JP2019177831A - Front part vehicle body structure of vehicle - Google Patents

Abstract

To improve rigidity of connection between a tower bar rear end and a cabin side vehicle body member to improve support rigidity of a damper.SOLUTION: A front part vehicle body structure of a vehicle includes a tower bar 7 bridged between an upper part of a damper support part 183 supporting a damper 34 included in a suspension 3 and a vehicle body member located behind the upper part and includes a center side frame 52 connected with a front end of a tunnel frame 24 provided at an upper part of a vehicle cabin part 2 side tunnel part 29 on the side of an engine room E. A rear end of the tower bar 7 is connected to a rear end of the center side frame 52 located adjacent to a partition wall part 25 partitioning a vehicle cabin part 2 from the engine room E.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a front vehicle body structure of a vehicle including a tower bar that is bridged between an upper portion of a damper support portion that supports a damper provided in a suspension and a vehicle body member behind the upper portion.

  In order to improve the support rigidity of the damper by the damper support portion, a structure including a tower bar having a front end connected to an upper portion of the damper support portion and a rear end connected to a cowl box is known (for example, Patent Document 1). reference).

  However, in the structure including the tower bar bridged between the upper portion of the damper support portion and the vehicle body member at the rear (cabin side) as described above, the rear end of the tower bar is used as the above-described cowl box as the vehicle body member. It can be expected that the rigidity of the damper supported by the damper support portion can be further improved by increasing the rigidity of the connection to the vehicle body member as compared with the configuration described in Patent Document 1 that is connected to the dash panel.

  Therefore, there is room for study on such a structure that further increases the rigidity of connection of the rear end of the tower bar to the vehicle body member.

JP 2010-274747 A

  The present invention has been made in view of the above problems, and provides a front vehicle body structure for a vehicle in which the support rigidity of the damper is improved by increasing the rigidity of connection of the rear end of the tower bar to the vehicle body member on the cabin side. With the goal.

  The present invention relates to a vehicle front body structure including a tower bar that is bridged between an upper portion of a damper support portion that supports a damper provided in a suspension and a vehicle body member behind the damper support portion. A center side frame connected to a front end of a tunnel frame provided at an upper portion is provided on the engine room side, and a rear end of the tower bar is connected to the center side frame adjacent to a partition wall partitioning the cabin and the engine room. It is a thing.

  According to the said structure, the connection rigidity to the vehicle body member side of a tower bar rear end can be improved efficiently using a center side frame.

  As an aspect of the present invention, the rear end of the tower bar is connected to the center side frame via a mounting bracket, and the mounting bracket is mounted across the center side frame and the partition wall. It is.

  According to the above configuration, the rigidity of the rear end of the tower bar can be further efficiently improved by utilizing the rigidity of the partition wall in addition to the rigidity of the center side frame.

  As an aspect of the present invention, both the center side frame and the tunnel frame are connected directly below a cowl box provided in the partition wall, and the mounting bracket is connected to the center side frame and the cowl box. It is attached across.

  According to the above configuration, the rigidity of the cowl box can be used to further efficiently improve the connecting rigidity of the rear end of the tower bar.

  As an aspect of the present invention, both the frames are connected by a connecting member that is integrally formed with a dash panel constituting the partition wall and a part of the cowl box.

  According to the said structure, the rigidity of the connection part of both frames can be improved with a connection member, and the connection rigidity of a tower bar rear end can be improved still more efficiently.

  As an aspect of the present invention, the mounting bracket includes a center-side frame mounting portion that is mounted on the center-side frame and a partition wall mounting portion that is mounted on the partition wall portion, and a first reinforcing rib is formed across the mounting portions. is there.

  According to the said structure, the attachment rigidity of the attachment bracket attached ranging over a center side frame and a partition part can be improved.

  As an aspect of the present invention, the mounting bracket includes an upper wall portion connected to the upper surface portion of the center side frame, and both side wall portions connected to both the inner and outer side surface portions in the vehicle width direction. A rib part extending horizontally in the opposite direction from each upper end of the wall part is provided, and a second reinforcing rib is formed to straddle the hook part and the side wall part.

  According to the said structure, the attachment rigidity to the center side frame of a mounting bracket can be improved by formation of a 2nd reinforcement rib.

  As an aspect of this invention, the said collar part is formed so that it may become wide in the vehicle width direction back.

  According to the said structure, the joining strength with respect to the front wall part of a cowl box can be raised, reducing a mounting bracket as much as possible.

  As an aspect of the present invention, a bulging portion that bulges upward with respect to the upper surface portion of the center-side frame is formed on the upper wall portion of the mounting bracket. A boss part having a fastening hole extending downward from a horizontal upper surface part of the part, and the tower bar is connected to the bulging part via a fastener screwed with the boss part.

  According to the said structure, the working efficiency which fastens the said tower bar to the said bulging part can be improved.

  As an aspect of the present invention, a third reinforcing rib is formed across the bulging portion and the flange portion.

  According to the said structure, the rigidity of a mounting bracket can be improved by formation of a 3rd reinforcement rib.

  According to the present invention, the rigidity of connecting the rear end of the tower bar to the cabin-side vehicle body member can be increased, and thus the support rigidity of the damper can be improved.

The top view which shows the principal part of the front vehicle body of the vehicle of this embodiment. The center longitudinal cross-sectional view of the vehicle width direction which shows the principal part of the front part of the vehicle of this embodiment. The bottom view which shows the principal part of the junction part of the center side frame and tunnel frame of the vehicle left side. FIG. 4 is a cross-sectional view taken along the line AA in FIG. 3 showing the main part. The left view which shows the principal part of the junction part of the center side frame and tunnel frame of the vehicle left side. The perspective sectional view which looked at the important section along the AA line in Drawing 3 from the upper part. FIG. 4 is a cross-sectional view taken along line B-B in FIG. 3. The front perspective view which looked at the tower bar rear part and mounting bracket of the vehicle left side from the upper direction and the vehicle width direction outer side. CC sectional view taken on the line in FIG. The rear view which shows the junction part of the center side frame and a tunnel frame in a partition part, and the principal part of the periphery. The rear perspective view which looked at the principal part of the junction part of a center side frame and a tunnel frame from diagonally lower right.

