JP2012061901A - Front side vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide front side vehicle body structure which can not only achieve an increased impact absorbing area but also achieve an increased impact absorbing amount and achieve stabilized mode control.SOLUTION: The front side vehicle body structure includes a front side frame 16 extending in a front-rear direction of the vehicle body, a front pillar 19 disposed behind the front side frame 16, an upper frame 17 disposed at the vehicle width direction-outside of the front side frame 16 and extending forwardly from the front pillar 19 above the front side frame 16, and a damper section 33 the lower end 33b side of which is coupled to the front side frame 16 and the upper end 33a side of which is coupled to the upper frame 17. The structure includes a bent portion 94 bent in the vehicle width direction in a coupling section (side coupling section) 93 between the damper section 33 and the upper frame 17.

Description

  In the present invention, a front pillar is disposed behind the front side frame, an upper frame extending forward from the front pillar is disposed above the front side frame, and a damper portion (damper) coupled to the front side frame and the upper frame is provided. The present invention relates to a vehicle body front portion structure in which a housing is disposed.

  The vehicle body front structure includes a dashboard cross member connected to the lower portion of the dashboard lower that forms the front wall of the passenger compartment, a front side frame that extends from the dashboard cross member to the front of the vehicle and is arranged on the left and right sides of the engine room, A damper housing (damper portion) attached to the front side frame.

  The damper housing (damper portion) is provided with a partition wall (bulk head) that is connected to the front wall portion facing forward of the vehicle and partitions the front side frame. The front side frame is formed with a front deformed portion provided in front of the bulkhead, an inner weakness provided in the inner wall portion behind the bulkhead, and a concave shape in the outer wall portion behind the damper housing in the vehicle. It is equipped with outside vulnerability.

  According to this vehicle body front part structure, most of the front collision energy can be absorbed by deformation of the front side frame. Thereby, the deformation | transformation mode of the front side frame at the time of a front collision can be stabilized (for example, refer patent document 1).

JP 2009-255883 A

In recent years, there is a tendency of short overhang that shortens the front and rear length of the engine room in order to expand the cabin area. Shortening the front and rear length of the engine room reduces the absorption region of the front impact load, and more efficient front impact energy absorption performance is required.
In the vehicle body front part structure of Patent Document 1, since most of the front collision energy is absorbed by deformation of the front side frame, the front collision energy absorption performance depends on the rigidity of the front side frame. Therefore, it is not possible to absorb the front collision energy more efficiently using other parts.

Further, in order to stabilize the deformation mode of the front side frame, the installation portion of the damper housing (damper portion) on the front side frame has a bifurcated leg shape having an opening. That is, the damper support rigidity of the damper housing can be lowered.
Further, if the mounting portion on the front side frame is formed into a surface shape without opening, the damper support rigidity can be improved, but it is difficult to stabilize the deformation mode. Therefore, the front impact energy absorbing performance can be improved only by setting the front area of the front end of the damper housing as the shock absorbing area.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body front structure that can expand an impact absorption region and increase the amount of shock absorption. It is another object of the present invention to provide a vehicle body front structure capable of stabilizing mode control.

The invention according to claim 1 includes a front side frame extending in the longitudinal direction of the vehicle body, a front pillar disposed behind the front side frame, and extending forward from the front pillar above the front side frame. A vehicle body front structure including an upper frame disposed on the outer side of the vehicle width, and a damper portion whose lower end side is coupled to the front side frame and whose upper end side is coupled to the upper frame, and includes a damper portion and an upper frame. The connecting portion is provided with a bent portion bent in the vehicle width direction.
The damper portion is composed of a damper base to which a damper (damper unit) is attached, and a damper housing formed around the damper base.

  The invention according to claim 2 is characterized in that the upper frame is provided with a reinforcing plate that reinforces the region to which the damper portion is coupled.

  The invention according to claim 3 is characterized in that the reinforcing plate is provided with a reinforcing plate side bent portion at a position corresponding to the bent portion of the damper portion.

