the refrigerant of the refrigeration cycle 150.

[0035] The high-temperature circuit 110 includes a water pump (W / P) 111, a condenser 140, a three-way valve 113, a heater core 114, and a radiator 121. The hot water circulating through the high-temperature circuit 110 flows through one or both of a first path of the water pump 111-condenser 140-three-way valve 113-heater core 114-water pump 111 and a second path of the water pump 111-condenser 140-three-way valve 113-radiator 121-water pump 111.

[0036] The heater core 114 uses the hot water in the high-temperature circuit 110 to heat the conditioned air (air inside the vehicle compartment) that is blown into the vehicle compartment.

[0037] The battery circuit 170 includes a water pump (W / P) 171, a chiller 160, and a battery 173. The coolant circulating through the battery circuit 170 circulates through the water pump 171, the chiller 160, and the battery 173. The battery 173 is cooled by the coolant in the battery circuit 170.

[0038] The thermal management system 100 is not limited to the configuration shown in Fig. 4, and other configurations may be adopted. For example, Fig. 2 of Japanese Patent Application Laid-Open No. 2024-77237 discloses a thermal management system (thermal management circuit) that adjusts the temperature of a battery, a step-up / step-down converter, a power control unit (PCU), a smart power unit (SPU, a unit that controls battery charge / discharge), and an oil cooler (O / C). The module body 41 (see Fig. 1) of the device module 40 may be configured to include, for example, multiple devices of the thermal management system disclosed in the same publication.

[0039] As shown in FIG. 1, the equipment module 40 includes a pair of upper arms 42L and 42R, a pair of forearms 43L and 43R, and a pair of legs 45L and 45R.

[0040] Upper arm 42R protrudes upward from the right end of the top surface of module main body 41. Upper arm 42R is disposed on the inner side in the vehicle width direction of support portion 66 (see FIG. 2) of upper portion 64 of bracket 60R, and is fastened to support portion 66 with two bolts, thereby providing two fastening points C7 and C8. Note that upper arm 42L (see FIG. 1) is also positioned and shaped symmetrically to upper arm 42R, and is fastened to a support portion (not shown) of upper portion 64 of bracket 60L with the same mounting structure as upper arm 42R.

[0041] The forearm 43R protrudes outward from the right side surface of the module main body 41. The forearm 43R is disposed on the front surface of the pillar portion 63 of the bracket 60R and is fastened to the pillar portion 63 with a bolt, thereby providing a fastening point C9. The forearm 43L is also positioned and shaped symmetrically to the forearm 43R, and is fastened to the pillar portion 63 of the bracket 60L with a bolt using the same mounting structure as the forearm 43R.

[0042] The leg 45R is provided on the lower surface of the front right end of the module main body 41. The leg 45R is placed on the upper surface of the lower part 62 of the bracket 60R and fastened to the lower part 62 with a bolt, thereby providing a fastening point C10. The leg 45L is also positioned and shaped symmetrically to the leg 45R, and is fastened to the lower part 62 of the bracket 60L with a bolt using the same mounting structure as the leg 45R.

[0043] Next, the effects of the above-described embodiment will be described.

[0044] 3 is a front view schematically showing the front structure of the vehicle 10 according to the embodiment. When the vehicle 10 is traveling, a load that tends to deform the suspension towers 16L, 16R is input from the tires (not shown) and the suspensions 17L, 17R. This generates a load that tends to move the suspension tower bar 18 in the vehicle width direction (left and right direction).

[0045] As shown in Figure 3, when a load acting diagonally upward from the suspension 17R is input to the suspension tower 16R, the suspension tower 16R tends to collapse toward the inside of the vehicle width direction, as indicated by the dashed line in the figure. This causes a load F acting toward the left of the vehicle (to the right in Figure 3) to be generated on the suspension tower bar 18. This load F can be absorbed by the suspension tower 16L on the opposite side, but if this load F is large, the suspension tower bar 18 will move toward the left of the vehicle (to the right in Figure 3), causing the body to twist.

[0046] However, according to the embodiment described above, the suspension tower bar 18 is connected to the underbody structures 20L, 20R (body structures) via the pair of brackets 60L, 60R, the equipment module 40, and the cross member 19, so movement of the suspension tower bar 18 toward the left side of the vehicle (to the right in FIG. 3) can be suppressed. This makes it possible to suppress twisting of the body while the vehicle is traveling, and to increase the rigidity of the body.

