JP2007230489A - Front structure of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the front structure of a vehicle body capable of surely transmitting a collision load to a transmitted member independently of a shape of a wheel apron and capable of absorbing energy generated by the axial compression of a front side frame by appropriately transmitting the collision load to an upper part of the vehicle body without increasing an angle of the inclination of the transmitting member, in regard to the front structure of a vehicle body for transmitting the collision load applied to the front side frame to an upper part of the vehicle body. <P>SOLUTION: This front structure of a vehicle body has the front side frame 2 projecting forward a vehicle from a dash panel 1 and a suspension tower 5 connected to the front side frame at the lower end thereof at a position outside a vehicle and formed so as to be swelled into an engine room. This front structure of the vehicle body is provided with bridge-like frame members 11 and 12 extended obliquely downward so as to connect an upper part 52 of the suspension tower to the front side frame on the front side of the vehicle from the suspension tower. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front structure of an automobile, and more particularly to a vehicle body front structure including a pair of left and right front side frames and a suspension tower for mounting a suspension device.

  Conventionally, in the front body structure of an automobile, in order to improve the collision safety performance of the vehicle, how to disperse and transmit the collision load acting on the front side frame extending in the longitudinal direction of the vehicle body to the rear side of the vehicle body Is being considered.

  In the past, this collision load was mainly transmitted to the body frame extending continuously to the rear end of the front side frame and extending to the lower part of the vehicle body. However, since this collision load is not transmitted to the upper part of the vehicle body, the front side frame is There is a risk that the energy absorption by the axial compression of the front side frame cannot be sufficiently realized by bending upward at the base near the panel.

Therefore, for example, in Patent Document 1 below, the front side frame extends obliquely upward along the wheel apron so that the collision load acting on the front side frame is distributed and transmitted to the apron member located at the upper part of the vehicle body. A vehicle body front structure having a rigid member for connecting an apron member has been proposed.
JP 2005-335619 A

  By the way, in order to improve the load transmission performance, it is possible to transmit the load directly to the member to be transmitted by performing the load transmission with a member extending as linearly as possible in the input direction of the load.

  In this regard, in the case of the above-mentioned Patent Document 1, since the rigid member forms a closed section along the wheel apron, the reinforcing member is inevitably formed to be bent outward in the vehicle width direction, and the vehicle front side. It was not sufficient in terms of load transmission to transmit the load from the vehicle to the rear side of the vehicle.

  Further, since the front side frame and the apron member are usually formed with a predetermined distance offset in the vehicle width direction, when the front side frame and the apron member are directly connected as in the above-mentioned Patent Document 1, Since the rigid member is greatly inclined in a plan view, there is a possibility that the collision load from the front of the vehicle cannot be properly transmitted to the upper part of the vehicle body.

  Therefore, according to the present invention, in order to transmit the collision load acting on the front side frame to the upper part of the vehicle body, the collision load can be reliably transmitted to the transmitted member regardless of the shape of the wheel apron in the vehicle body front structure. Another object of the present invention is to provide a vehicle body front structure capable of appropriately transmitting a collision load to the upper portion of the vehicle body without increasing the inclination angle of the transmission member and realizing energy absorption by axial compression of the front side frame.

The vehicle body front structure of the present invention is formed such that a front side frame that protrudes from the dash panel to the front side of the vehicle and a lower end portion of the front side frame that is coupled to the front side frame and swells into the engine room at the vehicle outer side position. A vehicle body front portion structure having a suspension tower portion that accommodates the suspension device that has been made,
A bridge-like frame member is provided that extends downward and connects the upper portion of the suspension tower portion and the front side frame on the vehicle front side from the suspension tower portion.

According to the above configuration, the upper portion of the suspension tower portion and the front side frame on the vehicle front side from the suspension tower portion are coupled by the bridge-shaped frame member extending obliquely downward, so that the front side frame is attached to the front side frame at the time of a frontal collision. The collision load acting from the front of the vehicle is distributed and transmitted directly to the upper part of the suspension tower via the bridge-shaped frame member.
For this reason, regardless of the shape of the wheel apron, the collision load is directly transmitted to the upper portion of the suspension tower portion, which is a member to be transmitted. In addition, since the collision load is transmitted to the suspension tower formed on the center side in the vehicle width direction from the apron member, the collision load is appropriately applied to the upper part of the vehicle body without greatly inclining the bridge-shaped frame member in plan view. Can be communicated to.
The bridge-shaped frame member is not particularly limited as to the material, shape, molding method, and the like as long as it is a linear member that appropriately transmits the collision load from the front of the vehicle. A pipe-type member, an H-shaped cross-sectional member, an I-shaped cross-sectional member, an L-shaped cross-sectional member, etc., formed of aluminum, an aluminum alloy, steel, or the like may be used.

