JP2012166742A - Reinforcing structure of vehicle front part - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a reinforcing structure of a vehicle front part, which is capable of surely suppressing an obstacle from going into a vehicle interior, even when the obstacle without a spread in a vehicle width direction goes into from an outside in the vehicle width direction of a front side frame due to a collision with a vehicle front part.SOLUTION: The reinforcing structure of the vehicle front part has a dash panel 2 constituting a front wall of a vehicle interior, a pair of right and left front side frames 5 extending from the dash panel 2 in front of the vehicle, and suspension towers 12 connected to outside parts in a vehicle direction of the front side frames 5 at positions spaced apart from the dash panel 2 in front of the vehicle, further has first reinforcing members 13 which extend from outside positions in the vehicle width direction more than the front ends of the front side frames 5 behind the vehicle and whose rear ends are connected to the suspension towers 12.

Description

  The present invention relates to a vehicle front portion reinforcing structure including a pair of left and right front side frames extending forward of a vehicle from a dash panel constituting a front wall portion of a passenger compartment.

  Conventionally, from the viewpoint of reliably protecting passengers in the passenger compartment, when the front of the vehicle collides with an obstacle, how to suppress the entry of the obstacle into the passenger compartment has been an issue. In order to solve this problem, various structures have been proposed to date.

  For example, Patent Document 1 below discloses a structure in which a collision load transmitting member is interposed between a front end portion of a sub-frame disposed almost directly below a front side frame and the front side frame.

  The following Patent Document 1 assumes that the front part of a vehicle collides with an obstacle that does not have a spread in the vehicle width direction, such as a pole, and the collision load is applied to the subframe when the obstacle collides. And the collision load can be distributed to the front side frame via the collision load transmission member. In this case, the collision load can be finally absorbed by the collision energy absorption function of the front side frame.

  In addition to this, the following Patent Document 2 discloses a structure in which a side portion of a vehicle front portion is reinforced by coupling a cowl side extension panel between a front pillar portion and a cowl portion.

  Further, in Patent Document 3 below, an upper frame that protrudes forward of the vehicle body along an end portion in the vehicle width direction of a front deck disposed along the lower edge portion of the front window and an equipped deck panel disposed in front of the front deck. Further, there is disclosed a box-type structure that provides high rigidity and strength.

JP 2010-83258 A JP 2001-191955 A JP 2003-341552 A

  By the way, in recent years, when the front part of the vehicle collides with an obstacle that does not spread in the vehicle width direction, such as a pole, the obstacle that has entered from the outside in the vehicle width direction of the front side frame particularly enters the vehicle interior. There is a growing need to more reliably control

  Here, looking at the above Patent Document 1, the Patent Document 1 only assumes the time when the obstacle collides and enters the vehicle width direction center of the front part of the vehicle. Therefore, in the configuration of Patent Document 1 in which the collision load of the obstacle is received by the subframe disposed almost directly below the front side frame, the obstacle that has entered from the outside in the vehicle width direction of the front side frame enters the vehicle interior. Intrusion cannot be reliably suppressed.

  Further, looking at the above Patent Document 2, the Patent Document 2 merely reinforces the space between the front pillar portion and the cowl portion, and the front is located in front of the front pillar portion and the cowl portion. It is not the structure which reinforces the vehicle width direction outer side of a side frame. Therefore, with such a configuration, it is impossible to reliably prevent the obstacle that has entered from the outside in the vehicle width direction of the front side frame from entering the vehicle interior.

  Further, looking at Patent Document 3, the Patent Document 3 merely reinforces the vicinity of the lower edge portion of the front window, and as in Patent Document 2, the front side frame located in front of the front side frame. It is not the structure which reinforces the vehicle width direction outer side.

  According to the present invention, even when an obstacle that does not have a spread in the vehicle width direction due to a collision with the front part of the vehicle enters from the outside in the vehicle width direction of the front side frame, the obstacle enters the vehicle interior. An object of the present invention is to provide a reinforcing structure for the front portion of a vehicle that can more reliably suppress the above.

