JP2001138952A - Front body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the safety of an occupant by suppressing the retreat of a brake operating device in a head-on collision of a vehicle in the case of preventing a lowering of braking force by connecting the brake operating device to a strut tower through a master cylinder stopper. SOLUTION: The strut tower 13 and a dashboard panel 3 are connected to each other by a diagonal member 31 provided independently of the brake operating device 21.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front body structure of a vehicle, and more particularly to a technical field related to a structure between a strut tower and a dash panel.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Laid-Open No. 6-34489.
As shown in Japanese Patent Publication No. 6 (1994), a master cylinder or the like is provided between a strut tower that supports the top of a strut of a suspension and a dash panel provided behind the strut tower and that separates a vehicle compartment from an engine room. A brake operating device having a brake booster and supported by a dash panel is provided, and the front end of the brake operating device is connected to the strut tower via a connecting member such as a master cylinder stopper. Are known. With this configuration, when the brake pedal provided at the rear end of the brake operation device is depressed,
Since the forward movement of the brake operating device can be prevented, it is possible to prevent the pedaling force from escaping halfway and prevent the braking force from lowering, and to improve the brake operation feeling.

On the other hand, as disclosed in the above publication and Japanese Patent Laid-Open Publication No. Hei 8-72745, it is known to connect left and right strut towers to each other by strut tower bars. The strut tower is less likely to fall inward, and the running stability and durability of the vehicle can be improved.

[0004]

However, when a brake operating device is connected to a strut tower via a connecting member as in the above-mentioned conventional example, an impact force easily acts on the brake operating device from the strut tower at the time of a vehicle front collision. In other words, there is a possibility that the brake operating device located immediately in front of the occupant may retreat. Also, in addition to the connection of the brake operating device to the strut tower, if the left and right strut towers are connected to each other by strut tower bars as in the above-described conventional example, the rigidity of the vehicle body is further increased, which is more desirable. In this case, the impact force more easily acts on the brake operating device via the strut tower bar and the strut tower at the time of a vehicle front collision.

[0005] The present invention has been made in view of such a point, and an object thereof is to reduce the braking force by connecting the brake operating device to the strut tower through the connecting member as described above. In order to prevent such a situation, an attempt is made to improve the safety of the occupant by suppressing the retreat of the brake operating device at the time of a vehicle front collision by devising the configuration.

[0006]

In order to achieve the above object, according to the first aspect of the present invention, the strut tower and the dash panel are connected to each other by a connecting member provided separately from the brake operating device. did.

Specifically, in the present invention, a strut tower for supporting a top portion of a strut of a suspension;
The present invention is directed to a front body structure of a vehicle including a dash panel provided behind the strut tower and separating a vehicle compartment and an engine room, and a brake operating device supported by the dash panel.

[0008] The brake operating device is connected to the strut tower via a connecting member, and the strut tower and the dash panel are connected to each other by a connecting member provided separately from the brake operating device. Shall be.

With the above configuration, the depression force of the brake pedal does not escape halfway, so that the braking force can be prevented from lowering and the brake operation feeling can be improved. On the other hand, even if an impact force is applied to move the strut tower rearward during a vehicle front collision, the impact force acts not only on the brake operating device but also on the connecting member, and this connecting member supports the dash panel brake operating device. If the dash panel is fixed to a different portion (a portion different from the position corresponding to the front of the occupant), the portion of the dash panel supporting the brake operating device is unlikely to retreat. Therefore, it is possible to suppress the backward movement of the brake operation device and improve the safety of the occupant.

According to the second aspect of the present invention, a front body of a vehicle includes a strut tower for supporting a top portion of a strut of a suspension, and a dash panel provided behind the strut tower and separating a vehicle compartment and an engine room. Target structure.

The strut tower and the dash panel are connected to each other by a reinforcing member, and when a rearward load of a predetermined value or more acts on the front end of the reinforcing member, the load is applied to the dash panel by the reinforcing member. It is configured to prevent transmission to

[0012] Thus, the vehicle body rigidity between the strut tower and the dash panel is enhanced by the reinforcing member, and the braking force is prevented from lowering as in the case where the brake operating device is connected to the strut tower via the connecting member. In addition, the brake operation feeling can be improved. on the other hand,
Even if an impact force acts on the reinforcing member from the strut tower or the like at the time of a vehicle front collision, the impact force is not transmitted to the dash panel, and the brake operation device and the dash panel can be reliably prevented from retreating, The safety of the occupant can be further improved.

