JP2017121914A - Vehicle side part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a vehicle side part structure which efficiently transmits a buffer load generated during a fine lap collision or an oblique collision and enables improvement of durability against a load from a suspension.SOLUTION: A vehicle side part structure includes: a suspension tower 24 attached to a vehicle width direction inner side of an apron upper member 14 including an upper wall part 16 and a side wall part 20, the suspension tower 24 having a spring plate 28; a cowl 38 extending in a vehicle width direction and coupled to a dash panel 42; an instrument panel reinforcement gusset 54 supporting an instrument panel reinforcement and coupled to the cowl 38; and a cowl side gusset 66 having a suspension tower coupling part 68, a rear coupling part 70 coupled to the instrument panel reinforcement gusset 54 through the cowl 38, and a side coupling part 72 which is integrally coupled over the upper wall part 16 and the side wall part 20 of the apron upper member 14.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle side part structure.

  Patent Document 1 below discloses a vehicle body front structure. The front structure of the vehicle body includes a first reinforcing member that connects the suspension tower and the cowl, and a second reinforcing member that is provided in the front pillar along the vehicle front-rear direction and that connects the inner wall and the outer wall of the front pillar. A member, a third reinforcing member having one end connected to the first reinforcing member and the other end connected to the second reinforcing member, an inner wall of the front pillar provided along the vehicle width direction of the front pillar, A fourth reinforcing member for connecting the outer wall. Thereby, in the case of a vehicle frontal collision (hereinafter referred to as “front collision”), the collision load input from the front side of the vehicle is transmitted from the first reinforcing member to the inner wall side of the front pillar via the third reinforcing member. However, it can be efficiently received by the fourth reinforcing portion and the second reinforcing portion reinforced by the fourth reinforcing portion.

JP 2010-111169 A

  By the way, although the upper part of the suspension is attached to the suspension tower, when the vehicle travels, a load is transmitted from the suspension to the suspension tower substantially along the vertical direction of the vehicle. Therefore, in order to improve the durability of the suspension tower and thus the vehicle body, it is necessary to take measures against the load transmitted to the suspension tower substantially along the vertical direction of the vehicle. However, in the configuration disclosed in Patent Document 1, since the first reinforcing portion is attached mainly to the side wall portion of the suspension tower, the front side is frontward at the time of a front collision or when the vehicle is outside the front side member in the vehicle width direction. Transmitting a collision load to the rear side of the vehicle in the case of a collision (hereinafter referred to as “minute lap collision”) or a collision from the front side of the vehicle obliquely from the front side (hereinafter referred to as “oblique collision”). However, it is not sufficient to disperse the load by transmitting the load that is input from the suspension substantially along the vertical direction of the vehicle to other parts. Therefore, the above prior art has room for improvement in this respect.

  In view of the above problems, an object of the present invention is to obtain a vehicle side structure capable of efficiently transmitting a collision load at the time of a minute lap collision or oblique collision and improving durability against a load from a suspension.

  The vehicle side part structure according to the first aspect of the present invention includes an upper wall portion that is substantially orthogonal to the vehicle vertical direction, and a side wall portion that extends from the end of the upper wall portion on the vehicle width direction inner side to the vehicle lower side. And an apron upper member that extends substantially along the vehicle longitudinal direction, and is attached to the inside of the apron upper member in the vehicle width direction, and has a top wall portion to which the upper portion of the suspension is attached. A suspension tower, a cowl which is arranged on the rear end side of the hood, extends in the vehicle width direction and is coupled to the dash panel, and an instrument panel line which is arranged at an end of the instrument panel line force outside in the vehicle width direction. An instrument panel gusset that supports the force and is coupled to the cowl, and a suspension that is coupled to the top wall of the suspension tower. A suspension tower coupling portion, a rear coupling portion extending substantially from the suspension tower coupling portion to the vehicle rear side and coupled to the instrument panel gusset via the cowl, the suspension tower coupling portion and the rear coupling A cowl side gusset having a lateral coupling portion extending outward from the vehicle width direction and continuously coupled to an upper wall portion of the apron upper member and a side wall portion of the apron upper member; It has.

