JP3446678B2 - Car body front structure - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front structure of a vehicle body of an automobile, and more particularly, to front side members constituting front and rear skeleton members arranged on both left and right sides of a front compartment, and a front side member of the front compartment. The present invention relates to a structure around a connecting portion with a first cross member that constitutes an installed vehicle width direction frame member.

[0002]

2. Description of the Related Art When the front end portions of front side members on the left and right sides of a front compartment are joined to the end portions of a first cross member in the vehicle width direction, the first cross members are arranged offset below the front side members. For this reason, it is performed by using a separately formed connecting member having a closed cross-sectional structure (Japanese Patent Laid-Open No. HEI-1).
No. 1-34913).

[0003]

In recent years, in order to make the vehicle body lightweight and secure its rigidity at the same time, not only the above-mentioned front side member, the first cross member and their connecting members, but also the main skeleton part of the vehicle body, etc. Although it is constructed using a press-molded product or a cast-molded product made of a lightweight metal material such as an aluminum alloy, even in such a case, the front side member and the first cross member have the same closed cross section as described above. If it is rigidly connected with the connecting member of,
Due to the vertical offset between the front side member and the first cross member, if a collision input is applied to the first cross member during a frontal collision of the vehicle, the bending and twisting direction will be applied to the front side member via the connecting member. Moment inevitably acts on.

Therefore, according to the present invention, when a collision input is applied to the first cross member during a frontal collision of a vehicle, the bending force and the torsional force with respect to the front side member are absorbed by the connecting member, whereby the axial force is applied to the front side member. (EN) Provided is a vehicle body front structure in which only the front side member can be appropriately crushed and deformed in the front-rear direction to enhance the collision energy absorbing effect.

[0005]

According to the invention of claim 1, the front end portions of the front side members disposed in the front-rear direction on the left and right side portions of the front compartment, and the front side member on the front side portion of the front compartment are closer to each other. A vehicle body front structure in which a first cross member, which is offset in the vehicle width direction and is arranged in the vehicle width direction, is joined to an end portion in the vehicle width direction through a connecting member that is cast and molded from a lightweight metal material. The connecting member includes a side member connecting portion that is connected to a front end portion of the front side member,
A cross member connecting portion that is connected to an end portion of the first cross member in the vehicle width direction; and a bridge portion that connects the side member connecting portion and the cross member connecting portion, and
The bridge portion includes an upper wall that obliquely joins an upper portion of the side member connecting portion and an upper wall of the cross member connecting portion, and a bottom wall of the side member connecting portion that is formed in substantially the same shape as the upper wall in a projection plane. A lower wall that connects the side portion and the lower wall of the cross member connection portion substantially horizontally, and is surrounded by the upper and lower walls, the side member connection portion, and the cross member connection portion at an intermediate position in the front-rear direction of these upper and lower walls. It is characterized in that the rib wall formed integrally with them on the inner side is formed in an I-shaped cross section of a substantially triangular front face.

According to a second aspect of the present invention, the rib wall of the bridge portion according to the first aspect is formed parallel to the vehicle width direction axis of the first cross member.

According to the invention of claim 3, claims 1 and 2 are provided.
The side member connection part described in 1. is aligned with the upper and lower walls and the vertical walls continuous to the upper and lower walls on both sides in the vehicle width direction and the rib walls of the bridge part in the vehicle width direction on the same line,
A first socket having a lower wall and a rib wall formed integrally with the lower wall and a vertical wall in the vehicle width direction, the rib wall being integrally formed with the inner wall, and the front end of the front side member being fitted to the upper side of the side member connecting portion. And a second socket portion into which a rear end portion of the bumper stay of the front bumper is fitted is adjacent to each other in the front-rear direction with the rib wall as a boundary.

According to a fourth aspect of the invention, the lower side portion of the vertical wall on the outer side in the vehicle width direction of the side member connecting portion according to the third aspect is seen in plan view on the substantially central axis of the front side member. The feature is that they are formed so as to coincide with each other, and a tie-down portion is extended at the lower end thereof.

