JP2004276698A - Front vehicle body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front vehicle body structure of a vehicle capable of preventing a present vehicle from getting into a lower part of other large-sized vehicle at the time of a collision with the other vehicle. <P>SOLUTION: In this front vehicle body structure of the vehicle, a pair of left and right front apron reinforcements 22 extending to the front are provided at an upper end part of an engine room from an upper end part of a dash panel 3. Suspension towers 27 for supporting suspensions of front wheels are provided and suspension tower boxes 29 and 30 connected to the suspension towers 27 are provided, on both sides of the engine room. Intermediate parts of the front apron reinforcements 22 are integrally connected to the suspension tower boxes 29 and 30. Each of rear ends of the front apron reinforcements 22 supports a side part of windshield and is connected to a front end part of a front pillar 31. By this constitution, collision load can be efficiently transmitted to a rear side of a vehicle body, load is received by utilizing the suspension towers (suspension tower parts) 27 having high rigidity, and thereby the present vehicle can be prevented from getting into the lower part of the other vehicle at the time of the collision with the other large-sized vehicle. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a front vehicle body structure of a vehicle in which a pair of left and right front apron rains extending forward from an upper end of a dash lower panel separating an engine room and a vehicle compartment are provided in an upper portion of the engine room.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, for example, there is the following structure as a front body structure of a vehicle.
That is, a floor panel is provided continuously from the lower end of the dash lower panel that separates the engine room and the vehicle compartment from the lower end, and includes a pair of left and right floor frames extending in the front-rear direction of the vehicle along the floor panel. A pair of left and right front side frames is provided at the front end of the floor frame via a kick-up part, and a subframe (same as a suspension cross member) that supports the front suspension is attached to the lower surface of the rear of these left and right front side frames. (For example, see Patent Document 1).
[0003]
[Patent Document 1]
JP-A-7-179181.
[0004]
[Problems to be solved by the invention]
Although not specified in the above publication, the above-mentioned vehicle body structure is generally provided with a pair of left and right front apron rains extending from the upper end of the dash lower panel to the upper part of the engine room.
[0005]
That is, in the conventional structure, a pair of left and right front side frames extending in the front-rear direction is provided at a predetermined height position in the front part of the vehicle body, and the right and left sides extending in the front-rear direction of the vehicle are provided above the front side frames above the engine room. A pair of front apron rain is provided.
[0006]
When this conventional structure is applied to a small vehicle, the collision load is mainly received by a pair of left and right front side frames, and particularly when the small vehicle collides with a large vehicle, the own vehicle may become larger due to a difference in vehicle height. There was a problem of getting under the vehicle.
[0007]
Therefore, the present invention provides a suspension tower box connected to the suspension tower, and connects the middle portion of the front apron rain integrally with the suspension tower box, and connects the rear end of the front apron rain to the front end of the front pillar, The collision load can be efficiently transmitted to the rear of the vehicle, and the load is received using the highly rigid suspension tower (suspension tower). It is an object of the present invention to provide a front body structure of a vehicle that can prevent the vehicle from getting into the vehicle body.
[0008]
[Means for Solving the Problems]
The front body structure of a vehicle according to the present invention is provided with a dash panel that separates an engine room and a vehicle compartment, and a pair of left and right front apron rain extending forward from an upper end of the dash panel to an upper portion of the engine room. A suspension structure for supporting a front wheel suspension on both sides of the engine room, and a suspension tower box connected to the suspension tower, wherein an intermediate portion of the front apron rain is a suspension tower. A rear end of the front apron rain is connected to a front end of a front pillar extending rearward while supporting a side portion of the windshield.
[0009]
The windshield having the above configuration is a front window member including both glass and reinforced plastic.
According to the above configuration, since the collision load is transmitted from the front apron rain reinforced by the suspension tower box to the front pillar, the collision load can be efficiently transmitted to the rear of the vehicle body.
[0010]
In addition, a suspension tower box connected to the suspension tower is provided, and the suspension tower box is integrally connected to the front apron rain. It is possible to prevent the host vehicle from going under the other vehicle when colliding with the vehicle.