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.

For clarity of illustration, the front suspensions on the left and right sides of the vehicle are not shown in FIGS. 1 and 2. Further, the tower bar is not shown in FIG. 2, the dash panel is not shown in FIGS. 3, 5, 7, and 11, and the cowl panel is not shown in FIG. Further, in FIG. 11, the center side frame and the tunnel frame on the right side of the vehicle are not shown.
In the figure, arrow F indicates the front of the vehicle, arrow Rt indicates the right side of the vehicle, arrow Lt indicates the left side of the vehicle, arrow OUT indicates the outer side in the vehicle width direction, and arrow IN indicates the inner side in the vehicle width direction. To do.

  As shown in FIGS. 1 and 2, the vehicle body structure of the vehicle 1 according to the present embodiment is substantially equivalent to a passenger compartment 2 in which an occupant enters and an engine compartment E (see FIG. 1) in front of the passenger compartment 2. A suspension support structure 4 that supports a front suspension (not shown) (hereinafter, abbreviated as “suspension”) disposed at a position where the vehicle body 2 and the suspension support structure 4 are connected. Frame member 5 and an impact absorbing structure 6 that is coupled to the front end of the suspension support structure 4 and absorbs an impact load from the front of the vehicle.

  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 pair of left and right hinge pillars 23 connecting the front pillar 22, the front end of the side sill 21, and the front end of the front pillar 22 in the vertical direction of the vehicle, a tunnel frame 24 disposed at a lower position and approximately in the center of the vehicle width direction, The hinge pillar 23 is connected in the vehicle width direction, and a partition wall portion 25 that forms a partition wall that separates the outside of the vehicle interior is provided.

The tunnel frame 24 is provided with a pair of left and right, and constitutes a closed cross section extending in the vehicle longitudinal direction. Furthermore, the tunnel frame 24 on each of the left and right sides has a rear portion (a portion extending in the vehicle front-rear direction in the occupant space) behind the front portion, as shown in FIG. ing.
As shown in FIG. 1, the tunnel portion 29 is formed so as to project inward from the vehicle width direction center portion of the floor panel 28 forming the floor surface of the vehicle compartment portion 2 and extend in the vehicle front-rear direction. Has been.

  Further, the tunnel frame 24 on each side of the left and right sides of the tunnel frame 24 except for the front part in the vehicle front-rear direction is substantially horizontal to a height lower than the waist of the occupant seated on the seat (in this example, the height corresponding to the feet of the occupant). It extends linearly in the longitudinal direction of the vehicle and extends parallel to each other at the center in the vehicle width direction.

  The front portions of the tunnel frames 24 on the left and right sides are separated from each other in the vehicle width direction gradually upward and outward in the vehicle width direction from the front end of the portion extending horizontally and linearly in the vehicle longitudinal direction in this way. The front end extends until it reaches the partition 25 (see FIG. 1), and the front end is joined to the rear end of the center side frame 52 at the partition 25 as shown in FIGS.

  As shown in FIGS. 1 and 2, the partition wall portion 25 includes a dash panel 26 (dash lower panel) and a cowl panel 27 connected to the upper end of the dash panel 26, that is, the front end position of the vehicle compartment portion 2, that is, A vertical wall is provided at a position between the vehicle compartment 2 and the engine room E (see FIG. 1), and the vehicle compartment 2 and the engine room E are partitioned.

  Although the dash panel 26 extends in the vehicle width direction and the vertical direction and is not shown in the drawing, the lower part thereof extends downward and inclines backward, and the lower end thereof is joined to the front end of the floor panel 28 (not shown). Further, as shown in FIG. 2, a concave portion 26 a that swells upward is formed in the vehicle width direction central portion of the lower portion of the dash panel 26. The recess 26a is joined to the front end of the tunnel portion 29 formed in the center of the floor panel 28 in the vehicle width direction (not shown), and the space below the tunnel portion 29 and the engine room E are connected in the vehicle front-rear direction. Communicate.

  The cowl panel 27 has a rigidity to support the inclined lower part of the front window glass (not shown) inclined downward through the filler from the lower side over substantially the entire vehicle width direction and extends in the vehicle width direction. Exist.

  As shown in FIGS. 4 and 6, the cowl panel 27 includes a lower wall portion 271 that extends substantially horizontally in the vehicle longitudinal direction, a vertical wall portion 272 that rises upward from the rear end of the lower wall portion 271, and the vertical wall portion. An orthogonal cross section in the vehicle width direction is integrally formed in a substantially S shape with an upper wall portion 273 extending substantially horizontally from the upper end of 272 to the rear.

As shown in FIGS. 2 and 4, in the partition wall portion 25, an upper portion of the dash panel 26 has a cowl box front wall portion 261 extending upward from the upper end of the dash panel 26 and a cowl panel 27. A grooved cowl box 20 is formed that opens upward over substantially the entire direction.
That is, as shown in FIG. 4, the vertical wall portion 272 of the cowl panel 27 is formed as a rear wall portion of the cowl box 20 so as to face the cowl box front wall portion 261 on the rear side.

  Although not shown, the suspension has a double wishbone suspension structure, and a knuckle that rotatably supports the front wheels of the vehicle 1 and a vehicle width direction outer side are connected to a lower portion of the knuckle, and a vehicle width direction inner side is a vehicle body. A lower arm connected to the upper side, an upper arm connected to the vehicle body on the outer side in the vehicle width direction, and an upper arm connected to the vehicle body on the inner side in the vehicle width direction, an extendable front connected to the vehicle body on the upper end and connected to the lower arm It is comprised of a suspension damper (hereinafter abbreviated as “damper”).

  As shown in FIGS. 1 and 2, the suspension support structure 4 connects a pair of left and right frame members 41 arranged at a predetermined interval in the vehicle width direction and the vicinity of the lower ends of the left and right frame members 41. A suspension cross 42, a lower cross member 43 that connects the lower parts of the left and right skeleton members 41, an upper cross member 44 that connects the upper parts of the left and right skeleton members 41, and an upper side at a position slightly above the vehicle. A pair of left and right box members 45 joined to the cross member 44 and a pair of left and right inclined frames 46 connecting the skeleton member 41 and the suspension cross 42 are configured.