According to the invention of claim 5, claims 3 and 4 are provided.
The side member connecting part described in 1 above is provided with the first socket part and the second socket part offset in the vertical direction, and the first socket part and the second socket part are connected to each other with their rib walls facing each other. It is characterized in that reinforcing ribs are provided at corners formed in the upper and lower portions of the installation portion.

In the invention of claim 6, claims 1 to 5 are provided.
The cross member connection portion described in 1 is formed in an open cross section with the front side opened.

According to the invention of claim 7, claims 1 to 6 are provided.
The front end face of the connecting member described in 1 above is formed to be substantially flush with the front end face of the first cross member.

According to the invention of claim 8, claims 3 to 7 are provided.
The front side member described in 1 is arranged in a plane C shape in which the span between the left and right members decreases from the front end side to the rear end side, while the first socket portion of the side member connecting portion is the second socket portion. On the other hand, the central axis is formed at an angle that coincides with the central axis of the front side member.

[0013]

According to the invention as set forth in claim 1, the connecting member connecting the front side member and the first cross member is made of a cast molded product made of a lightweight metal material, and the side member is connected. Since the bridge portion connecting the portion and the cross member connection portion is formed in an I-shaped cross section by the upper wall, the lower wall, and the rib wall, the strength and rigidity in the vertical direction, the front-rear direction, and the vehicle width direction are high, Therefore, it is possible to sufficiently secure the rigidity of the connecting portion between the front side member and the first cross member, which is required as the frame member of the vehicle body front portion.

On the other hand, since the bridge portion is formed in an I-shaped open cross section as described above, the vehicle width direction axis (hereinafter referred to as the X axis) is generated by the collision input acting on the first cross member due to the frontal collision of the vehicle. The rigidity is relatively weak against the torsional moment acting around, and the bridge portion is formed in a substantially triangular shape on the front with the upper wall being the hypotenuse, and the rib wall is formed from the outer side in the vehicle width direction to the vehicle width direction. Since the height is lowered toward the inner side, the rigidity that the inner end in the vehicle width direction is relatively weak against the torsional moment acting around the longitudinal axis (hereinafter referred to as the Y axis). The rigidity characteristic is obtained.

As a result, the bridge portion as a whole is deformed (twisting force around the X-axis line) or the bridge portion is deformed with respect to torsional moments acting on the connecting members in all directions by the collision input acting on the first cross member. The outer end in the vehicle width direction is deformed (twisting force around the Z axis), or the inner end of the bridge portion in the vehicle width direction is deformed (twisting force around the Y axis), and the front side member is bent. Force and twisting force are absorbed by the connecting member, and only the axial force can be applied to the front side member, which allows the front side member to be satisfactorily crushed and deformed in the front-rear direction.
The impact energy absorption effect can be enhanced.

According to the invention of claim 2, claim 1
In addition to the effect of the present invention, since the rib wall of the bridge portion of the connecting member is formed parallel to the vehicle width direction axis of the first cross member, the input acting on the connecting member in the vehicle width direction is applied to the surface of the rib wall. Since it can be received as an internal force, mutual load transmission characteristics between the first cross member and the side member connecting portion are improved, and the joint rigidity between the front side member and the first cross member can be increased.

According to the third aspect of the invention, in addition to the effects of the first and second aspects of the invention, a first socket portion for fitting the front end portion of the front side member to the upper portion of the side member connecting portion is provided. Since the second socket portion that fits the bumper stay of the front bumper is adjacent to the front and rear direction with the intermediate rib wall as a boundary, the collision input acting from the bumper stay at the time of a frontal collision of the vehicle is directly applied to the front side. It can be transmitted to the member as an axial force.

Moreover, the input from the bumper stay is received by the upper and lower walls of the side member connecting portion, the vertical walls on both sides in the vehicle width direction, and the rib wall as a whole, and the rib wall and the rib wall of the bridge portion are received. And are aligned on the same line in the vehicle width direction, and the input acting on the rib wall of the side member connecting portion can be directly applied to the rib wall of the bridge portion as an in-plane force, By suppressing local deformation of the rib wall of the member connecting portion, the input from the bumper stay can be reliably applied to the front side member as an axial force, and the front side member is effectively crushed and deformed in the front-rear direction. be able to.

