JP2014162417A - Front part car body structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front part car body structure of an automobile capable of, with no reinforcing member provided, enhancing rigidity against an input in to and fro direction, and improving absorption performance against a load applied from above a vehicle.SOLUTION: At a corner part 21 between a dash panel 17 and a pillar inner panel 18, a chamfer part 21b of near triangle shape is formed which is tilted toward a cabin side with an upper end part 21a of the corner part 21 as an apex.

Description

  The present invention relates to a front body structure of a vehicle including a pair of left and right front pillars in the vehicle width direction and a dash panel disposed between the left and right front pillars.

  This type of front vehicle body generally has a structure in which a dash panel extending in the vehicle width direction and a front pillar inner panel extending from the dash panel to the rear of the vehicle are coupled and fixed to form a substantially right angle in a top view (for example, , See Patent Document 1). Further, the dash panel has a wheel house bulging on the left and right lower sides of the dash panel, and the upper portions of the left and right wheel houses have a substantially flat surface shape.

Japanese Patent No. 487586

  By the way, as in the prior art, the upper corner portion of the dash panel and the front pillar inner panel has a substantially right angle. For this reason, for example, the rigidity is low with respect to the longitudinal input from the strut upper support, and the vibration and noise performance. In addition, the collision performance may be deteriorated. In order to compensate for such a decrease in rigidity, it is conceivable to provide a reinforcing member in the form of a brace between the dash panel and the front pillar inner. However, this causes problems such as an increase in cost and an increase in weight.

  In addition, when a load at the time of a vehicle collision is applied to the upper corner portion from above, the load will be stretched against the load, so the absorption performance for the load is low, and in some cases the obstacle value for pedestrians is high. There is a concern that

  The present invention has been made in view of the above-described conventional situation, and can provide a vehicle that can increase the rigidity with respect to the input in the front-rear direction without providing a reinforcing member and can improve the absorption performance with respect to a load from above the vehicle. An object is to provide a front vehicle body structure.

  According to a first aspect of the present invention, there is provided a front vehicle body structure for a vehicle including a pair of left and right front pillars extending in the vehicle vertical direction and a dash panel disposed between the left and right front pillars. The corner portion of the dash panel and the pillar inner panel of the front pillar is formed with a substantially triangular chamfered portion inclined downward from the vehicle interior side with the upper end of the corner portion as a vertex. Yes.

  According to a second aspect of the present invention, in the front body structure of the automobile according to the first aspect, a lateral bead extending in a direction intersecting the inclined surface is formed in the vicinity of the upper end portion of the chamfered portion. Yes.

  According to the front vehicle body structure of the first aspect of the present invention, the substantially triangular chamfering is formed at the corner portion of the dash panel and the pillar inner panel, with the upper end portion of the corner portion being the apex, and inclined toward the vehicle interior side. Since the chamfered part is used, the corner part of the dash panel and the pillar inner panel is reinforced in the form of a brace, and input in the front-rear direction from the strut upper support without adding a new reinforcing member. Therefore, vibration, noise performance and collision performance can be improved.

  Further, in this embodiment, the chamfered portion receives the load from above at the time of the vehicle collision while being distributed along the slope, so that the absorption performance with respect to the load can be improved, and the pedestrian protection performance can be improved.

  In the invention of claim 2, since the lateral bead extending in the direction intersecting the inclined surface is formed in the vicinity of the upper end portion of the chamfered portion, the lateral bead further increases the rigidity of the entire chamfered portion, and the input in the front-rear direction is reduced. Vibration, noise performance and collision performance can be further improved.

  Further, the lateral bead is buckled and deformed with respect to the load due to the falling object from above at the time of the vehicle collision, and the absorption performance with respect to the load can be further enhanced.

1 is a side view of a front body of an automobile according to Embodiment 1 of the present invention. It is a perspective view of the dash panel of the front body. It is a cross-sectional side view of the front vehicle body. FIGS. 4A and 4B are cross-sectional views taken along the lines IVa-IVa and IVb-IVb in FIG. 2, respectively.

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

  1 to 4 are views for explaining a front body structure of an automobile according to a first embodiment of the present invention. In this embodiment, front and rear and left and right mean front and rear and left and right as viewed in the forward direction of the automobile.

  In the figure, reference numeral 1 denotes a front body of an automobile, which is disposed between a pair of left and right front pillars 2 extending in the vertical direction of the vehicle, and between the left and right front pillars 2 and an engine room A. A dash panel 3 that defines the vehicle compartment B is provided.

  The front vehicle body 1 has a rear end coupled to a left and right front pillar 2, and a left and right cowl side member 4 extending from the front pillar 2 to the front of the vehicle, and the left and right cowl side members. And a cowl lower panel 5 disposed between the four.

  A connecting member 6 is coupled to the front end portions of the left and right cowl side members 4, and the lower end portions of the left and right connecting members 6 are left and right side members 7 extending in the vehicle front-rear direction, respectively. Is bound to.