  According to the first aspect of the present invention, the cowl side gusset has a suspension tower coupling portion coupled to the top wall portion of the suspension tower, and a rear coupling portion coupled to the instrument panel force gusset via the cowl. ing. Therefore, when the suspension tower receives a collision load at the time of a minute lap collision or oblique collision and moves obliquely toward the vehicle rear side and the vehicle width direction inside, the cowl side gusset can transmit the collision load to the instrument panel force gusset. . Generally, when a suspension tower receives a collision load at the time of a minute lap collision or oblique collision and moves obliquely toward the rear side of the vehicle and inward in the vehicle width direction, the collision load is applied to the cowl between the suspension tower and the instrument panel force gusset. Is transmitted. Since the cowl has a shape having an opening toward the upper side of the vehicle, the rigidity is relatively low, and there is a possibility that the cowl is greatly deformed when a collision load is transmitted. Due to this deformation, there is a possibility that the suspension tower may enter the vehicle interior without transmitting the collision load to the instrument panel force gusset having relatively high rigidity. On the other hand, in the present invention, the collision load can be directly transmitted from the suspension tower directly to the instrument panel force gusset by the cowl side gusset, thereby preventing the suspension tower from entering the vehicle interior.

  The cowl side gusset has a side coupling portion. The side coupling portion is integrally coupled across the upper wall portion and the side wall portion of the apron upper member. That is, the suspension tower is coupled to the apron upper member via the cowl side gusset. Therefore, since the side coupling portion overlaps the ridgeline between the side wall portion of the apron upper member and the suspension tower and the ridgeline between the side wall portion and the upper wall portion of the apron upper member, the load from the suspension is reduced. The rigidity between the suspension tower and the apron upper member that are easy to concentrate is improved. Thereby, durability with respect to the load from a suspension can be improved.

  The vehicle side part structure according to the first aspect of the present invention has an excellent effect of efficiently transmitting a collision load at the time of a minute lap collision or an oblique collision and improving durability against a load from the suspension. .

It is a schematic perspective view which shows a part in power unit room provided with the vehicle side part structure which concerns on 1st embodiment. It is a top view which shows a part of power unit room provided with the vehicle side part structure which concerns on 1st embodiment. It is an expanded sectional view showing the state where the principal part of the vehicle side part structure concerning a first embodiment was seen from the vehicle side. It is an expanded sectional view showing the state where the principal part of the vehicle side part structure concerning a first embodiment was seen from the vehicle back side. It is a top view which shows a part of power unit room provided with the vehicle side part structure which concerns on 2nd embodiment. It is an expanded sectional view which shows the state which looked at the principal part of the vehicle side part structure which concerns on 2nd embodiment from the vehicle side surface side.

(First embodiment)
Hereinafter, the first embodiment of the vehicle side part structure according to the present invention will be described with reference to FIGS. In these figures, the arrow FR indicates the front side in the vehicle longitudinal direction, the arrow OUT indicates the vehicle width direction outside, and the arrow UP indicates the vehicle vertical direction upper side.

  FIG. 1 shows a power unit room 12 in which a power unit (not shown) in the vehicle 10 is accommodated. A pair of left and right apron upper members 14 extending substantially along the vehicle front-rear direction are disposed outside the power unit room 12 in the vehicle width direction. The apron upper member 14 constitutes a part of the skeleton of the vehicle, and a cross-sectional shape orthogonal to the longitudinal direction is disposed on the vehicle upper side, and an upper wall portion 16 that is substantially orthogonal to the vehicle vertical direction, and an upper wall portion 16 is formed in a substantially rectangular shape by a side wall portion 20 extending substantially downward from the vehicle end 18 in the vehicle width direction (see FIG. 4). Further, the rear end portion of the apron upper member 14 is connected to the front pillar 22 (see FIG. 2).

  A pair of left and right suspension towers 24 are provided on the inner side of the apron upper member 14 in the vehicle width direction. The suspension tower 24 has a substantially semi-cylindrical shape that bulges toward the vehicle inner side (power unit room 12 side) so as to surround the periphery of a coil spring of a suspension (not shown). Specifically, the suspension tower 24 includes a spring support 26 constituting a side wall portion and a spring plate 28 as a top wall portion, and the spring plate 28 is coupled to an upper end portion 30 of the spring support 26. Has been.

  The spring plate 28 is generally plate-shaped as a whole, and a circular support hole 32 penetrating in the plate thickness direction is provided at a substantially central portion. The spring plate 28 is disposed above a coil spring (not shown), and supports the coil spring via an attachment member (not shown) provided in the support hole 32. The ends 34 of the spring plate 28 and the spring support 26 on the outer side in the vehicle width direction are coupled to the apron upper member 14. Further, as shown in FIG. 3, an extension part 36 extending toward the vehicle rear side is integrally provided on the vehicle rear side of the spring plate 28, and a cowl described later is provided on the extension part 36. 38 are connected.