In one embodiment of the present invention, an engine mount mounting portion for mounting the engine mount is formed at an intermediate portion of the bridge-shaped frame member.
According to the above configuration, the power plant such as the engine is supported by the bridge-shaped frame member positioned above the front side frame.
For this reason, it is not necessary to set the mounting part of the engine mount to the front side frame, and the buckling deformation region of the front side frame can be expanded. Moreover, the backward energy of the power plant at the time of a frontal collision can be transmitted to the upper part of the suspension tower via the bridge-shaped frame member. Furthermore, since the support position of a power plant can be set high, vibration suppression of a power plant can also be aimed at.
Therefore, the amount of energy absorbed by the axial compression of the front side frame can be increased, and the impact of the backward movement of the power plant during a frontal collision can be transmitted to the upper part of the car body to reduce the burden on the lower part of the car body. Can do. Moreover, the NVH (Noise Vibration Harshness) performance of power plant vibration can also be improved.

In one embodiment of the present invention, the engine mount mounting portion is a concave hole portion extending in the vertical direction formed in an intermediate portion of the bridge-shaped frame member, and the engine mount is accommodated in the concave hole portion. It is a thing.
According to the said structure, a power plant is attached to a frame member by accommodating an engine mount in the concave hole part formed in the intermediate part of the frame member.
For this reason, the coupling strength between the engine mount and the frame member can be increased, and the backward energy of the power plant at the time of a frontal collision can be reliably transmitted to the frame member.
Therefore, the support rigidity of the power plant can be increased, and the backward energy of the power plant at the time of a frontal collision can be reliably transmitted to the upper part of the suspension tower.

In one embodiment of the present invention, the bridge-shaped frame member is configured separately from the vehicle body, and both ends of the frame member are fastened and fixed to the upper portion of the suspension tower portion and the front side frame. is there.
According to the said structure, the assembly | attachment operation | work of the frame member to a vehicle body can be easily performed by a fastening operation | work. Moreover, it can also form with casting members, such as a light alloy, by making the frame member into a different body.
Therefore, the assembly workability of the frame member can be improved, and the weight of the vehicle body can be reduced as a result by reducing the weight of the frame member.

In one embodiment of the present invention, the bridge-shaped frame members are provided in a pair of left and right, and the frame members are arranged in a C shape with the front side of the vehicle tapered in a plan view. The suspension tower is formed as a pair of left and right, and the upper part of the suspension tower is connected by a suspension tower bar extending in the vehicle width direction.
According to the above configuration, the frame member extending in the vehicle front-rear direction is arranged in a square shape with the front side of the vehicle tapered in a plan view. The displacement is generated, and the load is transmitted to the suspension tower bar connected to the upper portion of the suspension tower portion in the vehicle width direction, that is, the axial direction of the suspension tower bar.
Therefore, the suspension tower bar undergoes plastic deformation in the axial direction, and the collision energy in the front-rear direction transmitted to the upper portion of the suspension tower portion can be absorbed by the suspension tower bar extending in the vehicle width direction.
Therefore, the suspension tower that is installed to improve the maneuverability of the vehicle can be used positively as a shock absorbing member in the case of a frontal collision, and the collision performance of the vehicle can be improved regardless of deformation in the longitudinal direction of the vehicle. Can be improved.

In one embodiment of the present invention, a cowl box extending in the vehicle width direction is formed on the vehicle rear side of the suspension tower portion, and the cowl box and the upper portion of the suspension tower portion are connected by a connecting member extending in the vehicle front-rear direction. It is a thing.
According to the above configuration, the upper part of the suspension tower and the cowl box are connected by the connecting member extending in the vehicle front-rear direction, so that the collision load transmitted to the upper part of the suspension tower is directly transmitted to the cowl box. It will be.
For this reason, the collision load transmitted to the upper part of the suspension tower portion is also distributed and transmitted to the cowl box, so that the collision performance of the vehicle body can be reliably improved.
Therefore, the load distribution to the upper part of the vehicle body by the frame member can be reliably performed, and the energy absorption by the axial compression of the front side frame can be more reliably realized.

