CN115107883A - Vehicle body front structure - Google Patents
Vehicle body front structure Download PDFInfo
- Publication number
- CN115107883A CN115107883A CN202210021485.7A CN202210021485A CN115107883A CN 115107883 A CN115107883 A CN 115107883A CN 202210021485 A CN202210021485 A CN 202210021485A CN 115107883 A CN115107883 A CN 115107883A
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- China
- Prior art keywords
- wall
- side frame
- vehicle body
- front side
- end portion
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- 230000003014 reinforcing effect Effects 0.000 claims description 36
- 238000005452 bending Methods 0.000 claims description 23
- 230000005540 biological transmission Effects 0.000 claims description 5
- 230000002787 reinforcement Effects 0.000 abstract description 5
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
- B62D21/155—Sub-frames or underguards
Abstract
The object of the present invention is to stabilize the deformation state while effectively transmitting the load input to the front side frame. The front end part (1a) of the front side frame (1) expands towards the outside of the vehicle width direction and is provided with: a flat upper wall (3) extending in the vehicle width direction; an inner wall (4) extending downward from the inner end of the upper wall (3); a first inclined wall (5) extending obliquely from the lower end of the inner wall (4) to the lower outer side; and a flat lower wall (6) extending outward from the outer end of the first inclined wall (5). The front end part (1a) is provided with an outer wall (7) which connects the outer end edges of the upper wall (3) and the lower wall (6) along the vertical direction; and a reinforcement wall (9) extending vertically between the upper wall (3) and the lower wall (6) and dividing a cross section of the front end portion (1a) of the front side frame (11) into two in the vehicle width direction. A cross section (d1) of the bifurcated leading end portion (1a) includes a first inclined wall (5).
Description
Technical Field
The present invention relates to a vehicle body front structure.
Background
Conventionally, a side frame is disposed on the vehicle width direction outer side of a front side frame. The side frame has: a wheel cover upper member having a rear end connected to the front pillar; and a wheel house lower member extending forward and downward to substantially the same position as the front end of the front side frame (for example, patent document 1). The wheel house lower member has a front end extending from the wheel house upper member to a position in the vertical direction and the front-rear direction of the front side frame via the upper bent portion and the lower bent portion.
A reinforcing plate extending in the front-rear direction across the upper bent portion is attached to the inside of the wheel house lower member. The reinforcing plate transmits load input from the front of the vehicle to a bending point provided at a desired portion in the front-rear direction of the front side frame.
Documents of the prior art
Patent literature
Patent document 1: japanese patent No. 6546065
Disclosure of Invention
However, in such a conventional vehicle body front structure, the cross section of the protruding portion on the outer side of the front side frame cannot be effectively used. Therefore, there is still room for further improvement.
The purpose of the present invention is to provide a vehicle body front structure that can effectively transmit load input to a front side frame and stabilize the deformation state.
The vehicle body front structure of the present invention is a vehicle body front structure including a front side frame extending in a vehicle front-rear direction, a front end portion of the front side frame being widened outward in a vehicle width direction from a rear end portion of the front side frame, and including: a flat upper wall extending in the vehicle width direction; an inner wall extending downward from an inner end of the upper wall; a first inclined wall extending obliquely from the lower end of the inner wall to the lower side of the outer side; a flat lower wall extending outward from an outer end of the first inclined wall; an outer wall connecting the outer end edges of the upper wall and the lower wall in the vertical direction; and a reinforcement wall extending vertically between the upper wall and the lower wall and dividing a cross section of a front end portion of the front side frame into two in the vehicle width direction, one cross section of the divided front end portion including the first inclined wall.
Effects of the invention
According to the present invention, a vehicle body front structure is provided that can effectively transmit load input to a front side frame while stabilizing deformation conditions.
Drawings
Fig. 1 is a side view of a front end portion of a left front side frame as viewed from the vicinity of a center in a vehicle width direction in a vehicle body front structure according to an embodiment of the present invention.