  The vehicle front portion reinforcing structure according to the present invention includes a dash panel constituting a front wall portion of a passenger compartment, a pair of left and right front side frames extending forward from the dash panel, and spaced from the dash panel forward of the vehicle. And a suspension tower connected to an outer portion in the vehicle width direction of the front side frame at a position where the front side frame has a reinforcing structure from the position outside the vehicle width direction from the front end portion of the front side frame. A reinforcing member is provided that extends rearward of the vehicle and has a rear end connected to the suspension tower.

  According to this configuration, when the front part of the vehicle collides with an obstacle that is not widened in the vehicle width direction and this obstacle enters from the outside in the vehicle width direction of the front side frame, the collision load of the obstacle is reinforced. Can be received by a member.

  Further, the reinforcing member is connected to the front portion of the suspension tower, and the suspension tower and the front side frame are connected, so that a part of the collision load is transmitted to the front side frame via the suspension tower. Will be. For this reason, the said collision load can be disperse | distributed to a vehicle rear part from a front side frame.

  As described above, the collision load when the obstacle collides is received by the reinforcing member, and a part of the collision load is transmitted to the front side frame via the suspension tower so that the collision load is distributed to the rear of the vehicle. Since it comprises, it can suppress more reliably that the said obstruction penetrate | invades into a vehicle interior.

  In one embodiment of the present invention, a pair of left and right hinge pillars are provided so as to extend vertically along the side end of the dash panel, and the front end is connected to the rear of the suspension tower. The rear end portion includes a second reinforcing member that is connected to the front surface of the dash panel, and a third reinforcing member that connects the rear surface of the dash panel and the hinge pillar.

  According to this configuration, the front end portion and the rear end portion further include the second reinforcing member connected to the rear portion of the suspension tower and the front surface of the dash panel, so that a part of the collision load transmitted rearward by the reinforcing member. Is transmitted to the second reinforcing member via the suspension tower.

  And the collision load transmitted to the 2nd reinforcement member is branched and transmitted to a dash panel and a 3rd reinforcement member by further providing the 3rd reinforcement member which connects the rear surface of a dash panel, and a hinge pillar. At this time, a part of the collision load transmitted to the third reinforcing member is further distributed to the rear of the vehicle via the hinge pillar. Thus, by providing the second and third reinforcing members, the collision load can be efficiently transmitted and dispersed over a wide range in the vertical direction of the vehicle.

  In one embodiment of the present invention, a pair of left and right apron reinforcements extending from the upper part of the hinge pillar to the front of the vehicle are provided, and the reinforcing member is connected to the apron reinforcement.

  According to this configuration, a part of the collision load received by the reinforcing member can be distributed and transmitted to the apron reinforcement. In this case, since the collision load can be transmitted to the hinge pillar via the apron reinforcement, the collision load can be efficiently transmitted and distributed to the rear of the vehicle.

  In an embodiment of the present invention, the third reinforcing member is connected to the rear surface of the dash panel at a position corresponding to a connecting position between the front surface of the dash panel and the second reinforcing member. .

  According to this configuration, the collision load can be smoothly transmitted from the second reinforcing member to the third reinforcing member.

  In one embodiment of the present invention, a crash can extended forward from a front end portion of the front side frame and connected to a bumper reinforcement, and a front end portion of the front side frame and a rear end of the crash can A connecting member that connects the front end portion of the front side frame and an extending portion that extends outward in the vehicle width direction from a connecting position between the front end portion of the front side frame and the rear end portion of the crash can. The reinforcing member has a front end portion connected to the extending portion.

  According to this configuration, a part of the collision load when the obstacle collides can be transmitted to the front end portion of the front side frame via the connecting member. In this case, since the collision load can be distributed to the reinforcing member and the front side frame at an earlier stage and transmitted to the rear of the vehicle, the collision load can be transmitted and distributed more efficiently at the rear of the vehicle.

  In one embodiment of the present invention, the reinforcing member forms a closed cross section extending in the vehicle front-rear direction from the position outside the front end portion of the front side frame in the vehicle width direction across the suspension tower.

  According to this configuration, the rigidity around the reinforcing member can be improved. In this case, since the reinforcement member can be prevented from being deformed by the collision load when the obstacle collides, the collision load is surely received by the reinforcement member, and this is reliably transmitted to the suspension tower, the front side frame, etc. Can be made.