According to a third aspect of the present invention, in the second aspect of the invention, the reinforcing member is a brake operating device having a rear end portion supported by the dash panel and a front end portion connected to the strut tower via a connecting member. When a rearward load equal to or more than a predetermined value is applied to the front end of the brake operating device, the connection between the strut tower and the brake operating device by the connecting member is released by the action of the load, whereby the load is reduced. It is configured to prevent transmission to the dash panel by the brake operating device.

Thus, it is possible to prevent a reduction in braking force and improve the brake operation feeling without providing a reinforcing member separately from the brake operation device, and to apply an impact force to the brake operation device and the dash panel. It is not transmitted, and the safety of the occupant can be reliably improved.

According to a fourth aspect of the present invention, in the third aspect of the invention, the reinforcing member comprises a brake operating device and a connecting member provided separately from the brake operating device, and the reinforcing member is provided at a front end of the connecting member. When a rearward load greater than or equal to the value is applied, the connecting member is deformed by the action of the load, so that the load is prevented from being transmitted to the dash panel by the connecting member. And

[0016] By doing so, the rigidity of the vehicle body between the strut tower and the dash panel can be further increased, and the impact force is not transmitted to the brake operating device and the dash panel. Can be secured.

According to a fifth aspect of the present invention, in the first or fourth aspect, the left and right strut towers are connected to each other by strut tower bars.

As a result, it is possible to prevent the strut tower from falling inside and to improve the running stability and durability of the vehicle. Then, the strut tower bar makes it easier to apply an impact force to the brake operating device and the connecting member at the time of a vehicle front collision. In the present invention, however, it is possible to suppress the retreat of the brake operating device. There is no problem even if is provided, and the effect of the invention of claim 1 or 4 can be effectively exhibited.

According to a sixth aspect of the present invention, in the fifth aspect of the invention, the connecting member, the connecting member, and the strut tower bar are attached to the strut tower in a state of being formed as an integral unit. Thereby, the assemblability can be improved.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (Embodiment 1) FIGS. 1 to 3 show a main part of a front portion of an automobile to which a front body structure according to Embodiment 1 of the present invention is applied. A dash panel 3 is provided between the engine room 1 and the engine room 2 to partition the vehicle room 1 from the engine room 2. The center part of the dash panel 3 in the vehicle width direction projects slightly forward from the left and right ends, and each boundary between the center part in the vehicle width direction and the left and right ends is directed outward toward the rear in the vehicle width direction. The inclined portion 3a is inclined.

A cowl portion 3b is formed above the dash panel 3, and a windshield 4 is provided above the cowl portion 3b. Front side members 7, 7 extending in the vehicle front-rear direction are fixed to both ends in the vehicle width direction below the dash panel 3, and the upper side wall of the engine room 2 is provided above the front side members 7, 7. The front fender aprons 8 and 8 are respectively fixed so as to form, and the rear end of each front fender apron 8 is fixed to the dash panel 3. The front end portions of the front fender aprons 8, 8 are connected to each other by a radiator support 9, and a radiator 10 is supported by the radiator support 9.

Each of the front fender aprons 8 includes:
A wheel house 12 for accommodating a front wheel (not shown) is formed so as to protrude into the engine room 2. Each of the wheel houses 12 is provided with a strut tower 13 for supporting a top portion of a strut of a suspension in the front wheel. . In FIG. 1, reference numeral 16 denotes an engine provided at the center of the rear of the engine room 2 in the vehicle width direction.