  The shock absorbing structure 6 includes a pair of left and right shock absorbing members 61 connected to the front ends of the left and right skeleton members 41, and a front bumper beam (not shown) that connects the front ends of the shock absorbing members 61 in the vehicle width direction. ing.

  The shock absorbing member 61 extends in the vehicle front-rear direction and is formed over the entire length excluding the rear end in the vehicle front-rear direction.

  A rear end connecting portion 61 a (see FIGS. 1 and 2) connected to the front surface of the skeleton member 41 is formed in a substantially flat plate shape at the rear end of the shock absorbing member 61. The rear end connecting portion 61a extends outward in the vehicle width direction of the shock absorbing member 61 in such a manner that the open section space of the shock absorbing member 61 is closed from the rear end side so as not to open rearward.

  As shown in FIGS. 1 and 2, the frame member 5 includes a side-side upper frame 51, a center-side frame 52, a side-side frame 53, a side-side lower frame 54, a center-side lower frame 55, and a reinforcement. A pair of left and right frames 56 are provided.

These frame members 5 (51 to 56) are all formed in an extruded hollow shape, and among these, the frame members 5 (51 to 55) other than the reinforcing frame member 56 are on the left and right sides. The portion 2 and the skeleton member 41 extend linearly so as to be connected.
1 and 2 is a reinforcing panel for connecting the side frame 53 and the side lower frame 54 from the outside in the vehicle width direction.

  As shown in FIG. 1, the tower bar 7 is a hollow damper support portion reinforcing frame that reinforces a later-described damper support portion 183 (shown only on the left side of the vehicle body in FIG. 2) that supports the damper. One linear part 7a (beam-like part) joining the front end to the upper surface of one side (right side) of the member 41 and joining the rear end to the rear end of the other side (left side) of the left and right center side frames 52 (FIG. 1) and the other linear portion that joins the front end to the upper surface of the other side (left side) of the left and right skeleton members 41 and joins the rear end to the rear end of one side (right side) of the left and right center side frames 52. 7a (see the same figure), and a pair of linear portions 7a are integrally formed in a cross shape in a plan view. The tower bar 7 may be formed by joining metal square members so as to form a cross shape, or may be integrally formed with a fiber reinforced resin (carbon fiber reinforced plastic in this example). .

Subsequently, each component of the above-described suspension, suspension support structure 4, and frame member 5 will be described in further detail.
First, although not shown, the damper of the suspension is configured integrally with a damper main body that can extend and contract substantially in the vehicle vertical direction and a spring that expands and contracts in accordance with the expansion and contraction of the damper main body. In this damper, an upper connecting portion which is an upper end is connected to a skeleton member 41 via a damper support portion 183 (see FIG. 1) which will be described later, and a lower connecting portion (not shown) which is a lower end is connected to a lower arm. .

  Further, as shown in FIGS. 1 and 2, the skeleton member 41 of the suspension support structure 4 is a vehicle body skeleton member that constitutes the front body of the vehicle 1, and absorbs shock during a frontal collision (front collision) of the vehicle 1. A function of forming a part of a load path for transmitting a collision load (front collision load) transmitted from the structure 6 to the vehicle compartment 2 side (rear side of the vehicle body) via the frame member 5 and a suspension (not shown) are shaken. This is an aluminum die-cast member having a function of supporting it in a movable manner.

  As shown in FIGS. 1 and 2, the skeleton member 41 protrudes from the skeleton main body 41A (see FIG. 2) and the inner and outer sides in the vehicle width direction so as to surround the edge of the skeleton main body 41A. The plate-shaped contour portion 41B is integrally formed in a frame shape (substantially rectangular shape) having an opening 41s (hereinafter referred to as “center opening 41s”) (see FIG. 2) in the center in a side view.

  Specifically, as shown in FIG. 2, the skeleton member 41 includes an upper skeleton portion 411 extending in the vehicle longitudinal direction so as to constitute an upper frame of the skeleton member 41, and a vehicle so as to constitute a lower frame of the skeleton member 41. A lower skeleton portion 412 extending in the front-rear direction, a front skeleton portion 413 that connects substantially front ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vehicle vertical direction so as to constitute a front frame of the skeleton member 41, and A rear skeleton portion 414 that connects substantially rear ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vertical direction of the vehicle is integrally formed so as to constitute the rear frame of the skeleton member 41.

  More specifically, as shown in FIG. 2, the upper skeleton 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, and further, the front upper corner portion Further, the rear upper corner portion is formed in a shape inclined in a chamfered shape in a side view.

  Similarly, the lower skeleton portion 412 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. On the other hand, the front skeleton portion 413 and the rear skeleton portion 414 are formed in a substantially rectangular shape in a side view in which the length in the vehicle vertical direction is longer than the length in the vehicle front-rear direction in the side view.

  Furthermore, as shown in the figure, the front surfaces of the upper skeleton portion 411 and the front skeleton portion 413 are each formed in a vertical wall shape extending continuously in the vertical direction by forming the contour portion 41B.

  As shown in FIG. 2, the upper skeleton portion 411 of such a skeleton member 41 supports the upper end (damper top) of a damper (not shown) at the center in the front-rear direction on the outer surface in the vehicle width direction. A damper support portion 183 is provided.

  The damper support portion 183 pivotally supports the upper connecting portion (not shown) of the damper via a shaft member (not shown) that extends through the upper connecting portion and extends in the vehicle front-rear direction. Thus, the damper support portion 183 pivotally supports the damper with the shaft member as a rotation axis so that the damper can swing.

  As shown in FIG. 2, the upper surface of the skeleton member 41, the front upper rear lower inclined surface of the rear upper corner, and the rear surface are joined to connect the front ends of the plurality of frame members 5 (51 to 55). Portions 41a to 41e are formed.

  Among these joined parts 41a to 41e, as shown in FIG. 2, the side-side upper frame joined part 41a that joins the front end of the side-side upper frame 51 is the damper support part 183 on the upper surface of the upper skeleton part 411. It is formed in the part immediately above.