[0011]
In one embodiment of the present invention, the suspension tower box is extended rearward and connected to a dash panel.
According to the above configuration, since the suspension tower box is connected to the dash panel, the dash panel can also receive a collision load, and therefore, the collision resistance can be improved.
[0012]
In one embodiment of the present invention, a front portion and a rear portion of the suspension tower are provided with at least a suspension tower front box and a suspension tower rear box integrally connected to a front apron rain.
[0013]
According to the above configuration, the front and rear sections of the suspension tower are provided with a suspension tower front box and a suspension tower rear box as load-bearing structures, and the collision tower receives a collision load using a highly rigid suspension tower. It is possible to more reliably prevent the own vehicle from going under the other vehicle.
[0014]
In one embodiment of the present invention, a pair of left and right front upper frames disposed below the front apron rain and extending substantially parallel to the front apron rain are disposed forward of the dash panel.
According to the above configuration, the collision load can be received also by the pair of left and right front upper frames, so that the collision resistance can be further improved.
[0015]
In one embodiment of the present invention, a front underframe extending substantially parallel to the front upper frame is provided in front of the lower end of the dash panel.
[0016]
According to the above configuration, the front frame is composed of the front upper frame and the front under frame, and the upper and lower frames receive a collision load (two frames on one side). Compared to a structure that receives a load on the front side frame, it is possible to reduce the cross section and improve both the collision performance and the weight while improving the collision resistance.
[0017]
In addition, the improvement in the collision resistance can reduce the length of the front frame (see the front upper frame and the front under frame) in the vehicle front-rear direction. As a result, the front overhang can be shortened, and the vehicle design can be freely designed. Is improved.
[0018]
In one embodiment of the present invention, a member is provided for vertically connecting the front end of the front underframe and the front upper frame.
According to the above configuration, since the front end of the front underframe and the front upper frame are connected in the up-down direction by the members, the support stiffness of the front suspension, particularly the lateral stiffness, can be improved, and the steering stability can be improved.
[0019]
In one embodiment of the present invention, the front underframe is connected to front ends of a pair of left and right floor frames extending in a front-rear direction along a floor panel continuously provided rearward from a lower end of the dash panel. is there.
[0020]
According to the above configuration, the collision load input to the front underframe can be transmitted to the pair of left and right floor frames, so that the collision resistance can be further improved.
[0021]
【Example】
An embodiment of the present invention will be described below in detail with reference to the drawings.
The drawing shows the front body structure of the vehicle. In FIGS. 1, 2 and 3, a dash lower panel 3 that partitions an engine room 1 and a vehicle room 2 back and forth is provided. And a floor panel 4 extending substantially horizontally.
[0022]
A tunnel portion 5 extending in the front-rear direction of the vehicle is formed at the center of the floor panel 4 in the vehicle width direction, and a side sill inner and a side sill outer are formed on both left and right sides of the floor panel 4. Side sills 6 and 6 are provided as vehicle body rigid members having extended side sill closed cross sections.
[0023]
Further, a pair of left and right floor frames 7, 7 is provided below the floor panel 4 as a vehicle body rigid member extending in the front-rear direction of the vehicle along the floor panel 4.
[0024]
Although schematically shown in the drawings, the above-mentioned floor frame 7 has an inverted hat-shaped cross-sectional shape, and forms a closed cross-section extending in the front-rear direction of the vehicle between the floor frame 7 and the lower surface of the floor panel 4.
[0025]
The front of the above-mentioned floor frames 7, 7 is integrally extended below the drive shaft 9 connecting the power train 8 (see the engine and the transmission) and the front wheels below the engine room 1 to form a pair of left and right. The front underframes 10, 10 having a closed cross-sectional structure are formed.
[0026]
The front end portions of the pair of left and right front underframes 10, 10 are connected by a front cross member 11 extending in the vehicle width direction, and the lower part of the dash lower panel 3 of the pair of left and right front underframes 10, 10 is adjacent to the vehicle width. 2 and 3, a substantially well-shaped perimeter frame 13 is formed in a plan view as shown in FIGS. Here, each of the cross members 11 and 12 before and after the above is formed in a rectangular frame shape in cross section, and is constituted by a closed cross section member for ensuring both rigidity and weight reduction.