A rear end of a brake operating device 21 (a rear end of a booster 23 described later) is supported on the right side of the dash panel 3 on the vehicle. This brake operating device 21
It has a master cylinder 22, a booster 23, and a brake pedal 24, and is arranged in this order from the front side. The master cylinder 22 and the booster 23 are disposed in the engine room 2 while the brake pedal 2
Numeral 4 is arranged in the passenger compartment 1 so as to be located at the feet of the occupant sitting on the driver's seat. The booster 23 and the brake pedal 24 are linked by an interlocking member 25 penetrating the dash panel 3. When the brake pedal 24 is depressed, the pressure of the master cylinder 22 increases through the booster 23. And the brake pedal 24
, A braking force corresponding to the amount of depression is obtained.

Each strut tower 13 and the dash panel 3 located behind the strut tower 13 are:
They are connected to each other by a diagonal member 31 as a connecting member. Each of these diagonal members 31
Is a flat plate-shaped first mounting portion 31a mounted and fixed on the upper surface of the strut tower 13, and has a circular cross section and is inclined rearward from the first mounting portion 31a toward the center in the vehicle width direction. Connecting portion 31b extending (in a direction substantially perpendicular to the inclined portion 3a of the dash panel 3), and a second attaching portion provided at the rear end of the connecting portion 31b and attached to and fixed to the inclined portion 3a of the dash panel 3. 31c. The first mounting portion 31a of each of the diagonal members 31 is formed with an extending portion 31d extending from the first mounting portion 31a toward the center in the vehicle width direction.
The distal ends of the extending portions 31d in the first and the first 31 are connected to each other by a strut tower bar 14 provided so as to straddle the upper side of the engine 16.
That is, the left and right strut towers 13 are connected to each other by the strut tower bar 14.

The right side of the diagonal members 31, 31 has a projection 31e projecting downward on the lower surface of the first mounting portion 31a, and a master cylinder stopper 35 is provided on the rear surface of the projection 31e. Is provided. In other words, two diagonal members 3
1, 31, the master cylinder stopper 35, and the strut tower bar 14 are attached to the left and right strut towers 13, 13 in an integrated unit. The master cylinder stopper 35 serves as a connecting member for connecting the brake operating device 21 to the strut tower 13 on the right side of the vehicle. That is, the master cylinder stopper 3
5, an insertion recess 35 a into which the front end of the master cylinder 22 of the brake operating device 21 is inserted is formed at the rear end, and the bottom surface of the insertion recess 35 a contacts the front end of the master cylinder 22. . Thus, when the occupant depresses the brake pedal 24, the forward movement of the brake operation device 21 is prevented. The master cylinder stopper 35 is
It is configured to be rotatable around an axis extending in the front-rear direction, and by this rotation, the front-rear position of the master cylinder stopper 35 can be adjusted. By rotating the part with a tool such as a spanner, the bottom surface of the insertion recess 35a and the front end of the master cylinder 22 can be reliably brought into contact.

Therefore, in the first embodiment, the strut tower 13 on the right side of the vehicle and the dash panel 3 are connected by the brake operating device 21 and the diagonal member 31, so that the distance between the strut tower 13 and the dash panel 3 is increased. The rigidity of the vehicle body increases, so that the depression force of the brake pedal 24 does not escape on the way, so that the braking force can be prevented from lowering and the brake operation feeling can be improved. On the other hand, even if an impact force is applied to move the strut tower 13 on the right side of the vehicle backward at the time of a vehicle front collision, the impact force acts not only on the brake operating device 21 but also on the diagonal member 31, so that the braking of the dash panel 3 Operation device 21
The force applied to the supporting part is halved. Therefore, it is possible to suppress the backward movement of the brake operation device 21 and improve the safety of the occupant.

(Embodiment 2) FIG. 4 shows Embodiment 2 of the present invention.
(Note that, in the following embodiments, the same parts as those in FIGS. 1 to 3 are denoted by the same reference numerals and detailed description thereof is omitted), and transmits the impact force at the time of a vehicle front collision to the dash panel 3. It is something that was not done.

That is, in the second embodiment, the brake operating device 21 and each diagonal member 31 constitute a reinforcing member for connecting each strut tower 13 and the dash panel 3, and the brake operating device 21 and each diagonal member 31 are used. When a rearward load (an impact force at the time of a vehicle front collision) of a predetermined value or more acts on a front end portion (a second member 31g described later) of the member 31, the load is applied by the brake operating device 21 and each diagonal member 31. It is configured to prevent transmission to the dash panel 3.