Further, since the bumper stay is fitted and coupled to the second socket portion, it is not necessary to form the bumper stay uniquely for each vehicle type in accordance with the sectional shape of the front side member. The bumper stay can be formed as a common component regardless of the vehicle type, which can contribute to cost reduction.

According to the invention of claim 4, claim 3
In addition to the effects of the invention described above, the lower portion of the vertical wall on the outer side in the vehicle width direction of the side member connecting portion is formed so as to coincide with substantially the central axis of the front side member in plan view, and the lower end of the vertical wall is tied to the tie. Since the down portion is formed, it is possible to prevent the traction input generated in the tie down portion when the vehicle is towed from acting on the front side member as a moment about the vertical axis (Z axis) thereof.

In particular, if the rib wall of the side member connecting portion is formed so as to be aligned with the rib wall of the bridge portion in the vehicle width direction on the same line, this traction input is applied to the rib wall of the bridge portion as its in-plane force. Since the transmission load can be imposed, the tie-down support rigidity can be increased.

According to the invention of claim 5, in addition to the effects of the inventions of claims 3 and 4, the first socket portion and the second socket portion of the side member connecting portion are formed with a vertical offset. Even if it is, the collision input acting on the bumper stay can be surely input as an axial force to the front side member by the reinforcing rib, and the front side member can be effectively deformed in the front-rear direction. .

According to the invention of claim 6, claim 1
In addition to the effects of the inventions of 5 to 5, the cross member connecting portion of the connecting member is formed in an open cross section with the front side open.
The first cross member can easily be fitted and connected, and the cross member connection part expands vertically in response to the torsional moment acting around the X axis due to the collision input acting on the first cross member due to the frontal collision of the vehicle. By deforming, the twisting force can be absorbed.

According to the seventh aspect of the present invention, the front end face of the connecting member is formed so as to be substantially flush with the front end face of the first cross member, so that the front member is connected to the first cross member at the time of a frontal collision of the vehicle. A collision input is applied to the member substantially at the same time, and an axial force is easily applied to the front side member, so that the front side member can be more favorably deformed in the front-rear direction.

According to the invention of claim 8, claim 3
In addition to the effects of the inventions of 7 to 7, even when the left and right front side members are arranged in a plane C shape due to the layout of the front compartment, the first socket portion of the side member connecting portion has the front side member. Since the front end of the front side member does not have to be bent in the vehicle width direction to connect with the side member connection part, the front side member can be properly aligned with the front side member during a frontal collision of the vehicle. Power can be applied.

Further, since the front side member can be formed in a straight shape, an extruded product of a lightweight metal material can be used as the front side member.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings.

In FIG. 14, a front compartment F separated by a dash panel 1 in front of the passenger compartment R.
The front side members 2 as front-rear direction skeleton members are arranged on both left and right sides of C.

As shown in FIG. 1, at the front end of the front compartments F and C, a first cross member 3 having, for example, a rectangular closed cross-section structure is arranged in the vehicle width direction as a vehicle width direction frame member. Since the first cross member 3 is arranged to be offset below the front side member 2, the front end portion of the front side member 2 and the vehicle width direction end portion of the first cross member 3 are connected to each other.
Are connected via.

In the embodiment shown in FIG. 1, the front side member 2 and the first cross member 3 are both extruded products made of a lightweight metal material such as an aluminum alloy, and the connecting member 4 is the same. The material is cast and formed.