  According to this invention, the collision load when the obstacle that does not have a spread in the vehicle width direction collides is received by the reinforcing member, and a part thereof is transmitted to the front side frame via the suspension tower, thereby Since it is comprised so that a collision load may be disperse | distributed to a vehicle back, it can suppress more reliably that the said obstruction penetrate | invades into a vehicle interior.

The perspective view which looked at the reinforcement structure of the vehicle front part which concerns on embodiment of this invention from upper direction. The exploded perspective view of FIG. The top view of FIG. The side view of FIG. FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 4. The perspective view which looked at the reinforcement structure of the vehicle front part which concerns on other embodiment of this invention from upper direction. The exploded perspective view of FIG. (A) Sectional drawing which shows apron reinforcement, (b) Sectional drawing which shows a front side frame.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
As shown in FIGS. 1 to 4 and 6, the vehicle according to the present embodiment partitions the engine room E and the vehicle compartment 1 at the front portion thereof, and constitutes a dash that constitutes the front wall portion of the vehicle compartment 1. Panel 2 is provided. In the figure, an arrow (F) indicates the front of the vehicle body, an arrow (R) indicates the rear of the vehicle body, an arrow (IN) indicates the inside of the vehicle body, and an arrow (OUT) indicates the outside of the vehicle body.

  In addition, a pair of left and right front hinge pillars 3 (only one is shown in the drawing) are provided so as to extend in the vertical direction at the left and right ends of the dash panel 2 and pivotally support a front door (not shown). Is provided.

  A pair of left and right apron reinforcements 4 (only one is shown in the drawing) extends from the upper part of the pair of left and right front hinge pillars 3 toward the front of the vehicle. In addition, a pair of left and right front side frames 5 (only one is shown in the drawing) is a dash panel 2 at a position substantially parallel to the apron reinforcements 4 and 4 in a plan view and spaced inward in the vehicle width direction. The vehicle extends in the longitudinal direction.

  A flat plate 6 is joined to the front end portions of the apron reinforcement 4 and the front side frame 5 across the apron reinforcement 4 and the front side frame 5. A flat plate 7 is disposed on the front surface of the plate 6 at a position corresponding to the front end of the front side frame 5 and is connected by a fastening member 8 such as a bolt or a nut.

  The rear end portion of the crash can 9 is connected to the front surface of the plate 7 so as to extend forward from the front end portion of the front side frame 5.

  The crash can 9 is configured to compress and deform in the longitudinal direction of the vehicle body when receiving a collision load from the front of the vehicle body, and the front end portion thereof is connected to both end portions of the bumper reinforcement 10 extending in the vehicle width direction. The rear end portion is connected to the front end portion of the front side frame 5 via the plates 6 and 7.

  Also, an apron panel 11 as shown in FIGS. 1 to 6 is disposed between the apron reinforcement 4 and the front side frame 5. The apron panel 11 extends in the vehicle front-rear direction from the dash panel 2 to the plate 6 (front end portions of the apron reinforcement 4 and the front side frame 5).

  Further, the apron panel 11 has an inner end 41 of the apron reinforcement 4 at its outer end in the vehicle width direction as shown in FIGS. 1, 2, and 5, and an inner end in the vehicle width direction. An outer panel 51 of the front side frame 5 is configured.

  As shown in FIG. 5, the inner panel 41 of the apron panel 11 includes a vertical wall portion 41 a and an upper wall portion 41 b that is bent outward from the vertical wall portion 41 a in the vehicle width direction. The apron reinforcement 4 is constituted by the outer panel 42 having a substantially L shape. The apron rain is obtained by joining the vertical wall portion 41a of the inner panel 41 and the lower flange portion 42a of the outer panel 42 and joining the upper wall portion 41b of the inner panel 41 and the upper flange portion 42b of the outer panel 42. In the reinforcement 4, a closed cross section 4A having a substantially rectangular cross section extending in the vehicle front-rear direction is formed.

