JP2014196066A - Front part vehicle body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front part vehicle body structure of a vehicle which secures rigidity against vibrations input through a top mount serving as a suspension attachment part.SOLUTION: A front part vehicle body structure of a vehicle includes: a bulk head 20; a front side frame upper 40; a top mount 53 which is coupled to the bulk head 20 and the front side frame upper 40 and supports a suspension; and a bulk head end 30 including an upper surface part 31 where a front end part is connected with the top mount 53 and a rear end part is connected with the front pillar and a side surface part, which divides the interior of the bulk head 20, at the front side of a front pillar. The bulk head end 30 includes an edge line 35 where a front end part continues into an edge line 42 of the front side frame upper 40 and a rear end part continues into an edge line 13a of the front pillar, the edge line 35 which is formed bending.

Description

  The present invention relates to a front body structure of an automobile, and more particularly to a front body structure of an automobile that can secure sufficient rigidity against vibrations input via a suspension mounting portion.

  Suspension support rigidity in automobiles greatly affects steering stability, ride comfort, and the like, so that sufficient vehicle body rigidity with respect to vibration input through the suspension mounting portion has been conventionally required. Various front body structures have been proposed in which the rigidity against vibrations input via the suspension mounting portion is enhanced to ensure the rigidity of the vehicle body. Examples of this type of front body structure include Patent Document 1 and Patent Document 2.

  The front vehicle body structure of Patent Document 1 will be described with reference to FIGS. 11 and 12. FIG. 11 is a perspective view of a main part of the front body structure as viewed from the inside of the vehicle, and FIG. 12 is a cross-sectional view taken along the line ff of FIG.

  A strut tower 101 provided on the left and right side walls of the engine room E / G, and an upper frame 106 having a closed cross section extending in the front-rear direction along the upper edge of the side wall and coupled to the front pillar 105 at the rear end. A front body structure in which a side edge 102a of a top mount 102, which serves as a suspension mounting portion of the tower 101, is coupled to an upper frame 105. A partition wall 107 is provided to partition the upper frame 106 up and down, and the upper frame 106 is In addition to the closed cross-sectional structure of the layers, the rear end portion of the upper frame 106 is vertically long and joined to the front surface of the front pillar 105.

  The vehicle body structure of Patent Document 2 will be described with reference to FIG. A front pillar 111, an upper frame 112 coupled to the front end of the front pillar 111 and extending forward, and a dash extending in the vehicle width direction and coupled to a joint between the left and right front pillars 111 and the upper frame 112 A wheel house having a board upper 113 and joined to an upper frame 112 and a front side frame (not shown) is provided, and a top mount 114 as a suspension attachment portion is provided at an upper end portion. Furthermore, it has a substantially L-shaped dashboard side member 115 consisting of a front lower piece 115A coupled to the upper frame 112 and a rear upper piece 115B coupled to the front pillar 111 and the dashboard upper 113. The edges of the mount 114 are joined.

  Thus, by connecting the front pillar 111, the upper frame 112, the dashboard upper 113, and the top mount 114 by the dashboard side member 115, the load input to the upper frame 112 due to a collision or the like is applied to the upper frame 112 and the dashboard side. It is distributed and transmitted over a wide range such as the front pillar 111 and the dashboard upper 113 via the member 115. On the other hand, the suspension vertical vibration input to the top mount 114 is distributed and transmitted to the upper frame 112, the front pillar 111, the dashboard upper 113, and the like, so that the vehicle body rigidity with respect to the vertical vibration input to the top mount 114 is obtained. It is done.

JP 2002-145119 A JP 2009-29202 A

  According to the above-mentioned patent document 1, the upper frame 106 is configured to have a two-layer closed cross-sectional shape, and the rear end portion is vertically long and coupled to the front pillar 105, whereby the rigidity of the upper frame 106 and the upper frame 106 and the front frame Coupling rigidity with the pillar 105 is improved.

  However, the upper frame 106 extends in the longitudinal direction of the vehicle body, and the top mount 102 that supports the suspension with respect to the coupling portion between the front pillar 105 and the upper frame 106 is coupled forwardly and downwardly to the upper frame 106. Therefore, the vertical vibration load input from the suspension S to the top mount 102 is not smoothly distributed and transmitted to the front pillar 105 side, and the vehicle body has sufficient rigidity against the vibration input to the top mount 102 serving as the suspension mounting portion. May not be secured. In addition, since the upper frame 106 has a closed cross-sectional shape with two upper and lower layers and the rear end portion is vertically long, the upper frame 106 may be enlarged, the structure may be complicated, and the weight of the vehicle body may increase. is there. Furthermore, if the two-layer closed cross-sectional structure is used, a work hole is required for spot welding, and the vehicle body rigidity cannot be sufficiently secured. If arc welding is selected, productivity is greatly deteriorated.