  A dash panel 42 is provided between the power unit room 12 and the cabin 40. The dash panel 42 extends substantially along the vehicle vertical direction and substantially along the vehicle width direction, and partitions the power unit room 12 and the cabin 40.

  A cowl 38 extends substantially along the vehicle width direction on the vehicle upper side of the dash panel 42. The cowl 38 includes a pair of front and rear flange portions 44, a pair of front and rear inclined wall portions 48 extending substantially downward from the end 46 on the opposite side of each flange portion 44, respectively, With the bottom wall portion 52 that connects the lower end portion 50 of the inclined wall portion 48, the cross-sectional shape orthogonal to the vehicle width direction is a substantially hat shape. The extending portion 36 of the spring plate 28 is coupled to the bottom wall portion 52 of the cowl 38.

  An instrument panel force gusset 54 is provided on the vehicle rear side of the cowl 38. The instrument panel reinforcement gussets 54 are respectively disposed at positions corresponding to ends of the instrument panel reinforcements (not shown) that extend substantially in the vehicle width direction and that are outside the vehicle width direction, and support the instrument panel reinforcements. The instrument panel reinforcement gusset 54 includes a pair of upper and lower flange portions 56, and a pair of upper and lower lateral wall portions 60 extending substantially from the end 58 on the opposite side of each flange portion 56 to the vehicle rear side. The cross-sectional shape orthogonal to the vehicle width direction is a substantially hat-shaped shape with the vertical wall portion 64 connecting the end portion 62 on the vehicle rear side of each horizontal wall portion 60. Each flange portion 56 is coupled to the vehicle rear side surface of the inclined wall portion 48 on the vehicle rear side of the cowl 38, whereby a closed cross section is formed by the instrument panel force gusset 54 and the cowl 38.

  A cowl side gusset 66 is provided on the vehicle upper side of the cowl 38. The cowl side gusset 66 is a substantially plate material having a substantially vehicle vertical direction as a plate thickness direction, and includes a suspension tower coupling portion 68, a rear coupling portion 70, and a side coupling portion 72 (see FIG. 1). It consists of The suspension tower coupling portion 68 is extended to the vehicle lower side along the spring support 26 from the upper wall portion 74 extending along the spring plate 28 of the suspension tower 24 and the rear end portion of the upper wall portion 74. A cross-sectional shape orthogonal to the vehicle width direction is formed in a substantially L shape with the side wall portion 76. The upper wall portion 74 is coupled to the spring plate 28, and the side wall portion 76 is coupled to the spring support 26.

  A rear coupling portion 70 extending substantially to the vehicle rear side is integrally provided at the rear end side of the suspension tower coupling portion 68, specifically, at the lower end portion 78 of the side wall portion 76. A flange portion 44 on the front side of the cowl 38 is coupled to the substantially central portion of the rear coupling portion 70 from the vehicle lower side. Further, the rear end portion 71 of the rear coupling portion 70 is coupled to the inclined wall portion 48 on the vehicle rear side in the cowl 38. Therefore, a closed cross section is formed by the rear coupling portion 70 and the cowl 38. The coupling position of the rear end portion 71 of the rear coupling portion 70 with respect to the inclined wall portion 48 on the vehicle rear side in the cowl 38 is coupled including the position corresponding to the flange portion 56 on the vehicle lower side of the instrument panel force gusset 54. ing. That is, the rear coupling portion 70 and the cowl side gusset 66 are coupled to the instrument panel force gusset 54 via the cowl 38.

  As shown in FIG. 1, a side coupling portion 72 is provided outside the suspension tower coupling portion 68 and the rear coupling portion 70 in the vehicle width direction. As shown in FIG. 4, the side coupling portion 72 includes an upper wall portion 80 extending along the upper wall portion 16 of the apron upper member 14, and an end portion on the vehicle width direction inner side of the upper wall portion 80. A cross-sectional shape perpendicular to the vehicle front-rear direction is formed in a substantially L shape with a side wall portion 82 extending to the vehicle lower side along the side wall portion 20 of the apron upper member 14. The upper wall portion 80 is coupled to the upper wall portion 16 of the apron upper member 14, and the side wall portion 82 is coupled to the side wall portion 20 of the apron upper member 14. That is, the side coupling portion 72 is integrally coupled across the upper wall portion 16 of the apron upper member 14 and the side wall portion 20 of the apron upper member 14.