  According to a fourth aspect of the present invention, the upper frame is provided with an arch-shaped portion that curves downward toward the rear end and conforms to the wheel arch shape, and is disposed in front of the arch-shaped portion on the reinforcing plate. A reinforcing plate-side bead extending along the longitudinal direction of the frame is provided, and the reinforcing plate-side bead is disposed such that the rear end side is located above the front end side and is separated from the arch-shaped portion.

  The invention according to claim 5 includes a cowl box having a U-shaped cross section provided between the front pillar and the upper frame and extending in the vehicle width direction, the cowl box having a side surface directed outward in the vehicle width direction, A stiffener for preventing the cowl box from being crushed is disposed on the side surface.

  The invention according to claim 6 is characterized in that the stiffener is provided with a stiffener-side bead extending in the front-rear direction, and the stiffener-side bead is arranged so as to be continuous with the reinforcing plate-side bead.

  The invention according to claim 7 is characterized in that the damper portion includes a vertical bead that protrudes in the vehicle width direction and extends up and down at a vehicle width center side portion of the bent portion.

  The invention according to claim 8 is characterized in that the front side frame is provided with an easily deformable portion disposed at substantially the same position in the longitudinal direction of the vertical bead and the vehicle body.

The present invention has the following effects.
In the first aspect of the invention, the front side frame extending in the longitudinal direction of the vehicle body, the front pillar disposed behind the front side frame, and extending forward from the front pillar above the front side frame, An upper frame disposed outside the vehicle width; and a damper portion having a lower end side coupled to the front side frame and an upper end side coupled to the upper frame.
Since the joint portion between the damper portion and the upper frame is provided with a bent portion bent in the vehicle width direction, the front region of the bent portion can be used as an impact absorbing region. Thereby, expansion of an impact absorption area can be aimed at. In addition, since the connecting portion between the damper portion and the upper frame is provided with a bent portion bent in the vehicle width direction, for example, a damper portion formed of a thick plate can be used as an impact absorbing member, and the amount of shock absorption is increased. be able to.

  In the invention which concerns on Claim 2, the upper frame is equipped with the reinforcement board which reinforces the area | region where a damper part is couple | bonded. That is, by changing the strength of the reinforcing plate, it is possible to control the mode so that the upper frame is deformed prior to the bending deformation of the damper portion. As a result, the upper frame is not crushed and the impact absorption efficiency is improved.

  In the invention according to claim 3, since the reinforcing plate is provided with the reinforcing plate side bent portion at a position corresponding to the bent portion of the damper portion, the mode control is performed so that the upper frame is deformed prior to the bending deformation of the damper portion. The bending deformation of the damper portion can be made more reliable. As a result, the impact absorption efficiency can be improved and the mode control can be stabilized.

In the invention according to claim 4, the upper frame is provided with an arch-shaped portion that curves downward toward the rear end and conforms to the wheel arch shape, and is disposed in front of the arch-shaped portion on the reinforcing plate. A reinforcing plate-side bead extending along the longitudinal direction of the frame is provided.
Since the reinforcing plate side bead is arranged so that the rear end side is located above the front end side and is separated from the arch shape portion, the front impact load concentrates on the arch shape portion at the rear end portion of the upper frame and bends. And the possibility that the cabin is deformed without the load being transmitted to the front pillar (mode control is not stable) can be eliminated. That is, it is possible to transmit the load from the arch-shaped portion to the upper side, which is the separation side, and to prevent the rear end portion of the upper frame from being broken.

The invention according to claim 5 includes a cowl box having a U-shaped cross section provided between the front pillar and the upper frame and extending in the vehicle width direction. The cowl box is provided with a side surface directed outward in the vehicle width direction, and a stiffener for preventing the cowl box from being crushed in the closed cross section is disposed on the side surface.
If the cowl box is crushed, the load is not transmitted from the upper frame to the front pillar (mode control is not stable), eliminating the possibility of deforming the cabin, and the cowl after the upper frame and damper are deformed. By preventing the box from being crushed by the stiffener, the load can be reliably transmitted to the front pillar while maintaining the cross-sectional shape, and deformation of the cabin (guest room) can be prevented.