Fig. 2 is a front view of the vehicle body front structure of the embodiment as viewed from fig. 1 in a direction II.
Fig. 3 is a sectional view at a position along the line III-III in fig. 1 in the vehicle body front portion structure of the embodiment.
Fig. 4 is a sectional view at a position along the line IV-IV in fig. 3 in the vehicle body front portion structure of the embodiment.
Fig. 5 is a left side view of the front side frame in the vehicle body front portion structure of the embodiment.
Fig. 6 is a side view of an outer member of a front side frame, which is not depicted, in the vehicle body front structure of the embodiment.
Fig. 7 is a perspective view of an outer member of a front side frame, which is not depicted, in the vehicle body front structure of the embodiment.
Fig. 8 is a sectional view at a position along the line VIII-VIII in fig. 3 in the vehicle body front portion structure of the embodiment.
Fig. 9 is a sectional view at a position along the line IX-IX in fig. 8 in the vehicle body front portion structure of the embodiment.
Fig. 10 is a perspective view of the front end portion of the front side frame as viewed obliquely from below in the vehicle body front portion structure of the embodiment.
Fig. 11 is a sectional view at a position along the line XI-XI in fig. 10 in the vehicle body front structure of the embodiment.
Fig. 12 is a sectional view at a position along the line XII-XII in fig. 8 in the vehicle body front structure of the embodiment.
Description of the reference numerals
1 front side frame
1a front end portion
3 upper wall
4 inner wall
5 first inclined wall
6 lower wall
9 reinforcing wall
Detailed Description
Hereinafter, an embodiment of the present invention will be described with reference to the drawings as appropriate. The same components are denoted by the same reference numerals, and redundant description thereof is omitted. When describing the direction, the description is basically based on the front-back, left-right, or up-down seen from the driver unless otherwise specified. The "vehicle width direction" is synonymous with the "left-right direction".
The structure of the vehicle front section structure of the present embodiment will be described.
As shown in fig. 1, a power chamber E for accommodating a power source such as an engine and a motor, not shown, is formed in a front portion of the vehicle. A pair of left and right front side frames 1 extending in the vehicle longitudinal direction are provided on both left and right sides of the power chamber E.
The left and right front side frames 1, 1 have a substantially bilaterally symmetrical shape. Therefore, in the present embodiment, the left front side frame 1 will be mainly described and the right front side frame 1 will not be described.
A bumper attachment plate 14 (see fig. 2) for mounting a bumper is fixed to the front end 1a of the front side frame 1. The bumper engagement plate 14 includes a front end portion 2a and a front end portion 1a extending downward from the lower member 2 toward the front side. The front end portion 2a is aligned and fixed with the front end portion 1a in the vehicle width direction.
As shown in fig. 3, the front end portion 1a is widened outward in the vehicle width direction from the rear end portion 1b of the front side frame 1.
The front end portion 1a has a flat upper wall 3 extending in the vehicle width direction, and an inner wall 4 extending downward from an inner end of the upper wall 3. The distal end portion 1a has a first inclined wall 5 extending obliquely outward and downward from the lower end of the inner wall 4, and a flat lower wall 6 extending outward from the outer end of the first inclined wall 5. Further, a second inclined wall 10 extending obliquely downward from the inner end of the upper wall 3 toward the upper end of the inner wall 4 is formed between the upper wall 3 and the inner wall 4 of the front side frame 1.
The distal end portion 1a has an outer wall 7 that vertically connects outer end edges of the upper wall 3 and the lower wall 6, and a reinforcing wall 9. The reinforcing wall 9 is a flat plate panel and extends vertically between the upper wall 3 and the lower wall 6, and has an upper front end 9a joined to a side edge of the upper wall 3 and a lower front end 9a joined to a lower edge of the outer wall 7. The front end portion 1a of the front side frame 1 is divided into two parts in the vehicle width direction by the reinforcing wall 9 and has two cross sections d1 and d 2. A section d1 of the bifurcated front end portion 1a includes the first inclined wall 5.