  The left and right front pillars 2 have a lower side portion 2a extending substantially vertically upward, and an upper side portion 2b extending obliquely upward and rearward following the lower side portion 2a, and the lower side portion 2a includes: The front end of the rocker panel 8 is coupled.

  A windshield 9 is disposed between the upper portions 2b of the left and right front pillars 2, and a hood 10 for opening and closing the engine compartment A is disposed in front of the lower edge of the windshield 9. .

  A strut upper support 13 is disposed at the left and right ends of the dash panel 3. The strut upper support 13 has an upper wall portion 13b formed with a support hole 13a for supporting an upper end portion of a suspension strut connected to a front wheel (not shown), and extends downward following the upper wall portion 13b. A portion (not shown) has a vertical wall portion 13c coupled to the side member 7 (see FIG. 3).

  The cowl lower panel 5 includes a bottom wall portion 5a coupled to the upper wall portion 13b of the strut upper support 13, a front wall portion 5b extending obliquely upward and forward following a front edge of the bottom wall portion 5a, and the bottom A flange-shaped rear wall portion 5c that extends and bends upward is provided following the rear edge of the wall portion 5a.

  A cowl upper panel 15 is disposed above the cowl lower panel 5, and a lower end side 9 a of the windshield 9 is supported by a front flange 15 a of the cowl upper panel 15. The front flange 15a of the cowl upper panel 15 and the front side wall portion 5b of the cowl lower panel 5 are opened up and down, from which traveling wind is introduced.

  The dash panel 3 is integrally formed by press-molding a single steel plate into a dash panel portion 17 and a pillar lower inner panel portion 18 that forms inner members of the left and right front pillars 2. . Specifically, it has a structure in which left and right pillar lower inner panel portions 18 are formed integrally with the left and right edges of the dash panel portion 17 extending in the vehicle width direction, and then bent and extended rearward of the vehicle.

  As shown in FIG. 4, a pillar outer panel 20 is disposed outside the left and right pillar lower inner panel portions 18 with a pillar rein hose 19 having a hat-shaped cross section interposed therebetween. The front and rear flanges 19a and 20a of the pillar rein hose 19 and the pillar outer panel 20 are integrally coupled to the pillar lower inner panel portion 18, whereby the front pillar 2 is closed in a rectangular tube shape extending upward. It has a structure.

  The rear end portion of the inner member 4a of the cowl side member 4 is coupled between the front flange 19a and the pillar lower inner panel portion 18, and the rear end portion of the outer member 4b is coupled to the outer wall of the pillar outer panel 20. Yes.

  A wheel house portion 17a is formed at the left and right lower end portions of the dash panel portion 17 so as to bulge toward the vehicle interior side, and a floor connection portion 17b that is bent and extends toward the passenger compartment B side is formed at the lower edge. Is formed. A floor panel (not shown) is connected to the floor connection portion 17b.

  A brake booster mounting seat 17c bulges toward the passenger compartment B on the driver seat side of the dash panel portion 17, and a steering shaft insertion hole 17d is formed below the brake booster mounting seat 17c. Yes.

  A rear side wall portion 13c ′ of the vertical wall portion 13c of the strut upper support 13 is coupled to the upper portion 17e of the dash panel portion 17. The vertical wall portion 13 c on the vehicle outer side of the strut upper support 13 is coupled to the cowl side member 4, and the front vertical wall portion 13 c is coupled to the connecting member 6. Thereby, the rigidity with respect to the pushing load of the strut upper support 13 transmitted from the front wheel via the suspension strut is secured.

  An extension 17f extending upward is formed on the upper portion 17e of the dash panel portion 17, and the upper end side 17g of the extension 17f extends to the vicinity of the lower end side 9a of the windshield 9. .

  The extension portion 17f is bent and formed in a stepped shape so as to be slightly displaced toward the passenger compartment B with respect to the upper portion 17e, and the upper end side 17g follows the upper edge of the extension portion 17f. It is bent on the side. A rear flange 15b of the cowl upper panel 15 is coupled to the upper end side 17g (see FIG. 3).

  A rear wall portion 5c of the cowl lower panel 5 is coupled to the lower side of the extension portion 17f.

  A reinforcing bead 17h extending in the vehicle width direction is formed in the vicinity of the upper end side 17g of the extension portion 17f of the dash panel portion 17. The reinforcing bead 17h is formed to have a convex shape on the front side of the vehicle, and has a substantially entire length excluding the traveling wind introduction port 17i of the dash panel portion 17. A vertical bead 17j extending in the vertical direction is formed at the center of the dash panel 17 in the vehicle width direction.

  The corner portion 21 between the dash panel portion 17 and the left and right pillar lower inner panel portions 18 has the upper end portion 21a of the corner portion 21 as an apex and is directed from the lower end of the upper end portion 21a toward the vehicle interior side. A substantially triangular chamfered portion 21b extending in an inclined manner is integrally formed. That is, the chamfered portion 21b is inclined so that the lower portion is located on the vehicle interior side, and the lower portion is wider.

