JP2006111162A - Front part structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front part structure of a vehicle capable of certainly performing reinforcement of a cowl panel, effectively preventing reduction of rigidity of the cowl panel and certainly preventing reduction of vehicle body rigidity of the whole of the vehicle when reduction of the rigidity when a recessed storage part is provided on a part of the cowl panel is reinforced utilizing a tower bar in a front structure of the vehicle. <P>SOLUTION: In the embodiment, reduction of rigidity of the cowl panel 5 is suppressed utilizing the rigidity in a vehicle width direction of a tower bar assembling body 10 and the vehicle body rigidity is ensured by connecting the tower bar assembling body 10 to the cowl panel 5, specifically a center cowl panel 51. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle front structure including a vehicle body structure, and more particularly to a vehicle front structure provided with a tower bar that connects left and right so-called strut towers provided in a vehicle body front portion in the vehicle width direction.

  In recent years, in order to optimize the front-rear balance of the vehicle weight, a vehicle layout in which an engine disposed in an engine room at the front of the vehicle is moved as far back as possible to the vehicle compartment side is being adopted.

  However, when the engine is rearwardly arranged in this way, the engine is placed under the cowl panel at the top of the dash panel that partitions the engine room and the compartment. How to ensure the serviceability of

  With respect to this problem, in Patent Document 1 below, a part of the cowl panel is configured to be separable, and when performing engine service, serviceability can be ensured by separating this part from the cowl panel. I have to.

  On the other hand, it is also known that the front portion of the vehicle is provided with a tower bar for connecting left and right so-called strut towers extending substantially in the vehicle width direction in order to improve the maneuverability of the vehicle.

Some of these tower bars not only prevent the strut tower from falling inward, but also bend the central part of the tower bar toward the rear of the vehicle in order to increase the rigidity against torsional input, and soften the central part on the dash panel. What mounts (elastically supports) is also known by the following patent document 2.
Japanese Patent Laid-Open No. 4-129824 JP 2000-118443 A

  By the way, as described above, when the engine is retracted to the passenger compartment side, for example, when the engine and the cowl panel are close to each other, a part of the cowl panel that is a component of the vehicle body is recessed. It is conceivable to provide a stowed container.

  When the concave housing portion is provided in a part of the cowl panel in this way, the rigidity of the cowl panel extending in the vehicle width direction is lowered, and as a result, the entire vehicle body configured by a monocoque body or the like There is a possibility of causing a problem of lowering the rigidity.

  For this problem, for example, a structure in which a cowl panel is reinforced using a tower bar arranged in an engine room is conceivable. However, in the structure in which the tower bar is elastically supported on the cowl panel as in the above-mentioned Patent Document 2, since the fixing portion is elastically supported, a reduction in the rigidity of the cowl panel is inevitable. Since the cowl panel does not have a concave housing part in the first place, it is not clear which position on the cowl panel can effectively prevent the rigidity from being lowered.

  Therefore, the present invention reliably reinforces the cowl panel when using the tower bar to reinforce the decrease in rigidity when a concave housing portion is provided in a part of the cowl panel in the front structure of the vehicle. An object of the present invention is to provide a vehicle front structure that can effectively prevent a reduction in rigidity of a cowl panel and reliably prevent a reduction in vehicle body rigidity of the entire vehicle.

  The vehicle front structure of the present invention is provided at a cowl panel extending in the vehicle width direction above a dash panel that partitions an engine room and a vehicle compartment at the front of the vehicle, and at a vehicle left and right side end portion of the engine room, A vehicle front structure comprising: a strut tower that fixes an upper portion of a suspension device; and a tower bar that extends and connects the left and right strut towers and a cowl panel in a substantially vehicle width direction. In the center, a housing portion that is recessed in the vehicle upper side when viewed from the front of the vehicle is formed, and the tower bar is connected and fixed to cowl panels on both side edges of the housing portion in the vehicle width direction.

  According to the above configuration, the tower extending in the vehicle width direction is formed at the center of the cowl panel in the vehicle width direction, and the tower extends substantially in the vehicle width direction on the cowl panels on both side edges in the vehicle width direction of the housing part. The bar will be connected and fixed.