[0027]
The perimeter frame 13 also serves as a suspension cross member (a so-called sub-frame) for supporting a front suspension for suspending the front wheels. In FIG. 2, left and right lower arms 14 that constitute a part of the front suspension are indicated by phantom lines.
Further, energy absorbing members 15, 15 made of a crush can or the like are provided at the tips of the pair of left and right front under frames 10, 10, respectively.
[0028]
On the other hand, a pair of left and right front upper frames 16, 16 extending forward from the dash lower panel 3 toward the inside of the engine room 1 are provided on the front surface of the dash lower panel 3 in the middle in the vertical direction.
[0029]
The front upper frame 16 is a frame having a closed cross-section structure that extends in parallel above the front underframe 10 at a predetermined interval, and the distance between the pair of left and right front upper frames 16 in the vehicle width direction is a pair of left and right. The distance between the front underframes 10, 10 is set to be larger than the separation distance in the vehicle width direction.
[0030]
A kick-up portion 16K is formed integrally or integrally with a rear portion of the front upper frame 16, and the kick-up portion 16K extends downward along the dash lower panel 3 and inward in the vehicle width direction. The part is connected to the rear part of the front underframe 10.
[0031]
Further, energy absorbing members 17, 17 made of a crush can or the like are arranged at the tips of the pair of left and right front upper frames 16, 16 described above.
In this embodiment, the front under frame 10 and the front upper frame 16 are extended to the front part of the power train 8, and the left and right front ends of the perimeter frame 13 located below are members 18 extending vertically. A pair of left and right front upper frames 16, 16 located on the upper side are connected to lower surfaces of the front end portions of the pair of front upper frames 16, 16 via a 18 (closed section structural member).
[0032]
Further, the upper ends of the kick-up portions 16K in the above-described front upper frame 16 are connected to each other by a reinforcement 19 extending in the vehicle width direction, and between the reinforcement 19 and the dash lower panel 3 in the vehicle width direction. Is formed.
[0033]
As shown in FIG. 2, the front ends of the pair of left and right side sills 6, 6 are connected to the rear end of the front underframe 10 and the front end of the floor frame 7 by torque boxes 21, 21. It is configured to prevent torsion.
[0034]
4 is a sectional view taken along line AA of FIG. 2, FIG. 5 is a sectional view taken along line BB of FIG. 2, and FIG. 6 is a sectional view taken along line CC of FIG. As shown in FIG. 6, a pair of left and right front apron rains 22, 22 are provided on the upper part of the engine room 1 from the upper end of the dash lower panel 3 and extend forward of the vehicle. However, the drawing shows the front apron rain 22 on the right side of the vehicle for convenience of illustration.
[0035]
The front apron rain 22 has a closed cross section 25 extending in the front-rear direction of the vehicle by connecting a front apron rain outer 23 and a front apron rain inner 24. Here, the above-mentioned pair of left and right front upper frames 16, 16 is a frame extending substantially parallel to the front apron rains 22, 22, or the pair of left and right front underframes 10, 10 is provided below the front upper frames 16, 16. It is a frame extending substantially parallel to the front upper frames 16,16.
[0036]
The joining flange 26a of the front fender 26 is joined to the upper bent portion of the front apron rain inner 24 described above.
[0037]
As shown in FIG. 3, on both sides of the engine room 1 and on the surface of the front apron rain inner 24 on the engine room 1 side, a high-rigidity suspension tower 27 (suspension tower portion) for supporting the upper part of the front wheel suspension is provided. I have.
[0038]
As shown in FIG. 2, a wheel house 28 is integrally joined to a lower portion of the suspension tower 27. As shown in FIGS. 4 to 6, an upper end portion 28 a of the wheel house 28 is attached to the front apron rain inner 24. At the same time, the lower end 28b of the wheel house 28 joins the front upper outer frame 16a and the front upper inner frame 16b to form the front upper frame 16 having the closed cross section 16c extending in the front-rear direction of the vehicle. It is connected to the outer surface of the upper joint flange.
