JP4894487B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure in which a connecting member for connecting a front side frame and an apron reinforcement along a suspension tower is provided.

In general, a pair of left and right front side frames extending in the front-rear direction of the vehicle in the right and left sides of the engine room, but the are through the kick-up portion arranged so as to be continuous with the floor panel lower portion of the floor frame, such as a head-on collision When an impact load is input to the above-mentioned front side frame at the time of a collision, there is a problem that the kick-up portion is broken or buckled.

  In order to solve such a problem, the vehicle body front structure disclosed in Patent Document 1 or Patent Document 2 has already been invented.

  In the structure disclosed in Patent Document 1, the connecting members provided in a straight line when viewed from the side are arranged such that the rear part of the apron reinforcement as the cowl side and the both ends of the cowl in the vehicle width direction from the position of the suspension tower in the front side frame The coupling member is welded to the outer peripheral surface of the suspension tower, and the front end portion of the coupling member is cowl side from the upper surface of the front side frame on the side of the front end portion of the suspension tower installation position (that is, the front wall portion of the suspension tower). The collision load acting on the front side frame is distributed to the apron reinforcement through the coupling member, and the suspension tower is reinforced by the coupling member.

  The structure disclosed in Patent Document 2 is provided with a front reinforcing member (front coupling member) for reinforcing the front side frame, the wheel arch portion, and the apron reinforcement at the front portion of the suspension tower, and the rear portion of the suspension tower. , A rear reinforcing member (rear coupling member) is provided as a load transmitting member so as to straddle the three parts of the front side frame, the suspension tower, and the dash lower panel, and the collision load acting on the front side frame is dispersed.

However, in each of these Patent Documents 1 and 2, since the coupling member is a so-called sheet metal stamp type member in which a plate member is bent, there is a problem that load distribution and load transmission are insufficient.
JP 2003-182633 A JP 2006-21590 A

Therefore, the lower end the invention provides a binding member that binds the front side frame and the apron reinforcement, and forming by bending a hollow member of closed cross section, said coupling member is fixed to the CFCs preparative side frame And an intermediate part that bends and rises from the lower end part and extends along the suspension tower to the apron reinforcement, and is bent backward from the intermediate part and extends rearward along the apron reinforcement and is coupled to the vehicle body. By providing a rear end portion, the load transmission from the front side frame to the apron reinforcement is reliably performed as compared with a structure in which a hollow cross section is formed between the body side member and a member on the vehicle body side by a sheet metal stamp method. Therefore, an object of the present invention is to provide a vehicle body front structure that can achieve sufficient load distribution.

The vehicle body front structure according to the present invention includes a pair of left and right front side frames, an apron reinforcement projecting forward from a hinge pillar, and a vehicle inner lower end portion coupled to the front side frame, and a vehicle outer upper end portion connected to the apron rain. A vehicle body front structure provided with a suspension tower coupled to a force and a coupling member that couples the front side frame and the apron reinforcement along the suspension tower, the coupling member being closed together are formed by bending a hollow member of a cross-sectional structure, and a lower end which is fixed to the upper SL front side frame, increases in bending from the lower end, extends to the apron reinforcement along the suspension tower portion An apron reinforcement member that is bent backward from the intermediate portion and the intermediate portion; And a rear end coupled to the vehicle body extends rearward along the lower end portion of the coupling member is coupled to the kick-up portion near the front side frame, an intermediate portion of the coupling member, for vertically An intermediate vertical piece portion disposed in the vehicle width direction, and a rear end portion of the coupling member is disposed in the front-rear direction from the intermediate horizontal piece portion. A reinforcing member for reinforcing a bent portion between the intermediate portion and the rear end portion of the coupling member is provided, the reinforcing member is disposed so as to bridge the intermediate portion and the rear end portion, and further, the coupling member The intermediate portion of the member has a shape along the upper surface portion and the side wall portion of the suspension tower portion, and covers a portion along the upper surface portion of the suspension tower portion of the coupling member and a portion along the sidewall portion of the suspension tower portion. A fixed panel is provided and fixed Nell and has a flange portion around both sections of the cover portion, by the flange portion is welded to the vehicle body, in which coupling member is fixed to the vehicle body.

  According to the above configuration, since the coupling member having the above-described lower end portion, intermediate portion, and rear end portion is formed by bending a hollow member having a closed cross-sectional structure, a structure using a sheet metal stamp type coupling member As compared with the above, load transmission from the front side frame to the apron reinforcement can be reliably performed, and sufficient load distribution can be achieved.