  That is, by connecting and fixing the tower bar to both side edges in the vehicle width direction of the housing portion, the rigidity of the tower bar in the vehicle width direction effectively acts on the rigidity reduction of the cowl panel provided with the housing portion. Thus, the rigidity of the cowl panel in the vehicle width direction can be ensured.

  The shape of the tower bar, etc. is not particularly limited, and may be linear in the vehicle width direction, hat-shaped, curved, or the structure that connects the left and right strut towers with the cowl panel. All are included in the tower bar of the present invention. Further, the tower bar may have a structure in which an auxiliary bar extending to the vehicle rear side is provided on a tower bar that extends linearly in the vehicle width direction, and the rear end of the auxiliary bar is connected to both side edges in the vehicle width direction of the housing portion. good.

  In one embodiment of the present invention, a separable separation panel member is provided on the cowl panel, which forms a central portion in the vehicle width direction of the cowl panel and forms the housing portion.

  According to the above configuration, the separable separation panel member that configures the central portion in the vehicle width direction and forms the accommodating portion is provided on the cowl panel.

  For this reason, since the central part of the cowl panel in the vehicle width direction can be separated by the separation panel member, for example, the central part of the cowl panel must have a curved shape, and there is a sufficient gap between the cowl panel and the engine or the like. Even if the vehicle cannot be secured, the serviceability of the engine or the like can be improved by separating the separation panel member.

  In one embodiment of the present invention, the thickness of the separation panel member is set to be thicker than the thickness of other cowl panels.

  According to the above configuration, the rigidity of the separation panel member can be increased by setting the thickness of the separation panel member to be greater than the thickness of the other cowl panels.

  For this reason, the reduction in rigidity of the cowl panel itself due to the provision of the separation panel member and the formation of the opening is suppressed by being reinforced by the separation panel member having high rigidity.

  Therefore, it is possible to secure the rigidity of the cowl panel while suppressing the demerit of the rigidity reduction of the cowl panel due to the provision of the separation panel member.

  In one embodiment of the present invention, the tower bar includes left and right side bars that connect the strut tower and a side edge in the vehicle width direction of the accommodating portion, and a left side edge and a right edge in the vehicle width direction of the accommodating portion. And a center bar connecting the two.

  According to the above configuration, the tower bar is configured as a three-part structure of the left and right side bars and the center bar.

  For this reason, as in the present invention, in the tower bar where the connection points of the tower bar are set at four locations such as the left and right strut towers and the side edges in the vehicle width direction of the accommodating portion, the production accuracy of the tower bar itself and the vehicle body side Even if the production accuracy is not increased so much, the tower bar can be easily assembled to the vehicle body by connecting the connecting points with each bar at two locations.

  Therefore, when adopting a tower bar having four connection points as in the present invention, productivity on the tower bar and the vehicle body side can be increased.

  In one embodiment of the present invention, the center bar and the side bar are connected and fixed to the cowl panel via a mounting bracket, and the center bar is positioned above the mounting bracket. In addition, an extension portion extending downward from the vehicle is connected to the mounting bracket.

  According to the above configuration, the center bar and the side bar are connected and fixed via the mounting bracket. Among these, the center bar is connected to the mounting bracket by the extending portion extending to the lower side of the vehicle. Also, the center bar is arranged on the upper side of the vehicle.

  For this reason, since the center bar is arranged at the vehicle upper side in the center in the vehicle width direction, for example, a layout space such as a vertically placed engine or an auxiliary machine arranged in the center in the vehicle width direction in the engine room is arranged at an upper portion of the engine room. Can be effectively secured.

  In one embodiment of the present invention, the center bar and the side bar are fixed together.

  According to the above configuration, the center bar and the side bar can be fastened together to form a complete tower bar in a state of being assembled to the vehicle.

  Therefore, since the input load from the suspension device can be transmitted and distributed not only to the cowl panel but also to the strut tower on the opposite side, the function of the tower bar to prevent the strut tower from falling down is ensured. Can do.