As shown in fig. 4, the inner member 1e on the rear end 1b side of the front side frame 1 is formed in a hat sectional shape. The outer member 1f is formed in a flat plate shape. The inner member 1e and the outer member 1f are joined in the vehicle width direction via joining flanges 1g, 1g formed at side edges of the inner member 1e, and form a hollow substantially rectangular closed cross section.
As shown in fig. 5, the front side frame 1 has first to third bending points 11 to 13 which become trigger points for bending the front side frame 1 in the horizontal direction at the time of a collision.
The first to third bending points 11 to 13 are provided in this order and apart from each other in the front-rear direction from the front side of the front side frame 1. The first bending point 11 and the third bending point 13 are concave bent portions provided on the vehicle-width-outer side surface of the front side frame 1, and the second bending point 12 is a concave bent portion provided on the vehicle-width-inner side surface of the front side frame 1. As shown in fig. 6, 7, and 8, in the front side frame 1 of the present embodiment, the front end 9a side of the reinforcement wall 9 extends parallel to the outer wall 7. The rear end 9b of the reinforcing wall 9 is inclined so as to be inward as it goes rearward. The rear end 9b is coupled to the inner wall 4 in the vicinity of the first bending point 11.
As shown in fig. 7, a reinforcing member 15 is attached to the inner wall 4. The reinforcing member 15 has a U-shaped cross-sectional shape and extends in the front-rear direction at the rear of the reinforcing wall 9. Further, a bulkhead 17 is disposed between the inner wall 4 and the reinforcing wall 9 so as to sandwich a flange nut 16 of an engine mount, a transmission mount, or the like. The inner wall 4 or the reinforcing wall 9 supports an engine or a transmission, not shown, via a flange nut 16.
As shown in fig. 1 and 7, the tip end portion 1a is formed in a horn shape that expands upward and downward as it goes forward.
As shown in fig. 8, the front end portion 1a is formed in a horn shape that expands outward in the vehicle width direction as it goes forward (see fig. 3).
A lower member 2 extending rearward in the upper outer direction is connected to the front side frame 1 of the present embodiment via a bumper joint plate 14.
The lower member 2 forms a V-shaped space 40 in a plan view between the front end portion 2a bent inward in the vehicle width direction and the front end portion 1a of the front side frame 1.
As shown in fig. 9, a joint member 50 for joining and closing the tip end portion 2a and the tip end portion 1a is provided in the V-shaped space 40.
The joint member 50 includes a first joint member 51 (see fig. 10) joined to the lower side of the front end portion 1a of the front side frame 1 and the front end portion 2a of the lower member 2. The joint member 50 has a second joint member 52 (see fig. 9) joined to the upper side of the front end portions 1a and 2a of the front side frame 1 and the lower member 2, respectively.
As shown in fig. 10, the first joining member 51 includes a joining panel 51a and a side bent flange 51 b. The joining panel 51a has a side edge in the shape of く in side view, and is joined to the lower surface of the distal end portion 2a of the lower member 2. Further, a side bent flange 51b is formed around the joining panel 51 a. The protruding outer surface 1c of the front end portion 1a of the front side frame 1 is coupled to the side bent flange 51 b.
As shown in fig. 9, the second joining member 52 includes a plate-shaped main body portion 52a and a joining flange portion 52 b. The joining flange portion 52b is formed in a standing wall shape on the peripheral edge of the substantially square main body portion 52 a. The joint flange portion 52b is joined to the outer wall 7 portion of the front end portion 1a of the front side frame 1 that protrudes outward, the upper wall 3 of the front end portion 1a, the front end portion 2a of the inner member 2e of the lower member 2, and the rear surface of the bumper joint plate 14.
Further, as shown in fig. 11, the inner member 2e of the lower member 2 is formed in a crank sectional shape. In addition, the outer member 2f is formed in an L-shape. The inner member 2e and the outer member 2f are joined in the vehicle width direction via joining flanges 2g, 2g formed at side edges of the inner member 2e to form a hollow substantially rectangular closed cross section.