The connecting member 4, as shown in FIGS.
The side member connecting portion 5 that is connected to the front end portion of the front side member 2, the cross member connecting portion 6 that is connected to the vehicle width direction end portion of the first cross member 3, and the side member connecting portion 5 and the cross member connecting portion 6. And a bridge portion 7 for connecting

The bridge portion 7 has a width in the front-rear direction that increases toward the inner side in the vehicle width direction, and an upper wall 8 that obliquely joins the upper portion of the side member connection portion 5 and the upper wall of the cross member connection portion 6, A lower wall 9 which is formed in substantially the same shape as the upper wall 8 in a projection plane and which joins the lower side of the side member connecting portion 5 and the lower wall of the cross member connecting portion 6 in a substantially horizontal manner, and these upper and lower walls 8 , 9
The upper and lower walls 8 and 9 and the rib wall 10 formed integrally with the upper and lower walls 8 and 9 inside the side member connecting portion 5 and the cross member connecting portion 6 at the intermediate position in The rib wall 10 is formed in an I-shaped cross section, and the rib wall 10 is formed parallel to the vehicle width direction axis X of the first cross member 3 to form a cross section taken along the line SA-SA to SF-SF in FIG.
10 to 10, the I-shaped cross section of the bridge portion 7 is gradually changed from the outer side to the inner side in the vehicle width direction.

The side member connecting portion 5 includes upper and lower walls 11,
12 and vertical walls 13 and 14 on both sides in the vehicle width direction that are continuous with these upper and lower walls 11 and 12, and these upper and lower walls 11 and 12
Also, the rib wall 15 formed integrally with the vertical walls 13 and 14 on both sides in the vehicle width direction is formed in an I shape in cross section.

The rib wall 15 is the rib wall 1 of the bridge portion 7.
0 on the same line in the vehicle width direction as the vehicle width direction, and the width dimension of the outer ends of the upper and lower walls 8 and 9 of the bridge portion 7 in the vehicle width direction is the vehicle width of the side member connecting portion 5. Formed in the same width as the vertical wall 14 on the inner side in the direction, and the width dimensions of the ends of the upper and lower walls 8, 9 on the inner side in the vehicle width direction are formed to be the same width as the cross member connecting portion 6. As shown in FIG. 11, the front end face of the connecting member 4 constituted by the cross member connecting portion 5, the cross member connecting portion 6 and the bridge portion 7 is formed substantially flush with the front end surface of the first cross member 3.

A first socket portion 16 into which the front end portion of the front side member 2 is fitted to the upper side portion of the side member connecting portion 5 and a rear bumper stay 22 of a front bumper 21 (a bumper armature is shown in the drawing). The second socket portion 17 into which the end portion is fitted is provided adjacent to the rib wall 15 in the front-rear direction.

In the embodiment shown in FIGS. 1 to 11, the first socket portion 16 has a horizontal rib wall 18 which is orthogonal to the rib wall 15 and is common to the second socket portion 17, and the vertical wall 1 on both sides in the vehicle width direction.
3, 14 are formed integrally with each other and are formed in the same rectangular shape as the outer shape of the front end portion of the front side member 2, while the second socket portion 17 has the lateral rib wall 18 and the upper wall 11.
The vertical rib walls 19 are integrally formed on the left and right sides of the bumper stay 22 so as to have the same rectangular shape as the outer shape of the bumper stay 22.

The lower portion of the vertical wall 13 on the outer side in the vehicle width direction is formed so as to coincide with the substantially central axis of the front side member 2 in a plan view, and is located below the lower wall 12 at its lower end. A protruding tie-down portion 20 is extended.

On the other hand, the cross member connecting portion 6 is formed in a square shape in accordance with the outer shape of the end portion of the first cross member 3 so that the end portion of the first cross member 3 can be fitted, and the front side is open. It is an open cross section.

The front end portion of the front side member 2 and the end portion of the first cross member 3 in the vehicle width direction are fitted to the corresponding first socket portion 16 of the connecting member 4 and the cross member connecting portion 6, respectively. The bumper stay 22 is welded and fixed in place, and the bumper stay 22 is fitted into the second socket portion 17 of the connecting member 4 and is pin-connected so as to be rotatable in the horizontal direction, for example.

According to the structure of the above embodiment, the connecting member 4 in which the front side member 2 and the first cross member 3 are connected is made of a cast molded product made of a lightweight metal material, and the side member connecting portion is also formed. The bridge portion 7, which connects the cross member 5 and the cross member connecting portion 6, has an upper wall 8 and a lower wall 9.
Since the rib wall 10 has an I-shaped cross section, the strength and rigidity in the up-down direction, the front-rear direction, and the vehicle width direction are high. It is possible to sufficiently secure the rigidity of the connecting portion with the cross member 3.