  According to the present invention, the tower bar is connected and fixed to both side edges in the vehicle width direction of the accommodating portion, so that the rigidity of the tower bar in the vehicle width direction is effective against the reduction in rigidity of the cowl panel due to the provision of the accommodating portion. Thus, the rigidity of the cowl panel in the vehicle width direction can be ensured.

  Therefore, in the front structure of the vehicle, the reinforcement of the cowl panel is ensured and the cowl panel is effectively reinforced by using the tower bar to reinforce the rigidity reduction when the concave housing part is provided in a part of the cowl panel. It is possible to prevent a decrease in the rigidity of the panel and reliably prevent a decrease in the rigidity of the vehicle body of the entire vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the front structure of the vehicle according to the present embodiment will be described with reference to FIGS. FIG. 1 is a perspective view of a vehicle body when the vicinity of a cowl portion in the engine room at the front portion of the vehicle is viewed obliquely from the upper front of the vehicle, FIG. 2 is a front view of the front portion of the vehicle body, FIG. 3 is a plan view thereof, and FIG. It is a cross-sectional side view of the direction center.

  The vehicle body structure of the present embodiment includes a pair of front side frames 1, 1 extending in the vehicle front-rear direction, a first cross member 2 that extends and connects the pair of front side frames 1, 1 in the vehicle width direction, and the front side. Frames 1 and 1 are provided with floor side frames 3 and 3 that are bent downward from the rear part of the frame and extend in the vehicle front-rear direction at the lower part of the passenger compartment floor. A dash panel 4 that extends to partition the vehicle compartment S and the engine room E and a cowl panel 5 that extends in the vehicle width direction above the dash panel 4 and introduces outside air to the air conditioning unit are provided. Further, on the vehicle outer side of the front side frames 1, 1, there are provided a wheel house 6, a wheel apron 7, and the like that house a bulging front wheel (not shown) in the engine room E.

  Further, the wheel house 6 is provided with a cylindrical strut tower 8 for fixing the upper end of a damper (not shown) of the front wheel suspension device. Two reinforcing plates 9, 9 that increase the longitudinal rigidity of the strut tower 8 in the vehicle are provided at the front and rear positions of the strut tower 8.

  In addition, what was shown with the broken line is the arrangement line of the power unit P which consists of an engine and a transmission. As shown in this arrangement line, in the vehicle of the present embodiment, the arrangement position of the power unit P is set on the vehicle rear side from the vehicle of a normal vertical engine. Specifically, the rear end of the power unit P is set so as to protrude from the dash panel 4 to the rear side (vehicle compartment S side) by being arranged on the rear side of the first cross member 2. It is arranged to sink into the lower side.

  Thus, by arranging the power unit P, it is possible to optimize the front-rear balance of the vehicle weight, and to make the vehicle excellent in maneuverability.

  A tower bar assembly 10 that connects the left and right strut towers 8, 8 extending substantially in the vehicle width direction is fastened and fixed to the upper end portion of the aforementioned strut tower 8.

  The tower bar assembly 10 includes left and right side bars 11 and 11 that are inclined rearward from the left and right strut towers 8 and 8 toward the center of the cowl panel 5 in the vehicle width direction, and the center portion of the cowl panel 5. The side bars 11 and 11 are configured in a three-part structure with a center bar 12 connecting the side bars 11 and 11. Each bar 11, 11, 12 constituting the tower bar assembly 10 is fastened and fixed via a mounting bracket 50 to a separable center cowl panel 51 provided in the center of the cowl panel 5 in the vehicle width direction. .

  The specific structures of the tower bar assembly 10 and the center cowl panel 51 will be described later.

Next, the detailed structure of the dash panel 4 and the cowl panel 5 will be described.
5 to 7 are a cross-sectional view taken along line AA, a cross-sectional view taken along line BB, and a cross-sectional view taken along line CC in FIG.

  First, as shown in FIG. 5, the dash panel 4 of the present embodiment extends in the vertical direction so as to partition the engine room E and the vehicle compartment S, and the upper flange 41 joins the lower end of the front wall 5 a of the cowl panel 5. is doing.

  The rear end portion of the front side frame 1 is joined to the engine room E side surface (vehicle front side surface) of the dash panel 4, and the floor side frame 3 is joined to the lower side thereof.