  In the invention according to claim 6, the stiffener is provided with a stiffener-side bead extending in the front-rear direction, and the stiffener-side bead is arranged so as to be continuous with the reinforcing plate-side bead. Therefore, the load transmission amount from the reinforcing plate to the stiffener is increased. The amount of load transmitted to the arch shape portion can be reduced.

  In the invention according to claim 7, since the damper portion includes a vertical bead that protrudes in the vehicle width direction and extends up and down at the vehicle width center side portion of the bent portion, the damper portion is more reliably bent and deformed. It is possible to enlarge the shock absorption area and increase the amount of shock absorption.

  In the invention according to claim 8, since the front side frame is provided with the easily deformable portion disposed at substantially the same position in the longitudinal direction of the vertical bead and the vehicle body, it is possible to further ensure the bending deformation of the damper portion. It is possible to further expand the shock absorption region and increase the amount of shock absorption.

It is a top view which shows the vehicle body front part structure which concerns on this invention. It is a side view from the vehicle body inside of the vehicle body front part structure shown in FIG. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. It is a perspective view from the vehicle body inner upper part of the vehicle body front part structure shown by FIG. It is a side view from the vehicle body outside of the vehicle body front part structure shown in FIG. It is explanatory drawing of the deformation | transformation area of the vehicle body front part structure shown by FIG. It is the side view to which the principal part of the vehicle body front part structure shown by FIG. 6 was expanded. It is explanatory drawing of the vehicle body front part structure shown by FIG. It is a perspective view which shows the cowl box of the vehicle body front part structure shown by FIG. It is the 11-11 line sectional view of FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

  As shown in FIGS. 1 to 6, a front bulkhead 31 that is formed in a rectangular shape in front view and a front side frame that extends in the front-rear direction outside the vehicle width of the front bulkhead 31 are disposed at the front of the vehicle body 10. 16, an upper frame (upper member) 17 that is arranged side by side on the outside of the front side frame 16 and is curved upward toward the rear of the vehicle body, a front pillar 19 that is disposed behind the front side frame 16, and an engine room 13 And a dashboard 14 that partitions the vehicle (cabinet) 12, a lower end 33b side is coupled to the front side frame 16, and an upper end 33a side is coupled to the upper frame 17 and is supported by a damper unit (not shown). 33 and an inner shock absorbing member (inner vane provided on the front end of the front side frame 16). A beam extension) 21, an outer shock absorbing member (outer bumper beam extension) 22 provided outside the bumper beam extension 21 and at the front end of the upper frame 17, an inner shock absorbing member 21, and an outer shock absorbing member. 10, a bumper beam 24 provided at the front end of the inner shock absorbing member 21 and the outer shock absorbing member 22, and a dashboard lower panel (dashboard) of the dashboard 14 shown in FIG. The lower) 37 is provided with a cowl box 34 that is configured to be housed in a drive unit of a wiper unit (not shown).

  The vehicle body front structure shown in FIG. 1 is a reinforcing and connecting structure around the front side frame 16, the front pillar 19, the upper frame 17, the damper portion 33 and the cowl box 34. Details will be described below.

A pair of front side frame 16, upper frame 17, front pillar 19, inner shock absorbing member 21, outer shock absorbing member 22, connecting plate 23, and damper portion 33 are provided symmetrically in the vehicle width direction.
The damper portion 33 includes a damper base 55 to which a damper (damper unit) (not shown) is attached, and a damper housing 56 formed around the damper base 55. Furthermore, the upper end 33 a of the damper portion 33 refers to a position corresponding to the end portion of the damper base 55 (the coupling portion of the upper frame 17). A lower end 33 b of the damper portion 33 refers to a position corresponding to a lower portion of the damper housing 56 (a coupling portion of the front side frame 16). FIG. 1 shows the right side of the vehicle body 10.