According to the present invention, regardless of the shape of the wheel apron, the collision load is directly transmitted to the upper portion of the suspension tower portion which is a member to be transmitted. In addition, since the collision load is transmitted to the suspension tower formed on the center side in the vehicle width direction from the apron member, the collision load is appropriately applied to the upper part of the vehicle body without greatly inclining the bridge-shaped frame member in plan view. Can be communicated to.
Therefore, in order to transmit the collision load acting on the front side frame to the upper part of the vehicle body, it is possible to reliably transmit the collision load to the transmitted member regardless of the shape of the wheel apron, etc. Energy can be absorbed by axial compression of the front side frame by appropriately transmitting the collision load to the upper part of the vehicle body without increasing the inclination angle of the member.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the configuration of the first embodiment will be described with reference to FIGS. FIG. 1 is a left side perspective view showing a vehicle body front structure according to this embodiment, FIG. 2 is a right side perspective view showing a vehicle body front structure, FIG. 3 is a plan view of the vehicle body front structure, and FIG. 5 is a left side view of the vehicle body front structure, FIG. 6 is a cross-sectional view taken along line AA in FIG. 3, and FIG. 7 is a cross-sectional view taken along line BB in FIG. In each figure, the right side when viewed from the driver is described as the right side of the vehicle, and the left side is described as the left side of the vehicle.

  First, as shown in FIG. 1, the vehicle body front structure of the present embodiment includes a pair of left and right front side frames 2, 2 projecting forward from the dash panel 1 that partitions the compartment C and the engine compartment ER, A pair of left and right crash cans 3, 3 installed at the front ends of the front side frames 2, 2, a bumper reinforcement 4 extending in the vehicle width direction to connect the front ends of the crash cans 3, 3, and an engine room ER A pair of left and right suspension towers 5 and 5 (hereinafter referred to as suspension towers) that bulge inward of the engine room on the outside of the front side frames 2 and 2 and stand up and down, and further outward of the suspension towers 5 and 5 A pair of left and right apron members 6, 6 extending in the vehicle longitudinal direction at the upper position, and between the apron members 6, 6 and the front side frames 2, 2 Wheel apron 7, 7 stretched to cover the front wheels (not shown), a pair of left and right front pillars 8, 8 extending in the vertical direction behind the apron members 6, 6, and the lower part of the front pillars 8, 8 And a cowl box 10 extending in the vehicle width direction between the left and right hinge towers 9 and 9 at the upper portion of the dash panel 1 and connecting the hinge towers 9 and 9.

  The front side frames 2 and 2 described above form a firm closed cross section extending in the vehicle front-rear direction by joining an inner panel and an outer panel (not shown specifically) having a substantially hat-shaped cross section. The front side frames 2 and 2 support the collision energy in the vehicle front-rear direction that acts at the time of a vehicle front collision.

  The above-mentioned crash cans 3 and 3 are formed of a rectangular tube-shaped member provided with a fragile portion 3a (see FIG. 5) so as to absorb the collision energy by buckling deformation with respect to an impact at the time of a vehicle front collision. is doing.

  The bumper reinforcement 4 described above is configured by a member member having a U-shaped cross section extending in the vehicle width direction, and configured to transmit the collision energy from the front of the vehicle to the crash cans 3 and 3 described above. ing. A bumper face (not shown) extending in the vehicle width direction is attached to the surface of the bumper reinforcement 4.

  The above-described suspension towers 5 and 5 are formed of a cylindrical body in which the lower end portion 5a is joined to the outer side portions of the front side frames 2 and 2, and housed therein are dampers of a suspension device (not shown). In addition, a suspension tower upper portion 52 that is firmly configured to fix the damper and the like (described later) is set in the upper portion.

  The aforementioned apron members 6 and 6 form a closed cross section that is located at the upper side edge of the engine room ER and extends in the vehicle front-rear direction. The apron member 6 is located outside the suspension tower 5 and is configured to support a collision load acting on the suspension tower 5.

  The above-mentioned wheel aprons 7 and 7 are formed of an odd-shaped panel body that connects the front side frame 2 and the apron member 6 and constitute the upper side wall of the engine room ER, and serve as a partition wall that partitions the engine room ER from the outside of the vehicle. It is functioning.

  The front pillars 8 and 8 are configured by a closed cross section extending obliquely upward from the rear end positions of the apron members 6 and 6 and extend upward toward a roof panel (not shown).