  In addition, a dash cross member 42 receiving a front collision load from the front side frame 1 is joined to the dash panel 4 on the side surface S (vehicle rear side surface) of the dash panel 4 while increasing the rigidity of the dash panel 4.

  The above-described cowl panel 5 joined to the upper flange 41 of the dash panel 4 is formed in a bowl-shaped cross-section that opens upward, and a part of the inside of the cowl panel 5 is closed on the upper surface of the cowl panel 5. An upper cowl panel 52 having a cross-sectional structure is joined.

  6 is a cross section of a portion for fastening and fixing the center cowl panel 51 to the cowl panel 5 described above.

  Also in this portion, the cowl panel 5 is positioned above the dash panel 4 by joining the lower end portion of the front wall 5a of the cowl panel 5 to the upper flange 41 of the dash panel 4 in the same manner as the cross section taken along the line AA. I am letting. Further, the upper cowl panel 52 is also joined to the upper surface of the cowl panel 5 so that a part of the inside of the cowl panel 5 has a closed cross-sectional structure. The front side frame 1 and the dash cross member 42 are also joined to the side of the engine room E and the side of the vehicle compartment S of the dash panel 4 in the same manner as the cross section taken along the line AA.

  On the other hand, the center cowl panel 51 is configured to be separable from the cowl panel 5 by fixing the center cowl panel 51 to the front wall 5 a of the cowl panel 5 with two fastening bolts 53, 53. The center cowl panel 51 is located on the rear side of the front wall 5a of the cowl panel 5 in an assembled state, and the front flange 5b of the cowl panel 5 is fitted by a fitting locking part 51a provided on the upper part thereof. Thus, it is configured to be completely integrated with the cowl panel 5.

  As can be seen from FIG. 6, the plate thickness t <b> 1 of the center cowl panel 51 is set to be thicker than the plate thickness t <b> 2 of the cowl panel 5. Thereby, since the rigidity of the center cowl panel 51 is increased, it is possible to reliably suppress a decrease in rigidity of the cowl panel 5 due to the opening of the center cowl panel 51 provided.

  7 is a portion corresponding to the joining position of the rear end of the front side frame 1 on the opposite side (the vehicle left side) from the cross section taken along the line AA. Also in this part, the cowl panel 5 is positioned above the dash panel 4 by joining the lower end portion of the front wall 5a of the cowl panel 5 to the upper flange 41 of the dash panel 4.

  However, the closed cross-sectional structure constituted by the upper cowl panel 52 is smaller than the cross-section taken along the line AA and the cross-section taken along the line BB, and in addition, at the lower position where the upper cowl panel 52 is joined. The lower cowl panel 54 constituting the second closed section is joined.

  As described above, the cowl panel 5 extends in a bowl-shaped cross-section over the entire vehicle width direction at the vehicle front portion, thereby increasing the rigidity in the vehicle width direction of the vehicle front portion. Therefore, if this cross-sectional shape is partially deformed, the rigidity is lowered, and as a result, the vehicle body rigidity of the entire vehicle constituted by the monocoque body is lowered.

  In the present embodiment, as described above, the power unit P is disposed rearward and the rear end of the power unit P is disposed below the cowl panel 5, so that the center corresponding to the center of the cowl panel 5 in the vehicle width direction is disposed. The cowl panel 51 is formed with a concave accommodating portion 55 having a lower portion facing the vehicle upper side (see FIG. 1 and the like). By forming the concave accommodating portion 55 in the center cowl panel 51, the cross-sectional shape of the cowl panel 5 changes at the center in the vehicle width direction, so that the rigidity of the cowl panel 5 in the vehicle width direction decreases.

  Therefore, in this embodiment, the tower bar assembly 10 is connected to the cowl panel 5, specifically, the center cowl panel 51, so that the rigidity of the tower bar assembly 10 in the vehicle width direction is utilized. Rigidity reduction is suppressed and vehicle body rigidity is secured.