(Operation and effect of the first embodiment)
Next, the operation and effect of this embodiment will be described.

  In the present embodiment, as shown in FIG. 3, the cowl side gusset 66 is coupled to the suspension panel coupling portion 68 coupled to the spring plate 28 of the suspension tower 24 and the instrument panel force gusset 54 via the cowl 38. And a rear coupling part 70. Therefore, when the suspension tower 24 receives a collision load at the time of a minute lap collision or an oblique collision and moves obliquely toward the vehicle rear side and the vehicle width direction, the cowl side gusset 66 transmits the collision load to the instrument panel force gusset 54. be able to. Generally, when the suspension tower 24 receives a collision load at the time of a minute lap collision or an oblique collision and moves obliquely toward the rear side of the vehicle and inward in the vehicle width direction, the cowl between the suspension tower 24 and the instrument panel force gusset 54 is located. The collision load is transmitted to 38. Since the cowl 38 has a shape having an opening toward the upper side of the vehicle, the rigidity is relatively low, and there is a possibility that the cowl 38 is greatly deformed when a collision load is transmitted. Due to this deformation, there is a possibility that the suspension tower 24 may enter the vehicle interior without the collision load being transmitted to the instrument panel force gusset 54 having relatively high rigidity. On the other hand, in the present invention, the collision load can be efficiently transmitted directly from the suspension tower 24 to the instrument panel force gusset 54 by the cowl side gusset 66 to suppress the suspension tower 24 from entering the vehicle interior. .

  Further, the cowl side gusset 66 has a side coupling portion 72. As shown in FIG. 4, the side coupling portion 72 is integrally coupled across the upper wall portion 16 and the side wall portion 20 of the apron upper member 14. That is, the suspension tower 24 is coupled to the apron upper member 14 via the cowl side gusset 66. Therefore, the side coupling portion 72 overlaps the ridgeline 86 between the side wall portion 20 of the apron upper member 14 and the suspension tower 24 and the ridgeline 88 between the side wall portion 20 of the apron upper member 14 and the upper wall portion 16. Therefore, the rigidity between the suspension tower 24 and the apron upper member 14 where the load from the suspension tends to concentrate is improved. Thereby, durability with respect to the load from a suspension can be improved. For these reasons, it is possible to efficiently transmit a collision load at the time of a minute lap collision or oblique collision and improve durability against a load from the suspension.

  Further, a cowl side gusset 66 is provided on the upper side of the cowl 38 in the vehicle, and a closed cross section is formed by the rear coupling portion 70 of the cowl side gusset 66 and the cowl 38. Therefore, since the rigidity of the cowl side gusset 66 and the cowl 38 can be improved, the collision load can be more efficiently transmitted from the suspension tower 24 to the instrument panel force gusset 54 via the cowl side gusset 66. Thereby, the movement of the suspension tower 24 can be further suppressed and the collision performance can be further improved.

  Furthermore, the spring plate 28 of the suspension tower 24 and the instrument panel reinforcement gusset 54 that supports the instrument panel reinforcement are connected by a cowl side gusset 66. Therefore, since the rigidity between the spring plate to which the suspension is attached and the instrument panel force to which the steering (not shown) is attached is improved, the steering rigidity is effectively improved.

(Second Embodiment)
Next, the vehicle side part structure according to the second embodiment of the present invention will be described with reference to FIGS. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 6, the vehicle side portion structure according to the second embodiment is basically the same as that of the first embodiment, and a cowl reinforcement 90 is provided on the vehicle lower side of the cowl side gusset 66. There is a feature in the point.

  That is, the cowl reinforcement 90 is provided on the vehicle lower side of the cowl side gusset 66. The cowl reinforcement 90 extends substantially in the vehicle width direction along the cowl 38, and includes a flange portion 92 extending along the rear coupling portion 70 of the cowl side gusset 66, and a rear end of the flange portion 92. A first extending portion 94 extending substantially downward from the vehicle, and a second extending portion 96 extending from the lower end portion of the first extending portion 94 along the extending portion 36 of the spring plate 28. And the cross-sectional shape orthogonal to a vehicle width direction is formed in the substantially L shape by the bottom wall part 98 extended substantially along the vehicle rear side from the rear-end part of the 2nd extension part 96. As shown in FIG. The flange portion 92 is coupled to the rear coupling portion 70 of the cowl side gusset 66, and the bottom wall portion 98 is coupled to the bottom wall portion 52 of the cowl 38. That is, the cowl side gusset 66, the cowl 38, and the cowl reinforcement 90 form a closed cross section.

