JP2019151134A - Front-section vehicle body structure of vehicle - Google Patents

Abstract

To provide a front-section vehicle body structure of a vehicle 1 capable of efficiently distributing and transmitting a collision load caused by a collision with a collision object, and transmitting the collision load to a more remote place in a vehicle body.SOLUTION: A front-section vehicle body structure of a vehicle 1 includes: a pair of right and left hinge pillars 23 arranged at a predetermined interval therebetween in a vehicle width direction of the vehicle 1; a floor tunnel 24 arranged in the vicinity of a nearly center part in the vehicle width direction between the hinge pillars 23; a pair of right and left suspension support members 41 arranged at a vehicle front part and inward in the vehicle widthwise direction with respect to the hinge pillars 23; a pair of right and left upper center frames 55 that couples a pair of right and left tunnel upper frames 241 constituting the floor tunnel 24 to the suspension support members 41; and a pair of right and left multiple side frames that couples the hinge pillars 23 to the suspension support members 41 at a predetermined interval in a vertical direction of the vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a front body structure of a vehicle such as a space frame structure in which a front body of a vehicle is configured by combining frame members.

  As a front body structure of a vehicle such as an automobile, when a collision object collides with the front of the vehicle, the rear part of the body skeleton member is used to distribute and transmit the impact load applied to the body skeleton member constituting the vehicle body of the vehicle. A vehicle body structure is known that is branched and connected to a hinge pillar, a side sill, or a floor tunnel.

  For example, Patent Document 1 discloses that a front side frame disposed at a predetermined interval in the vehicle width direction includes a front side frame front portion that supports the upper end of the suspension damper, and a front side frame front portion and a front side frame front portion. A front vehicle body structure of a vehicle constituted by a first branching portion and a second branching portion which are frame members branched to the left is described.

  In Patent Document 1, a frame member (first branch portion) branched to the vehicle width direction outer side is joined to the hinge pillar, and a frame member (second branch portion) branched to the vehicle width direction inner side is connected to the floor tunnel via the dash panel. It is joined to. Thus, Patent Document 1 describes that the impact load transmitted to the front side frame front portion, which is a vehicle body skeleton member, can be distributed and transmitted to the hinge pillar and the floor tunnel.

  However, Patent Document 1 branches to the outside in the vehicle width direction because the frame member (first branch portion) branched to the outside in the vehicle width direction is connected to the hinge pillar extending in the vehicle vertical direction substantially horizontally in a side view. There is a possibility that the impact load cannot be efficiently transmitted from the frame member (first branch portion) toward the side sill and the front pillar.

Further, in Patent Document 1, since the frame member (second branch portion) branched inward in the vehicle width direction is connected to the side wall of the floor tunnel, the impact load is reduced by the difference in rigidity between the frame member and the side wall of the floor tunnel. There is a possibility that the vehicle cannot be efficiently transmitted to the rear of the vehicle body.
As described above, the front vehicle body structure as in Patent Document 1 has room for improvement because there is a possibility that the impact load due to the collision with the collision object cannot be efficiently distributed and transmitted.

JP 2007-290426 A

  SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a front vehicle body structure for a vehicle that can efficiently disperse and transmit an impact load caused by a collision with an object to be collided and can transmit the impact load to a further distance of the vehicle body. To do.

  The present invention relates to a pair of left and right hinge pillars arranged at a predetermined interval in the vehicle width direction of a vehicle, a floor tunnel arranged in the vicinity of the center of the vehicle width direction between the hinge pillars, and the hinge pillar. A front vehicle body structure of a vehicle including a pair of left and right vehicle body skeleton members that are disposed in front of the vehicle and at an inner side in the vehicle width direction and that forms a vehicle body of the vehicle, A pair of left and right center frame members that connect the pair of tunnel skeleton members and the vehicle body skeleton member, and a pair of left and right side frames that connect the hinge pillars and the vehicle body skeleton members at a predetermined interval in the vehicle vertical direction. And a member.

The tunnel skeleton member is, for example, a substantially cylindrical body having a closed cross section extending in the vehicle front-rear direction, and includes a frame member that configures an upper portion of the floor tunnel or a side surface of the floor tunnel.
The center frame member and the side frame member are, for example, substantially cylindrical frame members having a closed cross section extending in the vehicle front-rear direction.

According to the present invention, it is possible to efficiently disperse and transmit the impact load caused by the collision with the object to be collided, and to transmit the impact load farther from the vehicle body.
Specifically, the front frame structure of the vehicle is configured by connecting the tunnel frame member and the vehicle body frame member with a center frame member, and connecting the hinge pillar and the vehicle body frame member with a plurality of side frame members. The support rigidity can be improved.

  Further, the front body structure of the vehicle can transmit the impact load due to the collision with the colliding object from the vehicle body skeleton member to the rear in the vehicle width direction through the center frame member, and through the plurality of side frame members. Distributed transmission in the vehicle vertical direction is possible.

  At this time, since the center frame member is connected to the relatively rigid tunnel skeleton member, the front body structure of the vehicle can efficiently transmit the impact load from the front of the vehicle from the center frame member to the tunnel skeleton member. In addition, the impact load can be easily transmitted to the vehicle rear side of the vehicle body via the tunnel skeleton member.

On the other hand, a plurality of side frame members spaced at predetermined intervals in the vertical direction of the vehicle are connected to a relatively high-rigidity hinge pillar, so that the front body structure of the vehicle can apply an impact load from the front of the vehicle to the plurality of side frames. The member can be efficiently transmitted from the member to the hinge pillar, and the impact load can be easily transmitted to the vehicle rear side of the vehicle body via the side sill and the front pillar connected to the hinge pillar.
Therefore, the front vehicle body structure of the vehicle can efficiently transmit and transmit the impact load caused by the collision with the colliding object, and can transmit the impact load further to the far side of the vehicle body.

  As an aspect of the present invention, the tunnel skeleton member is used as a tunnel upper skeleton member that constitutes an upper portion of the floor tunnel, and a rear end of the center frame member is connected to the tunnel upper skeleton member, and the plurality of side frame members A pair of left and right upper side frame members which are disposed above the center frame member in a side view and whose rear ends are connected to an upper portion of the hinge pillar, and in the side view, from the center frame member. And a pair of left and right lower side frame members whose rear ends are connected to the lower portion of the hinge pillar.

  According to the present invention, the front body structure of the vehicle can form a substantially triangular pyramid having a hinge pillar and a dash panel as a bottom surface by the center frame member, the upper side frame member, and the lower side frame member. For this reason, the front body structure of the vehicle can improve the rigidity of the front body by the cooperation of the center frame member, the upper side frame member, and the lower side frame member.

  Further, since the upper side frame member is connected to the upper part of the hinge pillar, the front body structure of the vehicle can transmit the impact load from the front of the vehicle positively and efficiently to the front pillar via the hinge pillar. Can do. Similarly, since the lower side frame member is connected to the lower part of the hinge pillar, the front body structure of the vehicle can transmit the impact load from the front of the vehicle positively and efficiently to the side sill via the hinge pillar. Can do.

  Therefore, the front vehicle body structure of the vehicle has a side frame member connected to the upper and lower parts of the hinge pillar, so that the impact load caused by the collision with the colliding object can be more efficiently distributed and transmitted. It can be reliably transmitted to a distant place.

  Further, as an aspect of the present invention, the vehicle body skeleton member includes an upper arm connecting portion to which an upper arm is connected, and a damper connecting portion to which an upper end of a suspension damper is connected at a position above the upper arm connecting portion. A center frame member is connected to a rear surface of the vehicle body skeleton member at a position substantially the same as a position of the damper connecting portion in the vehicle vertical direction, and the upper side frame member is substantially the same as a position of the damper connecting portion in the vehicle longitudinal direction. In the same position, it is connected to the upper surface of the vehicle body skeleton member, and the lower side frame member may be connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical direction in the upper arm connecting portion.

According to the present invention, the front body structure of the vehicle can efficiently disperse and transmit the impact load caused by the collision with the colliding object, and can improve the support rigidity of the damper connecting portion.
Specifically, since the center frame member and the lower side frame member are coupled to the rear surface of the vehicle body skeleton member, the front vehicle body structure of the vehicle has, for example, the center frame member and the lower side frame on the side surface of the vehicle body skeleton member. The impact load from the front of the vehicle can be transmitted more efficiently by the center frame member and the lower side frame member than when the members are connected.