On the other hand, when a collision input acts on the central portion of the first cross member 3 during a frontal collision of the vehicle,
The first cross member 3 is the front side member 2
2 is offset downward and is connected to the front side member 2 via the connecting member 4, so that the connecting member 4 is shown in FIG. As shown in FIG. 1, the torsional moment about the X axis is indicated by the arrow a, the twisting moment about the Z axis is indicated by the arrow b, or the twisting moment about the Y axis is indicated by the arrow c. Center member 23 straddling cross member 3 and dash panel 1 (see FIG. 14)
When the center member 23 is bent and deformed in a downward V-shape as shown by the phantom line in FIG. 1, the central portion of the first cross member 3 becomes the same as the bending deformation. As it is twisted and deformed upward as shown by the phantom line in the figure, the torsion moment around the X-axis tends to increase.

However, since the bridge portion 7 of the connecting member 4 is formed in the I-shaped open section as described above,
The torsional rigidity of the entire connecting member 4 is relatively weak with respect to the torsional moment about the X-axis (arrow a).

The upper and lower walls 8 and 9 of the bridge portion 7 are increased in width in the front-rear direction toward the inner side in the vehicle width direction,
Since the width in the front-rear direction on the outer side in the vehicle width direction is reduced, as shown in FIG. 17, with respect to the twisting moment (arrow b) about the Z-axis, as shown in FIG. The torsional rigidity around the Z axis decreases as the outer SA-SA cross section is reached.

Further, the bridge portion 7 is formed in a substantially triangular shape on the front with the upper wall 8 being a hypotenuse, and the rib wall 10 is lowered in height from the outside in the vehicle width direction to the inside in the vehicle width direction. Therefore, as shown in FIG. 18, S with respect to the twisting moment around the Y-axis (arrow c) is outside the vehicle width direction.
The torsional rigidity around the Y-axis line decreases from the A-SA cross section to the SF-SF cross section on the inner side in the vehicle width direction.

As a result, the bridge portion 7 as a whole is deformed (twisting force about the X-axis) with respect to torsional moments acting on the connecting member 4 in all directions due to the collision input acting on the first cross member 3, or The outside end of the bridge portion 7 in the vehicle width direction is deformed (twisting force about the Z axis), or the inside end of the bridge portion 7 is deformed (twisting force around the Y axis), Bending force and twisting force on the front side member 2 are absorbed by the connecting member 4, and only the axial force can be applied to the front side member 2 so that the front side member 2 can be crushed and deformed well in the front-rear direction to absorb the collision energy. The effect can be enhanced.

In particular, in this embodiment, since the cross member connecting portion 6 of the connecting member 4 is formed to have an open cross section with the front side opened, it goes without saying that the first cross member 3 can be easily fitted and connected. As described above, with respect to the torsional moment acting around the X axis by the collision input acting on the first cross member 3 due to the frontal collision of the vehicle,
The twisting force can be absorbed by the cross member connecting portion 6 expanding and deforming in the vertical direction.

Further, since the rib wall 10 of the bridge portion 7 is formed parallel to the vehicle width direction axis of the first cross member 3, the input acting on the connecting member 4 in the vehicle width direction is applied to the surface of the rib wall 10. It can be received as an internal force, and therefore the first cross member 3 and the side member connecting portion 5
The mutual load transfer characteristics between the front side member 2 and the first cross member 3 can be improved.

On the other hand, on the upper side of the side member connecting portion 5, there are provided a first socket portion 16 into which the front end portion of the front side member 2 is fitted, and a second socket portion 17 into which the bumper stay 22 of the front bumper 21 is fitted. Are adjacent to each other in the front-rear direction with the intermediate rib wall 15 as a boundary, the collision input acting from the bumper stay 22 at the time of a frontal collision of the vehicle can be directly transmitted to the front side member 2 as an axial force.