  The front end portion 16 a of the front side frame 16 is coupled to be flush with the front end portion 17 a of the upper frame 17. That is, the front side frame 16 has a flange 53 on the front side frame 16 side at the front end portion 16a of the front side frame 16, and the flange 54 of the upper frame 17 is provided at the front end portion 17a of the upper frame 17, and the flanges 53, 54 are continuous and flush with each other. It is provided to become.

The flange 53 on the side of the front side frame 16 extends to the inside of the vehicle width, and wraps in the vehicle width direction with the closed cross section of the side stay 47 constituting the left and right of the front bulkhead 31 in the vehicle body front-rear direction. Reference numeral 53 a is an overlap portion that wraps around the side stay 47.
The front side frame 16 is formed in a closed cross-sectional shape.

  It can be said that the front side frame 16 is a member whose rear end is coupled to the dashboard 14 and extends forward. The connecting portion 71 between the front side frame 16 and the dashboard 14 includes a reinforcing bracket 72 that reinforces the connecting portion 71.

The front side frame 16 has a resistance against front and rear inputs within a range where the lateral beads 73 and 73 extending along the longitudinal direction and the damper housing 56 of the damper portion 33 are grounded in the middle of the front side frame 16 in the longitudinal direction. 16 and an easy-to-deform portion 75 that is lowered as compared with other parts.
As shown in FIGS. 2 and 7, the horizontal beads 73, 73 are formed on the inner side and the outer side of the front side frame 16 and at the same position in the longitudinal direction of the vehicle body.

As shown in FIG. 2, the easily deformable portion 75 is set behind the rear end portion 73 b of the horizontal bead 73. The easily deformable portion 75 is formed with a broken line. In addition, it may be formed in a reduced cross section as compared with other portions, or may be formed with notches or notches. The easily deformable portion 75 serves as a starting point for bending of the damper portion 33 and the front side frame 16. The easily deformable portion 75 may be formed forward of the front end portion 73 a of the horizontal bead 73. S2 indicates a damper housing grounding range in which the damper housing 56 of the damper portion 33 is grounded to the front side frame 16.
Furthermore, the easily deformable portion 75 is disposed at substantially the same position in the longitudinal direction of the vehicle body with a vertical bead 76 of a damper housing 56 of the damper portion 33 described later.

  As shown in FIGS. 7 and 9, the upper frame 17 includes a reinforcing plate 91 that reinforces the region (coupling region) S <b> 3 to which the damper portion 33 is coupled, and is directed to the rear end at the lower portion of the upper frame 17. Accordingly, an arch-shaped portion 92 that curves downward and follows the shape of the wheel arch 35 is provided.

  As shown in FIGS. 1 and 9, the damper base 55 of the damper portion 33 includes a bent portion 94 that is bent outward in the vehicle width direction at a connecting portion (side connecting portion) 93 with the upper frame 17.

As shown in FIGS. 1 and 8, the reinforcing plate 91 is disposed in front of the reinforcing plate side bent portion 95 formed at a position corresponding to the bent portion 94 of the damper base 55 and the arch-shaped portion 92. A reinforcing plate side bead 96 extending along the longitudinal direction of the frame 17 is formed.
The reinforcing plate side bead 96 is disposed such that the rear end 96b side is located above the front end 96a side and is separated from the arch-shaped portion 92.

  As shown in FIG. 1, the inner shock absorbing member 21 is provided at the front end 16 a of the front side frame 16 and extends forward from the front bulkhead 31. Furthermore, the tip is curved and formed so as to be directed outwardly of the vehicle width. Thereby, when a front impact load acts on the bumper beam 24 obliquely from the outside of the vehicle width, the inner shock absorbing member 21 can be smoothly crushed and the absorption of the shock can be promoted.