  At this time, since the lower side frame member is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical direction in the upper arm connecting portion, the front vehicle body structure of the vehicle has the vehicle vertical direction in the damper connecting portion. Compared with the case where the lower side frame member is coupled to the position substantially the same as the position, the inclination of the lower side frame member with respect to the horizontal in the side view can be suppressed. For this reason, the front body structure of the vehicle can more efficiently transmit the impact load from the front of the vehicle to the lower part of the hinge pillar.

Further, when an input load from the suspension damper is applied to the damper connecting portion of the vehicle body skeleton member, the front body structure of the vehicle suppresses the displacement of the damper connecting portion due to the load component in the vehicle longitudinal direction by the center frame member. In addition, displacement of the damper connecting portion due to the load component in the vehicle vertical direction can be suppressed by the upper side frame member.
As a result, the front body structure of the vehicle can improve the support rigidity of the damper connecting portion in which the input load is likely to be larger than that of the upper arm connecting portion in a well-balanced manner.

  Therefore, the front body structure of the vehicle has a center frame member and a lower side frame member connected to the rear surface of the vehicle body skeleton member, and an upper side frame member connected to the upper surface of the vehicle body skeleton member, The impact load due to the collision can be efficiently distributed and transmitted, and the support rigidity of the damper connecting portion can be improved.

Further, as an aspect of the present invention, the center frame member has a longitudinal cross-sectional shape having a cross-sectional area larger than a cross-sectional area of the longitudinal cross-section along the transversal direction of the plurality of side frame members, May be formed.
The longitudinal section along the short direction is, for example, a longitudinal section along an orthogonal direction orthogonal to a predetermined direction in a center frame member and a side frame member in which a substantially rectangular closed section is extended in a predetermined direction. Say.

According to the present invention, the front body structure of the vehicle can improve the load transmission efficiency of the center frame member as compared with the load transmission efficiency of the side frame member.
Further, in general, the vehicle body skeleton member is often arranged at a position in the vehicle width direction where the distance from the floor tunnel to the vehicle body skeleton member is shorter than the distance from the hinge pillar to the vehicle body skeleton member. Therefore, the angle of the center frame member with respect to an imaginary straight line extending in the vehicle front-rear direction through the vehicle body skeleton member tends to be small in plan view.

For this reason, the center frame member having a large cross-sectional area of the closed cross section can more efficiently transmit the impact load from the front of the vehicle to the tunnel skeleton member.
Therefore, the front body structure of the vehicle efficiently transmits the impact load due to the collision with the impacted object to the tunnel frame member by the center frame member having a cross-sectional area larger than the cross-sectional area of the plurality of side frame members, The impact load can be transmitted further to the vehicle body.

  Further, as an aspect of the present invention, the center frame member is disposed such that a rear end is positioned above the vehicle with respect to a front end, and among the plurality of side frame members, at least one pair of left and right side frame members is The rear end may be disposed below the vehicle with respect to the front end.

  According to the present invention, the front body structure of the vehicle can arrange the center frame member and at least one side frame member in a state in which the rear end is largely separated in the vehicle vertical direction in a side view.

  Further, since the rear end of the center frame member and the rear end of at least one side frame member are arranged in a state of being separated in the vehicle width direction in a plan view, The impact load from the front can be more reliably distributed and transmitted in the vehicle width direction and the vehicle vertical direction.

  Therefore, the front body structure of the vehicle has a center frame member and at least one side frame member disposed so that the rear end thereof is separated in the vehicle vertical direction, so that an impact load caused by a collision with a collision object is obtained. Can be distributed and transmitted more reliably and efficiently in multiple directions.

  As an aspect of the present invention, among the plurality of side frame members, at least one pair of left and right side frame members is disposed such that the rear end is positioned below the front end with respect to the front end, and in the short direction. In the longitudinal cross section along, the cross-sectional shape of the cross-sectional area larger than the cross-sectional area of the vertical cross section along the transversal direction in another side frame member may be formed.

  According to this invention, the front body structure of the vehicle can improve the load transmission efficiency of the side frame member whose rear end is located below the front end relative to the front end as compared with the load transmission efficiency of other side frame members. .

For this reason, the front body structure of the vehicle has a ratio of the load transmitted to the side frame member whose rear end is located below the front end of the impact load from the front of the vehicle more than other side frame members. Can be bigger.
Thereby, the front vehicle body structure of the vehicle can positively transmit the impact load from the front of the vehicle by the side sill having higher rigidity than the front pillar.

  Therefore, the front body structure of the vehicle is disposed such that the rear end is located below the front end with respect to the front end, and the side frame member having a cross-sectional area larger than that of other side frame members is covered. The impact load caused by the collision with the colliding object can be distributed and transmitted more efficiently, and the impact load can be stably transmitted farther from the vehicle body.

As an aspect of the present invention, at least one pair of left and right side frame members is connected to the upper part of the hinge pillar, and the pair of left and right parts connecting the side frame member connected to the upper part of the hinge pillar and the lower part of the hinge pillar. A reinforcing frame member may be provided.
According to the present invention, the front body structure of the vehicle can improve the rigidity of the side frame member connected to the upper part of the hinge pillar by the reinforcing frame member.

  As a result, the front body structure of the vehicle prevents the side frame member connected to the upper part of the hinge pillar from being bent and deformed by the load component in the vehicle vertical direction acting on the vehicle body skeleton member and the load component in the vehicle width direction. it can. For this reason, the front vehicle body structure of the vehicle can improve the load transmission efficiency of the side frame member connected to the upper part of the hinge pillar.

  Therefore, the front body structure of the vehicle includes the reinforcing frame member, so that the impact load due to the collision with the colliding object can be more efficiently applied to the upper part of the hinge pillar via the side frame member connected to the upper part of the hinge pillar. As well as being able to transmit well, the impact load can be stably transmitted further to the vehicle body.

  According to the present invention, it is possible to provide a front vehicle body structure of a vehicle that can efficiently disperse and transmit an impact load caused by a collision with an object to be collided and can transmit the impact load to a further distance of the vehicle body.

FIG. 3 is an external perspective view showing an external appearance of the front front body of the vehicle as viewed from the front above the vehicle. The right view which shows the right side view in the front vehicle body of a vehicle. The top view which shows the planar view in the front vehicle body of a vehicle. AA arrow sectional drawing in FIG. The bottom view which shows the external appearance of the bottom view in the front vehicle body of a vehicle. The external appearance perspective view which shows the external appearance of the gusset member in the right side of a vehicle, and a torque box member. The principal part sectional drawing of the vehicle right side in the BB arrow cross section in FIG. The principal part sectional drawing of the vehicle right side in the CC arrow directional cross section in FIG. The DD arrow directional cross-sectional view in FIG.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle body structure of the vehicle 1 of this embodiment is a so-called space frame structure in which a plurality of extruded aluminum alloy frames are connected to form a vehicle body skeleton. Such a vehicle body structure of the vehicle 1 will be described with reference to FIGS.

  1 shows an external perspective view of the front body of the vehicle 1 as viewed from the front above, FIG. 2 shows a right side view of the front body of the vehicle 1, and FIG. 3 shows a plan view of the front body of the vehicle 1. 4 is a cross-sectional view taken along the line AA in FIG. 3, and FIG. 5 is a bottom view of the front vehicle body of the vehicle 1.

  6 is an external perspective view of the gusset member 8 and the torque box member 9 on the right side of the vehicle, and FIG. 7 is a cross-sectional view of the main part on the right side of the vehicle in the cross section taken along the line BB in FIG. FIG. 9 is a cross-sectional view of the main part on the right side of the vehicle in the cross-section taken along the line CC in FIG. 2, and FIG. 9 is a cross-sectional view taken along the line DD in FIG.

For clarity of illustration, the illustration of the knuckle 31, the lower arm 32, the upper arm 33, and the front suspension damper 34 on the right side of the vehicle is omitted in FIG. 1, and the illustration of the panel member 57 is omitted in FIG. is doing.
In the figure, arrows Fr and Rr indicate the front-rear direction, arrow Fr indicates the front, arrow Rr indicates the rear, arrows Rh and Lh indicate the width direction, and arrow Rh indicates the right direction. The arrow Lh indicates the left direction.