Moreover, the input from the bumper stay 22 is received by the upper and lower walls 11, 12 of the side member connecting portion 5, the vertical walls 13, 14 on both sides in the vehicle width direction, and the rib wall 15 as a whole. The rib wall 15 and the rib wall 10 of the bridge portion 7
Are aligned on the same line in the vehicle width direction, and the input acting on the rib wall 15 can be directly applied to the rib wall 10 as an in-plane force thereof, thereby suppressing local deformation of the rib wall 15. Therefore, the input from the bumper stay 22 can be reliably applied to the front side member 2 as an axial force, and the front side member 2 can be effectively crushed and deformed in the front-rear direction.

Further, since the bumper stay 22 is fitted and coupled to the second socket portion 17, it is necessary to form the bumper stay 22 uniquely for each vehicle type according to the cross-sectional shape of the front side member 2. Therefore, the bumper stay 22 can be formed as a common component regardless of the vehicle type, which can contribute to cost reduction.

Further, the lower portion of the vertical wall 13 on the outer side in the vehicle width direction of the side member connecting portion 5 is formed so as to coincide with the substantially central axis of the front side member 2 in a plan view, and a tie is formed at the lower end thereof. Since the down portion 20 is formed, it is possible to prevent the traction input generated in the tie down portion 20 when the vehicle is towed from acting on the front side member 2 as a moment about its vertical axis (Z axis).

In particular, since the rib wall 10 of the side member connecting portion 5 is formed so as to be aligned with the rib wall 10 of the bridge portion 7 in the vehicle width direction on the same line as described above, this pulling input is applied to the bridge portion. Since the rib wall 10 of No. 7 can be transmitted as an in-plane force, the tie-down support rigidity can be increased.

Here, in the present embodiment, the front end face of the connecting member 4 is formed so as to be substantially flush with the front end face of the first cross member 3, so that the first cross member 3 and the connecting member 4 are brought into contact with each other at the time of a frontal collision of the vehicle. The collision input is applied to the front side members 2 at substantially the same time to facilitate the application of the axial force to the front side members 2.
When the front end surface of the first cross member 3 is arranged at a position close to the front bumper 21 in a plan view as shown in FIG. 12 according to the layout of FIG. The front end face of the cross member 3 is offset in the front-rear direction in a plan view, and accordingly, the connecting member 4 has a rear end face in a plan view opposite to the rear end face of the first cross member 3 contrary to the first embodiment. Although it may be configured so as to be substantially flush with each other, even with such an arrangement configuration, the function of the connecting member 4 itself is not significantly changed, and an effect substantially similar to that of the first embodiment can be obtained. You can

Similarly, the front compartment F
When the front bumper 21 is arranged to be offset downward from the front side member 2 as shown in FIG. 13 by the layout of C, the first socket portion 16 and the second socket portion 16 of the side member connecting portion 5 of the connecting member 4 are arranged. The portion 17 is formed by vertically offsetting it in accordance with the vertical offset of the front side member 2 and the front bumper 21. In this case, the connecting portion of the first socket portion 16 and the second socket portion 17 is formed. Reinforcing ribs 24 each having a triangular side surface are provided at the corners formed in the upper and lower portions to enhance the rigidity of the continuous portion.

Since the second socket portion 17 is provided with the vertical rib walls 19 on the left and right sides thereof, the reinforcing ribs 24 should be formed integrally with the vertical rib walls 19 on the same line in terms of strength and rigidity. Is desirable.

Therefore, as described above, the front bumper 21
Even if the first socket portion 16 and the second socket portion 17 are formed to be vertically offset due to the vertical offset arrangement of the front side member 2 and the front side member 2, the collision input acting on the bumper stay 22 is reinforced. The ribs 24 can surely input the axial force to the front side member 2 so that the front side member 2 can be effectively deformed in the front-rear direction.

Further, the front side member 2 is shown in FIGS. 14 to 1 because of its strength and rigidity, and because of the front-back crushing characteristic of the front compartments F and C.
As shown in FIG. 6, the front member 2A is formed in a circular cross section and the rear member 2B is formed in a rectangular cross section, and these are connected by a joint member 2C, and the left and right front side members 2 have a span between members on the front end side. Arrangement is performed in a plane C shape that becomes smaller from the side to the dash panel 1 side.

