JP2007145129A - Vehicle front body structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a nose dive behavior at the time of head-on collision and maintain the stiffness of a vehicle front body as well as achieve weight saving. <P>SOLUTION: This vehicle front body structure includes a pair of right and left front side frames 9 extending out forwardly from a dash panel 4 located underneath of a cowl portion 3 and right and left suspension supports 14 connected to the front side frames, and is provided with a rectangular frame portion 13 in a rectangular shape when viewed from the front of the vehicle in the vicinity of a front edge portion of the front side frame. The rectangular frame portion is configured with a pair of right and left vertically extending vertical members 13a connected with a pair of upper and lower horizontally extending horizontal member 13b, and the vertical member is connected to the front side frame. At each left and right side, the upper portion 14a of the suspension support and the upper edge portion of the vertical portion are connected with a linear shaped first member 15. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front structure that absorbs collision energy at the time of a front collision.

  As a conventional vehicle body front structure, in Patent Document 1, the front of the apron rain extending forward from the vehicle width direction of the vehicle body front part is greatly suspended so that the collision energy from the front of the vehicle body is received vertically. The structure is described.

Further, generally, a front side frame extends forward from both sides in the vehicle width direction at the front portion of the vehicle body, thereby absorbing collision energy from the front of the vehicle body.
JP 2003-40142 A

  In the above-described conventional structure, the front side frame bends upward from the vicinity of the dash panel serving as the partition wall at the front end of the vehicle compartment, which is the base, due to the collision energy input at the time of the front collision, and the dash panel (particularly, A so-called nose dive behavior occurs in which the vicinity of the passenger's foot) is displaced rearward and upward, and reducing this nose dive behavior is a problem.

  However, although Patent Document 1 absorbs collision energy from the front of the vehicle body, it cannot reduce nose dive behavior due to collision energy input to the front portion of the vehicle body.

  Furthermore, recently, it is necessary to maintain the rigidity of the front portion of the vehicle body at the time of a front collision and to reduce the weight.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to reduce the nose dive behavior at the time of a front collision, to maintain the rigidity of the front portion of the vehicle body, and to achieve weight reduction.

  In order to solve the above-described problems and achieve the object, a first embodiment according to the present invention includes a pair of left and right front side frames extending forward from a dash panel below a cowl portion, and connected to the front side frame. A vehicle body front structure including left and right suspension supports, wherein a rectangular frame portion that is rectangular when viewed from the front of the vehicle body is provided near the front end of the front side frame, and the rectangular frame portion is a pair of left and right vertical frames. And a pair of upper and lower horizontally extending horizontal members are connected to each other, and the vertical members are connected to the front side frame. The upper end of the vertical member was connected with a linear first member.

  According to the first aspect, the collision energy input to the rectangular frame portion on the front surface of the vehicle body at the time of the front collision is distributed and transmitted to the first member and the front side frame through the vertical member, and therefore input to the front side frame. Impact energy can be reduced and nose dive behavior can be reduced. In addition, since the first member is linear, the collision energy can be reliably transmitted to the upper portion of the vehicle body through the suspension support without being bent.

  In addition, since the collision energy input to the front side frame is reduced, it is possible to achieve a reduction in size and weight as compared with the prior art while maintaining necessary rigidity.

  In addition, since the vertical members of the rectangular frame portion are connected to the front side frame and the first member, the apron reinforcement on the left and right sides is shortened to reduce the weight, and the front portion of the vehicle body at the time of the front collision is reduced. Rigidity can be secured.

  In the second embodiment, upper portions of the left and right suspension supports are connected by a linear tower bar, and the upper horizontal member of the rectangular frame portion, the tower bar, and the left and right first members A trapezoidal upper frame that is tapered toward the front of the vehicle body in a plan view is formed. According to this aspect, the collision energy at the time of the front impact acts in a direction that spreads in the vehicle width direction with respect to the rear end portions of the left and right first members, and is converted into stress that pulls the tower bar to the left and right (that is, Direction load is converted to the left and right direction). Therefore, the collision energy transmitted to the vehicle body behind the trapezoidal upper frame can be absorbed by the tower bar, and the deformation of the passenger compartment can be reduced.