  As shown in FIG. 1, the vehicle body structure of the vehicle 1 in the present embodiment is a suspension support that supports a passenger compartment 2 in which an occupant gets in and a front suspension 3 that is disposed at a desired position in front of the passenger compartment relative to the passenger compartment 2. Shock absorber that is coupled to the structure 4, a plurality of frame members 5 that couple the vehicle compartment 2 and the suspension support structure 4, and the front end of the suspension support structure 4, and that absorbs an impact load from the front of the vehicle. And a structure 6.

  As shown in FIG. 1, the vehicle compartment 2 includes a pair of left and right side sills 21 extending in the vehicle front-rear direction and a pair of left and right side sills 21 disposed above the side sill 21 at positions spaced apart in the vehicle width direction. A front pillar 22, a front end of the side sill 21, a pair of left and right hinge pillars 23 connecting the front end of the front pillar 22 in the vehicle vertical direction, a floor tunnel 24 extending in the vehicle front-rear direction at a position substantially in the center of the vehicle width, The hinge pillar 23 is connected in the vehicle width direction, and a dash panel 25 and a cowl box 26 are formed.

  As shown in FIG. 1, the front suspension 3 has a double wishbone suspension structure, and a knuckle 31 that rotatably supports the front wheels of the vehicle 1 and an outer side in the vehicle width direction are connected to a lower portion of the knuckle 31. The lower arm 32 connected to the vehicle body on the inner side in the vehicle width direction, the upper arm 33 connected to the upper side of the knuckle 31 on the outer side in the vehicle width direction, the upper arm connected to the vehicle body on the inner side in the vehicle width direction, and the lower end Is composed of an extendable front suspension damper 34 connected to the lower arm 32.

  Further, as shown in FIG. 1, the suspension support structure 4 is disposed at a predetermined interval in the vehicle width direction, and a pair of left and right suspension support members 41 that support the front suspension 3 disposed at a desired position. A suspension cross 42 connecting the vicinity of the lower ends of the left and right suspension support members 41, a lower cross member 43 connecting the lower portions of the left and right suspension support members 41 at positions slightly above the vehicle, and the left and right suspensions. The upper cross member 44 that connects the upper part of the support member 41, and a pair of left and right inclined frames 45 that connect the suspension support member 41 and the suspension cross 42.

  Further, as shown in FIGS. 1 to 3, the plurality of frame members 5 include a pair of left and right upper side frames 51 connecting the upper part of the hinge pillar 23 and the suspension support member 41, the lower part of the hinge pillar 23, and the suspension support member. A pair of left and right first lower side frames 52 that connect 41, a pair of left and right second lower side frames 53 that connect the side sill 21 and the suspension support member 41, a lower portion of the hinge pillar 23, and an upper side frame 51 are connected. A pair of left and right reinforcing frames 54, a pair of left and right upper center frames 55 that connect the upper portion of the floor tunnel 24 and the suspension support member 41, and a pair of left and right lower center frames 56 that connect the suspension cross 42 and the lower portion of the floor tunnel 24. It consists of and.

  As shown in FIG. 1, the shock absorbing structure 6 connects a pair of left and right shock absorbing members 61 connected to the front ends of the left and right suspension support members 41 and the front ends of the shock absorbing members 61 in the vehicle width direction. A front bumper beam 62 is included.

Subsequently, each component of the vehicle compartment 2, the front suspension 3, the suspension support structure 4, and the plurality of frame members 5 described above will be described in further detail.
First, the vehicle compartment part 2 is composed of a pair of left and right side sills 21, a pair of left and right front pillars 22, a pair of left and right hinge pillars 23, a floor tunnel 24, a dash panel 25, and a cowl box 26, as described above.

  The side sill 21 is an extruded member made of an aluminum alloy, and as shown in FIGS. 1 to 3, the side sill 21 has a closed cross section in which the length in the vehicle vertical direction is longer than the length in the vehicle width direction. It is formed in a substantially cylindrical body extending in the front-rear direction.

  The front pillar 22 is an extruded member made of an aluminum alloy and is formed in a substantially cylindrical body having a closed cross section extending in a predetermined direction. As shown in FIGS. 1 and 2, the front pillar 22 has a front end of the vehicle 1 such that one end in a predetermined direction is the front end, and the rear end is located at the rear upper side and the vehicle width direction inner side with respect to the front end. It is arranged on the car body.

As shown in FIGS. 1 and 2, the front pillar 22 is connected to the upper end of the hinge pillar 23 through a pair of left and right pillar connecting members 27, and the rear end is connected to a roof side rail (not shown). ing.
More specifically, the front end of the front pillar 22 is joined to the rear end of the pillar connecting member 27. The pillar connecting member 27 is made of aluminum die-casting, and as shown in FIG. 1, connecting the upper end of the hinge pillar 23, the front end of the front pillar 22, and the end of the cowl box 26 in the vehicle width direction. It is formed as a member.

  The hinge pillar 23 is an extruded member made of an aluminum alloy that is formed by extrusion, and as shown in FIGS. 1 and 2, the hinge pillar 23 has a substantially rectangular closed cross section that is longer in the vehicle longitudinal direction than in the vehicle width direction. Are formed in a substantially cylindrical body extending in a predetermined direction.

As shown in FIGS. 1 and 2, the hinge pillar 23 is disposed on the front vehicle body of the vehicle 1 such that one end in a predetermined direction is a lower end and the upper end is located on the upper front side of the vehicle with respect to the lower end.
The lower end of the hinge pillar 23 is joined to the upper surface of the front end portion of the side sill 21, and the upper end is joined to the pillar connecting member 27. In other words, the upper end of the hinge pillar 23 is connected to the lower end of the front pillar 22 via the pillar connecting member 27.

  As shown in FIGS. 3 to 5, the floor tunnel 24 includes a pair of left and right tunnel upper frames 241 that form the upper surface of the floor tunnel 24, and a pair of left and right tunnel side frames 242 that extend the lower end of the floor tunnel 24 in the vehicle longitudinal direction. The tunnel upper frame 241 and the tunnel panel 243 disposed between the tunnel side frames 242.

  The tunnel upper frame 241 is an extruded member made of an aluminum alloy that is formed by extrusion. As shown in FIGS. 3 and 4, a substantially rectangular closed cross section extends from the rear of the vehicle to the front of the vehicle, and then the vehicle interior portion. In the front part of 2, it is formed in the substantially cylindrical body curved toward the vehicle width direction outer side and the vehicle front upper direction. As shown in FIG. 4, the front end of the tunnel upper frame 241 is joined to the upper portion of the dash panel 25 via a tunnel connecting member 28 made of aluminum die cast.

  The tunnel connecting member 28 is joined to the front surface of the dash panel 25, and is formed in a shape that forms a part of the front wall of the passenger compartment 2 together with the dash panel 25. Further, as shown in FIG. 4, the tunnel connecting member 28 has a rear support portion 28 a that supports the front end of the tunnel upper frame 241 toward the vehicle rear side through an opening (not shown) formed in the dash panel 25. A front support portion 28b that protrudes and supports a rear end of an upper center frame 55, which will be described later, protrudes forward of the vehicle so as to face the rear support portion 28a.

  The tunnel side frame 242 is an extruded member made of an aluminum alloy that is formed by extrusion, and is formed in a substantially cylindrical body having a substantially rectangular closed section extending in the vehicle front-rear direction. As shown in FIGS. 3 and 5, the tunnel side frame 242 is arranged so that the rear end thereof is located on the inner side of the vehicle width so as to face the tunnel upper frame 241 below the vehicle. Yes.

  As shown in FIG. 4, the tunnel panel 243 includes a pair of left and right side wall portions 243 a forming a side wall in the vehicle width direction in the floor tunnel 24, and a space between the tunnel upper frame 241 and the tunnel side frame 242. In the front part, it is comprised with the top-plate part 243b which obstruct | occludes the upper opening of the right-and-left side wall part 243a.

  As shown in FIGS. 1 and 4, the dash panel 25 is a partition member made of aluminum alloy that forms a partition on the vehicle front side that separates the space in the vehicle compartment portion 2 and the space in front of the vehicle from the vehicle compartment portion 2. Thus, a range from the upper end of the hinge pillar 23 to the lower end of the side sill 21 is formed in a shape that connects in the vehicle width direction.