Specifically, each diagonal member 31
Is divided into two parts at a first mounting part 31a, and has a connecting part 31b, a second mounting part 31c, and a protruding part 31e, and a first member 31f connecting the strut tower 13 and the dash panel 3; A second member 31g having a portion 31d and connecting the strut tower 13 and the strut tower bar 14 is provided. The first mounting portion 31a is provided with the first and second members 31f and 31g.
The second member 31g is fixedly mounted on the upper surface of the strut tower 13, and the first member 31g
f is above the second member 31g,
When the impact force acts on the member 31g, the member 31g is attached so as to relatively move forward with respect to the strut tower 13 and the second member 31g by the effect of the impact force. That is, the first member 31f has two long holes 31
h and 31h, the strut tower 13 and the second member 31g are attached to the strut tower 13 and the second member 31g by the length of each elongated hole 31h.
g can be moved forward relative to g. On the other hand, even if the master cylinder stopper 35 is pushed forward by the depression force of the brake pedal 24, the first member 31f does not relatively move forward with respect to the second member 31g with such a force.

As shown in FIG. 5, when the engine 16, the strut tower bar 14, the strut towers 13 and the like are retracted during a frontal collision of the vehicle, the second members 31g of the diagonal members 31 are moved to the strut tower bars 14 Then, the first member 31f moves forward with respect to the second member 31g (the second member 31g retreats, and the first member 31f itself remains in the same position). Exists). As a result, the impact force at the time of a vehicle front collision is reduced by the brake operating device 21 and each diagonal member 31.
Thus, the brake operation device 21 and the dash panel 3 can be reliably prevented from retreating without being transmitted to the dash panel 3. Therefore, the safety of the occupant can be further improved than that of the first embodiment.

(Embodiment 3) FIGS. 6 and 7 show Embodiment 3 of the present invention, which is different from Embodiment 2 in that the impact force at the time of a vehicle front collision is not transmitted to the dash panel 3. It is a thing.

That is, in the third embodiment, each diagonal member 31 is not divided as in the second embodiment, and has the same configuration as that of the first embodiment.
A part of the connecting portion 31b is formed in a bellows shape, and a rearward load (an impact force at the time of a vehicle front collision) of a predetermined value or more acts on a front end portion (the first mounting portion 31 and the like) of each diagonal member 31. At this time, the bellows-like portion of the connecting portion 31d is crushed (deformed) in the front-rear direction by the action of the load. Further, the outer peripheral surface of the master cylinder stopper 35 is formed in a tapered shape having a large diameter toward the rear, and the master cylinder stopper 35 is provided with a through hole 31 i formed in the projection 31 e of the diagonal member 31.
Press-fit. The inner peripheral surface of the through hole 31i has a shape along the outer peripheral surface of the master cylinder stopper 35, and a rearward load of a predetermined value or more on the first mounting portion 31a and the protruding portion 31e of the diagonal member 3 (front side of the vehicle). When a collision impact force is applied, the master cylinder stopper 35 is displaced from the through hole 31i of the projection 31e and relatively moves forward with respect to the projection 31e by the action of the load. That is, the connection between the strut tower 13 and the brake operating device 21 by the master cylinder stopper 35 is released.
Adjustment of the front-rear position of the master cylinder stopper 35 is performed by changing the press-fit amount in the front-rear direction into the through hole 31i of the master cylinder stopper 35.

When each strut tower 13 retreats at the time of a vehicle front collision, a large impact force acts on the front end (first mounting portion 31a) of each diagonal member 31 from each strut tower 13 or the like. Mounting part 31
Although a and the like retreat, at this time, since the bellows-like portion of the connecting portion 31b of each diagonal member 31 is crushed in the front-rear direction, the impact force is not transmitted to the dash panel 3 via each diagonal member 31. . FIG.
As shown in FIG.
The impact force is not transmitted to the dash panel 3 via the brake operating device 21 because the master cylinder stopper 35 is disengaged from the through hole 31i of the protruding portion 31e by the retreat of the protruding portion 31e. Therefore, the same function and effect as those of the second embodiment can be obtained.