  According to Patent Document 2, the dashboard side member 115 that connects the top mount 114 serving as a suspension mounting portion and the front pillar 111 is provided, so that vibrations input from the suspension to the top mount 114 are transmitted via the dashboard side member 115. Thus, the load is transmitted to the front pillar 111 and the dashboard upper 113. However, the dashboard side member 115 is a substantially L-shaped plate member having a rear upper piece 115B coupled to the front pillar 111 side and a front lower piece 115A coupled to the upper bracket 114, and is attached to the top mount 114 from the suspension. The load transmission efficiency for transmitting the input vertical vibration to the front pillar 111 and the dashboard upper 113 may be reduced, and the vehicle body rigidity may not be sufficiently achieved with respect to the vibration input to the top mount 114 from the suspension.

  Further, if the dashboard side member 115 is increased in size or increased in thickness in order to improve the load transmission efficiency, it causes an increase in the weight of the vehicle body.

  Accordingly, an object of the present invention made in view of such a point is to provide a front body structure of an automobile capable of ensuring sufficient rigidity against vibrations input via a top mount serving as a suspension mounting portion.

  The front vehicle body structure according to claim 1, which achieves the above object, includes a bulkhead extending in the vehicle width direction over the front sides of the left and right front pillars, and a front side extending forward from both ends of the bulkhead. A frame upper, a top mount coupled to the bulkhead and the front side frame upper in front of the bulkhead to support a suspension, a front end coupled to the top mount, and a rear end positioned above the top mount. And a bulkhead end including a top surface portion coupled to the front pillar and a side surface portion extending downward along a side edge of the top surface portion via a bent portion and partitioning the inside of the bulkhead. In the partial vehicle body structure, the front side frame upper includes a ridge line that is continuously bent in the front-rear direction. The top pillar includes a ridge line continuously bent in the extending direction of the front pillar, and the bulkhead end has a front end portion along the bent portion between the upper surface portion and the side surface portion. It is characterized by comprising a bent ridge line that is continuous with the ridge line of the side frame upper and the rear end portion is continuous with the ridge line of the front pillar.

  According to this, the ridgeline formed on the front side frame upper, the ridgeline formed on the bulkhead end, and the ridgeline formed on the front pillar are continuously loaded from the front side upper to the bulkhead end and front pillar. A transmission path is formed. As a result, part of the vibration input from the suspension to the top mount is transmitted to the bulkhead end via the bulkhead from the top mount, and is transmitted to the ridgeline of the front pillar along the ridgeline of the bulkhead end. Efficiently distributed and transmitted over a wide range of the vehicle body structure via pillar ridges and the like. Part of the vibration that is input from the suspension up and down to the top mount is transmitted to the bulkhead end via the frame side upper or directly to the bulkhead end, and the load is transmitted along the ridgeline of the front pillar along the ridgeline of the bulkhead end. In addition, a front vehicle body structure having sufficient rigidity against vibrations that are efficiently distributed and transmitted over a wide range of the vehicle body structure through the ridgeline of the front pillar and input through the top mount can be secured. In addition, the vibration and load input to the top mount are distributed over a wide range of the vehicle body structure via a load transmission path formed by the ridgeline of the bulkhead end and the ridgeline of the front pillar, and the structure and weight of the vehicle body structure are increased. Simplification of the structure and reduction of the vehicle weight can be expected without causing an increase or the like.

  According to a second aspect of the present invention, in the front body structure of the first aspect, the ridge line of the bulkhead end branches into a plurality of portions from the front end portion to the rear end portion and converges again. .

  According to this, by forming multiple ridgelines that serve as load transmission paths at the bulkhead end, the load from the top mount can be efficiently transmitted to the front pillar, and the body rigidity against vibrations input through the top mount. Can be secured.

  According to a third aspect of the present invention, in the front body structure of the first or second aspect, a reinforcing bead extending in the front-rear direction is formed on a side surface portion of the bulkhead end.

  According to this, the load input from the top mount to the bulkhead can be efficiently distributed and transmitted to the front pillar.

  The invention according to claim 4 is the front vehicle body structure according to any one of claims 1 to 3, wherein the bulkhead includes a bottom surface, a front surface bent upward from a front edge and a rear edge of the bottom surface, and A bulk having a rear surface and a substantially U-shaped cross section continuous in the vehicle width direction, and an end edge extending in the vehicle width direction is coupled to the bottom surface of the bulk head to form a closed cross section in the bulk head A head reinforce, a side part of the bulkhead end having a lower end coupling part coupled to a bottom surface of the bulkhead, a coupling point between the bottom surface of the bulkhead and the bulkhead reinforcement, and a lower end coupling of the bulkhead end The connection point between the portion and the bottom surface is arranged on a substantially straight line.

  According to this, rigidity of the bulk head is secured by the bulk head reinforcement, and the coupling point between the bulk head reinforcement and the bottom surface of the bulk head and the coupling point between the side surface portion and the bottom surface of the bulk head end are linear. By being arranged, the load is transmitted from the bulkhead and the bulkhead reinforcement more efficiently to the bulkhead end.