Specifically, as shown in FIG. 4, the dash panel 25 has a thickness in the vertical direction of the vehicle, a substantially flat upper surface portion to which the cowl box 26 is joined, and a rear end of the upper surface portion downward from the vehicle. After being extended toward the vehicle, it is integrally formed with a main body that is gently bent toward the rear of the vehicle.
Further, the main body portion of the dash panel 25 is formed in a substantially gate-like shape when viewed from the front so that the vehicle center in the vicinity of the center is continuous with the tunnel panel 243 of the floor tunnel 24.

As shown in FIGS. 1 and 4, the cowl box 26 is joined to the upper surface portion of the dash panel 25 and is formed in a shape that connects the left and right pillar connecting members 27 in the vehicle width direction.
Specifically, as shown in FIG. 4, the cowl box 26 has a lower end joined to the dash panel 25 and a cowl inner panel 261 made of an aluminum alloy that supports the lower end of the front window glass (not shown); A cowl outer panel 262 made of an aluminum alloy joined to the front end of the cowl inner panel 261 is formed in a substantially box shape with the vehicle upper part opened.

  As shown in FIG. 4, the cowl inner panel 261 includes an inner lower surface portion 261 a joined to the upper surface portion of the dash panel 25, and an inner vertical wall portion 261 b extending from the rear end of the inner lower surface portion 261 a toward the vehicle upper rear. And an inner upper surface portion 261c extending rearward from the upper end of the inner vertical wall portion 261b.

  As shown in FIG. 4, the cowl outer panel 262 includes an outer lower surface portion 262a joined to the inner lower surface portion 261a of the cowl inner panel 261, and extends from the front end of the outer lower surface portion 262a to the upper side of the vehicle. And an outer vertical wall portion 262b extending to the outside.

  As shown in FIGS. 1, 2, and 6, the vehicle compartment portion 2 configured as described above includes a front end of the side sill 21 and a hinge pillar 23 as a portion that absorbs an impact load in the case of a small overlap collision. A pair of left and right energy absorption boxes 7 disposed on the lower front surface of the, a pair of left and right gusset members 8 connecting the upper portion of the energy absorption box 7 and the front surface of the dash panel 25, a lower portion of the energy absorption box 7, and a dash panel. A pair of left and right torque box members 9 that connect the front surfaces of 25, a lower portion of the energy absorption box 7, and a side frame connecting member 10 that connects the front surfaces of the torque box members 9 are provided.

  As shown in FIGS. 1 and 2, the energy absorption box 7 includes a substantially box-shaped box upper portion 71 disposed on the lower front surface of the hinge pillar 23 and a substantially box-shaped box lower portion disposed on the front end of the side sill 21. 72.

  As shown in FIGS. 2 and 7, the box upper portion 71 is formed in a substantially box shape extending in the vehicle front-rear direction for a predetermined length and having an opening at the rear of the vehicle. The box upper portion 71 has an upper end and an inner side surface in the vehicle width direction joined to the lower front surface of the hinge pillar 23, and an outer side surface in the vehicle width direction is an outer side surface in the vehicle width direction in the hinge pillar 23 and a vehicle width direction in the box lower portion 72. It is joined to the outer side.

  As shown in FIGS. 2 and 8, the box lower portion 72 closes the front end of the side sill 21 to the lower main body 721 extending to the position behind the vehicle from the front end of the box upper portion 71 and the front end opening of the lower main body 721. And a closing plate 722 made of an aluminum alloy.

  As shown in FIG. 8, the closing plate 722 is joined to the front end opening of the lower main body 721 and extends from the inner side in the vehicle width direction of the flat plate portion to the inner side in the vehicle width direction. While extending toward the rear of the vehicle, it is integrally formed with an extended portion joined to the front surface of a torque box member 9 described later.

  As shown in FIGS. 6 and 7, the gusset member 8 includes an inner side surface 71 a on the inner side in the vehicle width direction of the box upper portion 71 and an inner side of the box upper portion 71 at a position spaced from the front end of the box upper portion 71 to the rear of the vehicle. While connecting the front surface of the dash panel 25 adjacent to the side surface 71a, the inner side surface 71a of the box upper portion 71 and the front surface of the dash panel 25 form a closed cross section.

  As shown in FIGS. 6 and 7, the gusset member 8 has a function of improving the rigidity of the box upper portion 71 at the rear of the vehicle from a position spaced a predetermined distance from the front end of the box upper portion 71 and from the box upper portion 71. The load is transmitted to the dash panel 25.

  Specifically, the gusset member 8 is spaced apart from the front surface of the dash panel 25 by a predetermined distance in front of the vehicle, and extends from the front surface portion 8a that forms the front surface of the gusset member 8 to the rear of the vehicle from the upper end of the front surface portion 8a. A vehicle upper surface portion, a lower surface portion extending downward from the lower end of the front surface portion 8a, and a side surface portion extending rearward from the inner edge of the front surface portion 8a in the vehicle width direction. The outer side and the rear side of the vehicle are formed in a substantially box shape.

The gusset member 8 has the rear end of the upper surface portion, the rear end of the lower surface portion, and the rear end of the side surface portion joined to the front surface of the dash panel 25. The outer edge in the width direction and the outer edge in the vehicle width direction of the front surface portion 8 a are joined to the inner surface 71 a of the box upper portion 71.
Further, as shown in FIGS. 6 and 7, an opening through which a first lower side frame 52 described later is inserted is formed in the front surface portion 8 a of the gusset member 8.

  As shown in FIGS. 6 and 8, the torque box member 9 includes an inner side surface 72 a on the vehicle width direction inner side of the box lower portion 72, and a box lower portion 72 at a position spaced a predetermined distance from the front end of the box lower portion 72. While connecting the front surface of the dash panel 25 adjacent to the inner side surface 72a, the inner side surface 72a of the box lower part 72 and the front surface of the dash panel 25 form a closed cross section.

As shown in FIG. 8, the torque box member 9 is formed with a length in the vehicle width direction from the inner side surface 72 a of the box lower portion 72 to the vicinity of the floor tunnel 24.
The torque box member 9 transmits a load from the box lower portion 72 to the dash panel 25 and a function of improving the rigidity of the box lower portion 72 at the rear of the vehicle from a position spaced a predetermined distance from the front end of the box lower portion 72 to the vehicle rear. It has a function.

  Specifically, as shown in FIGS. 6 and 8, the torque box member 9 is separated from the front surface of the dash panel 25 by a predetermined distance in front of the vehicle, and a front surface portion 9 a that forms the front surface of the torque box member 9. The upper surface portion extending from the upper end of the front surface portion 9a to the vehicle rear side, the lower surface portion extending from the lower end of the front surface portion 9a to the vehicle lower side, and the edge of the front surface portion 9a on the inner side in the vehicle width direction from the vehicle rear The extended side surface portion is formed in a substantially box shape with the vehicle width direction outer side and the vehicle rear side opened.

  The torque box member 9 has the rear end of the upper surface portion, the rear end of the lower surface portion, and the rear end of the side surface portion joined to the front surface of the dash panel 25. The outer edge in the vehicle width direction and the outer edge in the vehicle width direction of the front surface portion 9 a are joined to the inner side surface 72 a of the box lower portion 72.

  As shown in FIGS. 6 and 8, the side frame connecting member 10 is made of aluminum die cast, and includes a base portion 10a joined to the closing plate 722 of the box lower portion 72, and a vehicle from substantially the center in the vehicle width direction of the base portion 10a. It is integrally formed with the support portion 10b protruding forward.

  As shown in FIG. 6, the base portion 10 a of the side frame connecting member 10 is joined to the lower end of the gusset member 8 at a portion extending upward from the vehicle. That is, the side frame connecting member 10 integrally connects the box lower portion 72, the dash panel 25, and the gusset member 8.

Further, as described above, the front suspension 3 includes the knuckle 31, the lower arm 32, the upper arm 33, and the front suspension damper 34.
The knuckle 31 is made of aluminum die cast, and rotatably supports the front wheels of the vehicle 1 via a front hub.

  The lower arm 32 is an aluminum die-cast arm member, and is formed in a substantially A shape in plan view with a portion connected to the lower portion of the knuckle 31 as a top. The lower arm 32 is connected to the suspension support member 41 so as to be swingable about the vehicle longitudinal direction as a rotation center.

  Specifically, the lower arm 32 includes a front connecting portion 32a connected to the suspension support member 41 at a position in front of the vehicle with respect to the front suspension damper 34, and a front suspension as indicated by a two-dot chain line in FIG. A rear connection portion 32b connected to the suspension support member 41 at a position rearward of the damper 34 is provided at the inner end in the vehicle width direction.