  The outer shock absorbing member 22 is provided at the front end portion 17a of the upper frame 17 and extends linearly forward of the vehicle body. Thereby, when a front impact load acts on the bumper beam 24, the outer impact absorbing member 22 can be smoothly crushed and the absorption of the impact can be promoted.

  The connecting plate 23 is a member extended in the vehicle width direction, and is a member on which the inner shock absorbing member 21 and the outer shock absorbing member 22 are mounted integrally.

  The front bulkhead 31 is composed of an upper staple 45 and a lower stay (not shown) extending in the vehicle width direction, and a pair of left and right side stays 47 (see FIG. 1) extending in the vehicle body vertical direction.

  As shown in FIGS. 9A and 9B, the damper base 55 of the damper portion 33 is formed of a thick plate. Further, the damper portion 33 includes a vertical bead 76 at the vehicle width center side portion of the bent portion 94 that protrudes in a convex shape in the vehicle width direction and extends in the vertical direction (projects in the vehicle width direction and extends up and down).

  The vertical bead 76 is disposed at the same position in the longitudinal direction of the vehicle body as the easily deformable portion 75 of the front side frame 16 and includes a front ridge line 76a and a rear ridge line 76b. Specifically, the front ridge line 76a of the vertical bead 76 is disposed at the same position as the easily deformable portion 75 of the front side frame 16 in the longitudinal direction of the vehicle body. The vertical bead 76 is formed in the damper housing 56 of the damper portion 33.

  The front ridge line 76 a extends toward the easily deformable portion 75, and the rear ridge line 76 b extends toward the coupling portion 71 between the front side frame 16 and the dashboard 14. The width between the front ridge line 76a and the rear ridge line 76b is formed in a divergent shape so as to gradually widen toward the lower part coupled to the front side frame 16.

  As shown in FIGS. 1 and 10, the dashboard 14 includes a dash lower panel 37 that partitions the cabin (vehicle compartment) 12 and the engine room 13, and a dash upper panel 38 provided on the upper portion of the dash lower panel 37. Has been.

  As shown in FIGS. 8, 10, and 11, the cowl box 34 is provided between the front side of the front pillar 19 and the rear side of the upper frame 17 in a side view, and extends in the vehicle width direction. Has a space 104 that is open in front.

  The cowl box 34 includes a dash upper panel (dashboard upper) 38 provided on an upper portion of a dash lower panel (dashboard lower) 37, a windshield 101 that supports a windshield (not shown), and an upper portion of the dash upper panel 38. A dash cross member 102 that reinforces the dash upper panel 38, and left and right side surfaces (side panels) 103, 103 provided on the side surfaces of the dash lower panel 37, the windshield 101, and the dash cross member 102. The

  Further, the cowl box 34 is provided on the upper portion of the dash lower panel 37. In the space (inside) 104, a link, a pivot, a motor, and the like constituting a wiper unit (not shown) are accommodated.

Stiffeners 105 for preventing the cross-section of the cowl box 34 from being crushed are disposed on the side panels (cowl side panels) 103 and 103.
The stiffener 105 includes a stiffener bead 106 (see FIG. 8) extending in the front-rear direction. The stiffener side bead 106 is disposed so as to be continuous with the reinforcing plate side bead 96.

  FIG. 7 shows deformation sections B1 to B4 in the engine room 13 when the front collision load is applied. In the deformation section B1, the front side frame 16 and the upper frame 17 are extended in the longitudinal direction of the vehicle body, so that compression deformation is promoted. In the deformation section B2, since the upper frame 17 is bent obliquely upward as it goes toward the rear of the vehicle body, bending deformation is promoted. In the deformation section B3, the front side frame 16 and the upper frame 17 are generally extended in the longitudinal direction of the vehicle body, so that compression deformation is promoted. In the deformation section B4, since the easily deformable portion 75 is formed on the front side frame 16, the bent portion 94 is formed on the damper portion 33, and the reinforcing plate side bent portion 95 is formed on the reinforcing plate 91, the bending deformation is promoted.