  According to the present invention, the ridge line formed on the front side frame upper, the ridge line formed on the bulkhead end, and the ridge line formed on the front pillar are continuously connected from the front side frame upper to the bulkhead end and the front pillar. Thus, a load transmission path is formed, and vibrations that are input up and down from the suspension to the top mount are transmitted from the top mount via the bulkhead and front side frame upper or directly to the bulkhead end, along the ridgeline of the bulkhead end. The load is transmitted to the ridgeline of the front pillar, and is efficiently distributed and transmitted over a wide range of the vehicle body components through the ridgeline of the front pillar, etc., and is sufficient for the vibration input through the top mount serving as the suspension mounting portion. A rigid front body structure can be secured. In addition, it is a simple configuration that distributes the vibration and load input to the top mount over a wide range of the vehicle body structure via the load transmission path formed by the ridgeline of the bulkhead end and the ridgeline of the front pillar, and the vehicle body structure is complicated Simplification of the structure and reduction of the weight of the vehicle body can be expected without causing an increase in weight or the like.

It is a principal part left side perspective view of the vehicle body front part which abbreviate | omitted the fender panel which shows the outline of the vehicle body front part vehicle structure which concerns on embodiment. It is the a section enlarged view of FIG. FIG. 3 is a perspective view in which a pillar outer, a gusset side, a panel side reinforcement, and the like in FIG. 2 are omitted. It is the b section enlarged view of FIG. FIG. 4 is a plan view of FIG. 3. It is a disassembled perspective view of the main structural member. It is an expansion perspective view of a bulkhead end. FIG. 5 is a c arrow view with the frame side upper outer and the frame side gusset of FIG. 4 omitted. FIG. 6 is a sectional view taken along the line dd in FIG. 5. It is the ee sectional view taken on the line of FIG. It is a perspective view which shows the outline | summary of the conventional front vehicle body structure. FIG. 10 is a sectional view taken along line ff in FIG. 9. It is a figure which shows the outline | summary of the conventional front vehicle body structure.

  Hereinafter, an embodiment of a front body structure of an automobile according to the present invention will be described with reference to FIGS. In each figure, the arrow Fr indicates the front of the vehicle body, and the arrow OUT indicates the outside in the vehicle width direction. Also, the vehicle body structure is symmetrical, and the left side is shown in each figure.

  FIG. 1 is a left side perspective view of a main part of a vehicle body without a fender panel, FIG. 2 is an enlarged view of a part of FIG. 1, and FIG. 3 is a perspective view without pillar outer, gusset side, panel side reinforcement, etc. in FIG. 4 is an enlarged view of a portion b in FIG. 3, FIG. 5 is a plan view of FIG. 3, FIG. 6 is an exploded perspective view of main components, and FIG. 7 is an enlarged view of a bulkhead end.

  As shown in FIGS. 1 to 4, a side sill 2 having a closed cross-sectional shape extending in the front-rear direction along both sides of the floor 1 is formed in the lower part of the vehicle body, and the upper part of the vehicle body extends in the front-rear direction along both sides of the roof (not shown). An existing closed cross-section side rail is formed, and the front end of the side sill 2 and the front end of the side rail are connected by a front pillar 10 having a closed cross-section extending in the vertical direction.

  A toe board 3 is constructed between the left and right front pillars 10 so that the lower end thereof is continuous with the front end of the floor 1 and partitions the engine room E / G and the vehicle compartment R. Left and right front side frames 5 extending in the front-rear direction along the lower sides of the engine room E / G and extending at the rear end along the toe board 3 and the lower surface of the floor 1 are arranged.

  A bulkhead 20 extending in the vehicle width direction is disposed on the front side of the left and right front pillars 10, and is connected to the bulkhead 20 above the front side frame 5 and via the frame side gusset 60, the bulkhead end 30, and the like. A front side frame upper 40 coupled to the front pillar 10 is disposed. In front of the bulkhead 20, a strut tower 50 is provided in which the upper and lower sides are respectively coupled to the front side frame upper 40 and the front side frame 5.

  The coupling position of the front pillar 10 where the frame side gusset 60 and the upper rear end of the bulkhead end 30 are coupled is higher than the rear end of the front side frame upper 40 where the frame side gusset 60 and the front end of the bulkhead end 30 are coupled. The top mount 53 that is the suspension mounting portion of the strut tower 50 is set at a low position with respect to the coupling position between the front pillar 10 and the bulkhead end 30.

  Each configuration of the front pillar 10, the bulkhead 20, the bulkhead end 30, the front side frame upper 40, the strut tower 50, the frame side gusset 60, and the like will be described.

  The front pillar 10 has a lower end coupled to the side sill 2 and extends upward. The front pillar 10 is inclined upward from the height position of the upper end of the bulkhead 20 to the rear side of the vehicle body, and the upper end continues to the front end of the side rail. 16 to form a closed cross-sectional shape.

  As shown in FIG. 3 with the pillar outer 16 omitted, the pillar inner 11 is connected to the pillar inner lower 12 that extends relatively upward from the front end of the side sill 2 and the upper end of the pillar inner lower 12. The pillar inner center 13 is connected to the pillar inner center 13, and the pillar inner center 13 is connected to the pillar inner center 13 so as to be inclined rearward of the vehicle body and extend upward to be connected to the roof side rail.