  In the third embodiment, the upper part of the suspension support and the connecting part of the vertical member and the front side frame are connected by the linear second member on both the left and right sides. According to this embodiment, most of the collision energy of the rectangular frame part can be concentrated on the suspension support upper part by the triangular frame part constituted by the vertical member, the first member, and the second member.

  In the fourth embodiment, the upper portion of the suspension support and the side end portion of the cowl portion are connected to each other by a straight third member on both the left and right sides. According to this aspect, since the transmission path for transmitting the collision energy input to the triangular frame portion directly to the upper part of the vehicle body is formed, the input of the collision energy to the front side frame can be effectively reduced. Further, since a transmission path for collision energy is formed above and below the front part of the vehicle body, it is useful as an alternative technique to the conventional apron reinforcement.

  Moreover, in the 5th form, the intermediate part of the said tower bar and the side edge part of the said cowl part were connected with a pair of left and right linear 4th members. According to this form, the tensile strength of the tower bar can be increased.

  In the sixth embodiment, the first and second members are disposed so as to incline downward toward the front of the vehicle body. According to this embodiment, the suspension support upper portion acts so as to move upward and forward at the time of a front collision, so that the effect of reducing the nose dive behavior can be enhanced.

  According to the present invention, the nose dive behavior at the time of a front collision can be reduced, the rigidity of the front portion of the vehicle body can be maintained, and the weight can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  The embodiment described below is an example as means for realizing the present invention, and the present invention can be applied to a modified or modified embodiment described below without departing from the spirit of the present invention.

[Description of overall structure]
FIG. 1 is a perspective view showing a vehicle body front structure according to an embodiment of the present invention, FIG. 2 is a plan (top) view showing a vehicle body front structure of the embodiment according to the present invention, and FIG. 3 is an embodiment according to the present invention. FIG. 4 is a bottom view showing the vehicle body front structure of the embodiment according to the present invention, and FIG. 5 is a left side view showing the vehicle body front structure of the embodiment according to the present invention. . Note that the front part of the vehicle body of the present embodiment has a symmetrical structure with respect to the center line extending in the vehicle longitudinal direction from the center in the vehicle width direction, and therefore a right side view opposite to FIG.

  1 to 5, the front portion of the vehicle compartment 1 is located at the lower edge portion of the windshield and connects the left and right A pillars (window pillars) 2 in the vehicle width direction, the vehicle compartment 1 and the engine compartment. The main components are a dash panel 4 serving as a partition wall and a hinge tower 5 extending downward from the left and right A pillars 2. The dash panel 4 is provided in the lower part of the cowl part 3, and the left and right side edges thereof are connected to the left and right hinge towers 5, respectively. The hinge tower 5 is provided with a door hinge that supports left and right front side doors (not shown) so as to be freely opened and closed. Further, the lower end portion of the hinge tower 5 is connected to a floor frame 6 disposed on the bottom surface portion of the passenger compartment 1.

  On the left and right sides of the engine compartment, the left and right apron reinforcements 7 extending from the respective connecting parts of the left and right A pillars 2 and the hinge tower 5 to the front of the vehicle body, and the wheel houses (splashes) below the apron reinforcement 7 Shield 8 and left and right front side frames 9 extending from the chassis frame (not shown) to the front of the vehicle body are provided. The length of the left and right apron reinforcements 7 from the connecting portion is about 1/3 of the length in the front-rear direction of the engine compartment, and is formed shorter than usual so as to reduce the weight.

  The front side frame 9 extends forward from the dash panel 4 below the cowl portion 3, and the lower portions of the left and right suspension towers (suspension support) 14 are connected to and supported by the front side frame 9. X is a center line of the suspension damper and the coil spring.

  A front subframe (perimeter frame substituted for a front cross member) 10 extending from the floor frame 6 to the front of the vehicle body is provided at the bottom of the engine compartment. The left and right ends of the front subframe 10 support a lower arm 21 constituting a front suspension. The front subframe 10 is configured to be smaller and lighter than the front cross member.