In addition, the front and rear portions of the suspension tower 27 are provided with a suspension tower front box 29 and a suspension tower rear box 30 as shown in FIGS.
[0039]
As shown in FIGS. 1 to 5 and FIG. 7, the above-described suspension tower front box 29 includes a front wall 29a, an upper wall 29b, a bent piece 29c on the vehicle outside, and a bent piece 29d on the rear side. Are integrally or integrally formed, the lower part of the front wall 29a is joined to the upper part of the front upper inner frame 16b of the front upper frame 16, and the bent piece 29c is joined to the middle part of the front apron rain inner 24, The bent piece 29d is joined to the front side surface of the suspension tower 27.
[0040]
As shown in FIG. 1, FIG. 3, FIG. 6, and FIG. 8, the above-mentioned suspension tower rear box 30 has an upper wall 30a, an inner wall 30b, a front wall 30c, a bent piece 30d on the outside of the vehicle, and a front side. The bent piece 30e, the rear bent piece 30f, and the lower bent piece 30g are integrally or integrally formed, and the front bent piece 30e of the suspension tower 27 is formed as shown in FIG. The rear side bent piece 30f is joined to the front surface of the dash lower panel 3 while the rear side bent piece 30d is joined to the middle portion of the front apron rain inner 24 as shown in FIG. The lower bent piece 30g is joined to the upper part of the front upper frame 16 of the front upper frame 16.
[0041]
That is, the front and rear portions of the suspension tower 27 are provided with the suspension tower front box 29 and the suspension tower rear box 30 connected to both the front apron rain 22 and the front upper frame 16, and the suspension tower rear box 30 is extended rearward. It is connected to the dash lower panel 3. The structure shown in FIGS. 4 to 8 is also substantially symmetrical on the left side of the vehicle.
[0042]
Further, as shown in FIG. 3, the rear end of the above-mentioned front apron rain 22 of the vehicle rigid member is provided with a front pillar 31 of a vehicle body rigid member extending rearward while supporting a side portion of a windshield as a front window member. Connected to the front end.
[0043]
By the way, as shown in FIG. 3, a dash upper panel 32 is joined to the upper end of the dash lower panel 3 described above. Are joined.
[0044]
The hinge pillar inner panel 33 is joined to a hinge pillar outer panel (not shown) to form a hinge pillar having a closed cross section extending in the vertical direction, and supports the front door so that the front door can be opened and closed by the hinge pillar.
[0045]
As shown in FIG. 2, the power train 8 is mounted on both the front upper frame 16 and the front under frame 10.
As shown in FIGS. 2, 3, and 5, a mounting bracket 36 is fixed to a substantially horizontal portion of the wheel house 28 connected to the front upper frame 16 using a plurality of sets of fastening members such as bolts 34 and nuts 35. An engine mount 37 is attached to the mount bracket 36.
[0046]
Although only one engine mount 37 is shown in FIGS. 3 and 5, the engine mount 37 is provided in a pair on the left and right above the front upper frames 16, 16 as shown in FIG. 2.
[0047]
As shown in FIGS. 2 and 3, a damper mechanism (not shown) is provided inside a middle portion in the vehicle width direction of a rear cross member 12 that connects the pair of left and right front underframes 10 in the vehicle width direction. A rod 38 for an engine mount is provided, and three points of the power train 8 are supported by a pendulum-type engine mount including these elements 37, 37, and 38.
[0048]
This pendulum type engine mount allows the power train 8 to swing itself, and is a type of engine mount in which engine vibration is hardly transmitted to the vehicle body as much as possible.
[0049]
In FIG. 1, reference numeral 39 denotes a door opening, 40 denotes a hood, 41 denotes a bumper reinforcement, 42 denotes a front cross member, an arrow F indicates a vehicle front, an arrow R indicates a vehicle rear, and an arrow IN. Indicates the inside of the vehicle, and the arrow OUT indicates the outside of the vehicle.