Next, the operational effects of the vehicle body front portion structure of the present embodiment will be described.
As shown in fig. 1, the vehicle body front structure of the present embodiment includes a front side frame 1 extending in the vehicle front-rear direction. As shown in fig. 3, the front end portion 1a of the front side frame 1 is widened outward in the vehicle width direction from the rear end portion 1b of the front side frame 1.
The distal end portion 2a has: a flat upper wall 3 extending in the vehicle width direction; an inner wall 4 extending downward from the inner end of the upper wall 3; a first inclined wall 5 extending obliquely from the lower end of the inner wall 4 to the lower outside; and a flat lower wall 6 extending outward from the outer end of the first inclined wall 5.
The distal end portion 1a further includes: an outer wall 7 connecting the outer end edges of the upper wall 3 and the lower wall 6 in the vertical direction; and a reinforcing wall 9 extending vertically between the upper wall 3 and the lower wall 6 and dividing a cross section of the front end portion 1a of the front side frame 1 into two in the vehicle width direction. One section of the bifurcated front end portion 1a includes a first inclined wall 5.
The vehicle body front structure of the present embodiment thus configured can effectively transmit load input to the front side frame 1 and stabilize the deformation condition.
Specifically, as shown in fig. 3, the cross section of the front end portion 1a of the front side frame 1 is divided into two by the reinforcement wall 9 extending vertically between the upper wall 3 and the lower wall 6 into a section d1 including the first inclined wall 5 and a section d2 not including the first inclined wall 5.
Therefore, the front side frame 1 has a double cross section d1 and a double cross section d2 in the deformation direction with respect to the load input from the outside in the vehicle width direction. This can improve the strength and rigidity of the distal end portion 1 a.
Even if the cross section of the front side frame 1 is large, the cross section can be divided into two by the first inclined wall 5, i.e., the cross section d1 and the cross section d 2. Therefore, the cross-sectional collapse is suppressed. Further, the rigidity can be further improved by the cross section d1 including the first inclined wall 5, and the deformation state of the front side frame 1 can be stabilized.
As shown in fig. 3, a second inclined wall 10 extending obliquely downward from the inner end of the upper wall 3 toward the upper end of the inner wall 4 is formed between the upper wall 3 and the inner wall 4.
In this way, the second inclined wall 10 is formed obliquely between the upper wall 3 and the inner wall 4, and thus the cross-sectional shape formed inside the front end portion 1a of the front side frame 1 can be reduced.
Therefore, the number of the ridge lines r1 to r4 between the adjacent walls increases for the front side frame 1 on which the first inclined wall 5 and the second inclined wall 10 are formed. Therefore, the strength and rigidity against the load input in the vehicle front-rear direction can be improved.
For example, the first inclined wall 5 and the second inclined wall 10 may be formed in a triangular shape in side view to change the sectional shape. Further, instead of the ridges r1 to r4 or together with the ridges r1 to r4, the number of ridges may be increased by providing the upper wall 3, the inner wall 4, the lower wall 6, and the outer wall 7 with grooves or ridges in the front-rear direction.
As shown in fig. 5, the front side frame 1 has first to third bending points 11 to 13 which serve as trigger points for bending the front side frame 1 in the horizontal direction at the time of a collision. As shown in fig. 3, the front end portion 9a side of the reinforcement wall 9 extends in parallel with the outer wall 7 and is connected to the rear surface of the bumper engagement plate 14 in the vehicle front-rear direction.
The reinforcing wall 9 is inclined so as to be inward as it goes rearward. As shown in fig. 6, the rear end portion 9b side is joined to the inner wall 4 in the vehicle width direction in the vicinity of the first bending point 11.