  A bumper reinforcement 12 extending in the vehicle width direction is connected to the front end portions of the left and right front side frames 9 via a crash tube 11. The crush tube 11 is formed with a plurality of elongated holes 11a in the side surface portion, and the crush tube 11 is easily crushed in the axial direction at the time of a front collision, and absorbs collision energy. A bumper (not shown) is attached to the bumper reinforcement 12. The crash tube 11 absorbs the collision energy input through the bumper reinforcement 12 at the time of the front collision.

  A radiator shroud 13 that supports a radiator unit (not shown) such as a radiator or an electric fan is disposed behind the bumper reinforcement 12. The radiator shroud 13 is configured by a substantially rectangular (rectangular) frame (rectangular frame portion) when viewed from the front of the vehicle body. The radiator shroud 13 has a pair of left and right vertically extending linear vertical members 13a and a pair of upper and lower linear horizontal members 13b extending horizontally in the vehicle width direction. The both ends of the horizontal member 13b are connected to each other, and the upper ends of the vertical members 13a and the both ends of the upper horizontal member 13b are connected to form a horizontally long rectangular rectangle as a whole. Can receive a collision object such as a vehicle.

  In the radiator shroud 13, the vertical member 13 a is connected to the front side frame 9 on both the left and right sides.

  A space surrounded by the dash panel 4, the left and right front side frames 9, and the radiator shroud 13 serves as an engine room, and includes a power train PT including an engine EG, a transmission TM, and a differential mechanism (differential) DIF virtually indicated by a one-dot chain line. Is supported by the front side frame 9 via an engine mount (not shown) in a state in which it is horizontally placed (arranged so that the crankshaft and eccentric shaft extend in the vehicle width direction).

  An upper end portion of a front suspension such as a suspension strut that pivotally supports a front wheel is attached to the upper portion 14a of the suspension tower 14 on each of the left and right sides of the vehicle body. The lower end of the suspension strut is supported by the lower arm 21.

  Furthermore, the suspension tower upper part 14a and the upper ends of the left and right vertical members 13a are connected by a linear first member 15, and the suspension tower upper part 14a and the substantially middle part of the left and right vertical members 13a are linear. The second members 16 are connected. A triangular frame structure (triangular frame portion) is formed by the vertical member 13a, the first member 15, and the second member 16 on both the left and right sides of the engine compartment.

  The first member 15 and the second member 16 are disposed so as to be inclined downward toward the front of the vehicle body. The second member 16 has a longer axis than the first member 15, and the first member 15 has a longer axis than the vertical member 13 a portion constituting a part (one side) of the triangular frame portion. That is, the second member 16 is disposed below the first member 15. The front end portion 16 a of the second member 16 is connected to a connecting portion between the vertical member 13 a and the front side frame 9.

  The left and right suspension tower upper portions 14 a are connected by a straight tower bar 18. The upper horizontal member 13b of the radiator shroud 13, the tower bar 18, and the left and right first members 15 form a trapezoidal upper frame that tapers toward the front of the vehicle body in a plan view (viewed from the top). In other words, the upper side member 13b has a longer axis than the tower bar 18, and both ends of the upper side member 13b and the left and right suspension tower upper parts 14a are connected by the left and right first members 15 to form a trapezoidal shape as a whole. Yes.

  Further, on both the left and right sides, the suspension tower upper portion 14a and the side end portion 3a of the cowl portion 3 are connected by a linear third member 19, and the substantially middle portion of the tower bar 18 and the side end portion 3a of the cowl portion 3 are connected. They are connected by a pair of left and right linear fourth members 20.

  As described later, the triangular frame portion is allowed to rotate around the connecting portion at the connecting portion between the first member 15 and the second member 16 and the suspension tower upper portion 14a by an impact from the front of the vehicle body. A weak part is formed.

  Further, the suspension tower upper part 14 a and the dash panel 4 are connected by a pair of left and right linear third members 19.

  In addition, each element which comprises the vehicle body front part of this embodiment is mainly comprised with the metal material.