  The upper arm 33 is an aluminum die cast arm member, and is formed in a substantially A shape in plan view with a portion connected to the upper portion of the knuckle 31 as a top. The upper arm 33 is connected to the suspension support member 41 so as to be swingable about the vehicle longitudinal direction as a rotation center.

  Specifically, the upper arm 33 includes a front connecting portion 33a connected to the suspension support member 41 at a position in front of the vehicle with respect to the front suspension damper 34, as shown by a two-dot chain line in FIG. A rear connection portion 33b connected to the suspension support member 41 at a position behind the damper 34 is provided at the inner end in the vehicle width direction.

  As shown in FIG. 1, the front suspension damper 34 is configured integrally with a damper main body portion that can extend and contract substantially in the vehicle vertical direction and a spring portion that expands and contracts in accordance with the expansion and contraction of the damper main body portion. In the front suspension damper 34, as shown by a two-dot chain line in FIGS. 1 and 2, an upper connecting portion 34a that is an upper end is connected to a suspension support member 41, and a lower connecting portion that is a lower end (not shown). ) Is coupled to the lower arm 32.

  As described above, the suspension support structure 4 includes the pair of left and right suspension support members 41, the suspension cross 42, the lower cross member 43, the upper cross member 44, and the pair of left and right inclined frames 45.

  As shown in FIG. 1, the suspension support member 41 is a member made of aluminum die cast having a function as a vehicle body skeleton member constituting a front body of the vehicle 1 and a function of supporting the front suspension 3 in a swingable manner. It is.

  As shown in FIGS. 2 and 3, the suspension support member 41 has a plurality of ribs erected on the inner side in the vehicle width direction and on the outer side in the vehicle width direction on a plate-like portion having a predetermined thickness in the vehicle width direction. The frame main body portion has a predetermined thickness in the vehicle front-rear direction or the vehicle vertical direction, and the length of the vehicle width direction is wider than the thickness of the frame main body portion, and surrounds the edge of the frame main body portion. It is integrally formed with the contour portion.

  More specifically, as shown in FIGS. 1 and 2, the suspension support member 41 includes a lower arm support portion 411 that supports the lower arm 32, and an upper arm support portion 412 that supports the upper arm 33 above the vehicle relative to the lower arm support portion 411. The front connection part 413 that connects the front part of the lower arm support part 411 and the front part of the upper arm support part 412 in the vehicle vertical direction, the rear part of the lower arm support part 411, and the rear part of the upper arm support part 412 are connected in the vehicle vertical direction. The rear connecting portion 414 is integrally formed in a generally square shape in side view.

  As shown in FIG. 2, the lower arm support portion 411 is formed in a substantially rectangular shape in a side view in which the length in the vehicle front-rear direction is longer than the length in the vehicle vertical direction in a side view. As shown in FIG. 2, the lower arm support portion 411 includes a lower arm front fastening portion 411 a to which the front connecting portion 33 a of the lower arm 32 is fastened and fixed, and a lower arm rear fastening portion to which the rear connecting portion 33 b of the lower arm 32 is fastened and fixed. 411b is formed on the outer surface in the vehicle width direction.

  As shown in FIG. 2, a lower arm front fastening portion 411 a is formed at a front portion of the lower arm support portion 411, and a lower arm rear fastening portion 411 b is formed on the lower arm support portion 411. It is formed at the rear.

  As shown in FIG. 2, the upper arm support portion 412 has a substantially trapezoidal shape when viewed from the side and has a short side at the upper end, and integrally connects the upper arm 33 and the upper connecting portion 34 a of the front suspension damper 34. It is formed in a supportable shape.

  Specifically, as shown in FIG. 2, a damper fastening portion 412 a to which the upper connection portion 34 a of the front suspension damper 34 is fastened and a front connection portion 33 a of the upper arm 33 are fastened and fixed to the upper arm support portion 412. The upper arm front fastening portion 412b and the upper arm rear fastening portion 412c to which the rear connecting portion 33b of the upper arm 33 is fastened and fixed are formed on the outer surface in the vehicle width direction.

  The damper fastening portion 412a is formed at a position approximately in the center of the upper arm support portion 412 in the vehicle front-rear direction and above the vehicle, and the upper arm front fastening portion 412b is spaced apart from the front surface of the suspension support member 41 by a predetermined distance. The upper arm rear fastening portion 412c is formed at a position lower than the damper fastening portion 412a at a position lower than the damper fastening portion 412a.

The suspension cross 42 is made of aluminum die-casting, and as shown in FIGS. 3 to 5, is formed in a substantially H shape in plan view that connects the lower portion of the lower arm support portion 411 in the vehicle width direction.
As shown in FIG. 4, the lower cross member 43 is an extruded member made of extruded aluminum alloy, and is formed in a substantially cylindrical body having a substantially rectangular closed section extending in the vehicle width direction. . 2 and 4, the lower cross member 43 is joined to a portion of the suspension support member 41 that faces the lower arm front fastening portion 411a in the vehicle width direction.

As shown in FIG. 4, the upper cross member 44 is an extruded member made of extruded aluminum alloy, and is formed in a substantially cylindrical body having a substantially rectangular closed section extending in the vehicle width direction. As shown in FIGS. 2 and 4, the upper cross member 44 is joined to the front surface of the suspension support member 41 at a position at a predetermined interval behind the vehicle.
More specifically, as shown in FIGS. 2 and 4, the upper cross member 44 is joined to a portion of the suspension support member 41 that faces the upper arm front fastening portion 412 b in the vehicle width direction.

  As shown in FIGS. 3 and 4, the pair of left and right inclined frames 45 are extruded members made of aluminum alloy that are extruded and extend substantially in the gate-shaped open section that opens in the vehicle width direction in a predetermined direction. It is formed in the set shape. As shown in FIGS. 3 and 4, the inclined frame 45 is disposed on the vehicle rear side of the upper cross member 44, and has one end in a predetermined direction as an upper end, the lower end with respect to the upper end, the vehicle lower side, and the vehicle width. It arrange | positions at the front part vehicle body of the vehicle 1 so that it may be located inside a direction.

  As shown in FIGS. 2 to 4, the inclined frame 45 has an upper end joined to a portion of the suspension support member 41 facing the damper fastening portion 412a in the vehicle width direction, substantially in the vehicle width direction of the suspension cross 42, and A lower end is connected to a position near the front end via a connecting member 46. Further, although the detailed illustration of the inclined frame 45 is omitted, it is fastened and fixed to the rear surface of the upper cross member 44.

  As described above, the plurality of frame members 5 include a pair of left and right upper side frames 51, a pair of left and right first lower side frames 52, a pair of left and right second lower side frames 53, and a pair of left and right reinforcing frames. 54, a pair of left and right upper center frames 55, and a pair of left and right lower center frames 56.

As shown in FIGS. 1 and 2, the upper side frame 51 connects the hinge pillar 23 and the upper arm support portion 412 of the suspension support member 41.
Specifically, the upper side frame 51 is an extruded member made of aluminum alloy that is extruded, and has a substantially cylindrical shape with a substantially rectangular closed cross section extending in a predetermined direction, as shown in FIGS. Formed in the body.

  As shown in FIGS. 2 and 3, the upper side frame 51 has the front end of the vehicle 1 in a state in which one end in a predetermined direction is the front end and the rear end is located outside the vehicle width direction and above the vehicle with respect to the front end. Is disposed on the vehicle body.

As shown in FIGS. 2 and 3, the front end of the upper side frame 51 is located at a position in the vehicle front-rear direction that is substantially the same as the position of the damper fastening portion 412 a in the vehicle front-rear direction. Bonded to the top surface.
On the other hand, the rear end of the upper side frame 51 is connected to the hinge pillar 23 via the pillar connecting member 27 by being joined to the front surface of the pillar connecting member 27 as shown in FIGS. 2 and 3.

As shown in FIGS. 1 and 2, the first lower side frame 52 connects the box upper portion 71 of the energy absorption box 7 and the upper arm support portion 412 of the suspension support member 41.
Specifically, the first lower side frame 52 is an extruded member made of aluminum alloy that is formed by extrusion, and has a substantially rectangular closed cross section extending in a predetermined direction as shown in FIGS. It is formed in a cylindrical body. The substantially rectangular closed cross section of the first lower side frame 52 is formed with a cross sectional area larger than the cross sectional area of the substantially rectangular closed cross section of the upper side frame 51, as shown in FIG.