(Operation and effect of the second embodiment)
Next, the operation and effect of this embodiment will be described.

  The above configuration is the same as the vehicle side portion structure of the first embodiment except that the cowl reinforcement 90 is provided on the vehicle lower side of the cowl side gusset 66. The effect is obtained. That is, the cowl side gusset 66 has a suspension tower coupling portion 68 coupled to the spring plate 28 of the suspension tower 24 and a rear coupling portion 70 coupled to the instrument panel force gusset 54 via the cowl 38. . Therefore, it is possible to efficiently transmit the collision load directly from the suspension tower 24 to the instrument panel force gusset 54 via the cowl side gusset 66 and to suppress the suspension tower 24 from entering the vehicle interior.

  Further, since the cowl side gusset 66 has the side coupling portion 72 (see FIG. 5), the rigidity between the suspension tower 24 and the apron upper member 14 is improved. Thereby, durability with respect to the load from a suspension can be improved. For these reasons, it is possible to efficiently transmit a collision load at the time of a minute lap collision or oblique collision and improve durability against a load from the suspension.

  Further, a cowl side gusset 66 is provided on the upper side of the cowl 38 in the vehicle, and a closed cross section is formed by the rear coupling portion 70 of the cowl side gusset 66 and the cowl 38. Therefore, since the rigidity of the cowl side gusset 66 and the cowl 38 can be improved, the collision load can be more efficiently transmitted from the suspension tower 24 to the instrument panel force gusset 54 via the cowl side gusset 66. Thereby, since the movement of the suspension tower 24 is further suppressed, the collision performance can be further improved.

  Furthermore, the spring plate 28 of the suspension tower 24 and the instrument panel reinforcement gusset 54 that supports the instrument panel reinforcement are connected by a cowl side gusset 66. Therefore, since the rigidity between the spring plate to which the suspension is attached and the instrument panel force to which the steering (not shown) is attached is improved, the steering rigidity is effectively improved.

  The cowl side gusset 66, the cowl 38, and the cowl reinforcement 90 form a closed cross section, and the cowl reinforcement 90 extends along the cowl 38 in the vehicle width direction. That is, as shown in FIG. 5, when the suspension tower 24 tries to move obliquely toward the vehicle rear side and the vehicle width direction by receiving a collision load at the time of a minute lap collision or oblique collision, the collision load is Not only transmission from the member 14 to the front pillar 22 and transmission from the cowl side gusset 66 to the instrument panel reinforcement gusset 54 but also transmission to the cowl reinforcement 90. That is, the collision load is distributed in three directions (see arrows in the figure). Therefore, the movement of the suspension tower 24 can be further suppressed and the collision performance can be further improved.

  The embodiment of the present invention has been described above, but the present invention is not limited to the above, and various modifications other than those described above can be implemented without departing from the spirit of the present invention. Of course.

14 Apron upper member 16 Upper wall portion 20 Side wall portion 24 Suspension tower 28 Spring plate (top wall portion)
38 Cowl 42 Dash panel 54 Instrument panel force gusset 66 Cowl side gusset 68 Suspension tower coupling part 70 Rear coupling part 72 Side coupling part

Claims (1)

An upper wall portion that is substantially orthogonal to the vehicle vertical direction and a side wall portion that extends from the end of the upper wall portion on the inner side in the vehicle width direction to substantially the vehicle lower side, and that extends substantially along the vehicle front-rear direction. The apron upper member installed,
A suspension tower attached to the inside of the apron upper member in the vehicle width direction and having a top wall portion to which an upper portion of the suspension is attached;
A cowl disposed on the rear end side of the hood, extending in the vehicle width direction and coupled to the dash panel;
An instrument panel gusset that is arranged at the outer end of the instrument panel reinforcement in the vehicle width direction and supports the instrument panel reinforcement and is coupled to the cowl;
A suspension tower coupling portion coupled to the top wall portion of the suspension tower, and a rear coupling extending substantially from the suspension tower coupling portion to the vehicle rear side and coupled to the instrument panel force gusset via the cowl. Side, which is extended from the suspension tower coupling portion and the rear coupling portion to the outside in the vehicle width direction and is integrally coupled across the upper wall portion of the apron upper member and the side wall portion of the apron upper member A cowl side gusset having a coupling portion;
Vehicle side part structure provided with.

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