[Explanation of cross-sectional shape and connection structure]
FIG. 6 is a view showing the connection structure of the upper part of the suspension tower according to the present embodiment, and FIG. 8 is a view showing the connection structure of the radiator shroud and the first member of the present embodiment, FIG. 9 is a view showing the structure of the first member of the present embodiment, and FIG. 10 is the tower bar and the fourth member of the present embodiment. FIG. 11 is a cross-sectional view showing the structure of the cowl portion and the dash panel of this embodiment.

  First, with reference to FIG. 6, the connection structure of the upper part of the suspension tower of this embodiment is demonstrated.

  As shown in FIG. 6, the suspension tower 14 has a hollow cylindrical main body portion 14b whose upper end portion is closed. A receiving portion 31 for holding a coil spring SP that constitutes a front suspension is formed inside the main body portion 14b, and a through hole 33 in which a damper shaft (not shown) is disposed via a rubber bush 32 or the like at a substantially central portion. Is formed. The suspension tower upper part 14a is comprised by fixing the disk-shaped reinforcement member 14c which the outer edge stood up to the upper end part of this main-body part 14b with the volt | bolt 34 grade | etc.,. The space 36 sandwiched between the main body portion 14b and the auxiliary member 14c forms a substantially ring-shaped closed cross section in a plan view (viewed from above), and has increased rigidity. The rear end portions of the first member 15 and the second member 16 are fixed to the side surface portion of the auxiliary member 14c with bolts 35 or the like. In addition, a portion 37 in which a part is deleted in a planar shape is formed on the outer surface of the auxiliary member 14c, and the front end portion of the third member 19 is fixed to the deleted portion 37 with a bolt 35 or the like.

  Next, with reference to FIG. 7, the connection structure of the vertical member of the radiator shroud connected to the front side frame of this embodiment, a crush pipe, and the 2nd member is demonstrated.

  As shown in FIG. 7, the front side frame 9 is overlapped so that the concave portions of the two plate materials 9a having a substantially convex cross section face each other, and the overlapping side edge portion 9b is joined by welding or the like to provide a highly rigid closed cross section. It has a structure. Further, the vertical member 13a and the first member 15 of the radiator shroud 13 have a substantially U-shaped cross section. Then, the front end portion of the second member 16 is fitted into the middle portion of the vertical member 13a and fixed to the front side frame 9 with a bolt 42 or the like through a common bolt hole 41. Further, a mounting plate 44 of the crash tube 11 is fixed to the front end portion of the front side frame 9 by welding or the like, and a flange portion 11b of the crash tube 11 is fixed to the mounting plate 44 with a bolt 45 or the like. Note that a recess 43 or the like is formed in a portion where the front side frame 9 and the second member 16 are in contact with each other, and the front side frame 9 and the second member 16 are configured not to interfere with each other.

  Next, with reference to FIG. 8, the connection structure of the radiator shroud and the first member of this embodiment will be described.

  As shown in FIG. 8, the vertical member 13a and the horizontal member 13b of the radiator shroud 13 are walls on the lower side (upper side in the case of the lower horizontal member) at both ends of the horizontal member 13b having a U-shaped cross section. The end of the vertical member 13a is engaged with the part from which a part has been deleted, and a part of each end is bent to form a joining allowance 13c, and the joining allowance 13c is joined by spot welding or the like. .

  Further, the front end portion of the first member 15 is provided with attachment allowances 15a to 15c in three wall portions constituting a cross section, and through holes are formed in the attachment allowances 15a to 15c. Further, a through hole that matches the through hole is formed in the connecting portion of the vertical member 13a and the horizontal member 13b. Then, the mounting margins 15a and 15c on both sides are inserted into the inner surface side of the connecting portion of the vertical member 13a and the horizontal member 13b, and the central mounting margin 15b is overlapped on the outer surface side of the connecting portion. The through holes of the allowances 15a to 15c and the through holes formed in the connecting portion of the vertical member 13a and the horizontal member 13b are matched and fixed with bolts 46 or the like.

  Next, the structure of the first member of this embodiment will be described with reference to FIG.