[0050]
The operation of the front body structure of the vehicle configured as described above will be described below.
In a frontal collision, during a full lap collision in which the entire front of the vehicle body receives an impact, the collision load is transmitted to the front pillar 31 via the suspension tower front box 29, suspension tower 27, suspension tower rear box 30, and front apron rain 22, The power is transmitted to the floor frame 7 via the front upper frame 16 and the kick-up portion 16K, and transmitted from the rear end of the front underframe 10 to the front end of the floor frame 7.
[0051]
That is, one path for transmitting the load to the front pillar 31 via each of the elements 29, 27, 30, and 22 and another path for transmitting the load to the floor frame 7 via each of the elements 16 and 16K. The input load can be released through a total of three paths including one other path that is load-transmitted to the floor frames 7, 7 via the elements 10, 10.
[0052]
FIG. 9 shows the energy absorption characteristics at the time of a full-lap collision. The horizontal axis represents the crash stroke, the vertical axis represents the deceleration G, and the characteristic a of the perimeter frame 13 including the front underframe 10 and the characteristic of the front upper frame 16. b, a total characteristic c of these two characteristics a and b, and a conventional characteristic d in which a load is applied by a front side frame having a large cross section on one side.
[0053]
The impact resistance can be represented by the area below the curve of the characteristics c and d. As is clear from the comparison between the overall characteristic c of this embodiment shown by the solid line and the conventional characteristic d shown by the dotted line, in this embodiment, Since the load is shared between the upper frame 16 and the front underframe 10, the overall collision resistance can be improved, and the cross sections of the front upper frame 16 and the front underframe 10 can be reduced accordingly. By reducing the weight of the two members 16 and 10 and improving the collision resistance, the length of the two frames 16 and 10, particularly the front upper frame 16 in the front-rear direction, is shown by a virtual line β in FIG. One cross section can be shortened for a large front side frame, thereby shortening the front overhang and improving vehicle design. It is possible to improve the degree of freedom. In addition, the reinforcing structure of the kick-up portion 16K is not required.
[0054]
At the time of an offset collision that receives an impact on one side of the front of the vehicle body in a frontal collision, the pair of left and right front underframes 10 and 10 are connected by the front and rear cross members 11 and 12 extending in the vehicle width direction. Thereby, the load at the time of the offset collision can be absorbed.
[0055]
FIG. 10 shows an energy absorption characteristic at the time of an offset collision. The horizontal axis represents the crash stroke, the vertical axis represents the deceleration G, and the characteristic e of this embodiment having the perimeter frame 13 and the conventional one-sided one side. This shows a conventional characteristic f in which a load is applied to the front side frame having a large cross section and no perimeter frame is provided.
[0056]
The characteristic e of this embodiment shown by a solid line in FIG. 10 is illustrated with respect to the conventional characteristic f shown by a dotted line in FIG. For the sake of convenience, the hatching is provided, so that the collision resistance can be improved from the initial stage of the collision to the middle stage of the collision.
[0057]
Also, since the front ends of the perimeter frame 13 are connected to the front ends of the front upper frames 16, 16 by members 18 extending vertically in the left and right directions, the rigidity of the perimeter frame 13 (the so-called suspension cloth rigidity, particularly its lateral rigidity). ) Is improved, and as a result, steering stability can be improved.
[0058]
Moreover, the front and rear suspension towers 29 and 30 are provided before and after the suspension tower 27, and the load is applied by using the suspension tower 27 having high rigidity. Can be prevented from getting underneath.
[0059]
As described above, the front body structure of the vehicle of the embodiment shown in FIGS. 1 to 10 is provided with the dash lower panel 3 that separates the engine room 1 and the vehicle room 2 from the upper end of the dash lower panel 3. The front body structure of the vehicle is provided with a pair of left and right front apron rains 22 extending forward on the upper side of the vehicle, and a suspension tower 27 for supporting an upper portion of a front wheel suspension is provided on both sides of the engine room 1, A suspension tower box (see a suspension tower front box 29 and a suspension tower rear box 30) connected to the suspension tower 27 is provided. An intermediate portion of the front apron rain 22 is integrally connected to the suspension tower boxes 29 and 30, and a front apron rain 22 is provided. The rear end is a CFC that extends to the rear while supporting the side Those connected to the front end portion of the pillar 31.