  In the apron panel 11, the outer panel 51 has a flat plate shape, and the inner panel 52 that bulges inward in the vehicle width direction and has a substantially hat-shaped cross section constitutes the front side frame 5. Then, the upper and lower ends of the outer panel 51 are joined to the upper and lower flange portions 52a and 52b, respectively, thereby forming a closed cross section 5A having a substantially rectangular cross section extending in the vehicle front-rear direction as shown in FIG. Has been.

  Further, in the apron panel 11, a suspension tower (not shown) for supporting an upper portion of a suspension device (not shown) provided corresponding to the front wheel W (see FIG. 3) at a position separated from the dash panel 2 in the front of the vehicle. Hereinafter, it is abbreviated as a suspension tower.) 12 is formed integrally.

  The suspension tower 12 is formed by expanding the rear side of the apron panel 11 upward in a cylindrical shape. In the present embodiment, the outer panel 51 and the suspension tower 12 of the front side frame 5 are integrally formed with the apron panel 11 so that the suspension tower 12 is connected to the outer side in the vehicle width direction of the front side frame 5. ing.

  Further, in the present embodiment, as shown in FIGS. 1 to 5, in the front part of the vehicle, the cross section that extends rearward from the front end part of the front side frame 5 to the suspension tower 12 from the position outside in the vehicle width direction is substantially reversed. An L-shaped first reinforcing member 13 is disposed.

  The plate 6 that connects the front end portion of the front side frame 5 and the rear end portion of the crash can 9 has a plate 6 extending outward and upward in the vehicle width direction from the joining position with the crash can 9 (plate 7). The apron reinforcement 4 and the first reinforcing member 13 have their front ends joined to the rear surface of the extension 6a.

  Moreover, in the 1st reinforcement member 13, while the rear-end part is joined to the front part of the suspension tower 12 by the flange 13a, the upper end part of the vehicle width direction outer side is the flange 13b between the plate 6 and the suspension tower 12. Is joined to the inner panel 41 of the apron panel 11 (apron reinforcement 4). Thus, the 1st reinforcement member 13 is connected with the apron reinforcement 4 by joining the flange 13b and the inner panel 41. FIG.

  Moreover, in the 1st reinforcement member 13, the lower end part of the vehicle width direction inner side is joined to the horizontal surface part 11a formed between the inner panel 41 and the outer panel 51 of the apron panel 11 by the flange 13c. Thereby, between the 1st reinforcement member 13 and the apron panel 11, as shown in FIG.1, FIG.5, the closed cross section 13A of the cross-section substantially rectangular extended in the vehicle front-back direction from the plate 6 to the suspension tower 12 is formed. Has been.

  Further, on the outer side in the vehicle width direction than the front side frame 5, a second reinforcing member 14 having a substantially inverted L-shaped cross section extending from the rear portion of the suspension tower 12 to the front surface of the dash panel 2 is provided.

  The second reinforcing member 14 has a front end portion joined to the rear portion of the suspension tower 12 by a flange 14a, and a rear end portion joined to the front surface of the dash panel 2 by a flange 14b.

  Further, in the second reinforcing member 14, the upper end portion on the outer side in the vehicle width direction is joined to the inner panel 41 of the apron panel 11 (apron reinforcement 4) between the suspension tower 12 and the dash panel 2 by the flange 14c. In addition, the lower end portion on the inner side in the vehicle width direction is joined to the horizontal surface portion 11a by the flange 14d. Thereby, between the 2nd reinforcement member 14 and the apron panel 11, the closed cross-section 14A of the substantially rectangular cross section extended in the vehicle front-back direction from the suspension tower 12 to the dash panel 2 is formed as shown in FIG. Yes.

  Further, behind the second reinforcing member 14, a third reinforcing member 15 having a substantially hat-shaped cross section with respect to the dash panel 2 is disposed. The third reinforcing member 15 is joined to the rear surface of the dash panel 2 at a position corresponding to the joining position between the front surface of the dash panel 2 and the second reinforcing member 14.

  As shown in FIGS. 1 to 4 and 6, the third reinforcing member 15 is disposed at a corner portion formed by the dash panel 2 and the front hinge pillar 3 and has a substantially triangular shape in plan view. .

  In the third reinforcing member 15, the front end is joined to the rear surface of the dash panel 2 by a front flange 15a, and the rear end is a front hinge pillar described later by the rear and upper and lower flanges 15b to 15d. 3 to the inner panel 31.