  Further, the front end of the tower bar 7 (the pair of linear portions 7a) is also joined to the upper surface of the skeleton member 41 as described above, as in the case of the side upper frame 51 (see FIG. 1). Specifically, the front end of the tower bar 7 is joined to the front portion of the side-side upper frame joined portion 41a (see FIG. 1), but the front end of the tower bar 7 is also connected to the damper support portion 183. It is joined to the portion directly above (see FIGS. 1 and 2).

  As shown in FIGS. 1 and 2, the center-side frame joined portion 41 b that joins the front end of the center-side frame 52 among the joined portions 41 a to 41 e described above is a front portion at the rear upper corner portion of the upper skeleton portion 411. It is formed by upper and lower inclined surfaces (see FIG. 2).

  That is, as shown in FIGS. 1 to 6, the center side frame 52 has a front end joined to the center side frame joined portion 41 b of the skeleton member 41, and a rear end of the tunnel frame 24 at the partition wall portion 25 in the vehicle longitudinal direction. It is joined to the front end, and is arranged in such a posture that it is inclined upward in the rear direction in the side view (refer to FIGS. 2, 4 to 6) and inclined inward in the vehicle width direction in the plan view. (See FIGS. 1 and 3).

  On the other hand, as shown in FIG. 2, the front surface of the skeleton member 41 described above has a shock absorbing structure in a range from the vicinity of the vehicle center in the vertical direction of the upper skeleton portion 411 to the vicinity of the approximate center of the vehicle skeleton portion 413 in the vertical direction of the vehicle. The shock absorbing member 61 (the rear end connecting portion 61a (see FIG. 1) of the shock absorbing member 61) of the body 6 is configured as a vertical wall-like rear end connected portion 41f to which the body 6 is connected.

  That is, as shown in FIG. 2, the rear end connected portion 41 f on the front surface of the skeleton member 41 is configured at a position straddling the upper skeleton portion 411 and the front skeleton portion 413 in the vertical direction. It is configured at a position offset downward with respect to the center side frame joined portion 41b provided at the rear (that is, a low position).

  As described above, since the center side frame 52 is disposed in a posture inclined in front and rear and rear and upper directions in a side view of the vehicle (see FIG. 2), the extension line 52x extending linearly forward in the longitudinal direction thereof. Intersects the rear end connected portion 41f of the skeleton member 41 (in other words, the rear end connecting portion 61a of the shock absorbing member 61 (see FIG. 1)).

  Further, as shown in FIGS. 1 and 2, a set plate 47 to which an impact absorbing member 61 of an impact absorbing structure 6 to be described later is attached is joined to the rear end connected portion 41f of the skeleton member 41. The rear end connecting portion 61 a of the shock absorbing member 61 is fastened and fixed via the plate 63.

  Incidentally, as described above, the rear end of the center side frame 52 and the front end of the tunnel frame 24 are connected to each other. In particular, as shown in FIGS. 3 to 7, FIG. On the other hand, they are connected to each other via a connecting member 70 directly adjacent to each other.

  As shown in FIG. 1, the connecting member 70 has a partition wall portion 25 (a cowl box front wall) from the left and right sides with respect to a recess 26 a (see FIGS. 2 and 11) formed at the center lower portion of the dash panel 26 in the vehicle width direction. A pair of left and right parts are arranged so as to form a range extending to the upper end of the portion 261).

  As shown in FIGS. 3 to 6, the pair of left and right connection members 70 includes a partition wall forming portion 71 having a vertical wall shape, a center side frame connection portion 72 protruding forward from the partition wall forming portion 71, and protruding rearward. And a tunnel frame connecting portion 73 to be formed.

  As shown in FIGS. 2, 10, and 11, the connecting panel 8 is disposed above the recess 26 a (see FIGS. 2 and 11) formed in the center lower portion of the dash panel 26 in the vehicle width direction. Has been. As shown in FIG. 11, the lower part of the connection panel 8 extends rearward as it is connected to the front end of the tunnel part 29 (see FIG. 1) formed in the center of the floor panel 28 in the vehicle width direction. Yes.

  As shown in FIGS. 3 to 7, 10, and 11, the pair of left and right partition forming portions 71 includes a rear end of the center side frame 52 and a front end of the tunnel frame 24 in the front view of the partition portion 25 on each of the left and right sides. Are connected in the vehicle width direction via a connection panel 8 (see FIGS. 10 and 11).

  That is, as shown in FIG. 1, the pair of left and right connection members 70 and the connection panel 8 are disposed so as to form the center upper portion in the vehicle width direction of the partition wall portion 25, and are provided in the pair of left and right connection members 70. Each partition forming portion 71 and the connecting panel 8 form a vertical wall surface that is substantially flush with the dash panel 26 and the cowl box front wall portion 261 in the vehicle width direction and the vertical direction.

  3 to 7, particularly, the center side frame connecting portion 72 is located at a position corresponding to the rear end of the center side frame 52 in a front view of the partition wall forming portion 71 having a vertical wall shape. The upper wall portion 721, the lower wall portion 722, and both the inner and outer side wall portions 723 in the vehicle width direction correspond to (join) the respective rear ends of the upper wall portion 52a, the lower wall portion 52b, and the vehicle width direction inner and outer side wall portions 52c and 52d. 724, and protrudes in the vehicle width direction outwardly with respect to the partition forming portion 71 (see FIGS. 1 and 3), and has a protruding shape that opens toward the protruding direction.

  As shown in FIGS. 3 to 6, 10, and 11, particularly FIGS. 10 and 11, the tunnel frame connecting portion 73 is located at a position corresponding to the front end of the tunnel frame 24 in a front view of the vertical wall-shaped partition wall forming portion 71. The upper wall portion 731, the lower wall portion 732, and the vehicle width direction inner and outer sides corresponding to (joining) the respective rear ends of the upper wall portion 24 a, the lower wall portion 24 b and the vehicle width direction inner and outer side wall portions 24 c and 24 d of the tunnel frame 24. It has both side wall portions 733 and 734 and protrudes in the vehicle width direction inward in the rearward direction with respect to the partition wall forming portion 71 (see FIGS. 1 and 10), and has a protruding shape that opens toward the protruding direction. is doing.

  4 to 6, the upper wall portion 731 of the tunnel frame connecting portion 73 is integrally formed with an upper wall upper portion 731a corresponding to the upper portion thereof and an upper wall lower portion 731b corresponding to the lower portion thereof. Of these 731a and 731b, the upper wall upper part 731a and the lower wall part 271 of the cowl panel 27 form a cowl box lower wall part 262 (see FIGS. 4 and 6).