[0047] In the example shown in FIG. 3, the load F of the suspension tower bar 18 is input to a pair of brackets 60L, 60R from the left and right fastening points C3, C4, respectively. A load acting toward the left side of the vehicle (rightward in FIG. 3) is generated in the bracket 60R, which in turn generates loads F1, F2, and F3 on the upper arm 42R, forearm 43R, and leg 45R of the equipment module 40, respectively, pushing the module body 41 toward the left side of the vehicle (rightward in FIG. 3). These loads F1, F2, and F3 also generate loads F4, F5, and F6 on the upper arm 42L, forearm 43L, and leg 45L of the equipment module 40, respectively, pushing the bracket 60L toward the left side of the vehicle (rightward in FIG. 3). These loads F4, F5, and F6 are received by the undercarriage structure 20L via the bracket 60L and the cross member 19. This suppresses movement of the suspension tower bar 18 toward the left side of the vehicle (rightward in FIG. 3).

[0048] In particular, in the embodiment described above, the upper arms 42L, 42R of the equipment module 40 are fixed to the upper portions 64 of the brackets 60L, 60R (see FIG. 1), and the legs 45L, 45R of the equipment module 40 are fixed to the lower portions 62 of the brackets 60L, 60R. Therefore, in the example shown in FIG. 3, a relatively large load F1 is input from the suspension tower 18 to the upper arm 42R of the equipment module 40, and the load F1 can be transmitted to the lower portion 62 of the bracket 60L, which is located relatively close to the undercarriage structure 20L in the vertical direction. In other words, the load F generated on the suspension tower 18 toward the left side of the vehicle (to the right in FIG. 3) can be efficiently transmitted to the undercarriage structure 20L via the equipment module 40 and the lower portion 62 of the bracket 60L. Therefore, movement of the suspension tower 18 toward the left side of the vehicle (to the right in FIG. 3) can be effectively suppressed.

[0049] Note that the above has been described as being when a load F is applied to the suspension tower bar 18 in the direction to the left of the vehicle (to the right in Figure 3), but the same effect can be obtained when a load is applied to the suspension tower bar 18 in the direction to the right of the vehicle (to the left in Figure 3).

[0050] Furthermore, according to the embodiment described above, when the vehicle 10 is hit by a side collision, the load F that is generated in the suspension tower 18 due to the collision load and that is directed in one direction in the vehicle width direction (vehicle left-right direction) can be transmitted to the underside structures 20L, 20R connected to the cross member 19 via the pair of brackets 60L, 60R and the equipment module 40. Therefore, movement of the suspension tower 18 in the vehicle width direction can be suppressed, and the amount of penetration of the colliding object into the vehicle body can be reduced. [Explanation of symbols]

[0051] 10 Vehicle, 14 Cast parts, 16L, 16R Suspension tower, 17L, 17R Suspension, 18 Suspension tower bar, 19 Cross member, 20L, 20R Body structure (bottom structure), 32L, 32R Side panel, 34 Connecting panel, 40 Equipment module, 41 Module body, 42L, 42R Upper arm, 43L, 43R Forearm, 45L, 45R Leg, 60L, 60R Bracket, 62 Lower part, 63 Column part, 64 Upper part, 66 Support part, 67, 68 Bolt through hole, 100 Thermal management system, 110 High temperature circuit, 111 Water pump, 113 Three-way valve, 114 Heater core, 121 Radiator, 140 Condenser, 150 Refrigeration cycle, 152 Expansion valve, 151 Compressor, 152 Expansion valve, 153 Evaporator, 155 Expansion valve, 160 Chiller, 170 Battery circuit, 171 Water pump, 173 Battery.

Claims

1. a suspension tower bar connecting the upper portions of a pair of left and right suspension towers at the front of the vehicle; a cross member disposed in front of and below the suspension tower bar and connecting the left and right vehicle body structures; A pair of brackets that are spanned between the suspension tower bar and the cross member and are spaced apart on the left and right sides; an equipment module including a plurality of refrigeration cycle devices used to regulate the temperature of the air in the vehicle interior and the driving battery; the equipment module is disposed between the pair of brackets and secured to each of the pair of brackets; A vehicle front structure characterized by:

2. 2. The vehicle front structure according to claim 1, Each of the pair of brackets includes an upper portion fixed to the suspension tower bar and extending forward of the vehicle, a pillar portion extending downward from a front end of the upper portion toward the vehicle front, and a lower portion extending forward of the vehicle from a lower end of the pillar portion and fixed to the cross member, the equipment module is secured to the upper and lower portions of the pair of brackets; A vehicle front structure characterized by:

3. 3. The vehicle front structure according to claim 1 or 2, The pair of left and right suspension towers and the left and right body structures to which the cross members are connected are part of an integrally molded cast component. A vehicle front structure characterized by:

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