  Each structure and connection structure of the center cowl panel 51 and the tower bar assembly 10 will be described with reference to FIGS. 8 is a perspective view of the center cowl panel 51, FIG. 9 is a plan view of the tower bar assembly 10, FIG. 10 is a single view of the side bars 11, 11, and FIG. 11 is a single view of the center bar 12.

  As shown in FIG. 8, the center cowl panel 51 includes a front wall portion 51b extending in the vehicle vertical direction and the vehicle width direction, a bottom wall portion 51c extending in the horizontal and vehicle width directions, and the front wall portion 51b and the bottom wall portion 51c. It is comprised with the panel member which consists of the accommodating part 55 which bulged diagonally upward on the vehicle back side between. Among these, in the housing portion 55, bead portions 55 a and 55 a extending in the vehicle width direction are formed in order to increase the rigidity of the housing portion 55 in the vehicle width direction, and the center cowl panel 51 of the center cowl panel 51 is provided. The reduction in rigidity in the vehicle width direction is minimized. In addition, the above-mentioned fitting locking part 51a is provided in the upper end part of the front wall part 51b.

  A plurality of fastening holes 56 for fastening to the cowl panel 5 are provided on the periphery of the front wall portion 51b and the bottom wall portion 51c of the center cowl panel 51. The aforementioned fastening bolts 53 (see FIG. 6) are inserted into the fastening holes 56 to fasten and fix the front wall 5a and the bottom surface 5b of the cowl panel 5.

  Thus, the center cowl panel 51 can be separated from the cowl panel 5 by fastening and fixing the center cowl panel 51 with the fastening bolts 53, so that there is a gap between the cowl panel 5 and the power unit P. Even in a vehicle such as this embodiment that cannot be sufficiently secured, the center cowl panel 51 can be separated to expose the engine or the like from the opening (notch opening) of the separation portion and perform services such as an engine or an auxiliary machine. It becomes possible.

  When the center cowl panel 51 is fastened to the cowl panel 5 again after the service is finished, the fastening bolt 53 of the front wall portion 51b is fastened first, and the fastening bolt 53 of the bottom wall portion 51c is later fastened. It is desirable to conclude. When fastened in this order, there is no vertical displacement between the fastening holes 56 of the front wall 51b and the corresponding hole (not shown) of the front wall 5a of the cowl panel 5, so that the fastening work is performed. This is because it can be easily performed.

  And the sealing member 57 is provided in the outer side of each fastening hole 56 ... so that the circumference | surroundings of the center cowl panel 51 may be surrounded. This is to prevent rainwater or the like from entering the engine room E from the separated portion.

  In addition, the mounting brackets 50 and 50 described above are joined to the side edge positions of the housing portion 55 in a pair on the engine room E side of the front wall portion 51 b of the center cowl panel 51. As a result, the connecting and fixing position of the tower bar assembly 10 can be set to both side positions in the vehicle width direction of the accommodating portion 55, so that the vehicle of the cowl panel 5 is utilized by utilizing the rigidity in the vehicle width direction of the tower bar assembly 10. A reduction in rigidity in the width direction can be suppressed. That is, the rigidity reduction due to the formation of the accommodating portion 55 can be suppressed by effectively utilizing the rigidity of the tower bar assembly 10, specifically, the center bar 12 in the vehicle width direction.

  The mounting bracket 50 is formed with joint flanges 50 a and 50 b by bending the rear ends of two upper and lower plate members vertically, and the upper and lower joint flanges 50 a and 50 b are formed on the front wall portion 51 b of the center cowl panel 51. By joining, the joining strength is increased and the center cowl panel 51 is fixed.

  At the tip of the mounting bracket 50, two stud bolts 58 and 59 for fastening and fixing the tower bar assembly 10 are provided so as to protrude from the upper side of the vehicle to each mounting bracket 50.

  By providing the two stud bolts 58 and 59 in this way, the mounting position of the side bar 11 on the mounting bracket 50 side is fixed at two points, so that the position of the side bar 11 on the strut tower 8 side is reliably defined. Further, it is possible to reliably prevent the strut tower 8 from falling down. In addition, since the side bar 11 is fastened to the mounting bracket at two points, the input load from the strut tower 8 can also be dispersed and reliably transmitted to the mounting bracket 50.