  As described above, the third reinforcing member 15 is joined to the dash panel 2 and the front hinge pillar 3 so that the dash panel 2 and the front hinge pillar 3 are connected by the third reinforcing member 15, and the corner portion is also connected. As shown in FIG. 6, a closed section 15A is formed.

  Incidentally, as shown in FIG. 6, the front hinge pillar 3 includes an outer panel 31 having a substantially hat-shaped cross section that bulges outward in the vehicle width direction, and an inner panel 32 on the inner side in the vehicle width direction. By joining the flange portions 31a and 31b to the in-panel 32, a closed cross section 3A extending in the vertical direction is configured.

  And in the front hinge pillar 3, the side sill 16 is extended back from the lower end part. The side sill 16 has a closed cross-sectional structure that extends continuously from the front hinge pillar 3 in the longitudinal direction of the vehicle body.

  Further, as shown in FIGS. 1 and 4, a front pillar 17 extends rearward and upward from the upper end portion of the front hinge pillar 3. The front pillar 17 has a closed cross-sectional structure that continuously extends rearward and upward from the front hinge pillar 3.

  As shown in FIGS. 1, 2, 4, and 6, the front hinge pillar 3, the side sill 16, and the front pillar 17 described above form a door opening 18 as a lift for the front seat occupant. Yes.

  Here, in the vehicle according to the present embodiment, the front portion of the vehicle collides with a pole P (see FIGS. 3 and 4) that is not widened in the vehicle width direction, and this pole P is the vehicle width of the front side frame 5. Let's consider the time when it entered from the outside. At this time, the position of the pole P in the vehicle width direction is substantially the same as the position of the suspension tower 12 as shown in FIG. 3, and the pole P faces toward the rear of the vehicle as shown by a two-dot chain line in FIG. If it further enters, the pole P may approach the vehicle compartment 1 through a relatively low rigidity region between the apron reinforcement 4 (side sill 16) and the front side frame 5.

  Therefore, in the present embodiment, the first reinforcing member 13 that extends rearward from the vehicle width direction outer position of the front side frame 5 and has a rear end joined to the front of the suspension tower 12 is provided. As a result, when the front of the vehicle collides with a pole P that is not widened in the vehicle width direction and this pole P enters from the outside in the vehicle width direction of the front side frame 5, the collision load of the pole P is reduced to the first reinforcing member. 13 can be received.

  Further, the first reinforcing member 13 is joined to the front portion of the suspension tower 12 and the suspension tower 12 and the front side frame 5 are connected to each other. As indicated by the arrow, the signal is transmitted to the front side frame 5 through the suspension tower 12. For this reason, the collision load can be distributed from the front side frame 5 to the rear part of the vehicle via the side sill 16 as indicated by a thick arrow in FIG.

  As described above, in this embodiment, the collision load when the pole P collides is received by the first reinforcing member 13 and a part thereof is transmitted to the front side frame 5 via the suspension tower 12, thereby the collision load. Therefore, it is possible to more reliably suppress the pole P from entering the vehicle compartment 1 through the region between the front side frame 5 and the side sill 16.

  Further, the front end portion and the rear end portion further include a second reinforcing member 14 joined to the rear portion of the suspension tower 12 and the front surface of the dash panel 2, so that one of the collision loads transmitted rearward by the first reinforcing member 12 can be obtained. The part is transmitted to the second reinforcing member 14 via the suspension tower 12.

  Further, by further including a third reinforcing member 15 that connects the rear surface of the dash panel 2 and the front hinge pillar 3, the collision load transmitted to the second reinforcing member 14 is indicated by a thick arrow in FIG. 3. Then, it is branched and transmitted to the dash panel 2 and the third reinforcing member 15.

  At this time, a part of the collision load transmitted to the third reinforcing member 15 is not shown in addition to the side sill 16 and the front pillar 17 via the front hinge pillar 3 as shown by a thick arrow in FIG. Are transmitted to the roof panel, the roof side rail, and the front door disposed in the door opening 18 and distributed to the rear of the vehicle.