  The above-described hinge towers 9 and 9 are positioned below the front pillars 8 and 8 and extend in the vertical direction to constitute a front side wall of the passenger compartment C. At the rear ends of the hinge towers 9 and 9, there is provided a rotary hinge of a front door (not shown).

  The cowl box 10 described above has a closed cross section that extends in the vehicle width direction and is joined to the upper portion of the dash panel 1 (see FIG. 7), thereby improving the rigidity of the upper front end of the passenger compartment. . The dash panel 1 extending in the vehicle width direction is constituted by a dash upper 1a and a dash lower 1b.

  In this embodiment, in order to improve the collision performance of the front vehicle body structure, bridge-shaped first members (frame members) 11 and 12 that connect the front side frames 2 and 2 and the suspension tower upper portions 52 and 52, and the suspension tower upper portion are further provided. 52, 52 and the second member 20, 20 for connecting the cowl box 10, a suspension tower bar 21 for connecting the upper and lower suspension towers 52, 52, and a third member for connecting the end of the cowl box 10 and the central portion of the suspension tower 21. Members 22 and 22 are provided.

  First, the bridge-shaped first members 11 and 12 are formed of long prismatic members cast and formed of a light alloy such as aluminum, and the front end portions 11a and 12a are formed at the front portion of the front side frame 2, specifically. As shown in FIG. 5, the front side frame 2 is fastened and fixed at a position slightly forward from the front end of the suspension tower 5 and the rear ends 11b and 12b are fastened and fixed to the front wall surface of the suspension tower upper portion 52. In the side view, the suspension tower is installed so as to incline downward from the suspension tower upper portion 52 toward the front side frame 2 and extend linearly.

  In plan view, as shown in FIG. 3, the pair of left and right first members 11, 12 are formed in a substantially C shape so as to gradually spread outward from the vehicle toward the vehicle rear side. The front side frames 2 and 2 are disposed so as to be inclined, and the suspension tower upper portions 52 and 52 with a small offset amount in the vehicle width direction are installed so as to be connected.

  Further, an engine mount mounting portion 13 for mounting an engine mount that supports a power plant P constituted by the engine E, the mission M, and the like is formed in an intermediate portion of the right first member 11. As shown in FIG. 1, the engine mount mounting portion 13 is composed of a bottomed concave hole 15 extending in the vertical direction so that it can be mounted by fitting a cylindrical mount 14 (No. 3 mount) from above. ing.

  On the other hand, as shown in FIG. 2, the left first member 12 is not formed with an engine mount mounting portion for mounting the engine mount, but a square mount 16 (No. 4 mount) installed on the front side frame 2. Is set so that the first member 12 is positioned above.

The structure of the fastening portion between the suspension tower upper part 52 and the first member 11 will be described with reference to FIG.
The suspension tower 5 includes a hollow cylindrical main body portion 53 whose upper end is closed, and a receiving portion 54 that holds the coil spring S of the suspension device is formed inside the main body portion 53. A through hole 56 for arranging a damper shaft (not shown) is formed through a rubber bush 55. A strong suspension tower upper portion 52 is configured by fixing a circular cap-shaped reinforcing member 57 having an outer edge standing upright to the upper portion of the main body portion 53 with a bolt 58 or the like. A space Q surrounded by the main body 53 and the reinforcing member 57 constitutes a substantially ring-shaped closed section in a plan view (upward view), and enhances the rigidity of the upper portion 52 of the suspension tower.

  By fastening and fixing the fastening flange 11B provided at the rear end portion 11b of the first member 11 with the bolt 16 and the fastening nut 17 to the suspension tower upper portion 52 with increased rigidity in this way, the first member 11 is suspended. It is fixed to the upper part 52.

  Further, as shown in FIG. 1, the aforementioned second members 20 and 20 are also formed of prismatic members cast and formed of a light alloy such as aluminum, and the front end portion 20a thereof is fastened and fixed to the suspension tower upper portion 52. The rear end portion 20 b is fastened and fixed to the front surface portion of the cowl box 10. As shown in FIG. 3, the extending direction of the second members 20 and 20 is set so as to extend substantially in the vehicle front-rear direction, and the angle formed with the first members 11 and 12 is set to the vehicle inward direction. The angle α on the side is set to be smaller than the angle β on the vehicle outer side (only the left side is shown in the drawing).