(Embodiment 4) FIG. 9 shows Embodiment 4 of the present invention.
This embodiment is different from the second and third embodiments in that the impact force at the time of a vehicle front collision is not transmitted to the dash panel 3.

That is, in the fourth embodiment, when a rearward load (impact force at the time of vehicle front collision) of a predetermined value or more acts on the extended portion 31d, each diagonal member 31 acts on the extended portion 31d. As a result, the extension portion 31d is attached to the upper surface of the strut tower 13 so as to be rotatable around a central axis extending in the vertical direction of the strut tower 13 so that the extension portion 31d moves rearward. That is, the first mounting portion 31a of each diagonal member 31 has three long holes 31k and 31k.
are attached to the respective strut towers 13 via k,..., and can be turned around the central axis of the strut tower 13 by the length of each of the long holes 31k. A cutout portion 31j is formed in the outer portion of the connecting portion 31d of each diagonal member 31 in the vehicle, and a rearward load of a predetermined value or more (impact force at the time of vehicle front collision) is applied to the extending portion 31d of each diagonal member 31. ) Is applied, the connecting portion 31d is bent (deformed) at the cutout portion 31j by the action of the load. further,
As shown in FIG.
Is cut off, and accordingly, the inside of the vehicle on the side wall of the insertion recess 35a is also cut off. As a result, the diagonal member 31 has its extended portion 31d
Is rotated around the central axis of the strut tower 13 so that the master cylinder stopper 3 moves backward.
5 moves to the opposite side from the center in the vehicle width direction, and the front end of the master cylinder 22 of the brake operating device 21 is inserted into the insertion recess 3.
5a. The adjustment of the front / rear position of the master cylinder stopper 35 is performed by directly moving the master cylinder stopper 35 back and forth instead of rotating, and after the adjustment, the master cylinder stopper 35 and the projection 31 e of the diagonal member 31 are fixed.

On the upper surface of the engine 16, there are formed two projections 16a, 16a which come into contact with the strut tower bar 14 when the engine 16 retreats, as shown in FIG. In some cases, when the engine 16 retreats, the strut tower bar 14 also retreats by the projections 16a, 16a. Then, each diagonal member 31 rotates around the central axis of the strut tower 13 so that the extension 31d moves rearward. At this time, the connecting portion 3 of each diagonal member 31
1b is broken at the notch 31j, and the impact force at the time of the vehicle front collision is reduced by the extension 3 of the diagonal member 31.
Even if it acts on 1d, it is not transmitted to the dash panel 3 via this diagonal member 31. Also,
The rotation of the diagonal member 31 moves the master cylinder stopper 35 to the side opposite to the center in the vehicle width direction, and the front end of the master cylinder 22 is disengaged from the insertion recess 35a. It is not transmitted to the panel 3. Therefore, the same function and effect as those of the second and third embodiments can be obtained.

In the second to fourth embodiments, the front end of the brake operating device 21 is connected to the master cylinder stopper 35.
The strut tower 13 is connected to the dash panel 3 via the diagonal member 31.
The rigidity of the vehicle body between the dash panel 3 and the dash panel 3 is increased, so that the braking force can be prevented from lowering and the brake operation feeling can be improved. In this case, the impact force may be prevented from being transmitted to the dash panel 3 by the diagonal member 31 at the time of a vehicle front collision. Conversely, the diagonal member 31 may not be provided merely by connecting the front end of the brake operating device 21 to the strut tower 13 via the master cylinder stopper 35. In this case, it may be configured so that the impact force is not transmitted to the dash panel 3 by the brake operation device 21 at the time of a vehicle front collision.

Further, in the first to fourth embodiments, the diagonal members 3 are provided on both the left and right strut towers 13, 13.
1 and 31, respectively, but the brake operating device 2
The diagonal member 31 may be attached only to the strut tower 13 on the side where the vehicle 1 exists (right side of the vehicle).

In addition, the diagonal members 31, the master cylinder stopper 35, and the strut tower bar 14 are attached to the strut towers 13, 13 in a state of being formed as an integrated unit. It may be configured to be individually attached to the strut tower 13.