  The pillar inner center 13 extends substantially in the vertical direction, and the upper end 13Aa is inclined to the rear of the vehicle body, and the rear inner center 13 is bent at the outer edge of the front surface 13A and extends rearward through the ridgeline 13a having excellent rigidity. Reinforcement that has a side surface 13B and extends in the front-rear direction along the direction of extension of a reinforcing bead 34 formed on a side surface 32 of a bulkhead end 30 to be described later on the side surface 13B as shown in FIGS. A plurality of beads 14 are formed to ensure the longitudinal rigidity of the pillar inner center 13.

  The pillar inner upper 15 connected to the upper end of the pillar inner center 13 has a front surface 15A and a side surface 15B that is bent at the outer edge of the front surface 15A and extends rearward through a ridge line 15a having excellent rigidity. The lower ends of the front surface 15A, the ridge line 15a, and the side surface 15B are continuous with the front surface 13A, the ridge line 13a, and the side surface 13B of the pillar inner center 13, respectively.

  The pillar outer 16 is a U-shape having a front surface 17A, a side surface 17B, and a rear surface 17C as shown in FIG. 2, and forms a closed cross-sectional shape continuous in the vertical direction in cooperation with the pillar inner lower 12 and the pillar inner center 13. 17 and an upper portion 18 that has a substantially C-shaped cross section continuously formed above the lower portion 17 and cooperates with the pillar inner upper 15 to form a continuous closed cross-sectional shape inclined toward the rear of the vehicle body.

  Next, an outline of each main component will be described with reference to FIG.

  The bulkhead 20 extending to the front part of the left and right front pillars 10 includes a bottom surface 21 and a bottom surface 21 that are coupled to the upper end of the toe board 3 as shown in FIGS. A front connecting flange 24a is formed at the end edge of the front surface 22 with a front face 22 and a rear face 23 bent upward from the front and rear edges of the front face 22 and having a substantially U-shaped cross section continuous in the vehicle width direction. The Further, a notch 23 a is formed at the end of the rear surface 23.

  A bulkhead reinforcement 25 and a bulkhead end 30 are disposed in the bulkhead 20. The bulkhead reinforcement 25 is a plate having an upper edge 26 a extending along the edge of the front surface 22 of the bulkhead 20 and a lower edge 26 b that is separated from the front surface 22 as it moves outward in the vehicle width direction along the bottom surface 21. The bulkhead 20 is divided into a closed cross-sectional shape having a substantially triangular cross section continuous in the vehicle width direction and the front coupling flange of the bulkhead 20 is bent along the upper edge 26a of the bulkhead 26. An upper coupling flange 27a that can be polymerized to 24a, a lower coupling flange 27b that can be polymerized in a straight line that moves away from the front surface 22 as it moves in the vehicle width direction along the lower edge 26b of the partition wall 26, and A polymerizable outer coupling flange 27c is formed on the side surface 32 of the bulkhead end 30 along the outer edge. Details of the bulk end 30 will be described later.

  The front side frame upper 40 includes a front side frame upper inner 41 and a front side frame upper outer 45. The front side frame upper inner 41 is connected to the vehicle by way of an inner vertical surface 42 extending in the front-rear direction and a ridge line 43 excellent in rigidity that is continuously bent in the front-rear direction along the upper edge of the inner vertical surface 42. It extends in the front-rear direction with a substantially L-shaped cross section having an upper surface 44 extending outward in the width direction. A coupling portion 42 a that can be superposed on the side surface portion 32 of the bulkhead end 30 is formed at the rear end portion of the inner vertical surface 42 that protrudes rearward from the rear end of the upper surface 44. Further, a coupling flange 44 a is formed along the edge of the upper surface 44.

  The front side frame upper outer 45 has an outer vertical surface 46 extending in the front-rear direction and a lower surface 47 bent inward in the vehicle width direction along the lower edge of the outer vertical surface 46 and extending in the front-rear direction. A coupling flange 46 a that is substantially L-shaped in cross section and can be superposed on the coupling flange 44 a of the front side frame upper inner 41 along the upper edge of the outer vertical surface 46 is formed.

  The strut tower 50 includes a tower portion 51 and a top mount 53 that is a suspension mounting portion that closes the upper end of the tower portion 51 and supports the suspension.

  The tower 51 has a semi-cylindrical shape extending in the vertical direction with an arc cross section bulging inward in the vehicle width direction, and upper coupling flanges 52a and 52b coupled to the front side frame upper inner 41 are formed on both side edges. A lower coupling flange 52c coupled to the side frame 5 is formed at the lower edge. A suspension reinforcement 56 extending in the vertical direction along the outer surface of the tower portion 51 is coupled.