Further, a reinforcing member for reinforcing a bent portion between the intermediate portion and the rear end portion of the coupling member is provided, and the reinforcing member is disposed so as to bridge the intermediate portion and the rear end portion. Therefore, it is possible to prevent the bending portion where stress is concentrated from being bent by the reinforcing member.

That is, a collision load is input to a portion (on the extension line of the front side frame) offset inward in the vehicle width direction with respect to the position of the rear end portion, and stress is concentrated on the bent portion due to the collision load. When the reinforcing member is not provided, the bent portion is bent, but the bent portion can be prevented by the reinforcing member.

Further, the intermediate portion of the coupling member has a shape along the upper surface portion and the side wall portion of the suspension tower portion, and a portion along the upper surface portion of the suspension tower portion of the coupling member and a portion along the sidewall portion of the suspension tower portion. And the fixed panel has flange portions on both front and rear sides of the cover portion, and the coupling member is fixed to the vehicle body by welding the flange portion to the vehicle body, As described above, since the front and rear flange portions of the fixing panel covering the coupling member are welded and fixed to the vehicle body, it is possible to ensure sufficient coupling strength at the intermediate portion of the coupling member.

  In one embodiment of the present invention, the coupling member has an intermediate portion that enters the apron rain closed section at the rear of the suspension tower and bends backward to form the rear end, and the rear end. Is connected to the panel member of the apron reinforcement.

  According to the above configuration, since the rear end portion of the coupling member is coupled to the panel member of the apron reinforcement, the strength and rigidity around the apron rain can be ensured.

  In one embodiment of the present invention, the coupling member has an intermediate portion that enters the apron rain closed cross section at the rear of the suspension tower, bends backward, extends rearward in the apron rain closed cross section, and vertically The hinge pillar extends through the front part of the hinge pillar and is coupled to the side door hinge of the hinge pillar part.

  According to the above configuration, since the portion extending rearward of the coupling member is coupled to the side door hinge of the hinge pillar portion, the coupling strength of the coupling member to the vehicle body can be ensured by the side door hinge. As a result, not only the load transmission from the front side frame to the apron reinforcement, but also the load transmission and load distribution to the hinge pillar portion as the vehicle body rigid member can be performed.

  In one embodiment of the present invention, a flange portion that is superposed on the fixed panel is provided on the vehicle inner side panel of the apron reinforcement at the rear of the suspension tower.

  According to the above configuration, it is possible to prevent the entire suspension tower portion from retreating at the time of a frontal collision of the vehicle (including an offset collision) by the vertical wall portion on the inner panel of the apron reinforcement.

  That is, the backward movement of the suspension tower can be opposed by the vertical wall portion, and the backward movement can be prevented.

  In an embodiment of the present invention, the intermediate portion of the coupling member is coupled to an arm attachment portion reinforcing member that reinforces the attachment base portion of the suspension upper arm in the suspension tower portion.

  According to the above configuration, since the arm mounting portion reinforcing member having high strength and the coupling member are coupled in the suspension tower, the coupling member is coupled from the front side frame to the suspension tower and from the suspension tower to the apron reinforcement. The force can be increased, and the impact load at the time of the frontal collision of the vehicle can be transmitted and distributed to the apron reinforcement.

Further, since the suspension tower portion is reinforced by the coupling structure of the coupling member and the arm attachment portion reinforcing member, the suspension tower portion can be prevented from falling down and steering stability can be ensured.
Furthermore, the support structure of the suspension can be improved by the above coupling structure.

Incidentally, the upper part of the suspension tower is composed of a thick plate member, the upper part of the suspension tower is supported by a highly rigid apron reinforcement, and the lower part of the suspension tower is a highly rigid front. Supported by side frames. If the connecting member and arm mounting part reinforcement member are not connected, when the vehicle climbs on a step during high-speed driving, a load that pushes the suspension tower upward from below is input to the suspension tower via the front suspension. Also, due to the influence of the camber angle of the front wheels, the suspension tower part falls down so that its intermediate part with weak strength is deformed in the vehicle inward direction. This is called internal fall. When the suspension tower is tilted inward, the suspension geometry changes, so that the straightness and steering stability of the vehicle are impaired. However, the above configuration prevents the suspension tower from falling inward. It is something that can be done.
In one embodiment of the present invention, the lower end portion of the coupling member is set at a position corresponding to the coupling position of the subframe with respect to the front side frame.