[0060]
According to this configuration, the collision load is transmitted from the front apron rain 22 reinforced by the suspension tower boxes 29, 30 to the front pillar 31, so that the collision load can be efficiently transmitted to the rear of the vehicle body.
[0061]
In addition, since the suspension tower boxes 29 and 30 connected to the suspension tower 27 are provided, and the suspension tower boxes 29 and 30 are integrally connected to the front apron rain 22, the suspension load using the suspension tower 27 having high rigidity is received. As a result, it is possible to prevent the host vehicle from going under the other vehicle at the time of a collision with a large other vehicle.
[0062]
Further, the suspension tower box (see the suspension tower rear box 30) is extended rearward and connected to the dash lower panel 3.
According to this configuration, since the suspension tower box (see the suspension tower rear box 30) is connected to the dash lower panel 3, the dash lower panel 3 can also receive a collision load, and therefore, the collision resistance can be improved. .
[0063]
Further, at the front and rear of the suspension tower 27, at least a suspension tower front box 29 and a suspension tower rear box 30 integrally connected to the front apron rain 22 are provided.
[0064]
According to this configuration, the suspension tower front box 29 and the suspension tower rear box 30 as load-bearing structures are provided on both front and rear portions of the suspension tower 27, and a collision load is received by using the rigid rigid suspension tower 27. In the event of a collision with the vehicle, the own vehicle can be more reliably prevented from getting under the other vehicle.
[0065]
In addition, a pair of left and right front upper frames 16, 16 that extend below the front apron rain 22 and extend substantially parallel to the front apron rain 22 are disposed forward of the dash lower panel 3.
According to this configuration, the collision load can be received also by the pair of left and right front upper frames 16, 16, so that the collision resistance can be further improved.
[0066]
Further, front underframes 10, 10 extending substantially parallel to the front upper frames 16, 16 are provided in front of the lower end of the dash lower panel 3.
[0067]
According to this configuration, the front frame is composed of the front upper frame 16 and the front under frame 10, and the upper and lower frames receive a collision load (two frames on one side). As compared with a structure in which a load is applied to a front side frame having a large load, the collision resistance can be improved, the cross-section can be reduced, and both the collision performance and the weight reduction can be achieved.
[0068]
That is, as compared with the conventional structure using a front side frame having a large cross section on one side, two front frames on one side of an upper front upper frame 16 and a lower front under frame 10 are used. As shown by the characteristic c, the collision resistance can be improved comprehensively, and the weight of the front upper frame 16 and the front under frame 10 can be reduced with respect to the weight of one conventional front side frame. The total sum can be reduced, the cross section can be reduced in size, the weight can be reduced, and the collision performance can be improved.
[0069]
In addition, the length of the front frame (see the front upper frame 16 and the front under frame 10) in the vehicle front-rear direction can be reduced due to the improvement in the collision resistance. As a result, the front overhang can be shortened, and the vehicle design The degree of freedom is improved.
[0070]
Further, a member 18 is provided for connecting the front end of the front underframe 10 and the front upper frame 16 in the vertical direction.
According to this configuration, since the front end of the front underframe 10 and the front upper frame 16 are vertically connected by the member 18, the support rigidity of the front suspension, particularly the lateral rigidity, is improved, and the steering stability is improved. Can be.
[0071]
Moreover, the front underframe 10 is connected to the front ends of a pair of left and right floor frames 7 extending in the front-rear direction along the floor panel 4 provided continuously from the lower end of the dash lower panel 3 to the rear.
[0072]
According to this configuration, the collision load input to the front underframe 10 can be transmitted to the pair of left and right floor frames 7, 7, so that the collision resistance can be further improved.