[0040]

As described above, according to the front body structure of the vehicle of the present invention, the brake operating device is connected to the strut tower via the connecting member, and the strut tower and the dash panel are connected to the brake Since the brake operating device is connected to each other by the connecting member provided separately from the operating device, it is possible to suppress the backward movement of the brake operating device and improve the safety of the occupant.

Further, according to another vehicle front body structure of the present invention, the strut tower and the dash panel are connected to each other by the reinforcing member, and a rearward load of a predetermined value or more is applied to the front end of the reinforcing member. When acted upon,
With the configuration in which the load is prevented from being transmitted to the dash panel by the reinforcing member, the safety of the occupant can be further improved.

[Brief description of the drawings]

FIG. 1 is a plan view showing a main part of a front portion of an automobile to which a front vehicle body structure according to a first embodiment of the present invention is applied.

FIG. 2 is a diagram showing an arrow II in FIG. 1;

FIG. 3 is a perspective view showing a main part of a front part of the automobile in FIG. 1;

FIG. 4 is a view corresponding to FIG. 1 showing a second embodiment.

FIG. 5 is a diagram corresponding to FIG. 4, illustrating a state at the time of a vehicle front collision in the second embodiment.

FIG. 6 is a view corresponding to FIG. 1 showing a third embodiment.

FIG. 7 is a diagram corresponding to FIG. 2, showing a third embodiment.

FIG. 8 is a diagram corresponding to FIG. 7, illustrating a state at the time of a vehicle front collision in the third embodiment.

FIG. 9 is a view corresponding to FIG. 1 showing a fourth embodiment.

FIG. 10 is a perspective view showing a master cylinder stopper according to a fourth embodiment.

FIG. 11 is a diagram corresponding to FIG. 9, illustrating a state at the time of a vehicle front collision in the fourth embodiment.

[Explanation of symbols]

 Reference Signs List 1 vehicle room 2 engine room 3 dash panel 13 strut tower 14 strut tower bar 21 brake operating device (reinforcing member) 31 diagonal member (connecting member) (reinforcing member) 35 master cylinder stopper (connecting member)

Claims (6)

[Claims] 1. A strut tower for supporting a top portion of a strut of a suspension, a dash panel provided behind the strut tower and separating a vehicle compartment and an engine room, and a brake operating device supported by the dash panel. A front body structure of a vehicle comprising: the brake operating device is connected to the strut tower via a connecting member; and the strut tower and the dash panel are provided separately from the brake operating device. A front body structure of a vehicle, wherein the vehicle body structure is connected to each other by members. 2. A front body structure of a vehicle comprising: a strut tower supporting a top portion of a strut of a suspension; and a dash panel provided behind the strut tower and separating a vehicle compartment and an engine room. The strut tower and the dash panel are connected to each other by a reinforcing member. When a rearward load of a predetermined value or more acts on the front end of the reinforcing member, the load is transmitted to the dash panel by the reinforcing member. A front body structure of a vehicle, characterized in that the front body structure is configured to prevent the vehicle body. 3. The front body structure of a vehicle according to claim 2, wherein the reinforcing member is a brake operating device having a rear end supported by a dash panel and a front end connected to a strut tower via a connecting member. When a rearward load equal to or more than a predetermined value is applied to the front end of the brake operating device, the connection between the strut tower and the brake operating device by the connection member is released by the action of the load, and the load is reduced. A front body structure of a vehicle, characterized in that the front body structure is configured to prevent transmission of the vehicle to a dash panel by a brake operating device. 4. The front body structure of a vehicle according to claim 3, wherein the reinforcing member comprises a brake operating device and a connecting member provided separately from the brake operating device, and a reinforcing member is provided at a front end of the connecting member. When a rearward load equal to or more than a predetermined value is applied, the connection member is deformed by the action of the load, so that the load is prevented from being transmitted to the dash panel by the connection member. A front body structure of a vehicle, characterized in that: 5. The front body structure of a vehicle according to claim 1, wherein the left and right strut towers are connected to each other by a strut tower bar. 6. The vehicle body structure according to claim 5, wherein the connecting member, the connecting member, and the strut tower bar are attached to the strut tower in a state of being formed as an integrated unit. Front body structure.