  Thus, by providing the 2nd, 3rd reinforcement members 14 and 15, the said collision load can be efficiently transmitted and distributed over the wide range of the up-down direction of a vehicle.

  Further, by connecting the apron reinforcement 4 extending from the upper part of the front hinge pillar 3 to the front of the vehicle and the first reinforcing member 13, a part of the collision load received by the first reinforcing member 13 is applied to the apron reinforcement 4. Can be distributed and transmitted. In this case, since the collision load can be transmitted to the front hinge pillar 3 via the apron reinforcement 4, the collision load can be transmitted and distributed more efficiently in the rear of the vehicle.

  Further, by joining the rear surface of the dash panel 2 and the third reinforcing member 15 at a position corresponding to the joining position where the front surface of the dash panel 2 and the second reinforcing member 14 are joined, the second reinforcing member 14 The collision load can be smoothly transmitted to the third reinforcing member 15.

  Further, by joining the front end portion of the first reinforcing member 13 to the extending portion 6 a of the plate 6 that connects the front side frame 5 and the crash can 7, a part of the collision load is transferred to the front via the plate 6. It can be transmitted to the front end of the side frame 5. In this case, since the collision load can be distributed to the first reinforcing member 13 and the front side frame 5 and transmitted to the rear of the vehicle at an earlier stage, the collision load is more efficiently transmitted and distributed to the rear of the vehicle. Can do.

  Further, the first reinforcing member 13 forms a closed cross section extending in the vehicle front-rear direction across the suspension tower 12 from a position outside the front end portion of the front side frame 5 in the vehicle width direction. The rigidity of the periphery can be improved. In this case, it is possible to suppress the deformation of the first reinforcing member 13 due to the collision load when the pole P collides. Therefore, the collision load is reliably received by the first reinforcing member 13, and the suspension tower 12 and the front side frame are received. 5 etc. can be transmitted reliably.

  7 and 8 show another embodiment of the vehicle front reinforcing structure. In the previous embodiment shown in FIGS. 1 to 6, a closed cross-section 13 </ b> A extending in the vehicle front-rear direction is formed by joining the first reinforcing member 13 and the apron panel 11 having a substantially inverted L shape. However, the embodiment shown in FIGS. 7 and 8 includes a first reinforcing member 73 having a substantially rectangular cross section, and a closed cross section 73A extending in the vehicle front-rear direction is formed by only the first reinforcing member 73. Yes. 7 and 8, the same components as those of the previous embodiment shown in FIGS. 1 to 6 are denoted by the same reference numerals and description thereof is omitted.

  In the present embodiment, unlike the previous embodiment described above, the apron panel 71 does not extend to the front end portion of the front side frame 65, and the first reinforcing member 73, the apron reinforcement 64, and the front side frame 65 Are not directly connected (joined).

  In the apron reinforcement 64, the inner panel 81 is a separate member from the apron panel 71, and the inner panel 81 and the outer panel 42 constitute the apron reinforcement 64.

  In the apron reinforcement 64, as shown in FIG. 9A, an inner panel 81 having a substantially inverted L shape is bent from the vertical wall portion 81a and the vertical wall portion 81a outward in the vehicle width direction. Wall part 81b. The apron reinforcement 64 is a cross section extending in the vehicle longitudinal direction by joining the vertical wall portion 81a and the lower flange portion 42a of the outer panel 42 and joining the upper wall portion 81b and the upper flange portion 42b. A substantially rectangular closed section 64A is formed.

  In the front side frame 65, the outer panel 91 is a separate member from the apron panel 71, and the outer side panel 91 and the inner panel 52 constitute a front side frame 65.

  In the front side frame 5, as shown in FIG. 9B, the outer panel 91 has a flat plate shape, and the upper and lower ends thereof are joined to the upper and lower flange portions 52 a and 52 b of the inner panel 52, respectively. In the side frame 5, a closed cross section 65A having a substantially rectangular cross section extending in the vehicle front-rear direction is formed.

  On the other hand, in the apron panel 71, as in the previous embodiment, the suspension tower 72 is integrally formed by causing the rear side of the apron panel 71 to bulge upward in a cylindrical shape.