In this case, the first socket portion 16 provided in the side member connecting portion 5 of the connecting member 4 is provided with an annular rib wall 25 so that the end of the front member 2A having a circular cross section can be fitted and connected. The first socket portion 16 is formed so as to be inclined with respect to the second socket portion 17 at an angle θ whose center axis coincides with the center axis of the front side member 2.

In this way, the front compartment F
Left and right front side members 2 depending on the layout of C
Even when the front side member 2 is arranged in the shape of a plane C, the central axis of the first socket portion 16 of the side member connecting portion 5 is aligned with that of the front side member 2. Need not be bent in the vehicle width direction to be coupled with the side member connecting portion 5, and an axial force can be appropriately applied to the front side member 2 at the time of a frontal collision of the vehicle.

Further, since the front side member 2 can be formed in a straight shape, it can be easily extruded from a lightweight metal material.

As described in detail in each of the above embodiments, the front end portion of the front side member 2 and the first cross member 3
The end portion of the vehicle in the vehicle width direction is connected via the connecting member 4 in terms of strength and rigidity so that an axial force can be effectively applied to the front side member 2 at the time of a frontal collision of the vehicle. As shown in FIG. 1, the first cross member 3 and the radiator core support panel 26 are provided with a radiator 27.
When mounted and supported, the side portion of the radiator 27, the side portion of the connecting member 4, and the radiator core support panel 26.
A space S is formed between the lower side and the lower side.

Therefore, the shield plate 28 is integrally formed on the side portion of the connecting member 4 in a shape capable of closing the space S, so that the air after heat exchange that has passed through the radiator 27 is re-radiated from the space S again. It is possible to prevent blowback to the front side of the radiator 27, and improve the heat exchange performance of the radiator 27.

[Brief description of drawings]

FIG. 1 is a perspective view showing a main part of a first embodiment of the present invention.

FIG. 2 is a perspective view of the connecting member used in the first embodiment of the present invention as seen from the front.

FIG. 3 is a perspective view of the connecting member shown in FIG. 2 as viewed from the rear.

4 is a front view of the connecting member shown in FIG. 2. FIG.

5 is a sectional view taken along the line SA-SA in FIG.

6 is a cross-sectional view taken along the line SB-SB in FIG.

7 is a sectional view taken along the line SC-SC in FIG.

FIG. 8 is a sectional view taken along the line SD-SD in FIG.

9 is a sectional view taken along the line SE-SE of FIG.

10 is a cross-sectional view taken along the line SF-SF in FIG.

FIG. 11 is a plan view of one side portion in the vehicle width direction of FIG.

FIG. 12 is a plan view similar to FIG. 11 showing a second embodiment of the present invention.

FIG. 13 is a sectional view of a side member connecting portion of a connecting member according to a third embodiment of the present invention.

FIG. 14 is an overall perspective view showing a fourth embodiment of the present invention.

FIG. 15 is an exploded perspective view showing a main part of a fourth embodiment of the present invention.

FIG. 16 is a plan view showing a side member connecting portion of a connecting member according to a fourth embodiment of the present invention.

FIG. 17 is a characteristic diagram showing torsional rigidity around the Z axis of the bridge portion of the connecting member.

FIG. 18 is a characteristic diagram showing torsional rigidity around the Y-axis of the bridge portion of the connecting member.

FIG. 19 is a front view showing a fifth embodiment of the present invention.