  As shown in FIG. 6, the structure of the fastening portion between the second members 20, 20 and the suspension tower upper part 52 is also the second member 20 with respect to the closed section Q formed by the reinforcing member 57 and the main body 53. The fastening flange 20 </ b> A of the front end 20 a is fastened and fixed with bolts 23 and fastening nuts 24.

  Further, as shown in FIG. 7, the structure of the fastening portion between the second members 20, 20 and the cowl box 10 is also formed on the rear end 20 b of the second member 20 with respect to the front surface 10 a (front panel) of the cowl box 10. The provided fastening flange 20 </ b> B is configured to be fastened and fixed by a bolt 25 and a fastening nut 26.

  Further, as shown in FIG. 1, the above-described suspension tower bar 21 is formed of a long prism member cast and molded from a light alloy such as aluminum. , 52 are connected. Similarly to the first members 11 and 12 and the second members 20 and 20, the suspension tower bar 21 is fastened and fixed to the suspension tower upper portion 52 reinforced by the reinforcing member 57 with bolts and fastening nuts (specifically, Is not shown).

  Further, as shown in FIG. 1, the third members 22, 22 are configured by a cylindrical rod member, and the front end portion is connected to the suspension tower 21 via the connection bracket 21 </ b> A at the center of the suspension tower 21. The rear end portion is fastened and fixed to the front portion of the cowl box 10 so that the rear side of the vehicle is greatly inclined at the end as shown in FIG.

  Next, the behavior at the time of a frontal collision in the vehicle body front part structure of this embodiment configured as described above will be described with reference to the schematic diagrams of FIGS. 8 and 9 are side views showing the behavior at the time of collision according to this embodiment in comparison with the conventional structure, and FIGS. 10 and 11 are plan views showing the behavior at the time of collision according to this embodiment. In each figure, (A) represents the pre-collision, (B) represents the pre-collision early stage, (C) represents the mid-front collision, and (D) represents the post-collision late stage.

  In addition, about the same component, the code | symbol same as above-mentioned FIGS. 1-7 is attached | subjected, and description is abbreviate | omitted. 8 and 9, T represents a front wheel tire, W represents a tire wheel, B represents a barrier, and G represents a tire ground contact surface.

First, the behavior at the time of a frontal collision in a side view will be described with reference to FIGS.
In the conventional structure on the right side of the drawing from the initial stage of the front collision to the middle stage of the front collision, the bumper reinforcement 4 is retracted and the crash can 3 is buckled, so that the collision energy at the initial stage of the collision can be absorbed. However, since the collision energy is concentrated on the front side frame 2 without being distributed to the upper part of the vehicle body, it is bent upward from the vicinity of the dash panel 1 which is the base, and the power plant P in the engine room moves backward and upward. A so-called nose dive behavior that displaces occurs. Further, since the tire wheel W is also hard, the rearward displacement of the dash panel 1 is promoted by being displaced rearward.

  In contrast, in the structure of the present embodiment on the left side of the drawing, the bumper reinforcement 4 is retracted and the crash can 3 is buckled, so that the collision energy at the initial stage of the collision can be absorbed. Since the collision energy of the front side frame 2 can be distributed and transmitted to the upper portion 52 of the suspension tower by the bridge-shaped first member 11, the front side frame 2 is not bent upward. Further, since the first member 11 supports the power plant P by the engine mount mounting portion 13, the rearward and upward displacement (movement) of the power plant P can be distributed and transmitted to the upper portion 52 of the suspension tower. Can be suppressed, and nose dive behavior can be suppressed.

  Further, when the collision progresses from the middle stage of the front collision to the latter stage of the front collision, in the conventional structure, the front side frame 2 is bent upward in a reverse shape, the nose dive behavior is further increased, and the apron member 6 is crushed.

  On the other hand, in the structure of the present embodiment, the front side frame 2 is further buckled in the axial direction, and the collision energy is absorbed. At the same time, the backward energy of the power plant P is transmitted to the upper part 52 of the suspension tower by the first member 11 and is distributed to the apron member 6 and the cowl box 10 and further to the suspension tower bar 21 as will be described later. Can be suppressed.

Next, the behavior at the time of a frontal collision in plan view will be described with reference to FIGS.
As described above, the bumper reinforcement 4 is retracted and the crash cans 3 and 3 are buckled and deformed from the initial stage of the front collision to the middle stage of the front collision, so that the collision energy at the initial stage of the collision is absorbed. Further, since the first members 11 and 12 transmit the collision energy of the front side frames 2 and 2 to the suspension tower upper part 52 in a distributed manner, the concentration of the collision energy on the front side frames 2 and 2 can be reduced. At this time, since the collision load is directly transmitted by the first members 11 and 12 to the suspension tower upper portions 52 and 52 having a small offset amount with respect to the front side frames 2 and 2, the first members 11 and 12 in the vehicle width direction. The collision energy can be reliably transmitted without increasing the tilt angle.