  The left and right chamfered portions 21b are formed by bending the left and right end portions of the dash panel portion 17 about 40 degrees toward the inside of the vehicle, so that when viewed from above the vehicle, the chamfered portions 21b are formed. The cowl side member 4 and the cowl lower panel 5 form a three-polygonal opening 23 that communicates with the outside of the vehicle.

  Further, the front corner portion 21d of the chamfered portion 21b is in contact with the coupling portion between the cowl lower panel 5 and the strut upper support 13, and the rear corner portion 21e is a joint portion between the cowl side member 4 and the front pillar 2. (Refer to FIG. 4A).

  The chamfered portion 21b is formed so as to expand toward the lower side, and the upper portion thereof is formed so as to form a substantially flat surface, and the lower portion is gradually and continuously toward the outer peripheral surface of the wheel house 17a. It is formed to form a curved surface.

  Near the upper end 21a of the chamfered portion 21b, a pair of upper and lower lateral beads 21c are formed. The lateral bead 21c is linearly formed so as to bridge the dash panel portion 17 and the pillar lower inner panel portion 18.

  According to the present embodiment, a substantially triangular chamfered portion 21b that inclines downward from the upper end portion 21a of the corner portion 21 toward the vehicle interior side at the corner portion 21 of the dash panel portion 17 and the pillar lower inner panel portion 18. The corner portion 21 between the dash panel portion 17 and the pillar lower inner panel portion 18 is reinforced in the form of a brace by the chamfered portion 21b, and a strut upper support is added without adding a new reinforcing member. The rigidity with respect to the input in the front-rear direction from 13 can be increased, and the vibration, noise performance and collision performance can be improved accordingly. That is, in the conventional structure, there is a concern that the dash panel may be deformed so as to swing back and forth due to the longitudinal input from the strut upper support to which the thrust load from the road surface is applied. In contrast, in this embodiment, since the chamfered portion 21b is formed in the dash panel portion 17, the rigidity of the dash panel portion 17 itself can be increased. Further, since the chamfered portion 21 b bridges and connects the strut upper support 13 and the front pillar 2, the front-rear direction input can be distributed to the front pillar 2.

  In this embodiment, the chamfered portion 21b receives the load of the fallen object falling from above in the event of a vehicle collision, so that the load absorption performance can be improved, and thus pedestrian protection is achieved. Performance can be improved.

  In the present embodiment, since the plurality of horizontal beads 21c extending in the direction intersecting the inclined surface are formed in the vicinity of the upper end portion 21a of the chamfered portion 21b, the horizontal bead 21c further increases the rigidity of the chamfered portion 21b. The vibration, noise performance, and collision performance with respect to the longitudinal input can be further improved.

  Further, the lateral bead 21c is buckled and deformed with respect to the load caused by the falling object at the time of the vehicle collision, and the absorption performance with respect to the load can be further enhanced.

  According to the present embodiment, since the dash panel 3 and the pillar lower inner panel portion 18 are integrally formed of one steel plate, the dash panel portion 17 and the pillar lower inner panel portion 18 are formed in the dash panel 3. The joint portion can be eliminated, and water, dust, or sound can be prevented from entering the front pillar 2 during traveling. This eliminates the need for a seal member and enables cost reduction. Further, since spot welding can be made unnecessary, the manufacturing process of the front body can be simplified, and productivity can be improved.

  In this embodiment, since the joint portion can be eliminated, the dash panel portion 17 and the pillar lower inner panel portion 18 do not open at the time of a vehicle front collision, and the collision energy is efficiently transmitted to the rear portion of the vehicle body. be able to.

  In the above-described embodiment, the case where the dash panel portion 17 and the pillar lower inner panel portion 18 are integrally formed has been described. However, in the present invention, the dash panel and the pillar lower inner panel are separately formed, and both panels are formed. Of course, the present invention can also be applied to the case where the flanges are joined and fixed by spot welding.

DESCRIPTION OF SYMBOLS 1 Front vehicle body 2 Front pillar 17 Dash panel part 18 Pillar lower inner panel part 21 Corner part 21a Upper end part 21b Chamfer part 21c Horizontal bead

Claims (2)

In the front body structure of an automobile provided with a pair of left and right front pillars extending in the vehicle vertical direction and a dash panel disposed between the left and right front pillars,
An automobile characterized in that a substantially triangular chamfered portion is formed at a corner portion of the dash panel and the pillar inner panel of the front pillar, with the upper end portion of the corner portion as an apex, and inclined toward the vehicle interior side. Front car body structure. The front body structure of an automobile according to claim 1,
A front bead structure for an automobile, wherein a lateral bead extending in a direction intersecting the inclined surface is formed in the vicinity of the upper end portion of the chamfered portion.

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