  Specifically, the cowl box 20 is provided over the entire upper portion of the dash panel 26 extending in the vehicle width direction, and the cowl box lower wall portion 262 corresponding to the bottom surface thereof is basically formed only by the lower wall portion 271 of the cowl panel 27. Although formed, only a portion corresponding to the pair of left and right connection members 70 in the vehicle width direction is formed by the lower wall portion 271 and the upper wall upper portion 731a of the cowl panel 27.

  More specifically, the upper surface of the upper wall portion 731 (upper wall upper portion 731a) is formed by a flat horizontal surface. The lower wall portion 271 of the cowl panel 27 is joined and supported with its lower surface in contact with the upper surface of the upper wall portion 731.

  That is, the upper wall portion 731 of the tunnel frame connecting portion 73 is integrally formed with an upper wall upper portion 731a that forms a part of the cowl box lower wall portion 262.

  Of the upper wall portion 731, the upper wall lower portion 731b has substantially the same thickness (width in the vertical direction) as the lower wall portion 732 of the tunnel frame connecting portion 73, for example. That is, the upper wall portion 731 of the tunnel frame connecting portion 73 is composed of the upper wall lower portion 731b having such a plate thickness and the upper wall upper portion 731a having substantially the same plate thickness as the upper wall lower portion 731b. The wall portions 732, 733, and 734 (see FIGS. 10 and 11) such as the lower wall portion 732 are formed thicker than the plate thickness.

  Further, as shown in FIGS. 4 and 6, the upper wall portion 731 of the tunnel frame connection portion 73 extends the upper wall lower portion 731b backward from the upper wall upper portion 731a (the cowl box lower wall forming portion), While being thick, the front end of the upper wall portion 24a of the tunnel frame 24 is allowed to be fitted.

  Further, as described above, a part of the upper wall portion 731 (upper wall upper portion 731a) of the tunnel frame connection portion 73 is formed so as to form a part of the cowl box lower wall portion 262, so that the tunnel frame connection portion 73 is formed. Can be provided immediately adjacent to the cowl box 20. On the other hand, as shown in FIGS. 4 to 6, the upper wall portion 721 of the center side frame connection portion 72 is located at a position corresponding to the upper wall portion 731 of the tunnel frame connection portion 73 in front of the vehicle with the partition wall forming portion 71 therebetween. In this way, not only the tunnel frame 24 but also the center side frame 52 can be connected to the cowl box 20 so as to be directly adjacent thereto.

As shown in FIGS. 3 to 7, the partition wall forming portion 71 is formed such that the upper wall portion 721 of the center side frame connecting portion 72 and the upper wall portion 731 of the tunnel frame connecting portion 73 are disposed on the front wall of the cowl box. A cowl box front wall forming part 711 that forms part of the part 261, and a lower part of the cowl box front wall part 261 is formed as a dash panel forming part 712 that forms part of the dash panel 26. Yes.
In addition, the upper part of the cowl box front wall formation part 711 inclines back toward the upper part (refer the same figure).

  As shown in FIGS. 3, 5, and 7, in particular, FIG. 7, a plurality of front reinforcing ribs 74 (straddling the partition forming part 71 and the center side frame connecting part 72 are provided on the front side of the partition forming part 71. 741-744).

  As shown in FIG. 7 in particular, the front side reinforcing rib 74 includes a lower wall portion 722, an upper wall portion 721, and inner and outer side wall portions 723 and 724 in the vehicle width direction and a partition wall forming portion 71. A front lower wall reinforcing rib 741, a front upper wall reinforcing rib 742, a front vehicle width direction inner wall reinforcing rib 743 (743 a to 743 d), and a front vehicle width direction outer wall reinforcing rib 744 (744 a to 744 e) formed across the front surface. I have.

  The front lower wall reinforcing rib 741 extends downward from the inner end in the vehicle width direction of the lower wall portion 722 of the center side frame connecting portion 72, and the front upper wall reinforcing rib 742 is an upper wall of the center side frame connecting portion 72. The portion 721 extends downward from the middle in the vehicle width direction.

  Front side vehicle width direction inner wall reinforcing ribs 743 (743a to 743d) are first and second front side vehicle width direction inner wall reinforcing ribs that extend inward in the vehicle width direction from the inner wall portion of the center side frame connecting portion 72 in the vehicle width direction. 743a, 743b, and third and fourth front side width direction inner wall reinforcing ribs 743c, 743d extending outward in the vehicle width direction.

  The first and second front side vehicle width direction inner wall reinforcing ribs 743a and 743b are respectively formed in the middle and lower end positions of the inner side wall portion 723 of the center side frame connecting portion 72 in the vehicle width direction.

  The third and fourth front side vehicle width direction inner wall reinforcing ribs 743c and 743d are the first and second front side vehicle widths in the upper and vertical directions of the inner side wall portion 723 of the center side frame connecting portion 72 in the vehicle width direction, respectively. It is formed between the direction outer wall reinforcement ribs 743a and 743b.

  The front vehicle width direction outer wall reinforcing ribs 744 (744a to 744e) are first to third front vehicle width direction outer walls that extend outward from the outer wall portion 724 in the vehicle width direction of the center side frame connecting portion 72 in the vehicle width direction. Reinforcing ribs 744a to 744c and fourth and fifth front side vehicle width direction outer wall reinforcing ribs 744d and 744e extending inward in the vehicle width direction are provided.

  The first to third front-side vehicle width direction outer wall reinforcing ribs 744a to 744c are formed at substantially upper ends of the center-side frame connection portion 72 in the vehicle width direction at the upper end, the middle in the vertical direction, and the lower position, respectively. Yes.

  The fourth and fifth front vehicle width direction outer wall reinforcing ribs 744d and 744e are the first and second front vehicle width direction outer wall reinforcements in the vertical direction of the outer wall portion 724 of the center side frame connection portion 72 in the vehicle width direction. The ribs 744a and 744b are formed between the second and third front side widthwise outer wall reinforcing ribs 744b and 744c, respectively.