  As shown in FIGS. 8, 9 (a), and 9 (b), a bent portion 94 is provided at the front and rear intermediate position of the damper base 55 of the damper portion 33, and this bent portion 94 is used as a break point of the damper portion 33. . As a result, a region in front of the front and rear intermediate position corresponding to the bent portion (break point) 94 of the damper portion 33 is defined as the shock absorbing region D1. For example, when there is no bent portion 94, the front side of the damper portion 33 is the shock absorbing region D2 (D1> D2). Therefore, the impact absorption area D2 can be enlarged. Further, the shock absorbing amount is increased by utilizing the thick damper base 55 as an impact absorbing member.

  A reinforcing plate 91 is attached to a region (coupling region) where the damper portion 33 of the upper frame 17 is coupled. Thereby, the mode control is performed so that the upper frame 17 is deformed before the bending deformation of the damper portion 33. That is, the upper frame 17 is not crushed and the impact absorption efficiency is improved.

  A reinforcing plate side bent portion 95 is provided on the reinforcing plate 91 in accordance with the bent portion 94 of the damper portion 33. Thus, the bending deformation of the damper portion 33 is further ensured while the mode control is performed to deform the upper frame 17 prior to the bending deformation of the damper portion 33. That is, the improvement of the shock absorption efficiency and the stabilization of the mode control are achieved at the same time.

  The reinforcing plate side bead 96 extending along the longitudinal direction of the upper frame 17 is disposed so that the rear end 96b side is located above the front end 96a side. For example, the front impact load concentrates on the arch-shaped portion 92 at the rear end of the upper frame 17 and a fold occurs, and the load is not transmitted to the front pillar 19 (without mode control being stabilized). There is a possibility of deforming the cabin (vehicle compartment) 12 shown. By arranging the reinforcing plate side bead 96 so that the rear end 96b side is positioned higher than the front end 96a side, it becomes possible to transmit the load upward and to prevent the arch-shaped portion 92 from being broken. .

  As shown in FIG. 8, the stiffener 105 is disposed on the side surface 103 of the cowl box 34 located at the rear portion of the upper frame 17. Thereby, the cross-section of the cowl box 34 is prevented from being crushed. For example, when the cross section of the cowl box 34 is crushed, the load is not transmitted from the upper frame 17 to the front pillar 19 (the mode control is not stabilized), and the cabin (cabinet) 12 shown in FIG. 6 is deformed. There is a risk of causing it. Therefore, the stiffener 105 prevents the cowl box 34 from being crushed after the upper frame 17 and the damper portion 33 are deformed. That is, while maintaining the cross-sectional shape of the cowl box 34, the load is reliably transmitted to the front pillar 19 to prevent deformation of the cabin.

  The stiffener 105 is provided with a stiffener bead 106 extending in the front-rear direction, and the stiffener bead 106 and the reinforcing plate bead 96 are arranged continuously. Thereby, the load transmission amount from the reinforcing plate 91 to the stiffener 105 is increased, and the load transmission amount to the arch-shaped portion 92 is decreased.

  As shown in FIGS. 9A and 9B, a vertical bead 76 is disposed on the surface of the damper portion 33 on the vehicle width center side so as to be disposed at substantially the same position as the bent portion 94 in the front-rear direction. Thereby, the bending deformation of the damper part 33 is made more reliable. That is, the impact absorption area is further expanded and the amount of shock absorption is increased.

  The front side frame 16 includes an easily deformable portion 75 that is disposed at substantially the same position in the front-rear direction as the bent portion 94 and the vertical bead 76. Thereby, the bending deformation of the damper part 33 is made more reliable. Furthermore, the impact absorption area is further expanded and the amount of shock absorption is increased.