  The top mount 53 that closes the upper end of the tower portion 51 has a dish shape having a mounting hole 55 in which a mount portion that supports the upper end of the suspension is mounted at the center portion, and is fitted to the outer periphery of the upper end of the tower portion 51. The coupling flange 54 a, the coupling flange 54 b that is bent through a straight ridge 53 a and coupled to the inner vertical surface 42 of the front side frame upper inner 41, the front coupling flange 24 a of the bulkhead 20, and the bulkhead end 30 A polymerizable coupling portion 54 c is formed on the upper surface 31. The strut tower 50 is formed by fitting and welding the coupling flange 54 a of the top mount 53 to the outer periphery of the upper end of the tower portion 51 to integrate the tower portion 51 and the top mount 53.

  As shown in FIGS. 3 and 7, the bulkhead end 30 extends in the front-rear direction, the front end 31 a overlaps with the front coupling flange 24 a of the bulkhead 20, and the rear end 31 b is formed on the front surface 13 </ b> A of the pillar inner center 13. A band-shaped upper surface portion 31 that extends in the front-rear direction so as to be superposed in the vicinity of the upper end, and an end portion in the bulkhead 20 that extends downward from the outer edge of the upper surface portion 31 via a bent portion. And a side surface portion 32 for partitioning. A front coupling portion 33a that is coupled to a coupling portion 42a formed on the inner vertical surface 42 of the front side frame upper inner 41 is formed at the front portion of the side surface portion 32, and is coupled to the side surface 13B of the pillar inner center 13 along the rear edge. A rear coupling flange 33b is formed, and coupling flanges 33c and 33d serving as a lower end coupling portion coupled to the bottom surface 21 of the bulkhead 20 are formed at the tip. Further, a bracket 36 provided in a notch 23a formed in the rear surface 23 of the bulkhead 20 is coupled to the rear coupling flange 33b.

  A ridge line which is formed at a bent portion between the upper surface portion 31 and the side surface portion 32 to smoothly connect the rear end of the ridge line 43 of the front side frame upper inner 41 and the ridge line 13a of the pillar inner center 13 and has excellent rigidity. 35 is formed. A plurality of ridge lines 35 are branched between the front end portion 35a continuous with the ridge line 43 of the front side frame upper inner 41 and the rear end portion 35b continuous with the ridge line 13a of the pillar inner center 13 in this embodiment. Converge again. By forming the plurality of ridge lines 35, the rigidity of the bulkhead end 30 is improved, and a load transmission path is formed along each ridge line 35, and load transmission efficiency is transmitted from the front end portion 35a side to the rear end portion 35b side. Will improve.

  Further, a plurality of reinforcing ribs 34 extending in the front-rear direction along the ridge line 35 are formed on the side surface portion 32.

  Further, a frame side gusset 60 that covers the end of the bulkhead 20 and connects the front pillar 10 and the front side frame upper 40, a sub gusset 65 that connects the frame side gusset 60 and the bulkhead 20, and a frame reinforcement 70 are provided.

  The frame side gusset 60 includes a plate-like base 61 having an arch-shaped lower edge that moves downward and descends, an upper edge that extends in the front-rear direction, and a front edge and a rear edge that extend in the vertical direction, It extends in the front-rear direction with an L-shaped cross section having a lower surface 63 that bends inward in the vehicle width direction along the lower edge of 61. A coupling portion 62A that couples to the side surface 17B of the pillar outer 16 is formed along the rear edge of the base portion 61. A coupling portion 62 </ b> B is formed at the front ends of the base portion 61 and the lower surface 63 to which the rear ends of the outer vertical surface 46 and the lower surface 47 of the front side frame upper outer 45 are coupled. Further, an upper coupling flange 62 a is bent along the upper edge of the base 61. A plurality of reinforcing ribs 64 extending in the front-rear direction are formed on the base 61.

  Further, the sub gusset 65 includes a base 66 that can be brought into contact with the end of the bottom surface 21 of the bulkhead 20 from below and a connecting flange 67 that is bent along the end edge of the base 66. Attach to the base 61 of the gusset 60.

  The frame reinforcement 70 has a U-shaped base 71 that gradually rises as it moves from the front end to the rear end, is bent along the inner edge of the base 71, and is the upper surface portion 31 of the bulkhead end 30. And an inner coupling flange 72a that overlaps with the front coupling flange 24a of the bulkhead 20 and an outer coupling flange 72b that is bent along the outer edge of the base 71 and overlaps with the upper coupling flange 62a of the frame side gusset 60. Is done.

  The assembly and operation of each component member configured as described above will be described.

  A toe board 3 continuing from the front end of the floor 1 is installed between the left and right front pillars 10, and a front side frame 5 is disposed along both lower sides of the engine room E / G. A bulkhead 20 extending in the vehicle width direction is disposed on the front side of the left and right front pillars 10, and a front side frame upper 40 is disposed above the front side frame 5.