[Explanation of symbols]

2 Front side members 3 First Cross Member 4 connected members 5 Side member connection 6 Cross member connection part 7 bridge 8 Upper wall of bridge 9 Lower wall of bridge 10 Bridge rib wall 11 Upper wall of side member connection 12 Lower wall of side member connection 13 Side wall outside the vehicle width direction 14 Side wall inside the vehicle width direction 15 Rib wall of side member connection 16 First socket part 17 Second socket part 20 Tie-down section 21 front bumper 22 Bumper stay 24 Reinforcing rib FC front compartment

Continuation of the front page (56) Reference JP-A-4-221275 (JP, A) JP-A-7-89454 (JP, A) JP-A-11-208392 (JP, A) JP-A-5-305878 (JP , A) JP 9-301216 (JP, A) JP 7-80570 (JP, A) JP 11-105745 (JP, A) JP 2-164675 (JP, A) JP 11-34913 (JP, A) JP 8-207825 (JP, A) JP 7-267142 (JP, A) Actual flat 1-161184 (JP, U) Actual flat 5-75073 (JP, U) Actual development 3-98182 (JP, U) Actual development Sho 59-186180 (JP, U) Actual development Sho 57-47480 (JP, U) (58) Fields surveyed (Int.Cl. ⁷ , DB name) ) B62D 21/15 B62D 25/20 B62D 21/02

Claims (8)

(57) [Claims] 1. A front end portion of a front side member disposed in the front-rear direction on both left and right sides of a front compartment and a front side portion of the front compartment, which are offset downward from the front side member and are disposed in the vehicle width direction. A vehicle body front structure in which an end in the vehicle width direction of a first cross member is connected via a connecting member that is cast and formed of a lightweight metal material, the connecting member being connected to a front end of a front side member. A side member connecting portion, a cross member connecting portion coupled to an end portion of the first cross member in the vehicle width direction, and a bridge portion connecting the side member connecting portion and the cross member connecting portion, and the bridge portion Is an upper wall that obliquely joins the upper portion of the side member connecting portion and the upper wall of the cross member connecting portion, and the upper wall and the projection A lower wall formed into a substantially identical shape on the surface and connecting the lower side portion of the side member connecting portion and the lower wall of the cross member connecting portion substantially horizontally, and the upper and lower walls at an intermediate position in the front-rear direction. A front part of a vehicle body of an automobile, characterized in that a wall and a rib wall integrally formed with the side member connecting part and the cross member connecting part inside are formed in an I-shaped cross section of a substantially triangular front face. Construction. 2. The vehicle body front structure according to claim 1, wherein the rib wall of the bridge portion is formed parallel to the vehicle width direction axis of the first cross member. 3. The side member connecting portion is aligned with the upper and lower walls and the vertical walls continuous with the upper and lower walls on both sides in the vehicle width direction and the rib walls of the bridge portion in the vehicle width direction on the same line. A rib wall formed integrally with the upper and lower walls and a vertical wall in the vehicle width direction and integrally formed with them, and a front side member front end portion is fitted to an upper side portion of the side member connection portion. The automobile according to claim 1 or 2, wherein one socket portion and a second socket portion into which a rear end portion of the bumper stay of the front bumper is fitted are adjacent to each other in the front-rear direction with the rib wall as a boundary. The front structure of the car body. 4. The lower portion of the vertical wall on the vehicle width direction outer side of the side member connecting portion is formed so as to coincide with the substantially central axis of the front side member in plan view, and a tie-down portion is provided at the lower end thereof. The vehicle body front structure according to claim 3, wherein the vehicle body front structure is extended. 5. The first socket portion and the second socket portion of the side member connecting portion are provided with a vertical offset, and the first socket portion and the second socket portion are opposed to each other with a rib wall as a boundary. 5. Reinforcing ribs are provided at the corners formed in the upper and lower portions of the continuous portion of the above.
The front structure of the vehicle body described in. 6. The vehicle body front structure according to any one of claims 1 to 5, wherein the cross member connection portion is formed in an open cross section with an open front side. 7. The vehicle body front structure according to claim 1, wherein the front end surface of the connecting member is formed so as to be substantially flush with the front end surface of the first cross member. . 8. The front side member is arranged in a plane C shape in which the span between the left and right members decreases from the front end side to the rear end side, while the first socket portion of the side member connecting portion is formed into the second socket portion. The vehicle body front structure according to any one of claims 3 to 7, wherein the central axis line is formed at an angle with the central axis line of the front side member with respect to the socket portion.