  When the collision further progresses from the middle of the front collision, the collision energy of the front side frames 2 and 2 and the retreat energy of the power plant P are transmitted from the first members 11 and 12 to the upper portion 52 of the suspension tower. At this time, since energy is distributed and transmitted to the cowl box 10 and the like through the second members 20 and 20, the burden on the suspension towers 5 and 5 can be reduced.

  Further, when the collision proceeds, the suspension tower upper parts 52 and 52 are displaced outward in the vehicle width direction under the load from the first members 11 and 12. That is, by arranging the first members 11 and 12 in a C-shape, an inward load is applied to the suspension tower upper parts 52 and 52 and the first members 11 and 12 are displaced outward in the vehicle width direction.

  Due to the displacement of the suspension tower upper portions 52, 52, a tensile load acts on the suspension tower bar 21 connecting the left and right suspension tower upper portions 52, 52 in the vehicle width direction, that is, in the axial direction of the suspension tower bar 21. 21 will be subjected to plastic deformation by pulling.

  The displacement of the suspension tower upper parts 52, 52 may occur on the inner side in the vehicle width direction when the input direction of the collision load is changed, such as an offset collision. Also in this case, a load in the axial compression direction acts on the suspension tower bar 21, and plastic deformation occurs in the suspension tower bar 21.

  In this way, the collision energy generated in the front side frames 2 and 2 is dispersed and absorbed in the suspension tower upper part 52 at the upper part of the vehicle body, the apron members 6 and 6, the cowl box 10, and the suspension tower bar 21 extending in the vehicle width direction. Thus, the bending deformation of the front side frames 2 and 2 can be suppressed, and the nose dive behavior due to the retreat of the power plant P can be suppressed.

Next, the function and effect of the present embodiment configured as described above will be described in detail.
First, in this embodiment, bridge-shaped first members 11 and 12 are provided that extend obliquely downward and connect the suspension tower upper part 52 and the front side frames 2 and 2 on the vehicle front side from the suspension tower 5.

As a result, during a frontal collision, the collision energy acting on the front side frame 2 from the front of the vehicle is distributed and transmitted directly to the suspension tower upper part 52 via the bridge-shaped first members 11 and 12.
For this reason, the collision load is directly transmitted to the suspension tower upper part 52 which is a member to be transmitted regardless of the shape of the wheel aprons 7 and 7. Further, since the collision load is transmitted to the suspension tower 5 formed on the center side in the vehicle width direction with respect to the apron member 6, the bridge-shaped first members 11 and 12 are appropriately collided without being largely inclined in plan view. The load can be transmitted to the upper part of the vehicle body.
Therefore, in order to transmit the collision load acting on the front side frames 2 and 2 to the upper part of the vehicle body, the collision load can be reliably transmitted to the upper part 52 of the suspension tower regardless of the shape of the wheel apron 7 or the like. Further, it is possible to appropriately transmit the collision load to the upper part of the vehicle body without increasing the inclination angle of the first members 11 and 12, and to realize energy absorption by axial compression of the front side frames 2 and 2.

  The bridge-shaped first members 11 and 12 are not limited in shape as long as they are linear members that appropriately transmit the collision load from the front of the vehicle to the rear, and may be aluminum alloy or steel. It may be a pipe-shaped member, an H-shaped cross-sectional member, an I-shaped cross-sectional member, an L-shaped cross-sectional member, or the like, which is molded by the same method.

In this embodiment, the intermediate portion of the bridge-shaped first member 11 has a No. An engine mount mounting portion 13 for mounting the three mounts 14 is formed.
As a result, the power plant P such as the engine E is supported by the bridge-shaped first member 11 positioned above the front side frames 2 and 2.
For this reason, it is not necessary to set the mounting part of the engine mount to the front side frames 2 and 2, and it is not necessary to provide a reinforcing member such as a node inside the frame, and accordingly, the buckling deformation region of the front side frames 2 and 2. Can be enlarged. Therefore, the amount of energy absorbed by the axial compression of the front side frames 2 and 2 can be increased.
Moreover, the backward energy of the power plant P generated at the time of a frontal collision can be transmitted to the suspension tower upper part 52 via the bridge-shaped first member 11. Therefore, the burden on the lower part of the vehicle body can be reduced by transmitting the influence of the backward movement behavior of the power plant P during the frontal collision to the upper part of the vehicle body.
Further, the power plant P No. Since the support position of the 3 mount 14 can be set high, no. While softening the rubber elasticity of the three mounts, the vibration of the power plant P can be suppressed and vibration can be suppressed. Therefore, the NVH performance of power plant vibration can also be improved.