  Of these front side reinforcing ribs 74, the center side frame 52 (see FIG. 1) that extends inwardly in the vehicle width direction by the first to third front side vehicle width direction outer wall reinforcing ribs 744a to 744c has a rear end. The center side frame connecting portion 72 is supported so as to be stretched and supported at the rear end of the center side frame 52 in order to prevent the position of the center side frame 52 from shifting to the inside in the vehicle width direction (in other words, falling to the outside in the vehicle width direction of the partition wall portion 25). Reinforce.

  Further, as shown in FIGS. 3, 5, 6, 10, and 11, particularly, in FIG. 11, a plurality of bridges straddling the partition wall formation portion 71 and the tunnel frame connection portion 73 are provided on the rear side of the partition wall formation portion 71. Rear reinforcing ribs 75 (75a to 75f) are formed.

  In particular, as shown in FIG. 11, the rear reinforcing rib 75 is provided in the vehicle width direction from the inner edge in the vehicle width direction of the upper wall 731 of the tunnel frame connecting portion 73 and the upper, lower, and lower end portions of the inner wall portion 733 in the vehicle width direction. First to fourth rear reinforcing ribs 75a to 75d extending substantially horizontally inward, and a fifth extending downward and inward in the vehicle width direction from the inner edge in the vehicle width direction of the lower wall portion 732 of the tunnel frame connecting portion 73. A rear reinforcing rib 75e and a sixth rear reinforcing rib 75f extending vertically downward from the inner edge in the vehicle width direction of the lower wall portion 732 of the tunnel frame connecting portion 73 are provided.

  As shown in FIGS. 1 to 9, the rear end of the tower bar 7 (the pair of linear portions 7a) is connected to the rear end of the center side frame 52 as described above. 4. As shown in FIG. 5, it is connected to the rear end of the center side frame 52 via a mounting bracket 80.

  The mounting bracket 80 is joined to these so as to straddle the rear end of the center side frame 52 and the upper part of the partition wall forming part 71 (the cowl box front wall forming part 711).

  As shown in FIGS. 4 to 8, the mounting bracket 80 is attached to the center side frame 52 and attaches the tower bar 7. The mounting bracket 80 extends upward from the rear end of the main body 81 and extends to the cowl box front wall forming portion. And a partition wall attaching portion 82 attached to the front surface of 711.

  As shown in FIGS. 3, 4, 8, and 9, the main body 81 includes an upper wall portion 52 a (upper surface portion) of the center side frame 52 and side wall portions 52 c and 52 d (both side surface portions) on each side in the vehicle width direction. ) And the side wall portions 84 and 85 on both sides in the vehicle width direction and horizontally from the upper ends of the side wall portions 84 and 85 to the opposite directions in the vehicle width direction. (See FIGS. 3, 4, and 8).

  The main body 81 is welded so that the center side frame 52 is sandwiched by the side walls 84 and 85 on the upper side and both sides in the vehicle width direction with respect to the center side frame 52 (FIGS. 3, 5, 7, and 7). 9).

  As shown in FIGS. 4 to 9, a bulging portion 87 that bulges upward with respect to the upper surface portion of the center side frame 52 is formed on the upper wall portion 83. It is formed from the front part to the rear end (see FIGS. 4 to 6 and FIG. 8).

  The front portion of the upper wall portion 83 from the bulging portion 87 can be welded to the upper surface portion of the center side frame 52 in a surface contact state, and corresponds to the center side frame 52 inclined in the front lower rear upper direction. (See FIGS. 4 to 7).

On the other hand, the upper surface 871a of the bulging portion 87 is formed in a flat horizontal plane, and is formed as a seating surface for fastening the rear end of the tower bar 7 (FIGS. 4, 5, and 7 to 9). reference).
As described above, the mounting bracket 80 achieves both excellent mounting properties with respect to the center side frame 52 and the tower bar 7.

  As shown in FIGS. 4, 6, and 9, a space opened downward is formed inside the bulging portion 87, and an upper wall portion 871 having a horizontal upper surface 871 a in the bulging portion 87 is formed on the upper wall portion 871. A boss portion 872 extending downward (inside the bulging portion 87) from a substantially center in plan view is provided.

  The boss portion 872 is formed with a fastening hole 872h (screw hole) penetrating in the axial direction and opening upward from the upper surface 871a of the upper wall portion 871. The lower end of the boss portion 872 is formed to have a length that reaches below the upper wall portion 52a (upper surface portion) of the center side frame 52 (see the same figure). Correspondingly, a clearance hole 52h that allows the lower portion of the boss portion 872 to be inserted is formed at a position corresponding to the boss portion 872 in a plan view on the upper wall portion 52a of the center side frame 52. (See the figure).

As shown in FIGS. 4 to 9, the rear end of the tower bar 7 is fastened to the upper surface 871 a of the bulging portion 87 using a fastener 90 including a boss member 91 and a bolt B.
Specifically, a boss member 91 is interposed between the rear end of the tower bar 7 and the upper surface 871a of the bulging portion 87 as a seating surface, and a through hole 91h (through the axial direction of the boss member 91 is formed. Fastening is performed by inserting the bolt B through the fastening hole 872h formed through the boss portion 872 of the bulging portion 87 from FIG.

  Further, the flange portion 86 extends substantially horizontally from the front end to the rear end of the side wall portions 84 and 85 on both the inner and outer sides in the vehicle width direction of the main body 81 toward the inner and outer sides in the vehicle width direction (see FIG. 3). 7 to 9), the rear end is formed to be wide (see FIGS. 3, 7, and 8). Further, the collar portion 86 is rearward from the front ends to the rear ends of the side walls 84 and 85 on both the inner and outer sides in the vehicle width direction so that the rear end thereof has the same height as the rear end of the upper wall portion 871 of the bulging portion 87. It extends in a linearly inclined manner upward (see FIGS. 5, 7, and 8).

  As a result, the main body 81 has a rear width at which the rear end of the bulging portion 87 (upper wall portion 871) and the wide rear end of the flange 86 on each of the left and right sides are substantially the same height. It is formed so as to extend in a substantially straight line in the direction. That is, the main body portion 81 is formed with the widest rear end in the front-rear direction (see FIGS. 3, 7, and 8).