Therefore, the load input to the front end portion 1a of the front side frame 1 is transmitted to the inner wall 4 near the first to third bending points 11 to 13 rearward via the reinforcing wall 9 and the outer wall 7. Therefore, the inner wall 4 and the outer wall 7 of the front side frame 1 can be easily bent at the first to third bending points 11 to 13. In this way, the front side frame 1 can be reliably bent at the first to third bending points 11 to 13, and the bending condition can be stabilized. Therefore, the impact energy can be absorbed well.
As shown in fig. 5, the front side frame 1 of the present embodiment has at least three points, i.e., first to third bending points 11 to 13, in the front-rear direction. Therefore, the front side frame 1 can be bent at three horizontal points by the load input to absorb the impact absorption energy.
As shown in fig. 6, a reinforcing member 15 having a U-shaped cross-sectional shape is attached to the inner wall 4. The reinforcing member 15 extends in the front-rear direction further rearward than the reinforcing wall 9.
Therefore, the reinforcing member 15 formed in the U-shaped cross-sectional shape has high rigidity and can be reduced in weight due to the downsizing. The reinforcing member 15 extends in the front-rear direction so as to straddle the bending point. Therefore, the load input can be concentrated on a desired bending point.
As shown in fig. 7, a bulkhead 17 for supporting the flange nut 16 of the engine mount is disposed between the inner wall 4 and the reinforcing wall 9.
The sectional shape of the front side frame 1 supporting the flange nut 16 can enhance the rigidity by the reinforcing wall 9 and the bulkhead 17. Therefore, the bulkhead 17 is disposed between the inner wall 4 and the reinforcing wall 9, and the support rigidity of the engine can be further improved.
In addition, as shown in fig. 7, the reinforcing wall 9 can support the flange nut 16 of the transmission case frame together with the engine frame, or instead of the engine frame. At this time, as shown in fig. 6, the partition 17 may be sandwiched and joined between the inner wall 4 and the reinforcing wall 9.
The front side frame 1 has a reinforced wall 9 to improve the rigidity of the cross section. This can further improve the support rigidity.
As shown in fig. 7, the distal end portion 1a is formed in a horn shape that expands upward and downward as it goes forward.
The front end 1a of the front side frame 1 is formed to expand in a horn shape. Therefore, the input of the load due to the vertical offset collision caused by the sot (small overlap) collision or the like can be smoothly transmitted to the closed cross section of the front side frame 1.
As shown in fig. 8, the front end portion 1a is formed in a horn shape that expands outward in the vehicle width direction as it goes forward (see fig. 3).
The front end 1a of the front side frame 1 is formed to expand in a horn shape. Therefore, the load input by the vertical offset collision due to the SOT collision or the like can be smoothly transmitted to the closed cross section of the front side frame 1. This allows the load input to be concentrated toward the first to third bending points 11 to 13 of the front side frame 1. Therefore, the sheet can be smoothly bent to stabilize the bending state, and the absorption of impact energy can be improved.
As shown in fig. 12, the vehicle body structure is provided with a lower member 2 extending forward from the outside of the front side frame 1, a V-shaped space 40 having a V-shape in plan view is formed between a front end portion 21 of the lower member 2, the front end portion being bent inward in the vehicle width direction at the front end, and the front end portion 1a of the front side frame 1, and a first joining means 51 for joining and closing the front end portion 21 and the front end portion 1a is provided so as to bridge the V-shaped space 40.
Therefore, the load input F1 from the front of the vehicle can be dispersed into the component force F2 of the front side frame 1 and the component force F3 of the down member 2 via the first engagement element 51. Therefore, the thickness of the front side frame 1 can be reduced to reduce the weight.
As shown in fig. 10, the first joint member 51 has a joint panel 51a shaped like く in a side view, and the joint panel 51a is joined to the lower surface of the front end portion 2a of the lower member 2 and to the projecting outer surface 1c of the front end portion 1a of the front side frame 1 via the lateral bent flange 51 b.
Therefore, the load input from the vehicle front is dispersed to the lower surface of the front end portion 2a of the lower member 2 and the outer surface 1c of the front end portion 1a of the front side frame 1 via the lateral bent flange 51 b.