[0073]
Further, as shown in the embodiment, the vicinity of the lower portion of the dash lower panel 3 of the pair of left and right front underframes 10 and 10 is connected by a rear cross member 12 to form a substantially well-shaped frame (see the perimeter frame 13 in plan view). If the structure formed by () is adopted, as shown by the characteristic e in FIG. 10, it is possible to achieve both the improvement of the resistance to the offset collision and the improvement of the support rigidity of the front suspension.
[0074]
Further, as shown in the embodiment, when the structure in which the power train 8 is mounted on both the front upper frame 16 and the front under frame 10 is adopted, the vibration of the engine constituting the power train 8 is efficiently absorbed by the vehicle body. can do.
[0075]
Further, as shown in the embodiment, when the energy absorbing members 17 and 15 such as crash cans are disposed at the front ends of the front upper frame 16 and the front under frame 10, the impacts by the energy absorbing members 17 and 15 can be improved. Of course, absorption can be performed, and adjustment corresponding to the vehicle design can be performed by changing the size of the energy absorbing members 17 and 15, so that the arrangement of a so-called derivative vehicle is facilitated. That is, the total length of the vehicle can be adjusted by the energy absorbing members 17 and 15.
[0076]
FIG. 11 shows another embodiment of the front body structure of the vehicle. In the embodiment of FIG. 1, a structure extending below the engine room 1 of the floor frame 7 is provided. Although the front underframe 10 is provided, and the front underframe 10 is integrally extended from the floor frame 7 to below the engine room 1, in this embodiment shown in FIG. , And the floor frame 7 is integrally extended to form a front underframe 10.
[0077]
With this configuration, the number of components can be reduced. In this embodiment shown in FIG. 11, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. 11, the same parts as those in the previous figure are denoted by the same reference numerals. , And a detailed description thereof will be omitted.
[0078]
FIG. 12 shows still another embodiment of the front body structure of the vehicle. In the embodiment of FIG. 3, the energy absorbing members are provided only on the both sides of the front end of the perimeter frame 13 corresponding to the front ends of the front underframes 10, 10. In this embodiment shown in FIG. 12, the front underframes 10 are connected to the front cross member 11 in the vehicle width direction. The member 15 is provided.
[0079]
Even with such a configuration, substantially the same operation and effect as those of the previous embodiment can be obtained. Therefore, in FIG. 12, the same parts as those in the previous figure are denoted by the same reference numerals, and detailed description thereof is omitted.
[0080]
FIG. 13 shows still another embodiment of the front body structure of the vehicle. In this embodiment, a suspension tower front box 29 and a suspension tower rear box 30 located at both front and rear portions of the suspension tower 27 extend in the vehicle front-rear direction. Further, at least one bead 43 bulging upward or toward the engine room 1 is integrally formed.
[0081]
With this configuration, it is possible to improve the strength of the suspension tower front box 29 and the suspension tower rear box 30 without increasing the number of parts and the weight, and to improve the resistance to collision load input. .
[0082]
In this embodiment shown in FIG. 13, the other configurations, operations, and effects are almost the same as those of the previous embodiment, and therefore, in FIG. , And a detailed description thereof will be omitted.
[0083]
FIGS. 14, 15 and 16 show still another embodiment of the vehicle body front structure, in which the front ends of the front underframes 10, 10 constituting the suspension cross member are integrally bent upward to form a curved portion. 10A, 10A are formed, and the upper ends of the curved portions 10A, 10A are connected to the lower surfaces of the front end portions of the front upper frames 16, 16.
In this embodiment, as shown in FIG. 14, an energy absorbing member 15 made of a crush can or the like is provided on a lower front portion of the front underframes 10, 10 via a bracket 44 having a U-shape in plan view. Installed.
[0084]
With this configuration, the front end of the front underframe 10 can be bent upward and the bent portion 10A can be connected to the front upper frame 16 without using the separate member 18 (see the preceding figure). Thus, the number of parts can be reduced.
[0085]
In this embodiment shown in FIGS. 14 to 16, the other configurations, operations, and effects are almost the same as those of the previous embodiment, and therefore, in FIGS. And a detailed description thereof will be omitted.