  The partition wall mounting portion 82 is formed so as to extend upward from the entire vehicle width direction of the wide rear end of the main body portion 81 (see FIGS. 4 to 8). The rear surface is joined so as to have a contact area as large as possible with respect to the front surface of the forming portion 71 (see FIG. 7).

  As shown in FIGS. 5 to 9, the mounting bracket 80 is formed with a plurality of bracket first reinforcing ribs 88 a straddling the upper surface 871 a of the main body portion 81 and the front surface of the partition wall mounting portion 82. In this example, the bracket first reinforcing rib 88a is formed so as to extend upward from a total of three locations including the left and right sides of the upper surface 871a of the bulging portion 87 and the upper surface of the flange 86 on the inner side in the vehicle width direction. (See FIGS. 5 to 7).

  Furthermore, the mounting bracket 80 is formed with bracket second reinforcing ribs 88b straddling the lower surface of the flange portion 86 and the side wall portions 84 and 85 on the inner and outer sides in the vehicle width direction (FIGS. 3, 7, and 5). 8). In the present example, the bracket second reinforcing rib 88b extends downward from three locations of the rear portion of the flange portion 86, the middle portion in the front-rear direction, and the front portion on each of the inner and outer sides of the mounting bracket 80 in the vehicle width direction. It is formed to do.

  The mounting bracket 80 is formed with bracket third reinforcing ribs 88c that straddle the upper surface of the flange portion 86 and the side wall portion and the front wall portion on the inner and outer sides of the bulging portion 87 in the vehicle width direction (FIGS. 5 to 5). 8). In this example, the bracket third reinforcing rib 88c is formed to extend upward from the front and rear sides of the flange portion 86 and the left and right sides of the upper wall portion 83 on the inner and outer sides of the mounting bracket 80 in the vehicle width direction. Has been.

  As described above, the front body structure of the vehicle 1 according to the present embodiment has the tower bar 7 bridged between the upper portion of the damper support portion 183 that supports the damper 34 provided in the suspension 3 and the rear body member. A vehicle body front body structure including a center side frame 52 connected to a front end of a tunnel frame 24 provided at an upper portion of a tunnel portion 29 (center tunnel) on a vehicle compartment portion 2 (cabin) side. E (see FIG. 1) side, and the rear end of the tower bar 7 is connected to the rear end of the center side frame 52 adjacent to the partition wall 25 that partitions the compartment 2 and the engine room E (FIG. 1). reference).

  According to the above configuration, the center side frame 52 as a vehicle body rigid member that forms a part of the load path to the rear of the vehicle of the collision load at the time of frontal collision of the vehicle without connecting the rear end of the tower bar 7 to the partition wall 25. By connecting to the rear end, the center side frame 52 can be used to increase the connection rigidity of the rear end of the tower bar 7 to the vehicle body member side.

  Therefore, the effect of improving the rigidity of the damper support portion 183 by bridging the tower bar 7 between the upper portion of the damper support portion 183 and the vehicle body member behind the damper support portion 183 can be further enhanced.

  According to the aspect of the present invention, the rear end of the tower bar 7 is connected to the center side frame 52 via the mounting bracket 80 (see FIGS. 1 and 3 to 9), and the mounting bracket 80 is connected to the center side. It is attached across the frame 52 and the partition wall 25 (see FIGS. 3 to 7).

  According to the above configuration, the rigidity of the rear end of the tower bar 7 can be more efficiently improved by utilizing the rigidity of the partition wall 25 in addition to the rigidity of the center side frame 52.

  According to the aspect of the present invention, both the frames 52 and 24 are connected directly below the cowl box 20 provided in the partition wall portion 25 (see FIGS. 1 to 3, FIGS. 5 to 7, 10 and 11). The mounting bracket 80 is mounted across the center side frame 52 and the cowl box front wall forming portion 711 forming a part of the cowl box 20 (see FIGS. 4 to 7).

  According to the above configuration, the rigidity of the cowl box 20 can be used to further improve the connection rigidity of the rear end of the tower bar 7 more efficiently.

  According to the aspect of the present invention, both the frames 52 and 24 are connected by the connecting member 70 which is integrally formed with the dash panel 26 and the cowl box 20 constituting the partition wall 25 (FIG. 4). To FIG. 7, FIG. 10, and FIG.

  According to the said structure, the rigidity of the connection part of both frames 52 and 24 can be improved with the connection member 70, and the connection rigidity of the tower bar 7 rear end can be improved further efficiently.

  According to this aspect of the present invention, the mounting bracket 80 includes a main body 81 (center side frame mounting portion) that is attached to the center side frame 52 and a partition wall mounting portion 82 that is attached to the partition wall portion 25 (see FIGS. 4 to 8). A bracket first reinforcing rib 88a (first reinforcing rib) straddling these 81 and 82 is formed (see FIGS. 5 to 8).

  According to the said structure, the attachment rigidity of the attachment bracket 80 attached ranging over the center side frame 52 and the partition part 25 can be improved.

  According to the aspect of the present invention, the mounting bracket 80 includes the upper wall portion 83 connected to the upper wall portion 52a (upper surface portion) (the upper surface portion) of the center side frame 52 (see FIGS. 4 to 8), Both side walls 84c and 85d are connected to both side walls 52c and 52d (internal and external side surfaces) (see FIGS. 5 and 7 to 9), and conflict with each other from the upper ends of both side walls 84 and 85. A bracket 86 extending horizontally in the direction (see FIGS. 3, 5, 7 to 9), and a bracket second reinforcing rib 88 b (second reinforcing rib) straddling the flange 86 and the side walls 84, 85. (See FIGS. 3, 5, 7, and 8).

  According to the said structure, the attachment rigidity to the center side flame | frame 52 of the attachment bracket 80 can be improved by formation of the bracket 2nd reinforcement rib 88b.

  Further, by forming the flange portion 86 on the mounting bracket 80, one end of the bracket second reinforcing rib 88b can be supported by the flange portion 86, so that the mounting bracket 80 is connected to the center side frame 52 of the mounting bracket 80. The bracket second reinforcing rib 88b for improving the mounting rigidity can be easily provided.