  As shown in FIG. 1, in the vehicle body front structure, the front side frame 16 extending in the longitudinal direction of the vehicle body, the front pillar 19 disposed behind the front side frame 16, and the front pillar above the front side frame 16 are shown. An upper frame 17 that extends forward from 19 and is disposed outside the vehicle width of the front side frame 16, a damper 33 that is coupled to the front side frame 16 at the lower end 33b side, and is coupled to the upper frame 17 at the upper end 33a side. .

  Since the joint portion (side joint portion) 93 between the damper portion 33 and the upper frame 17 is provided with the bent portion 94 bent in the vehicle width direction, the front region of the bent portion 94 can be used as the shock absorbing region. Thereby, expansion of an impact absorption area can be aimed at. In addition, since the connecting portion (side connecting portion) 93 between the damper portion 33 and the upper frame 17 is provided with a bent portion 94 bent in the vehicle width direction, for example, a damper base 55 formed of a thick plate is used as a shock absorbing member. It can be used, and the amount of shock absorption can be increased.

  As shown in FIG. 7, in the vehicle body front part structure, the upper frame 17 includes a reinforcing plate 91 that reinforces a region where the damper portion 33 is coupled. That is, by changing the strength of the reinforcing plate 91, the mode control can be performed so that the upper frame 17 is deformed before the damper portion 33 is bent and deformed. As a result, the upper frame is not crushed and the impact absorption efficiency is improved.

  As shown in FIGS. 1 and 7, in the vehicle body front structure, the reinforcing plate 91 includes the reinforcing plate side bent portion 95 at a position corresponding to the bent portion 94 of the damper base 55 of the damper portion 33. While the mode control is performed so that the upper frame is deformed before the bending deformation of the portion 33, the bending deformation of the damper portion 33 can be made more reliable. As a result, the impact absorption efficiency can be improved and the mode control can be stabilized.

  As shown in FIGS. 6 and 7, in the front structure of the vehicle body, the upper frame 17 is provided with an arch-shaped portion 92 that curves downward toward the rear end and follows the shape of the wheel arch 35, and is reinforced. The plate 91 includes a reinforcing plate side bead 96 disposed in front of the arch-shaped portion 92 and extending along the longitudinal direction of the upper frame 17.

  Since the reinforcing plate side bead 96 is disposed so that the rear end 96b side is located above the front end 96a side and is separated from the arch-shaped portion 92, the reinforcing plate-side bead 96 protrudes forward from the arch-shaped portion 92 at the rear end of the upper frame 17 It is possible to eliminate the possibility of deformation of the passenger compartment (cabin) 12 when the load concentrates and breaks, and the load is not transmitted to the front pillar 19 (mode control is not stable). That is, the load can be transmitted from the arch-shaped portion 92 to the upper side which is the separated side, and the rear end portion of the upper frame 17 can be prevented from being broken.

  As shown in FIG. 8, the vehicle body front portion structure includes a cowl box 34 that is provided between the front pillar 19 and the upper frame 17 and has a space 104 having a U-shaped cross section that extends in the vehicle width direction. The cowl box 34 includes a side surface (side panel) 103 that is directed outward in the vehicle width direction, and a stiffener 105 that prevents the cowl box 34 from being crushed by the closed cross section is disposed on the side surface 103.

  If the cross section of the cowl box 34 is crushed, the load may not be transmitted well from the upper frame 17 to the front pillar 19 (mode control may not be stable), and the cabin may be deformed. The stiffener 105 prevents the cowl box 34 from being crushed after the upper frame 17 and the damper portion 33 are deformed, so that the load can be reliably transmitted to the front pillar 19 while maintaining the sectional shape. ) Can be prevented.

  As shown in FIG. 8, in the vehicle body front structure, the stiffener 105 includes a stiffener-side bead 106 extending in the front-rear direction, and the stiffener-side bead 106 is disposed so as to be continuous with the reinforcing plate-side bead 96. The amount of load transmission from the plate 91 to the stiffener 105 can be increased, and the amount of load transmission to the arch-shaped portion 92 can be reduced.