  As shown in FIG. 9, a mounting flange 47 is formed at the rear end portion of the first member 15, and the mounting flange 47 is connected to the reinforcing member 14c of the suspension tower upper portion 14a described above. The first member 15 has a U-shaped cross section in the vicinity of the mounting flange 47 and has a constant cross-sectional area in the axial direction, but becomes shorter as the vertical length h of the cross section approaches the flange 47 (h1> h2). ) And the fragile portion 48 whose cross-sectional area changes smoothly so that the lateral length d is long (d1 <d2). The fragile portion 48 has a constant cross-sectional area in the axial direction, so the rigidity against the axial force does not change, but it is easy to bend downward (in the direction of the open portion of the U-shaped cross section) intersecting the axial direction. . The fragile portion 48 allows the above-described triangular frame portion to rotate around the fragile portion 48 due to an impact from the front of the vehicle body, and promotes the rotational behavior of the triangular frame portion at the time of a front collision, The first member 15 and the second member 16 have a function of preventing the target turning behavior from being hindered due to buckling or the like.

  In addition, you may form the same weak part in the site | part corresponding to a 2nd member.

  Next, a connection structure between the tower bar and the fourth member according to the present embodiment will be described with reference to FIG.

  The tower bar 18 has a substantially U-shaped cross section that opens downward. The fourth member 20 is a pipe material having a hollow circular cross section. Each of the left and right fourth members 20 has a large U-shaped cross section that matches the outer shape of the tower bar 18 so that the rear ends of the fourth members 20 are adjacent to each other in the vicinity of the middle portion of the tower bar 18 in the vehicle width direction. The member 50 is joined by welding or the like. The joining member 50 is fixed with a bolt 51 or the like in the vicinity of an intermediate portion in the axial direction of the tower bar 18.

  Finally, with reference to FIG. 11, the structure of the cowl part and the dash panel of the present embodiment will be described.

  As shown in FIG. 11, the cowl portion 3 has a highly rigid closed cross-sectional structure in which a front front panel 3a and a rear rear panel 3b, which are formed by bending a plate material, are overlapped, and overlapping side edges are joined by welding or the like. have. The dash panel 4 includes an upper panel 4a on the upper side and a lower panel 4b on the lower side, and the upper panel 4a and the lower panel 4b are connected with bolts or the like. And the upper edge part of the upper panel 4a is connected with the lower edge part of the cowl part 3 with a volt | bolt etc. Further, the rear end portion of the third member 19 is connected to the front panel 3 a of the cowl portion 3.

[Behavior of the front of the vehicle during a front collision]
FIG. 12 to FIG. 15 are diagrams showing the behavior at the time of front collision by the vehicle body front structure of the present embodiment in comparison with the conventional structure. The behavior shown in the figure is a simulation result when the front portion of the vehicle body collides with the barrier in each of the present embodiment and the conventional example.

  In the conventional structure shown in FIGS. 12B to 15B, the same or similar elements as those in the configuration of the present embodiment are denoted by “′”. Also, in each figure, T is a front wheel tire, W is a tire wheel, B is a barrier, G is a ground line (ground surface of the tire T) when the tire is assumed not to be punctured, and G ′ is assumed that the tire is punctured. This is the ground line (the ground contact surface of the wheel W).

  In the conventional structure (FIG. 13 (b), FIG. 14 (b)), the crash tube 11 ′, the bumper reinforcement 12 ′, and the radiator shroud 13 ′ are deformed and the collision energy is changed from the early front collision to the middle front collision. However, since the impact energy is concentrated on the front side frame 9 ′ without being distributed to the upper part of the vehicle body, the front side frame 9 ′ starts to bend upward from the vicinity of the dash panel 4 ′, which is the base, and the power in the engine compartment A nose dive behavior occurs in which the train PT ′ is displaced rearward and upward. Further, since the tire wheel W is hard, it collides with the wheel house 8 'and promotes the backward movement of the dash panel 4'.

  On the other hand, in the structure of the present embodiment (FIGS. 13A and 14A), the crash tube 11, the bumper reinforcement 12, and the radiator shroud 13 are deformed to absorb the collision energy, Since the impact energy is distributed and transmitted to the upper part of the vehicle body (suspension tower upper part 14a and the third member 19) through the triangular frames 13a, 15, and 16, the front side frame 9 is compressed in the axial direction without being bent. . Further, the triangular frames 13a, 15, and 16 are rotated counterclockwise (as viewed from the left side of the vehicle body shown in the figure) to displace the power and the rain PT obliquely downward, and the nose dive behavior is suppressed.