  The front side frame upper 40 is formed by spot welding the coupling flange 42a of the front side frame upper inner 41 and the coupling flange 46a of the front side frame upper outer 45, whereby an inner vertical surface 42, an upper surface 44 of the front side frame upper inner 41, Further, the outer vertical surface 46 and the lower surface 47 of the front side frame upper outer 45 are formed in a rectangular cross-sectional shape extending in the front-rear direction, and a coupling portion 62A is coupled to the side surface 17B of the pillar outer 16 as shown in FIGS. Then, the rear ends of the outer vertical surface 46 and the lower surface 47 of the front side frame upper outer 45 are coupled to the coupling portion 62B of the frame side gusset 60 provided on the front pillar 10 and supported by the front pillar 10.

  The upper coupling flange 27a and the lower coupling flange 27b of the bulkhead reinforcement 25 are overlapped on the front coupling flange 24a and the bottom surface 21 of the bulkhead 20, respectively, and the bulkhead 20 has a triangular cross section as shown in FIG. Divide into The upper coupling flange 24a, the upper coupling flange 27a, and the lower coupling flange 27b are arranged in a straight line as shown by phantom lines a and b, respectively, as shown in FIG. Thus, the rigidity of the front portion of the bulkhead 20 where the strut tower 50 is disposed by dividing the front portion of the bulkhead 20 into a closed cross-sectional shape having a triangular cross section continuous in the vehicle width direction by the partition wall 26 is ensured.

  In the strut tower 50, the lower coupling flange 52 c of the tower portion 51 is spot-welded to the front side frame 5, and the coupling flange 54 b of the top mount 53 and the upper mounting flange 52 b of the tower portion 51 are vertically inward of the front side frame upper inner 41. It is spot welded to the surface 42 and is mounted across the front side frame 5 and the front side frame upper 40. Further, a coupling portion 54c formed at the rear edge of the top mount 53 abuts against the front coupling flange 24a of the bulkhead 20 from below, and this portion is joined to the front mounting flange 24a and the upper coupling flange of the bulkhead reinforcement 25. Spot welded to 27 a and joined to the bulkhead 20.

  On the other hand, a sub gusset 65 is attached to the base 61 of the frame side gusset 60, and the base 66 abuts against the end of the bottom surface 21 of the bulkhead 20 from below to support the bulkhead 20.

  The bulkhead end 30 has a side surface portion 32 inserted into the end portion of the bulkhead 20 from above, and a front mounting portion 33a of the side surface portion 32 is formed at the rear end of the inner vertical surface 42 of the front side frame upper inner 41 and coupled. Abutting on the portion 42 a, abutting the rear mounting flange 32 b on the side surface 13 B of the pillar inner center 13, abutting the coupling flanges 32 c and 32 d on the bottom surface 21 of the bulkhead 20, and coupling the side surface portion 32 to the outer side of the bulkhead reinforcement 25. While contacting the flange 27c, the front end 31a and the rear end 31b of the upper surface portion 31 are placed on the front coupling flange 27a of the bulkhead 20 and the upper end portion 13Aa of the front surface 13A of the pillar inner 13 to position the bulkhead end 30. .

  In a state where the bulkhead end 30 is positioned, the front mounting portion 33a of the side surface portion 32, the connecting portion 42a of the front side frame upper inner 41, and the connecting flange 54b of the top mount 53 are spot welded together. We conclude together. The rear coupling flange 33b is spot welded to the side surface 13B of the pillar inner center 13 and fastened, the side surface 32 is spot welded to the outer coupling flange 27c of the bulkhead reinforcement 21, and the bottom surfaces of the coupling flanges 33c and 33d and the bulkhead 20 are joined. 21 and the base 66 of the subframe 65 are spot welded together. This spot point is set on the imaginary line b of the joint point sequence for spot welding the lower joint flange 27b of the bulkhead reinforcement 25 to the bottom surface 21 of the bulkhead 20.

  The front joint flange 27a of the bulkhead 20 that overlaps the front end 31a of the upper surface 31 and the top mount 53 are spot welded together. On the other hand, the rear end 31 b of the upper surface portion 31 is spot-welded with the upper end portion 13 Aa of the front surface 13 A of the pillar inner center 13.

  Accordingly, the bottom surface 21 and the front surface 22 of the bulkhead 20, the bulkhead reinforcement 25, the partition wall 26, and the side surface 32 of the bulkhead end 30 are gradually expanded toward the lateral direction of the bulkhead 20 as it moves outward in the vehicle width direction. The rigidity of the bulkhead 20 is enhanced by dividing the section into a triangular shape.

  The joint portion 54c of the top mount 53 of the strut tower 50 is joined together to the joint portion between the front joint flange 24a of the reinforced bulkhead 20 and the upper joint flange 27a of the bulkhead reinforcement 25, and the top mount 53 and the bulk are joined together. Coupling rigidity with the head 20 is ensured.

  Further, the joint portion 54c of the top mount 53, the front joint flange 24a of the bulkhead 20 and the front end portion 31a of the upper surface portion 31 of the bulkhead end 30 are spot welded together so that the top mount 53 and the bulkhead end 30 are directly coupled. To secure the coupling rigidity.

  The top mount flange 52, the front side frame upper inner 41, and the bulkhead end 30 are spot welded together with the upper coupling flange 52b of the tower portion 51, the inner vertical surface 42 of the front side frame upper inner 41, and the side surface portion 32 of the bulkhead end 30. To secure the joint rigidity.