  In addition, by setting the stud bolt 58 on the vehicle center side to be long, the side bar 11 and the center bar 12 can be fastened together with the stud bolt 58, and the side bars 11, 11 and the center bar can be securely tightened. 12 can be integrated.

  That is, the tower bar assembly 10 is configured as a single tower bar for connecting and fixing the left and right strut towers 8 and 8 by being fastened together with a stud bolt 58 on the vehicle center side. Similarly, the load can be reliably transmitted from one strut tower 8 to the other strut tower 8.

  Further, as shown in FIG. 9, the tower bar assembly 10 is fastened and fixed on the mounting bracket 50 side by a fastening nut 60, and is also fastened and fixed on the strut tower 8 side by a fastening nut 60. Therefore, the tower bar assembly 10 can be made detachable from the vehicle body by removing these fastening nuts 60.

  The fastening and fixing on the strut tower 8 side is performed through a three-month bracket member 61 that is fastened and fixed together with the damper of the front wheel suspension device at the upper end of the strut tower 8.

  As described above, the tower bar assembly 10 has a three-part structure of the pair of left and right side bars 11 and 11 and the center bar 12. Of these, the side bars 11, 11 are configured by a side bar main body 71 and a tower fixing portion 72, as shown in FIG. 10.

  The side bar main body 71 is formed of a round pipe member having a predetermined rigidity with the center bent (see FIGS. 2 and 4), and the end of the mounting bracket 50 side (right side in FIG. 10) is crushed and a mounting flange 73 is formed. The mounting flange 73 is formed with two insertion holes 74 and 75 through which the stud bolts 58 and 59 are inserted.

  Further, the tower fixing portion 72 is formed of a gusset member joined to the side bar main body 71 on the strut tower 8 side (left side in FIG. 10), so that the load from the strut tower 8 can be effectively transmitted to the side bar main body 71. A bulging seat portion 76 that bulges into a shape is formed, and insertion holes 77 and 78 through which stud bolts (not shown) of the bracket member 61 are inserted are formed on the vehicle front side and the outer side. .

  On the other hand, the center bar 12 includes a center bar main body 81 and spacer fixing portions 82 and 82.

  The center bar main body 81 is formed of a round pipe member having a predetermined rigidity extending linearly in the vehicle width direction, and is provided with mounting flanges 83 and 83 by crushing both ends, and the mounting flanges 83 and 83 are provided with the above-described mounting flanges 83 and 83, respectively. Insertion holes 84 and 84 through which the stud bolts 58 and 58 are inserted are formed.

  In addition, cylindrical spacer fixing portions 82 and 82 extending to the vehicle lower side are joined to the lower side of the insertion holes 84 and 84 of the mounting flange, and the inner periphery of the spacer fixing portions 82 and 82 is inserted into the insertion holes 84 and 84. It is configured to match.

  By providing the spacer fixing portions 82, 82, the center bar 12 is disposed above the mounting bracket 50 by the height of the spacer fixing portion 82 with the center bar 12 fastened and fixed to the mounting bracket 50. Can do. Therefore, a wide space below the center bar 12 can be secured at the center in the vehicle width direction in the engine room E, and the engine and the auxiliary equipment can be effectively laid out in this space.

  Instead of the spacer fixing portion 82, the end portion of the attachment flange 83 may be bent to form an extension portion, and the extension portion may be directly fastened and fixed to the attachment bracket 50. Also in this case, a wide space can be secured in the center in the vehicle width direction in the engine room E.

  As described above, in the present embodiment, the center cowl panel 51 and the tower bar assembly 10 are configured as described above, so that the rigidity of the tower bar assembly 10 in the vehicle width direction can be effectively used, so that the cowl panel 5 can be used. The rigidity reduction of the vehicle can be suppressed, and the vehicle body rigidity of the front portion of the vehicle can be ensured.