Therefore, even when a large load is input, it can be applied to the front side frame 1, which is a rigid member, via the outer surface 1c protruding from the front end portion 1a of the front side frame 1.
As shown in fig. 3, the vehicle body structure further includes a first joining member 51 for joining the front ends of the front side frame 1 and the lower member 2 to each other at the lower side, and a second joining member 52 for joining the front ends of the front side frame 1 and the lower member 2 to each other at the upper side (see fig. 9).
As shown in fig. 12, the front end portion 2a of the lower member 2 and the front end portion 1a of the front side frame 1 are joined in the vertical direction by two joining members, i.e., a first joining member 51 and a second joining member 52. Therefore, the bonding strength between the lower member 2 and the front side frame 1 is improved. Therefore, even if the lower member 2 is joined in an inclined state upward with respect to the front side frame 1 which is horizontal in a side view as shown in fig. 10, the V-shaped dispersion of the load input is easily performed.
As shown in fig. 12, the second joining member 52 joins the protruding portion of the front end portion 1a of the front side frame 1, the upper wall 3, the outer wall 7, and the inner side wall 2b of the lower member 2.
In the vehicle body front structure of the present embodiment, the second joint member 52 bears a part of the upper wall 3 of the protruding portion of the front end portion 1a of the front side frame 1. Therefore, the component that constitutes the upper wall 3 is not required, and the weight can be reduced.
As described above, as shown in fig. 3, the vehicle body front structure of the present embodiment has the reinforcing wall 9 that has the front end portion 1a of the front side frame 1 enlarged in width and is divided into two cross sections d1 and d2 in the vehicle width direction. Therefore, the following practical beneficial effects can be achieved: the load input to the critical point (pin point) due to the vertical offset collision or the like caused by the SOT collision or the like is received over a wide area, and is efficiently transmitted to the closed cross section of the front side frame 1 smoothly, and the deformation state is stabilized.
The present invention is not limited to the above embodiments, and various modifications can be made. The above-described embodiments are examples for explaining the present invention for easy understanding, and do not necessarily have to have all the configurations explained. In addition, a part of the configuration of one embodiment may be replaced with the configuration of another embodiment, and the configuration of another embodiment may be added to the configuration of one embodiment. Further, a part of the configuration of each embodiment may be deleted, or another configuration may be added or replaced. The following modifications can be made to the above embodiment, for example.
In the present embodiment, as shown in fig. 3, the first inclined wall 5 is included in one cross section d 1. However, the present invention is not limited to this, and a plurality of other inclined walls including the second inclined wall 10 may be included in the cross section d 1. That is, the number, shape, and combination of the inclined walls included in one section d1 are not particularly limited.
In the present embodiment, as shown in fig. 6 and 7, an example in which the partition 17 is joined to the outer wall 7 and the reinforcing wall 9 is described, but the present invention is not limited to this. For example, the engine or the transmission may be supported from below by directly sandwiching the flange nut 16 between the outer wall 7 and the reinforcing wall 9 without providing the bulkhead 17.
Claims (12)
1. A vehicle body front structure is characterized in that,
has a front side frame extending in the front-rear direction of the vehicle,
the front end portion of the front side frame is wider outward in the vehicle width direction than the rear end portion of the front side frame, and includes:
a flat upper wall extending in the vehicle width direction;
an inner wall extending downward from an inner end of the upper wall;
a first inclined wall extending obliquely from the lower end of the inner wall to the lower side of the outer side;
a flat lower wall extending outward from an outer end of the first inclined wall;
an outer wall connecting the outer end edges of the upper wall and the lower wall in the vertical direction; and
a reinforcing wall extending vertically between the upper wall and the lower wall and dividing a cross section of a front end portion of the front side frame into two in the vehicle width direction,
a cross section of the bifurcated leading end portion includes the first inclined wall.
2. The vehicle body front structure according to claim 1,
a second inclined wall extending obliquely downward from an inner end of the upper wall toward an upper end of the inner wall is formed between the upper wall and the inner wall.