  10, the upper coupling flange 54b of the top mount 53 is coupled to the inner vertical surface 42 of the front side frame upper inner 41, and the side surface 32 of the bulkhead end 30 and the rear end of the side surface 32 are connected to each other. The pillar inner center 13 to be joined continues in a straight line shape in plan view. On the other hand, the rear end of the ridge line 43 of the front side frame upper inner 41 serving as a load transmission path, the ridge line 35 of the bulkhead end 30, the ridge line 13a of the pillar inner center 13, and the ridge line 15a of the pillar inner upper 15 are smooth. It is continuous.

  Further, the upper coupling flange 54b of the top mount 53 and the inner vertical surface 42 of the front side frame upper inner 41 are coupled, and the inner vertical surface 42 of the front side frame upper inner 41 and the side surface portion 32 of the bulkhead end 30 are coupled. In addition, each of the joints between the side surface portion 32 of the bulkhead end 30 and the pillar inner center 13 includes a ridgeline 43 of the front side frame upper inner 41 where a shear load acts on the joint portion by spot welding, and the bulkhead end 30. It is performed from the vehicle width direction intersecting with the extending direction of the ridge line 35 and the ridge line 13a of the pillar inner center 13, and the coupling strength against the input load in the ridge lines 43, 35, and 13a directions is ensured.

  Further, as shown in FIGS. 1 and 2, the base 71 of the frame reinforcement 70 covers the bulkhead end 30 from above, and the inner coupling flange 72 a covers the upper surface 31 of the bulkhead 30 and the top of the bulkhead 20. The inner flanges 72a and the upper surface 31 of the bulkhead end 30 are spot-welded on the coupling flanges 27a. Similarly, the outer coupling flange 72b is overlapped with the upper coupling flange 62a of the frame side gusset 60 and the coupling flange 46a of the front side frame upper outer 45, and these outer coupling flange 72b and the upper coupling flange 62a of the flange side gusset 60 and the front side frame. The joint flange 46a of the upper outer 45 is spot welded. The front end of the base 71 is coupled to the upper surface 44 of the front side frame upper inner 41, and the rear end is coupled to the front surface 17 </ b> A of the pillar outer 16.

  Due to the arrangement of the frame reinforcement 70, the upper coupling flange 62a of the frame side gusset 60 and the upper surface portion 31 of the bulkhead end 30 are coupled to each other to restrain relative movement, thereby ensuring rigidity. The joint rigidity of the frame upper 40, the strut tower 50, etc. is improved.

  According to the front vehicle body structure configured as described above, a ridge line 43 that is bent at the front side frame upper inner 41, a ridge line 35 that is bent at the bulkhead end 30, and a ridge line 13 a of the pillar inner center 13. And the ridge line 15a of the pillar inner upper 15 is smoothly continuously formed, and a load transmission path is continuously formed from the front side frame upper 40 to the bulkhead end 30 and the front pillar 10.

  On the other hand, the side portion of the bulkhead 20 is partitioned into a triangular shape by the bottom surface 21 and the front surface 22, the partition wall 26 of the bulkhead reinforcement 25, and the side surface portion 32 of the bulkhead end 30, thereby enhancing the rigidity of the bulkhead 20. The joint 54c of the top mount 53 of the strut tower 50 is joined together to the joint between the front joint flange 27a of the reinforced bulkhead 20 and the upper joint flange 27a of the bulkhead reinforcement 25. And the rigidity of the bulkhead 20 are secured.

  Furthermore, the rigidity of the upper coupling flange 52b and the top mount 53 of the tower portion 51 is secured near the ridgeline 35 and the inner vertical surface 42 of the front side frame upper inner 41 where the rigidity is secured near the ridgeline 43. The side surfaces 32 of the bulkhead end 30 are coupled together, and the coupling rigidity of the top mount 53, the front side frame upper inner 41, and the bulkhead end 30 is ensured.

  As a result, a part of the vibration that is input to the top mount 53 from the suspension up and down is coupled between the front coupling flange 27 a of the bulkhead 20 and the upper coupling flange 27 a of the bulkhead reinforcement 25 that are secured from the top mount 53. The load is efficiently transmitted from the bulk head 20 and the bulk head reinforcement 25 to the bulk head end 30 through the section. Here, in particular, the spot welding spot positions for joining the front coupling flange 24a of the bulkhead 20 and the upper coupling flange 27a of the bulkhead reinforcement 25 are arranged linearly, and the bottom surface 21 and the bulkhead reinforcement 25 are arranged. The spot welding spot positions to be joined, that is, by arranging the joining points in a straight line, the load is more reliably transmitted from the bulkhead 20 and the bulkhead reinforcement 25 to the bulkhead end 30 and becomes a rigidity that becomes a load transmission path. Are distributed and transmitted from the front pillar 10 to a wide range of vehicle body components efficiently through the ridge lines 13a of the pillar inner center 13 and the ridge lines 14a of the pillar inner upper 14 through the plurality of ridge lines 35 secured.