[0086]
In correspondence between the configuration of the present invention and the above-described embodiment,
The dash panel of the present invention corresponds to the dash lower panel 3 of the embodiment,
Similarly,
The suspension tower box corresponds to the suspension tower front box 29 and the suspension tower rear box 30,
The member connecting the front end of the front underframe and the front upper frame in the vertical direction corresponds to the member 18 having a separate structure or the curved portion 10A having an integral structure.
The present invention is not limited only to the configuration of the above embodiment.
[0087]
【The invention's effect】
According to the present invention, the suspension tower box connected to the suspension tower is provided, the middle part of the front apron rain is connected integrally with the suspension tower box, and the rear end of the front apron rain is connected to the front end of the front pillar. Since the load can be efficiently transmitted to the rear of the vehicle and the load is received by using the highly rigid suspension tower (suspension tower), when the vehicle collides with another large vehicle, the vehicle will be positioned below the other vehicle. There is an effect that it can be prevented from being entangled.
[Brief description of the drawings]
FIG. 1 is a side view showing a front vehicle body structure of a vehicle according to the present invention.
FIG. 2 is a plan view of a main part of FIG. 1;
FIG. 3 is a perspective view showing a front body structure.
FIG. 4 is a sectional view taken along line AA of FIG. 2;
FIG. 5 is a sectional view taken along line BB of FIG. 2;
FIG. 6 is a sectional view taken along line CC of FIG. 2;
FIG. 7 is a perspective view of a suspension tower front box.
FIG. 8 is a perspective view of a suspension tower rear box.
FIG. 9 is a characteristic diagram showing energy absorption characteristics at the time of a full-lap collision.
FIG. 10 is a characteristic diagram showing energy absorption characteristics at the time of an offset collision.
FIG. 11 is a side view showing another embodiment of the front body structure of the vehicle.
FIG. 12 is a perspective view showing still another embodiment of the front body structure of the vehicle.
FIG. 13 is a perspective view showing still another embodiment of the front body structure of the vehicle.
FIG. 14 is a side view showing still another embodiment of the front body structure of the vehicle.
FIG. 15 is a plan view of a main part of FIG. 14;
FIG. 16 is a perspective view of FIG. 14;
[Explanation of symbols]
1: engine room 2: vehicle compartment 3: dash lower panel (dash panel)
4 Floor panel 7 Floor frame 10 Front under frame 10A Curved portion 16 Front upper frame 18 Member 22 Front apron rain 27 Sus tower 29 Sus tower front box (sus tower box)
30 ... Sus tower back box (sus tower box)
31 ... front pillar

Claims (7)

A dash panel that separates the engine room and the cabin is provided,
A front body structure of a vehicle provided with a pair of left and right front apron rains extending forward from an upper end of the dash panel to an upper part of the engine room,
On both sides of the engine room, a suspension tower that supports the front wheel suspension is provided,
Provide a suspension tower box connected to the suspension tower,
An intermediate portion of the front apron rain is integrally connected to a suspension tower box, and a rear end of the front apron rain is connected to a front end of a front pillar extending rearward while supporting a side portion of the windshield. Part body structure. 2. The front body structure of a vehicle according to claim 1, wherein said suspension tower box is extended rearward and connected to a dash panel. The front body structure of a vehicle according to claim 1 or 2, wherein a front portion and a rear portion of the suspension tower are provided at a front portion and a rear portion of the suspension tower at least integrally with a front apron rain. The vehicle according to any one of claims 1 to 3, wherein a pair of left and right front upper frames disposed below the front apron rain and extending substantially parallel to the front apron rain are disposed forward from the dash panel. Front body structure. 5. The front body structure of a vehicle according to claim 4, wherein a front underframe extending substantially parallel to the front upper frame is provided in front of a lower end of the dash panel. 6. The front body structure of a vehicle according to claim 5, further comprising a member that connects a front end of the front underframe and a front upper frame in a vertical direction. 7. The front part of a vehicle according to claim 5, wherein the front underframe is connected to a front end of a pair of left and right floor frames extending in a front-rear direction along a floor panel continuously provided rearward from a lower end of the dash panel. Body structure.

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