  As shown in FIGS. 2, 3, and 7, the first lower side frame 52 has one end in a predetermined direction as a front end, and the rear end is located outside the vehicle width direction and below the vehicle with respect to the front end. The gusset member 8 is disposed on the front vehicle body of the vehicle 1 so as to be inserted through the opening of the front surface portion 8a.

  As shown in FIGS. 2 and 4, the front end of the first lower side frame 52 is configured to support the upper arm in the suspension support member 41 at a position in the vehicle vertical direction substantially the same as the position of the upper arm rear fastening portion 412 c in the vehicle vertical direction. It is joined to the rear surface of the portion 412.

  On the other hand, the rear end of the first lower side frame 52 is joined to the inner side surface 71a of the box upper portion 71, as shown in FIGS. Further, the first lower side frame 52 is joined to the front surface of the dash panel 25 via the gusset member 8 by being joined to the opening edge of the front surface portion 8 a of the gusset member 8.

As shown in FIGS. 1 and 2, the second lower side frame 53 connects the box lower portion 72 of the energy absorption box 7 and the lower arm support portion 411 of the suspension support member 41.
Specifically, the second lower side frame 53 is an extruded member made of an aluminum alloy that is extruded, and has a substantially rectangular closed cross section extending in a predetermined direction as shown in FIGS. 2 and 9. It is formed in a cylindrical body.

The substantially rectangular closed cross section of the second lower side frame 53 is formed with a cross sectional area larger than the cross sectional area of the substantially rectangular closed cross section of the first lower side frame 52, as shown in FIG.
As shown in FIGS. 2 and 5, the second lower side frame 53 includes a front body of the vehicle 1 such that one end in a predetermined direction is a front end and the rear end is located on the outer side in the vehicle width direction with respect to the front end. Is arranged.

  As shown in FIGS. 2 and 5, the front end of the second lower side frame 53 is connected to the lower arm support portion of the suspension support member 41 so that the lower edge is positioned at the position of the lower arm rear fastening portion 411 b in the vehicle vertical direction. 411 is joined to the rear surface.

  On the other hand, the rear end of the second lower side frame 53 is joined to the side frame connecting member 10 as shown in FIGS. 6 and 8, so that the front surface of the box lower portion 72 via the side frame connecting member 10, and The torque box member 9 is connected to the front surface.

Further, the first lower side frame 52 and the second lower side frame 53 configured as described above are connected by a panel member 57 formed of an aluminum alloy thin plate material, as shown in FIGS. 1 and 2. .
As shown in FIGS. 1 and 6, the panel member 57 has an upper end joined to the side surface on the outer side in the vehicle width direction of the first lower side frame 52 and a lower end on the side surface on the outer side in the vehicle width direction of the second lower side frame 53. While being joined, the rear end is joined to the front surface of the box upper portion 71.

As shown in FIGS. 1 and 2, the reinforcing frame 54 connects the box upper portion 71 of the energy absorption box 7 and the lower surface of the first lower side frame 52.
Specifically, the reinforcing frame 54 is an extruded member made of aluminum alloy that is formed by extrusion, and extends in a predetermined direction while gently curving a substantially rectangular closed section as shown in FIGS. It is formed in the substantially cylindrical body.

The substantially rectangular closed cross section of the reinforcing frame 54 is formed with a cross sectional area substantially equal to the cross sectional area of the substantially rectangular closed cross section of the upper side frame 51, as shown in FIG.
As shown in FIGS. 2 and 5, the reinforcing frame 54 includes a front portion of the vehicle 1 such that one end in a predetermined direction is an upper end, and a lower end is located on the outer side in the vehicle width direction and the rear of the vehicle with respect to the upper end. It is arranged on the vehicle body.

  As shown in FIGS. 2 and 5, the reinforcing frame 54 has an upper end joined to the lower surface of the upper side frame 51 and a lower end at a position slightly ahead of the vehicle front-rear direction substantially in the center of the upper side frame 51. It is joined to the upper front surface of the box upper portion 71. In other words, the reinforcing frame 54 is connected to the lower front surface of the hinge pillar 23 via the box upper portion 71.

  As shown in FIGS. 1 and 2, the upper center frame 55 connects the tunnel upper frame 241 of the floor tunnel 24 and the upper arm support portion 412 of the suspension support member 41.

  Specifically, the upper center frame 55 is an extruded member made of an aluminum alloy that is formed by extrusion, and as shown in FIGS. 3 and 9, the length in the vehicle vertical direction with respect to the length in the vehicle width direction. Is formed in a substantially cylindrical body extending in a predetermined direction with a closed section having a partition wall portion that is a long and substantially rectangular shape and separates the internal space in the vehicle vertical direction.

  The substantially rectangular closed section in the upper center frame 55 includes the substantially rectangular closed section in the upper side frame 51, the substantially rectangular closed section in the first lower side frame 52, and the substantially rectangular closed section in the second lower side frame 53. The cross section is larger than the cross section of the closed cross section, the substantially rectangular closed cross section of the reinforcing frame 54, and the substantially rectangular closed cross section of the lower center frame 56 described later.

As shown in FIGS. 2 and 3, the upper center frame 55 has a front end of the vehicle 1 such that one end in a predetermined direction is the front end and the rear end is located inward in the vehicle width direction and above the vehicle with respect to the front end. It is arranged on the car body.
As shown in FIGS. 2 and 3, the front end of the upper center frame 55 is located at a position in the vehicle vertical direction substantially the same as the position of the damper fastening portion 412 a in the vehicle vertical direction. It is joined to the rear surface.

  On the other hand, as shown in FIGS. 4 and 6, the rear end of the upper center frame 55 is joined to the front support portion 28 b of the tunnel connecting member 28, so that the tunnel upper member 241 is connected to the tunnel upper frame 241. It is connected. For this reason, as shown in FIG. 4, the upper center frame 55 and the tunnel upper frame 241 are connected in a substantially straight line in a plan view, and in a side view, the tunnel connecting member 28 is a top view. It is connected in a substantially mountain shape.

  Further, on the upper surface of the rear end of the upper center frame 55, as shown in FIGS. 4 and 6, an upper surface connecting member 11 made of aluminum die cast for connecting the upper center frame 55 and the cowl outer panel 262 of the cowl box 26 is provided. It is joined.

As shown in FIGS. 2 and 5, the lower center frame 56 connects the tunnel side frame 242 of the floor tunnel 24 and the suspension cross 42.
Specifically, the lower center frame 56 is an extruded member made of an aluminum alloy that is formed by extrusion. As shown in FIGS. 5 and 9, a substantially rectangular closed cross section that is long in the vehicle width direction is extended in a predetermined direction. It is formed in the provided substantially cylindrical body.

As shown in FIGS. 4 and 5, the lower center frame 56 is disposed on the front body of the vehicle 1 such that one end in a predetermined direction is the front end and the rear end is located on the inner side in the vehicle width direction with respect to the front end. Has been.
The lower center frame 56 is fastened and fixed to a lower frame connecting member 244 made of aluminum die cast whose front end is fastened and fixed to the rear end of the suspension cross 42 and whose rear end is joined to the front end of the tunnel side frame 242.

  Further, as shown in FIG. 5, the left and right lower center frames 56 are connected by a tunnel cross member 58 whose rear ends extend in the vehicle width direction. This tunnel cross member 58 is an extruded member made of an aluminum alloy, and as shown in FIGS. 4 and 5, has a shape in which a substantially rectangular closed cross section extending in the vehicle longitudinal direction extends in the vehicle width direction. Is formed.

  As described above, the pair of left and right hinge pillars 23 disposed at a predetermined interval in the vehicle width direction of the vehicle 1, the floor tunnel 24 disposed near the center in the vehicle width direction between the hinge pillars 23, and the hinge pillars The front body structure of the vehicle 1 including a pair of left and right suspension support members 41 that are disposed in front of the vehicle 23 and on the inner side in the vehicle width direction and that constitutes the vehicle body of the vehicle 1 is a floor tunnel. The pair of left and right tunnel upper frames 241 and the pair of left and right upper center frames 55 that connect the suspension support member 41 are connected to the hinge pillar 23 and the suspension support member 41 at a predetermined distance in the vehicle vertical direction. A pair of left and right side frames (upper side frame 51 and first lower side frame 52) The by providing, together efficiently dispersed and transmitted to the impact load caused by collision with the collision object, it is possible to transmit the impact load vehicle to a more distant.