3. The vehicle body front structure according to claim 1,
the front side frame has a bending point serving as a trigger point for bending the front side frame in a horizontal direction during a collision,
the front end side of the reinforcing wall extends in parallel with the outer wall,
the rear end side of the reinforcing wall is inclined so as to become inward as it goes rearward, and is coupled to the inner wall in the vicinity of the bending point.
4. The vehicle body front structure according to claim 1,
a reinforcing member having a U-shaped cross-sectional shape is mounted to the inner wall,
the reinforcing member is provided to extend in the front-rear direction at the rear side than the reinforcing wall.
5. The vehicle body front structure according to claim 1,
a bulkhead for supporting an engine mount is disposed between the inner wall and the reinforcing wall.
6. The vehicle body front structure according to claim 1,
the reinforcing wall supports a transmission case frame.
7. The vehicle body front structure according to claim 1,
the tip end portion is formed in a horn shape that expands upward and downward as it goes forward.
8. The vehicle body front structure according to claim 1,
the front end portion is formed in a horn shape that expands outward in the vehicle width direction as it goes forward.
9. The vehicle body front structure according to claim 1,
the vehicle body structure is provided with an upper member extending forward above and outside the front side frame, wherein a V-shaped space is formed between a front end part of the upper member, the front end part of the upper member being bent inward in the vehicle width direction at the front end part, and a first joint component for jointing and closing the front end part and the front end part is arranged in the V-shaped space.
10. The vehicle body front structure according to claim 9,
the first joint member has an く -shaped joint panel in side view, and the joint panel is joined to a lower surface of the front end portion of the upper member and is joined to a projecting outer surface of the front end portion of the front side frame via a side bent flange.
11. The vehicle body front structure according to claim 10,
the first engaging member has: the first joining member joining the front side frame and the upper member below the respective front end portions thereof; and a second joining member joining the front side frame and the upper member above the respective front end portions.
12. The vehicle body front structure according to claim 11,
the second joining member joins the protruding portion of the front end portion of the front side frame, the upper wall, the outer wall, and the inner side wall of the upper member.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2021044009A JP7238004B2 (en) | 2021-03-17 | 2021-03-17 | Body front structure |
| JP2021-044009 | 2021-03-17 |
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| Publication Number | Publication Date |
|---|---|
| CN115107883A true CN115107883A (en) | 2022-09-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210021485.7A Pending CN115107883A (en) | 2021-03-17 | 2022-01-10 | Vehicle body front structure |
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| JP (1) | JP7238004B2 (en) |
| CN (1) | CN115107883A (en) |
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| JP7273763B2 (en) | 2020-07-01 | 2023-05-15 | 株式会社Le Furo | Natural hot spring concentrate and its production method |
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2021
- 2021-03-17 JP JP2021044009A patent/JP7238004B2/en active Active
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| JPH07329826A (en) * | 1994-06-13 | 1995-12-19 | Mazda Motor Corp | Front car body structure of automobile |
| CN103339019A (en) * | 2011-01-26 | 2013-10-02 | 本田技研工业株式会社 | Structure for front of vehicle body |
| JP2013193571A (en) * | 2012-03-19 | 2013-09-30 | Honda Motor Co Ltd | Vehicle body front part structure |
| US20160121932A1 (en) * | 2013-06-12 | 2016-05-05 | Nissan Motor Co., Ltd. | Vehicle body front part structure |
| JP2017077746A (en) * | 2015-10-19 | 2017-04-27 | 本田技研工業株式会社 | Vehicle body front part structure |
| US20170217501A1 (en) * | 2016-02-03 | 2017-08-03 | Honda Motor Co., Ltd. | Vehicle body structure |
| US20180370572A1 (en) * | 2017-06-27 | 2018-12-27 | Honda Motor Co., Ltd. | Vehicle body front part structure |
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| JP7238004B2 (en) | 2023-03-13 |
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