  When the front collision further progresses from the middle stage of the front collision, in the conventional structure (FIG. 15B), the front side frame 9 ′ is bent upward in a reverse shape and the nose dive behavior is further increased, and the apron rain The force 7 'is also crushed.

  On the other hand, in the structure of the present embodiment (FIG. 15A), the front side frame 9 is further compressed and crushed in the axial direction, and the triangular frames 13a, 15, and 16 (the left side of the vehicle body shown in the figure). The suspension tower 14a and the cowl portion 3 are lifted counterclockwise (as viewed from the above), acting in the opposite direction to the nose dive behavior, and as a result, the nose dive behavior is suppressed.

[Description of effects]
Below, the effect which this embodiment has is explained.
(1) The collision energy input to the radiator shroud 13 at the time of the front collision is distributed and transmitted to the front side frame 9 and the upper body of the vehicle such as the suspension tower 14 and the apron reinforcement 7 through the triangular frame portion. . For this reason, the collision energy input to the front side frame 9 can be reduced, and the nose dive behavior can be reduced.

  In addition, since the collision energy input to the front side frame 9 is reduced, it is possible to reduce the size and weight of the front side frame by making the front side frame thinner than before while maintaining necessary rigidity.

  Further, since the first to third members 15, 16 and 19 are linear, the collision load can be reliably transmitted to the upper part of the vehicle body through the suspension tower upper part 14 a without being bent.

Further, since the vertical member 13a of the radiator shroud 13 is connected to the front side frame 9 and the first member 15, the apron reinforcements 7 on both the left and right sides are shortened as compared with the prior art, and the weight is reduced. The rigidity of the front part of the vehicle body can be secured.
(2) Since the triangular frame portion includes the vertical member 13a of the radiator shroud 13 as a constituent element and the first and second members 15 and 16 are disposed so as to incline downward toward the front of the vehicle body, The collision energy near the side frame 9 can be absorbed, and the concentration of collision energy on the front side frame 9 can be reduced. Further, most of the collision energy of the radiator shroud 13 can be concentrated on the suspension tower upper portion 14a by the triangular frame portion.
(3) Since the second member 16 has a longer axis than the first member 15 and the first member 15 has a longer axis than the vertical member 13a constituting the triangular frame portion, the second member 16 has a longer axis than the vertical member 13a of the triangular frame portion. The position of the connecting portion between the first member 15 and the second member 16 is increased, and the triangular frame portion rotates counterclockwise when viewed from the left side of the vehicle body at the time of a front collision to raise the suspension tower upper portion 14a and the cowl portion 3. Acts as follows. Therefore, the effect of reducing the nose dive behavior can be enhanced.
(4) Since the front end portion of the second member 16 is connected to the connecting portion between the vertical member 13a and the front side frame 9, collision energy is input to the front side frame 9 and is simultaneously dispersed in the triangular frame portion. The bending of the front side frame 9 can be reduced from the initial stage of the front collision. Further, since the second member 16 becomes a truss between the radiator shroud 13 and the suspension tower upper portion 14a, the rigidity of the front portion of the vehicle body can be increased.
(5) Since the suspension tower upper part 14a and the dash panel 4 are connected by the linear third member 19, a transmission path for transmitting the collision energy input to the triangular frame part directly to the upper part of the vehicle body is formed. Therefore, the input of collision energy to the front side frame 9 can be effectively reduced. In addition, since a transmission path for collision energy is formed above and below the front part of the vehicle body, it is useful as an alternative technique to the conventional apron reinforcement.
(6) The left and right suspension tower upper parts 14a are connected by a straight tower bar 18, and the upper side member 13b of the radiator shroud 13, the tower bar 18, and the left and right first members 15 face the vehicle front in plan view. By forming the trapezoidal trapezoidal upper frame, the collision energy at the time of the front impact acts in the direction of spreading in the vehicle width direction with respect to the rear end portions of the left and right first members 15, and the stress that pulls the tower bar 18 to the left and right (That is, the load in the front-rear direction is converted in the left-right direction). Therefore, the collision energy transmitted to the vehicle body behind the trapezoidal upper frame can be absorbed by the tower bar 18, and the deformation of the passenger compartment 1 can be reduced.
(7) The tensile strength of the tower bar 18 can be increased by connecting the intermediate portion of the tower bar 18 and the side end portion 3a of the cowl portion 3 with a pair of left and right linear fourth members 20.