  Further, in this embodiment, the engine mount mounting portion 13 is formed as a concave hole portion 15 extending in the vertical direction formed in the intermediate portion of the first member 11, and the cylindrical mount No. 1 is formed in the concave hole portion 15. 3 mounts 14 are accommodated.

For this reason, the coupling strength between the cylindrical mount (No. 3 mount) 14 and the first member 11 can be increased, and the backward energy of the power plant P at the time of a frontal collision is reliably transmitted to the first member 11. be able to.
Therefore, the support rigidity of the power plant P can be increased, and the backward energy of the power plant P at the time of a frontal collision can be reliably transmitted to the upper portion 52 of the suspension tower.

  In this embodiment, the first members 11 and 12 are formed separately from the vehicle body, and both ends of the first members 11 and 12 are fixed to the suspension tower upper portion 52 and the front side frames 2 and 2 by fastening and fixing. is doing.

Thereby, the assembly | attachment operation | work of the 1st members 11 and 12 to a vehicle body can be easily performed by a fastening operation | work. Moreover, it can also form by casting members, such as a light alloy, by making the 1st members 11 and 12 into a different body.
Therefore, the assembling workability of the first members 11 and 12 can be improved, and the weight of the first members 11 and 12 can be reduced, and as a result, the weight of the vehicle body can be reduced.

  Further, in this embodiment, the first members 11 and 12 are provided in a pair on the left and right sides, and the first members 11 and 12 are arranged in a C-shape with the front side of the vehicle tapered in plan view. 5 is formed in a pair of left and right, and the suspension tower upper part 52 is connected by a suspension tower bar 21 extending in the vehicle width direction.

This causes the suspension tower upper portion 52 to be displaced outward in the vehicle width direction at the time of a frontal collision, and causes the suspension tower bar 21 connected to the suspension tower upper portion 52 to move in the vehicle width direction, that is, in the axial direction of the suspension tower bar 21. The load will be transmitted.
Therefore, the suspension tower bar 21 undergoes plastic deformation in the axial direction, and the collision energy in the vehicle front-rear direction transmitted to the suspension tower upper part 52 can be absorbed by the suspension tower bar 21 extending in the vehicle width direction.
Therefore, the suspension tower 21 installed for improving the maneuverability of the vehicle can be positively used as a shock absorbing member at the time of a frontal collision. The performance can be improved.

  In this embodiment, a cowl box 10 extending in the vehicle width direction is formed on the vehicle rear side of the suspension towers 5 and 5, and the second member 20 extending in the vehicle front-rear direction is connected to the cowl box 10 and the suspension tower upper portions 52 and 52. , 20.

According to the above configuration, the suspension tower upper portions 52 and 52 and the cowl box 10 are connected by the second members 20 and 20 extending in the vehicle front-rear direction, so that the collision energy transmitted to the suspension tower upper portions 52 and 52 and the power plant retreat. Energy is transferred directly to the cowl box 10.
For this reason, the collision energy transmitted to the upper part 52 of the suspension tower and the reverse energy of the power plant P are distributed and transmitted not only to the apron members 6 and 6 and the suspension tower bar 21 but also to the cowl box 10 to ensure the collision performance of the vehicle body. Can be improved.
Therefore, load distribution to the upper part of the vehicle body by the first members 11 and 12 can be performed reliably, and energy absorption by axial compression of the front side frames 2 and 2 can be more reliably realized.

  Next, the configuration of the second embodiment will be described with reference to FIG. In this second embodiment, instead of the bridge-shaped first member 11 constituted by the light alloy prism member described above, a leg member 100 formed by press-molding a steel material is provided, and a collision occurs on the front side frames 2 and 2. The energy and the backward energy of the power plant P are transmitted to the suspension tower upper part 52. In addition, about the same component, the code | symbol same as 1st embodiment is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 12, the aforementioned leg member 100 is a bifurcated gusset member 103 in which a front end portion 101 is welded and fixed to a front portion of the front side frame 2 and a rear end portion 102 is fixed to the rear portion of the front side frame 2, respectively. The engine mount mounting part 104 which comprises and mounts and fixes an engine mount is formed in the intermediate part. Further, a connecting portion 105 that is welded and fixed to the suspension tower upper portion 52 is provided behind the engine mount mounting portion 104 of the leg member 100.