  In particular, in this embodiment, since the tower bar assembly 10 is configured as a three-part structure, the tower bar assembly 10 is connected to the center cowl panel 51 by connecting the center portion of the tower bar assembly 10 in the vehicle width direction. The connection points of the left and right strut towers 8 and 8 and the center cowl panel 51 are four places in total. The body 10 can be assembled to the vehicle body. Therefore, the tower bar assembly 10 can be easily assembled to the vehicle body without increasing the production accuracy on the tower bar side or the vehicle body side, and the productivity can be increased.

  In addition, since the tower bar assembly 10 is configured as a three-part structure, the mounting angle and shape of the tower bar can be freely set, and the layout can be improved.

  In addition, when the tower bar assembly 10 is not composed of a three-part structure but is configured by a single bar, such an effect cannot be obtained, but the left and right strut towers 8 and 8 are reliably connected. Therefore, it is possible to reliably prevent the strut towers 8 and 8 from falling inward.

  In the case of a single bar, the bar shape or the like may be linear in the vehicle width direction, hat-shaped or curved, and the left and right strut towers 8 and 8 and the cowl panel 5 If it is the structure which connects strongly, all the embodiments can obtain the same effect as this embodiment.

  Further, an auxiliary bar extending rearward of the vehicle may be provided on a tower bar that extends linearly in the vehicle width direction, and both side edges in the vehicle width direction of the accommodating portion 55 of the center cowl panel 51 may be connected and fixed at the rear end of the auxiliary bar. . In this case, the same effect as that of the present embodiment can be obtained.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The tower bar of the present invention corresponds to the tower bar assembly 10 of the embodiment,
Similarly,
The separation panel member corresponds to the center cowl panel 51,
The extension part corresponds to the spacer fixing part 82,
The present invention is not limited to the configuration of the above-described embodiment, but includes an embodiment applied to the front structure of all vehicles. For example, the present invention may be applied to a so-called minivan type vehicle in which the passenger compartment is laid out on the vehicle front side of a general sedan type vehicle.

The vehicle body perspective view of the cowl part vicinity in the front part structure of the vehicle of this embodiment. The front part front view of the vehicle body of this embodiment. The front part top view of the vehicle body of this embodiment. The cross-sectional side view of the vehicle width direction center of the vehicle body of this embodiment. FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. FIG. 4 is a cross-sectional view taken along line BB in FIG. 3. FIG. 4 is a cross-sectional view taken along line CC in FIG. 3. The single item perspective view of a center cowl panel. The top view of a tower bar assembly. Single item drawing of the sidebar. Single item drawing of the center bar.

Explanation of symbols

4 ... Dash panel 5 ... Cowl panel 8 ... Strut tower 10 ... Tower bar assembly (tower bar)
51. Center cowl panel (separation panel member)
55. Accommodating section

Claims (6)

A cowl panel extending in the vehicle width direction above a dash panel that partitions the engine room and the vehicle compartment at the front of the vehicle, and a strut tower that is provided at the left and right ends of the engine room and fixes the upper part of the suspension device , A vehicle front structure comprising the left and right strut towers and a tower bar for connecting the cowl panel extending substantially in the vehicle width direction,
In the center of the cowl panel in the vehicle width direction, a housing portion that is recessed in the vehicle upper side in front view of the vehicle is formed,
A vehicle front structure in which the tower bar is connected and fixed to cowl panels on both side edges in the vehicle width direction of the housing portion. The vehicle front structure according to claim 1, wherein the cowl panel is provided with a separable separation panel member that forms a central portion in the vehicle width direction of the cowl panel and forms the housing portion. The vehicle front structure according to claim 2, wherein a thickness of the separation panel member is set to be thicker than a thickness of other cowl panels. Left and right sidebars connecting the tower bar to the strut tower and the side edge in the vehicle width direction of the accommodating portion;
The vehicle front part structure according to claim 1, wherein the front part structure includes a center bar that connects a left side edge and a right side edge of the housing part in the vehicle width direction. The center bar and the side bar are connected and fixed to the cowl panel via a mounting bracket,
The vehicle front structure according to claim 4, wherein the center bar is connected to the mounting bracket by an extending portion that extends downward from the vehicle so that the center bar is positioned above the mounting bracket. The vehicle front part structure according to claim 4 or 5, wherein the center bar and the side bar are fastened together.

Images