It is a perspective view which shows the vehicle body front part structure of embodiment which concerns on this invention. It is a top view which shows the vehicle body front part structure of embodiment which concerns on this invention. It is a front view which shows the vehicle body front part structure of embodiment which concerns on this invention. It is a bottom view which shows the vehicle body front part structure of embodiment which concerns on this invention. It is a left view which shows the vehicle body front part structure of embodiment which concerns on this invention. It is a figure which shows the connection structure of the suspension tower upper part of this embodiment. It is a figure which shows the connection structure of the vertical member of the radiator shroud connected to the front side frame of this embodiment, a crash pipe, and a 2nd member. It is a figure which shows the connection structure of the radiator shroud and 1st member of this embodiment. It is a figure which shows the structure of the 1st member of this embodiment. It is a figure which shows the connection structure of the tower bar and 4th member of this embodiment. It is sectional drawing which shows the structure of the cowl part and dash panel of this embodiment. It is a figure which shows the behavior at the time of the front collision by the vehicle body front part structure of this embodiment compared with the conventional structure. It is a figure which shows the behavior at the time of the front collision by the vehicle body front part structure of this embodiment compared with the conventional structure. It is a figure which shows the behavior at the time of the front collision by the vehicle body front part structure of this embodiment compared with the conventional structure. It is a figure which shows the behavior at the time of the front collision by the vehicle body front part structure of this embodiment compared with the conventional structure.

Explanation of symbols

1 Car compartment 2 A pillar (window pillar)
3 Cowl 4 Dash panel 5 Hinge tower 6 Floor frame 7 Apron reinforcement 8 Wheel house 9 Front side frame 10 Front subframe (perimeter frame)
11 Crash tube 12 Bumper reinforcement 13 Radiator shroud 14 Suspension tower 15 First member 16 Second member 18 Tower bar 19 Third member 20 Fourth member 21 Lower arm EG Engine TM Transmission DIF Differential mechanism PT Power train

Claims (6)

A vehicle body front structure comprising a pair of left and right front side frames extending forward from a dash panel below the cowl portion, and left and right suspension supports connected to the front side frame,
A rectangular frame portion having a rectangular shape as viewed from the front of the vehicle body is provided near the front end portion of the front side frame,
The rectangular frame part is configured by connecting a pair of left and right vertically extending vertical members and a pair of upper and lower horizontally extending horizontal members,
The vertical member is connected to the front side frame;
A vehicle body front part structure in which the upper part of the suspension support and the upper end part of the vertical member are connected by a linear first member on each of the left and right sides. The upper parts of the left and right suspension supports are connected by a straight tower bar,
2. The trapezoidal upper frame tapering toward the front of the vehicle body in a plan view is formed by the horizontal member on the upper side of the rectangular frame portion, the tower bar, and the left and right first members. Car body front structure.   The vehicle body front structure according to claim 1 or 2, wherein an upper portion of the suspension support and a connecting portion of the vertical member and the front side frame are connected by a linear second member on both left and right sides. .   The vehicle body front part structure according to any one of claims 1 to 3, wherein an upper portion of the suspension support and a side end portion of the cowl portion are connected by a straight third member on both the left and right sides. .   The vehicle body front structure according to any one of claims 2 to 4, wherein an intermediate portion of the tower bar and a side end portion of the cowl portion are connected by a pair of left and right linear fourth members. .   The vehicle body front structure according to any one of claims 3 to 5, wherein the first and second members are disposed so as to be inclined downward toward the front of the vehicle body.

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