  The leg member 100 is formed so that each cross section is curved, and even if it is a press-formed gusset member, the leg member 100 has a high rigidity as a whole, and the load transmission rigidity at the time of collision and the support rigidity of the power plant are obtained. Etc. are also secured.

  In the present embodiment, the leg members 100 are provided and the front side frames 2 and 2 and the suspension tower upper part 52 are connected to each other. The collision energy can be distributed and transmitted to the suspension tower upper part 52.

  Further, in this embodiment, since the power plant P is supported by the engine mount mounting portion 104 of the leg member 100, the backward energy of the power plant P can be transmitted to the upper portion 52 of the suspension tower.

  In particular, in this embodiment, the leg member 100 is formed of a steel material and welded and fixed to the front side frames 2 and 2 or the like, so that the leg member 100 can be integrally formed as a vehicle body member, and a bolt or a fastening nut can be formed. The fastening members such as can be reduced.

Moreover, since the leg member is made of a steel material, it can be made of the same material as that of other body members, so that the production cost can be reduced.
Other functions and effects are the same as those in the first embodiment.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The bridge-shaped frame member of the present invention corresponds to the first members 11 and 12 and the leg member 100,
The connected member corresponds to the second member 20,
The present invention is not limited to the above-described embodiments, but includes embodiments applied to any vehicle body front structure.

The left perspective view which shows the vehicle body front part structure of 1st embodiment. The right perspective view which shows the vehicle body front part structure of 1st embodiment. The top view of a vehicle body front part structure. The front view of a vehicle body front part structure. The left side view of a vehicle body front part structure. FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. FIG. 4 is a cross-sectional view taken along line B-B in FIG. 3. The side view which showed the behavior at the time of the collision of this embodiment in comparison with the conventional structure. The side view which showed the behavior at the time of the collision of this embodiment in comparison with the conventional structure. The top view which showed the behavior at the time of the collision of this embodiment. The top view which showed the behavior at the time of the collision of this embodiment. The left perspective view which shows the vehicle body front part structure of 2nd embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Dash panel 2 ... Front side frame 5 ... Suspension tower part 11 ... First member (bridge-shaped frame member)
12 ... First member (bridge-shaped frame member)
13 ... Engine mount mounting part 20 ... Second member (connection member)
21 ... Suspension tower 52 ... Upper part 100 of suspension tower ... Leg member (bridge-shaped frame member)

Claims (6)

A suspension tower that houses a front side frame that protrudes forward from the dash panel and a suspension device that is formed at the vehicle outer side position so that a lower end portion is coupled to the front side frame and bulges into the engine room. A vehicle body front structure having a portion,
A vehicle body front structure provided with a bridge-like frame member that extends obliquely downward and connects the upper part of the suspension tower part and the front side frame on the vehicle front side from the suspension tower part. The vehicle body front part structure according to claim 1, wherein an engine mount attachment portion for attaching an engine mount is formed at an intermediate portion of the bridge-shaped frame member. The engine mount mounting portion is a concave hole portion extending in the vertical direction formed in an intermediate portion of the bridge-shaped frame member,
The vehicle body front part structure according to claim 2, wherein the engine mount is accommodated in the concave hole. The bridge-shaped frame member is configured separately from the vehicle body,
The vehicle body front part structure according to any one of claims 1 to 3, wherein both ends of the frame member are fastened and fixed to an upper part of the suspension tower and the front side frame. The bridge-shaped frame member is provided in a pair of left and right, and the frame member is arranged in a C shape with a tapered front side of the vehicle in plan view,
The vehicle body front part structure according to any one of claims 1 to 4, wherein the suspension tower portion is formed in a pair of left and right, and an upper portion of the suspension tower portion is connected by a suspension tower bar extending in a vehicle width direction. A cowl box extending in the vehicle width direction is formed on the vehicle rear side of the suspension tower portion,
The vehicle body front part structure according to any one of claims 1 to 5, wherein the cowl box and the upper part of the suspension tower part are connected by a connecting member extending in the vehicle front-rear direction.

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