  Specifically, the tunnel upper frame 241 and the suspension support member 41 are connected by the upper center frame 55, and the hinge pillar 23 and the suspension support member 41 are connected by a plurality of side frames, so that the front body structure of the vehicle 1 is achieved. The support rigidity of the suspension support member 41 can be improved.

  Further, the front vehicle body structure of the vehicle 1 can transmit the impact load due to the collision with the colliding object from the suspension support member 41 to the rear inward in the vehicle width direction via the upper center frame 55, and a plurality of side frames. Via the vehicle up and down.

  At this time, since the upper center frame 55 is connected to the relatively high rigidity tunnel upper frame 241, the front body structure of the vehicle 1 receives an impact load from the front of the vehicle from the upper center frame 55 to the tunnel upper frame 241. In addition, the impact load can be easily transmitted to the vehicle rear side of the vehicle body via the tunnel upper frame 241.

On the other hand, since a plurality of side frames spaced at predetermined intervals in the vertical direction of the vehicle are connected to a relatively high-rigidity hinge pillar 23, the front vehicle body structure of the vehicle 1 The frame can be efficiently transmitted from the frame to the hinge pillar 23, and the impact load can be easily transmitted to the rear of the vehicle body via the side sill 21 and the front pillar 22 connected to the hinge pillar 23.
Therefore, the front vehicle body structure of the vehicle 1 can efficiently disperse and transmit the impact load caused by the collision with the colliding object, and can transmit the impact load further to the far side of the vehicle body.

  Further, the rear end of the upper center frame 55 is connected to the tunnel upper frame 241, and a plurality of side frames are disposed above the upper center frame 55 in the side view and are rearwardly disposed above the hinge pillars 23. A pair of left and right upper side frames 51 having ends connected to each other and a pair of left and right first lower frames disposed in the vehicle lower side than the upper center frame 55 in a side view and having a rear end connected to the lower portion of the hinge pillar 23. By providing the side frame 52, the front body structure of the vehicle 1 includes the upper center frame 55, the upper side frame 51, and the first lower side frame 52, and the hinge pillar 23 and the dash panel 25 as the bottom surface. A substantially triangular pyramid can be formed.

  Therefore, the front body structure of the vehicle 1 can improve the rigidity of the front body by the cooperation of the upper center frame 55, the upper side frame 51, and the first lower side frame 52.

  Furthermore, since the upper side frame 51 is connected to the upper part of the hinge pillar 23, the front body structure of the vehicle 1 is positive and efficient in applying an impact load from the front of the vehicle to the front pillar 22 via the hinge pillar 23. Can communicate well.

  Similarly, since the first lower side frame 52 is connected to the lower part of the hinge pillar 23, the front vehicle body structure of the vehicle 1 actively applies the impact load from the front of the vehicle to the side sill 21 via the hinge pillar 23. And can be transmitted efficiently.

  Therefore, the front vehicle body structure of the vehicle 1 connects the upper upper side frame 51 of the hinge pillar 23 and connects the first lower side frame 52 to the lower part of the hinge pillar 23, so that the impact load due to the collision with the collision object is reduced. In addition to being able to distribute and transmit more efficiently, it is possible to reliably transmit the impact load further to the vehicle body.

  The suspension support member 41 includes an upper arm rear fastening portion 412c to which the upper arm 33 is coupled, and a damper fastening portion 412a to which the upper end of the front suspension damper 34 is coupled at a position above the vehicle relative to the upper arm rear fastening portion 412c. The upper center frame 55 is coupled to the rear surface of the suspension support member 41 at a position substantially the same as the position of the damper fastening portion 412a in the vehicle vertical direction, and the upper side frame 51 is located at the position of the damper fastening portion 412a in the vehicle longitudinal direction. The first lower side frame 52 is connected to the rear surface of the suspension support member 41 at substantially the same position as the vehicle vertical direction of the upper arm rear fastening portion 412c. Was it More, front body structure of the vehicle 1 may be together efficiently dispersed and transmitted to the impact load caused by collision with the collision object, to improve the support rigidity of the damper fastening portion 412a.

  Specifically, since the upper center frame 55 and the first lower side frame 52 are connected to the rear surface of the suspension support member 41, the front body structure of the vehicle 1 is, for example, the upper center frame on the side surface of the suspension support member 41. Compared with the case where the frame 55 and the first lower side frame 52 are connected, the impact load from the front of the vehicle can be efficiently transmitted by the upper center frame 55 and the first lower side frame 52.

  At this time, the first lower side frame 52 is coupled to the rear surface of the suspension support member 41 at a position substantially the same as the position of the upper arm rear fastening portion 412c in the vehicle vertical direction. Compared to the case where the first lower side frame 52 is coupled to the fastening portion 412a at a position substantially the same as the position in the vehicle vertical direction, the inclination of the first lower side frame 52 with respect to the horizontal in a side view can be suppressed. For this reason, the front body structure of the vehicle 1 can more efficiently transmit the impact load from the front of the vehicle to the lower portion of the hinge pillar 23.

Further, when an input load from the front suspension damper 34 is applied to the damper fastening portion 412a of the suspension support member 41, the front body structure of the vehicle 1 causes the displacement of the damper fastening portion 412a due to the load component in the vehicle longitudinal direction. The upper side frame 51 can suppress the displacement of the damper fastening portion 412a due to the load component in the vehicle vertical direction.
Thereby, the front vehicle body structure of the vehicle 1 can improve the support rigidity of the damper fastening portion 412a in which the input load is likely to be larger than the upper arm rear fastening portion 412c in a well-balanced manner.

  Therefore, the front body structure of the vehicle 1 includes the upper center frame 55 and the first lower side frame 52 connected to the rear surface of the suspension support member 41, and the upper side frame 51 connected to the upper surface of the suspension support member 41. In addition, it is possible to efficiently disperse and transmit the impact load caused by the collision with the collision object, and to improve the support rigidity of the damper fastening portion 412a.

  In addition, the upper center frame 55 is formed with a closed cross section having a larger cross-sectional area than the closed cross-sectional areas of the plurality of side frames (the upper side frame 51 and the first lower side frame 52). The front vehicle body structure can improve the load transmission efficiency of the upper center frame 55 compared to the load transmission efficiency of the upper side frame 51 and the first lower side frame 52.

  Furthermore, generally, the suspension support member 41 is disposed at a position in the vehicle width direction where the distance from the floor tunnel 24 to the suspension support member 41 is shorter than the distance from the hinge pillar 23 to the suspension support member 41. Therefore, the upper center frame 55 tends to have a small angle with respect to a virtual straight line extending in the vehicle front-rear direction through the suspension support member 41 in plan view.

Therefore, the upper center frame 55 having a large cross-sectional area of the closed cross section can transmit the impact load from the front of the vehicle to the tunnel upper frame 241 more efficiently.
Therefore, the front body structure of the vehicle 1 is more efficient for the impact load caused by the collision with the object to be collided by the tunnel upper frame 241 by the upper center frame 55 having a cross-sectional area larger than the cross-sectional area of the closed cross section of the plurality of side frames. It can transmit well, and the impact load can be transmitted further to the body.

  Further, the upper center frame 55 is disposed such that the rear end is located above the vehicle relative to the front end, and the first lower side frame 52 is disposed such that the rear end is located below the vehicle relative to the front end. Thus, in the front body structure of the vehicle 1, the upper center frame 55 and the first lower side frame 52 can be arranged in a state in which the rear end is largely separated in the vehicle vertical direction in a side view.

  Further, since the rear end of the upper center frame 55 and the rear end of the first lower side frame 52 are disposed in a state of being separated in the vehicle width direction in plan view, the front body structure of the vehicle 1 is The impact load from the front of the vehicle can be more reliably distributed and transmitted in the vehicle width direction and the vehicle vertical direction.

  Therefore, the front vehicle body structure of the vehicle 1 has a structure in which the upper center frame 55 and the first lower side frame 52 are arranged so that the rear ends thereof are separated from each other in the vehicle vertical direction. The impact load can be distributed and transmitted more reliably and efficiently in multiple directions.