  On the other hand, part of the vibration that is vertically input to the top mount 53 from the suspension is transmitted from the inner vertical surface 42 of the front side frame upper inner 41 and the side surface portion 32 of the bulkhead end 30 to which the top mount 53 is coupled to the bulkhead end 30. Efficiently from the front pillar 10 via the ridge line 13a of the pillar inner center 13 and the ridge line 14a of the pillar inner upper 14 via the ridge line 35 in which the load is transmitted along the ridge line 35 and the rigidity as the load transmission path is secured. Dispersed and transmitted over a wide range of vehicle body components.

  Further, the load transmitted to the side surface 32 of the bulkhead end 30 from the front side frame upper 40 and the bulkhead 20 due to vibrations input from the suspension to the top mount 53 has rigidity in the front-rear direction by the reinforcing ribs 34. Load is transmitted from the secured side surface 32 to the pillar center 13 whose rigidity is secured by the reinforcing ribs 14, and is dispersedly transmitted from the front pillar 10 to the entire vehicle body via the toe board, side sill, roof side rail, etc., and becomes a suspension mounting portion. A sufficient front vehicle body structure can be secured against vibrations input via the top mount 53.

  Further, when an impact load is input from the front to the front side frame upper 40 due to a collision or the like, the load is transmitted along the ridge line 43 of the front side frame upper 40, and the rigidity of the bulkhead end 30 is transmitted from the front side frame upper 40. Through the ridge line 35 of the pillar inner center 13 and the ridge line 14a of the pillar inner upper 14 through the ridge line 35 in which the rim is secured is efficiently distributed and transmitted from the front pillar 10 to a wide range of the vehicle body components to receive the impact load. Can do.

  Further, the vibration and load input to the top mount 53 are transmitted from the front pillar 10 to the vehicle body structure via a load transmission path formed by the ridge line 35 formed on the bulkhead end 30 and the ridge lines 13a and 15a of the front pillar 10. It is a simple configuration that is distributed over a wide range, and simplification of the structure and reduction of the weight of the vehicle body can be expected without complicating the body structure and increasing the weight.

  In addition, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of invention. For example, in the above embodiment, the pillar inner 11 is constituted by the pillar inner lower 12, the pillar inner center 13, and the pillar inner upper 15. However, the pillar inner 11 may be constituted by a part of the members. Further, the bulkhead 20 and the bracket 36 can be integrally formed.

DESCRIPTION OF SYMBOLS 10 Front pillar 11 Pillar inner 12 Pillar inner lower 13 Pillar inner center 13a Ridge line 15 Pillar inner upper 15a Ridge line 16 Pillar outer 20 Bulkhead 21 Bottom face 22 Front face 23 Rear face 25 Bulkhead reinforcement 30 Bulkhead end 31 Upper face part 31a Front end 31b Rear end 32 Side surface 34 Reinforcement rib 35 Ridge line 35a Front end part 35b Rear end part 40 Front side frame upper 43 Ridge line 50 Strut tower 51 Tower part 53 Top mount (suspension mounting part)

Claims (4)

A bulkhead extending in the vehicle width direction across the front sides of the left and right front pillars;
Left and right front side frame uppers extending forward from both ends of the bulkhead;
A top mount coupled to the bulkhead and the front side frame upper in front of the bulkhead to support a suspension;
A front end is coupled to the top mount and a rear end extends downward through a bent portion along a side surface of the upper surface portion and a side edge of the upper surface portion that is coupled to the front pillar at a position above the top mount. In the front vehicle body structure provided with a bulkhead end provided with a side part that partitions the inside of the bulkhead
The front side frame upper includes a ridge line that is continuously bent in the front-rear direction,
The front pillar includes a ridge line continuously bent in the extending direction of the front pillar,
The bulkhead end is bent along the bent portion between the upper surface portion and the side surface portion, the front end portion being continuous with the ridgeline of the front side frame upper and the rear end portion being continuous with the ridgeline of the front pillar. A front vehicle body structure comprising a formed ridgeline.   2. The front body structure according to claim 1, wherein a ridgeline of the bulkhead end is branched into a plurality of portions from the front end portion to the rear end portion and converges again.   The front body structure according to claim 1 or 2, wherein a reinforcing bead extending in the front-rear direction is formed on a side surface of the bulkhead end. The bulkhead has a substantially U-shaped cross section having a bottom surface, a front surface and a rear surface bent upward from a front edge and a rear edge of the bottom surface and continuing in the vehicle width direction,
A bulkhead reinforcement having an end extending in the vehicle width direction coupled to a bottom surface of the bulkhead to form a closed cross section in the bulkhead;
The side surface portion of the bulkhead end has a lower end coupling portion where the bottom surface of the bulkhead is coupled, and a coupling point between the bottom surface of the bulkhead and the bulkhead reinforcement, and a lower end coupling portion of the bulkhead end and the bottom surface. The front vehicle body structure according to any one of claims 1 to 4, wherein the coupling points are arranged on a substantially straight line.

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