  According to the aspect of the present invention, the collar portion 86 is formed so as to become wider in the vehicle width direction toward the rear (see FIGS. 1, 3, 7, and 8).

  In this way, by forming the flange portion 86 so as to become wider in the vehicle width direction toward the rear, on the front side of the mounting bracket 80 joined so as to sandwich the center side frame 52 from above (see FIGS. 5 and 7 to 7). As shown in FIG. 9, the width of the collar portion 86 can be reduced so as not to be inadvertently increased.

  On the other hand, by forming the flange portion 86 wider toward the rear, the partition wall mounting portion 82 provided on the rear side of the mounting bracket 80 can be formed in a wide width including the wide flange portion 86.

  Accordingly, even if the flange portion 86 is provided on the mounting bracket 80, it is possible to reinforce the joint portions of both the frames 52 and 24 by increasing the joining strength to the cowl box front wall portion 261 while reducing the weight of the mounting bracket 80 as much as possible.

  According to this aspect of the present invention, the upper wall portion 871 of the mounting bracket 80 is formed with the bulging portion 87 that bulges upward with respect to the upper surface portion of the upper wall portion 52a of the center side frame 52 (FIGS. 4 to 8). (See FIG. 4, FIG. 6, FIG. 9), provided inside the bulging portion 87 is a boss portion 872 formed with a fastening hole 872 h extending downward from the horizontal upper surface 871 a of the bulging portion 87. ), And the tower bar 7 is connected to the bulging portion 87 via a fastener 90 screwed with the boss portion 872 (see FIGS. 4 to 8).

  As described above, the bulging portion 87 is formed on the upper wall portion 871 of the mounting bracket 80, and further, the upper surface 871a of the bulging portion 87 which becomes a seating surface when the tower bar 7 is fastened is formed horizontally, Since the rear end of the tower bar 7 can be screwed to the boss portion 872 in a state where the rear end of the tower bar 7 is installed on the horizontal upper surface 871a via the fastener 90, the fastening work efficiency is higher than the case where it is installed on an inclined seat Can be increased.

  Furthermore, by providing a bulging portion 87 that bulges with respect to the upper wall portion 871, the boss portion 872 provided in the bulging portion 87 is elongated according to the bulging amount (height) of the bulging portion 87. It can be formed by scaling. That is, the length of the boss portion 872 to which the fastener 90 is attached can be secured, and the fastening rigidity of the tower bar 7 to the attachment bracket 80 can be improved.

  According to the aspect of the present invention, the bracket third reinforcing rib 88c (third reinforcing rib) straddling the bulging portion 87 and the flange portion 86 is formed (see FIGS. 5 to 8).

  By forming the bracket third reinforcing rib 88c, the rigidity of the mounting bracket 80 can be improved.

  The present invention is not limited to the configuration of the above-described embodiment, and can be formed in various embodiments.

1 ... Vehicle 2 ... Cabin (cabin)
3 ... Suspension 5 ... Frame member (body member)
7 ... Tower bar 20 ... Cowl box 29 ... Tunnel part (center tunnel)
20 ... Cowl box 25 ... Bulkhead portion 24 ... Tunnel frame 26 ... Dash panel 52 ... Center side frame 70 ... Connection member 34 ... Damper 80 ... Mounting bracket 81 ... Main body (center side frame mounting portion)
82: Partition wall mounting portion 83: Upper wall portion 84 of the mounting bracket ... Inner side wall portion 85 of the mounting bracket in the vehicle width direction ... Outer wall portion 86 of the mounting bracket in the vehicle width direction ... Ridge portion 87 ... Swelling portion 88a ... 1 reinforcing rib (first reinforcing rib)
88b ... Bracket second reinforcing rib (second reinforcing rib)
88c ... Bracket third reinforcing rib (third reinforcing rib)
90 ... Fastener 183 ... Damper support part 712 ... Dash panel formation part (part of the dash panel)
711 ... Cowl box front wall forming part (part of cowl box)
871a ... Upper surface (upper surface of the bulging portion)
872h ... Hole for fastening 872 ... Boss part E ... Engine room

Claims (9)

A vehicle front body structure including a tower bar bridged between an upper portion of a damper support portion for supporting a damper provided for a suspension and a vehicle body member behind the damper support portion,
The engine room side is equipped with a center side frame connected to the front end of the tunnel frame provided on the cabin side center tunnel,
A vehicle front body structure in which a rear end of the tower bar is connected to the center frame adjacent to a partition wall that partitions the cabin and the engine room. The rear end of the tower bar is connected to the center side frame via a mounting bracket,
The vehicle front body structure according to claim 1, wherein the mounting bracket is mounted across the center side frame and the partition wall. Both the center side frame and the tunnel frame are connected directly below a cowl box provided in the partition wall, and the mounting bracket is mounted across the center side frame and the cowl box. Item 3. A front body structure of a vehicle according to Item 2. The vehicle front body structure according to claim 3, wherein the two frames are connected by a connecting member integrally formed with a dash panel constituting the partition wall and a part of the cowl box. The said mounting bracket is provided with the center side frame attachment part attached to the said center side frame, and the partition attachment part attached to the said partition part, The 1st reinforcement rib which straddles these attachment parts was formed in any one of Claim 2 thru | or 4 2. A front body structure of a vehicle according to item 1. The mounting bracket is
An upper wall connected to the upper surface of the center side frame;
And both side walls connected to both the inner and outer side surfaces in the vehicle width direction,
It includes a collar portion that extends horizontally in the opposite direction from each upper end of the both side wall portions,
The vehicle front body structure according to any one of claims 2 to 5, further comprising a second reinforcing rib extending over the flange and the side wall. The vehicle front body structure according to claim 6, wherein the flange portion is formed so as to become wider in the vehicle width direction toward the rear. A bulging portion bulging upward with respect to the upper surface portion of the center side frame is formed on the upper wall portion of the mounting bracket, and a horizontal upper surface portion of the bulging portion is formed inside the bulging portion. Including a boss portion formed with a fastening hole extending downward from
The front body structure of a vehicle according to claim 6 or 7, wherein the tower bar is connected to the bulging portion via a fastener that is screwed into the boss portion. The vehicle front body structure according to claim 8, wherein a third reinforcing rib is formed to straddle the bulging portion and the flange portion.

Images