  In addition, the first lower side frame 52 is disposed so that the rear end is positioned below the vehicle with respect to the front end, and is formed with a closed cross section having a larger cross sectional area than the closed cross section of the upper side frame 51. Thus, the front vehicle body structure of the vehicle 1 can improve the load transmission efficiency of the first lower side frame 52 compared to the load transmission efficiency of the upper side frame 51.

For this reason, the front body structure of the vehicle 1 can make the load ratio transmitted to the first lower side frame 52 out of the impact load from the front of the vehicle larger than the upper side frame 51.
Thereby, the front body structure of the vehicle 1 can positively transmit the impact load from the front of the vehicle by the side sill 21 having higher rigidity than the front pillar 22.

  Therefore, the front body structure of the vehicle 1 is arranged such that the rear end is positioned below the front end with respect to the front end, and the first lower lower cross-sectional area of the upper side frame 51 is larger than the first lower cross-sectional area. The side frame 52 can more efficiently disperse and transmit the impact load caused by the collision with the object to be collided, and can stably transmit the impact load farther from the vehicle body.

  In addition, by providing a pair of left and right reinforcing frames 54 that connect the upper side frame 51 and the lower part of the hinge pillar 23, the front body structure of the vehicle 1 improves the rigidity of the upper side frame 51 by the reinforcing frame 54. can do.

  Thereby, the front body structure of the vehicle 1 can suppress the upper side frame 51 from being bent and deformed by the load component in the vehicle vertical direction and the load component in the vehicle width direction that act on the suspension support member 41. For this reason, the front vehicle body structure of the vehicle 1 can improve the load transmission efficiency of the upper side frame 51.

  Therefore, the front body structure of the vehicle 1 includes the reinforcing frame 54, so that the impact load caused by the collision with the collision object can be more efficiently transmitted to the upper part of the hinge pillar 23 via the upper side frame 51. The impact load can be stably transmitted further to the vehicle body.

In correspondence between the configuration of the present invention and the above-described embodiment,
The vehicle body skeleton member of the present invention corresponds to the suspension support member 41 of the embodiment,
Similarly,
The tunnel skeleton member and the tunnel upper skeleton member correspond to the tunnel upper frame 241;
The center frame member corresponds to the upper center frame 55,
The plurality of side frame members correspond to the upper side frame 51 and the first lower side frame 52,
The upper side frame member corresponds to the upper side frame 51,
The lower side frame member corresponds to the first lower side frame 52,
The upper arm connecting portion corresponds to the upper arm rear fastening portion 412c,
The suspension damper corresponds to the front suspension damper 34,
The damper connecting portion corresponds to the damper fastening portion 412a,
At least one pair of left and right side frame members corresponds to the pair of left and right upper side frames 51,
The side frame member connected to the upper part of the hinge pillar corresponds to the upper side frame 51,
The reinforcing frame member corresponds to the reinforcing frame 54,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

  For example, in the above-described embodiment, the rear end of the upper center frame 55 is connected to the tunnel upper frame 241 constituting the upper surface of the floor tunnel 24. However, the present invention is not limited to this, and the upper side surface of the floor tunnel has a closed cross section. It is good also as a structure comprised by the frame member extended in the vehicle front-back direction, and the rear end of the upper center frame 55 being connected with this frame member.

In addition, the upper side frame 51 and the hinge pillar 23 are connected via the pillar connecting member 27. However, the present invention is not limited thereto, and the upper side frame 51 may be connected to the upper end of the hinge pillar 23. .
The tunnel upper frame 241 and the upper center frame 55 are connected via the tunnel connecting member 28. However, the present invention is not limited to this. For example, the tunnel upper frame 241 and the tunnel upper frame 241 The upper center frame 55 may be joined.

  In addition, although the box upper portion 71 of the energy absorption box 7 is provided on the lower front surface of the hinge pillar 23 and the box lower portion 72 of the energy absorption box 7 is provided on the front end of the side sill 21, the front body structure is not limited thereto. The front vehicle body structure which does not have the absorption box 7 may be sufficient. In this case, the first lower side frame 52, the second lower side frame 53, and the reinforcing frame 54 are joined to the lower front surface of the hinge pillar 23, the front end of the side sill 21, and the lower front surface of the hinge pillar 23, respectively.

Further, the energy absorption box 7 is composed of the box upper portion 71 provided on the lower front surface of the hinge pillar 23 and the box lower portion 72 provided on the front end of the side sill 21, but is not limited thereto, or the lower front surface of the hinge pillar 23, or The energy absorption box 7 provided at the front end of the side sill 21 may be used.
Further, the box lower portion 72 is formed by extending the front end of the side sill 21 forward of the vehicle. However, the present invention is not limited to this, and the box lower portion 72 may be a box lower portion formed separately from the side sill 21.

  In addition, the first lower side frame 52 is joined to the opening edge of the gusset member 8 and the inner side surface 71a of the box upper portion 71. However, the present invention is not limited to this, and an opening is formed in the front portion 8a of the gusset member 8. It is good also as a structure which joins the rear end of the 1st lower side frame 52 to the front-surface part 8a of the gusset member 8, without providing.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 23 ... Hinge pillar 24 ... Floor tunnel 33 ... Upper arm 34 ... Front suspension damper 41 ... Suspension support member 51 ... Upper side frame 52 ... First lower side frame 54 ... Reinforcement frame 55 ... Upper center frame 241 ... Tunnel upper frame 412a ... Damper fastening part 412c ... Upper arm rear fastening part

Claims (7)

A pair of left and right hinge pillars arranged at predetermined intervals in the vehicle width direction of the vehicle;
A floor tunnel disposed approximately in the center of the vehicle width direction between the hinge pillars;
A vehicle front body structure including a pair of left and right vehicle body skeleton members that are disposed at a position in front of the vehicle and in the vehicle width direction with respect to the hinge pillar and that constitutes a vehicle body of the vehicle,
A pair of left and right tunnel skeleton members constituting the floor tunnel, and a pair of left and right center frame members connecting the vehicle body skeleton members;
A vehicle front body structure including a pair of left and right side frame members that connect the hinge pillar and the vehicle body skeleton member at a predetermined interval in a vehicle vertical direction. As the tunnel upper frame member constituting the upper part of the floor tunnel, the tunnel frame member,
A rear end of the center frame member is connected to the tunnel upper skeleton member;
The plurality of side frame members are
In a side view, a pair of left and right upper side frame members disposed above the center frame member and having a rear end coupled to an upper portion of the hinge pillar,
2. The vehicle front side according to claim 1, further comprising: a pair of left and right lower side frame members that are arranged below the center frame member in a side view and that have rear ends connected to a lower portion of the hinge pillar. Body structure. The vehicle body skeleton member is
An upper arm connecting portion to which the upper arm is connected;
A damper connecting portion to which the upper end of the suspension damper is connected at a position above the vehicle from the upper arm connecting portion;
The center frame member is
At the same position as the vehicle vertical direction in the damper connecting portion, connected to the rear surface of the vehicle body skeleton member,
The upper side frame member is
Connected to the upper surface of the vehicle body skeleton member at substantially the same position in the vehicle front-rear direction in the damper connecting portion,
The lower side frame member is
The vehicle front body structure according to claim 2, wherein the vehicle front body structure is connected to a rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical direction of the upper arm connection portion. The center frame member is
The longitudinal cross-section along the short side direction is formed in a vertical cross-sectional shape having a cross-sectional area larger than the cross-sectional area of the vertical cross-section along the short side direction of the plurality of side frame members. The front vehicle body structure of the vehicle as described in any one. The center frame member is
The rear end is disposed above the vehicle with respect to the front end,
Among the plurality of side frame members, at least one pair of left and right side frame members is
The vehicle front body structure according to any one of claims 1 to 4, wherein the rear end is disposed below the vehicle with respect to the front end. Among the plurality of side frame members, at least one pair of left and right side frame members is
The rear end is disposed below the vehicle with respect to the front end, and the vertical cross section along the short direction is larger than the cross sectional area of the vertical cross section along the short direction of the other side frame members. The vehicle front body structure according to any one of claims 1 to 5, wherein the vehicle front body structure is formed in a cross-sectional shape having an area. At least one pair of left and right side frame members is connected to the upper part of the hinge pillar,
The front body of a vehicle according to any one of claims 1 to 6, further comprising a pair of left and right reinforcing frame members that connect a side frame member connected to an upper portion of the hinge pillar and a lower portion of the hinge pillar. Construction.

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