  The first reinforcing member 73 having a substantially rectangular cross section extends rearward from the front end portion of the front side frame 65 to the suspension tower 72 from the position outside the vehicle width direction, and the front end portion extends from the plate 6. While being joined to the rear surface of the protruding portion 6a, the rear end portion is joined to the front portion of the suspension tower 72 by a flange 73a.

  Moreover, in this embodiment, although the 1st reinforcement member 73 becomes a structure which is not joined with the apron panel 71, since the 1st reinforcement member 73 itself has comprised the closed cross-section structure, it extends from the plate 6 to the suspension tower 72. A closed cross section 73A having a substantially rectangular cross section extending in the vehicle front-rear direction is formed.

  As described above, even if the apron panel 71 is not disposed in front of the suspension tower 72, the collision load of the pole P (see FIG. 2) is reliably received by the first reinforcing member 73, and the The part can be transmitted to the front side frame 65 via the suspension tower 72 and distributed to the rear of the vehicle.

  As for the first reinforcing member, it is sufficient that the first reinforcing member is disposed so as to extend at least from the position outside the front end of the front side frame to the suspension tower at the rear of the vehicle and is not necessarily closed by the first reinforcing member. It is not necessary to form a cross section.

In each of the above-described embodiments, the case where the front portion of the vehicle collides with the pole P has been described as an example in which the front portion of the vehicle collides with an obstacle that is not widened in the vehicle width direction. The obstacle is not necessarily limited to the pole P as long as the obstacle is not provided.
For example, an obstacle that does not have a spread in the vehicle width direction may be used as a median strip of a motorway, an end of a guardrail, a block rod, or the like.

In correspondence between the configuration of the present invention and the above-described embodiment,
The reinforcing member of the present invention corresponds to the first reinforcing members 13, 73,
Similarly,
The connecting member corresponds to the plate 6,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

2 ... Dash panel 3 ... Front hinge pillar 4, 64 ... Apron reinforcement 5, 65 ... Front side frame 6 ... Plate 6a ... Extension part 9 ... Crash can 10 ... Bumper reinforcement 12 ... Suspension tower 13, 73 ... 1st reinforcement member 13A, 73A ... closed cross-section 14 ... 2nd reinforcement member 15 ... 3rd reinforcement member

Claims (6)

A dash panel that forms the front wall of the passenger compartment;
A pair of left and right front side frames extending forward of the vehicle from the dash panel;
A vehicle front portion reinforcement structure including a suspension tower connected to an outer portion in the vehicle width direction of the front side frame at a position spaced forward from the dash panel.
A vehicle front portion reinforcing structure including a reinforcing member that extends rearward from the vehicle width direction outer side than the front end portion of the front side frame and has a rear end portion connected to the suspension tower. It has a pair of left and right hinge pillars standing up and down along the side edge of the dash panel,
The front end portion is connected to the rear portion of the suspension tower, and the rear end portion includes a second reinforcing member connected to the front surface of the dash panel.
The reinforcement structure of the vehicle front part of Claim 1 provided with the 3rd reinforcement member which connects the rear surface of the said dash panel, and the said hinge pillar. A pair of left and right apron reinforcements extending from the top of the hinge pillar to the front of the vehicle,
The vehicle front portion reinforcing structure according to claim 2, wherein the reinforcing member is connected to the apron reinforcement. 4. The vehicle front portion reinforcement according to claim 2, wherein the third reinforcing member is connected to a rear surface of the dash panel at a position corresponding to a connecting position between the front surface of the dash panel and the second reinforcing member. Construction. A crush can that extends forward from the front end of the front side frame and is connected to a bumper reinforcement,
A connecting member that connects the front end portion of the front side frame and the rear end portion of the crash can;
The connecting member has an extending portion extending outward in the vehicle width direction from a connecting position between the front end portion of the front side frame and the rear end portion of the crash can.
The reinforcing structure of the front portion of the vehicle according to any one of claims 1 to 4, wherein the reinforcing member has a front end portion connected to the extending portion. The said reinforcement member forms the closed cross section which extends in the vehicle front-back direction over the said suspension tower from the position outside a vehicle width direction rather than the front-end part of the said front side frame. Reinforcement structure at the front of the vehicle.

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