  As shown in FIGS. 9A and 9B, in the vehicle body front portion structure, the damper portion 33 protrudes in the vehicle width central portion of the bent portion 94 so as to protrude in the vehicle width direction and extend vertically. Since the bead 76 is provided, the bending deformation of the damper portion 33 can be made more reliable, and the impact absorption area can be expanded and the shock absorption amount can be increased.

  As shown in FIGS. 9A and 9B, in the vehicle body front portion structure, the front side frame 16 includes the easily deformable portion 75 that is disposed at substantially the same position in the longitudinal direction with respect to the vertical bead 76. Furthermore, the bending deformation of the damper portion 33 can be made more reliable, and the impact absorption region can be further expanded and the amount of shock absorption can be increased.

  In the vehicle body front structure according to the present invention, as shown in FIG. 2, the easily deformable portion 75 is set behind the rear end portion 73 b of the lateral bead 73. The portion 75 may be formed forward of the front end portion 73 a of the horizontal bead 73.

  The present invention includes a vehicle body front structure in which a front pillar is disposed behind a front side frame, a lower end side is coupled to the front side frame, and a damper portion (damper housing) is coupled to the upper frame on the upper end side. It is suitable for application to automobiles.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle body, 16 ... Front side frame, 17 ... Upper frame, 19 ... Front pillar, 33 ... Damper part, 33a ... Upper end, 33b ... Lower end, 34 ... Cowl box, 75 ... Deformable part, 76 ... Vertical bead, 91 DESCRIPTION OF SYMBOLS ... Reinforcement plate, 92 ... Arch-shaped part, 93 ... Joint part (side joint part), 94 ... Bent part, 95 ... Reinforcement plate side bend part, 96 ... Reinforcement plate side bead, 105 ... Stiffener, 106 ... Stiffener side bead.

Claims (8)

A front side frame extending in the longitudinal direction of the vehicle body, a front pillar disposed behind the front side frame, and extending forward from the front pillar above the front side frame and outside the vehicle width of the front side frame A vehicle body front structure comprising: an upper frame to be disposed; and a damper portion having a lower end side coupled to the front side frame and an upper end side coupled to the upper frame,
A vehicle body front structure characterized in that a bent portion bent in the vehicle width direction is provided at a connecting portion between the damper portion and the upper frame.   The vehicle body front part structure according to claim 1, wherein the upper frame includes a reinforcing plate that reinforces a region to which the damper portion is coupled.   The vehicle body front structure according to claim 2, wherein the reinforcing plate includes a reinforcing plate side bent portion at a position corresponding to the bent portion of the damper portion. The upper frame includes an arch shape portion that curves downward toward the rear end and follows the wheel arch shape,
The reinforcing plate is provided in front of the arch-shaped portion, and includes a reinforcing plate side bead extending along a longitudinal direction of the upper frame,
The vehicle body front part structure according to claim 2 or 3, wherein the reinforcing plate side bead is disposed such that a rear end side thereof is located above the front end side and is separated from the arch-shaped part. A cowl box having a U-shaped cross section provided between the front pillar and the upper frame and extending in the vehicle width direction;
The said cowl box is provided with the side surface directed to the vehicle width direction outer side, and the stiffener which prevents the closed cross-section collapse of the said cowl box is arrange | positioned on this side surface. Car body front structure. The stiffener comprises a stiffener side bead extending in the front-rear direction,
6. The vehicle body front part structure according to claim 5, wherein the stiffener side bead is arranged so as to be continuous with the reinforcing plate side bead.   The vehicle body front according to any one of claims 1 to 6, wherein the damper portion includes a vertical bead that protrudes in the vehicle width direction and extends up and down at a vehicle width center side portion of the bent portion. Part structure.   The vehicle body front part structure according to claim 7, wherein the front side frame includes an easily deformable portion disposed at substantially the same position in the longitudinal direction of the vertical bead.

Images