  According to the above configuration, the coupling member that couples the front side frame and the apron reinforcement along the suspension tower is provided, and the coupling portion (the lower end portion of the coupling member) of the coupling member with the front side frame is the subframe. Because of this, the impact load input to the front side frame and sub-frame at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement by the coupling member to distribute the load. As a result, it is possible to prevent the kick-up portion of the front side frame from being bent.

  Also, during normal driving, the load input from the subframe to the front side frame can be distributed to the apron reinforcement via the coupling member, and the displacement of the mounting position of this subframe is regulated to control the load. The stability can be improved, and the suspension member can be reinforced at the same time by the connecting member.

  In one embodiment of the present invention, the intermediate portion of the coupling member has a shape along the upper surface portion and the side wall portion of the suspension tower portion, and the vehicle width direction length of the portion along the upper surface portion of the suspension tower portion is: It is set to be approximately or substantially equal to the length of the suspension tower in the vehicle width direction.

  According to the above configuration, the length in the vehicle width direction of the portion along the upper surface of the suspension tower in the intermediate portion of the coupling member is set to be approximately or substantially the same as that of the suspension tower, so that the suspension tower is viewed from below via the front suspension. The load thrusting upward can be received by the coupling member on the upper surface portion of the suspension tower, thereby preventing the suspension tower from falling down. That is, it is possible to achieve both load distribution and prevention of falling down.

According to the present invention, the lower end of the coupling member for coupling the front side frame and the apron reinforcement, and forming by bending a hollow member of closed cross section, said coupling member is fixed to the CFCs preparative side frame And an intermediate part that bends and rises from the lower end part and extends along the suspension tower to the apron reinforcement, and is bent backward from the intermediate part and extends rearward along the apron reinforcement and is coupled to the vehicle body. Compared with the structure that forms a hollow cross section with the body side member by the sheet metal stamp method, the load transmission from the front side frame to the apron reinforcement is ensured. This can be performed, and there is an effect that sufficient load distribution can be achieved.

The purpose of reliably transmitting the load from the front side frame to the apron reinforcement is the pair of left and right front side frames, the apron reinforcement projecting forward from the hinge pillar, and the lower end on the inside of the vehicle on the front side frame. A vehicle body front portion provided with a suspension tower portion coupled to the apron reinforcement at the outer upper end of the vehicle, and a coupling member for coupling the front side frame and the apron reinforcement along the suspension tower portion. in the structure, the coupling member, while being formed by bending a hollow member of closed cross section, and a lower end which is fixed to the upper SL front side frame, increases in bending from the lower end, to the suspension towers unit Along the apron reinforcement along the middle If, bent rearwardly from the intermediate portion and a rear portion coupled to the vehicle body extends rearwardly along the apron reinforcement, the lower end portion of the coupling members, kick-up portion of the front side frame The intermediate portion of the coupling member is connected in the vicinity, and has an intermediate vertical piece portion arranged in the vertical direction and an intermediate horizontal piece portion arranged in the vehicle width direction, and a rear end portion of the coupling member Is provided in the front-rear direction from the intermediate lateral piece, and is provided with a reinforcing member that reinforces a bent portion between the intermediate portion and the rear end portion of the coupling member, and the reinforcing member is provided between the intermediate portion and the rear portion. Further, the intermediate portion of the coupling member has a shape along the upper surface portion and the side wall portion of the suspension tower portion, and is formed on the upper surface portion of the suspension tower portion of the coupling member. Along the section and Sastawa A fixing panel that covers each of the portions along the side wall portion of the portion, and the fixing panel has flange portions at both front and rear portions of the covering portion, and the flange portion is welded to the vehicle body, whereby the coupling member is attached to the vehicle body. It was realized by fixed Ru that the configuration.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawings show the front structure of the vehicle body. In FIGS. 1 and 2, a pair of left and right front side frames 1, 1 extending in the longitudinal direction of the vehicle are provided on the left and right sides of the engine room. As shown in FIG. 4, the front side frame 1 is a vehicle body rigid member having a closed cross section 4 that extends in the front-rear direction of the vehicle by joining and fixing a front side frame inner 2 and a front side frame outer 3.

  The left and right crash cans 7 and 7 are attached to the front ends of the pair of left and right front side frames 1 and 1 via flanges 5 and 6, and the left and right crash cans 7 and 7 extend in the vehicle width direction. A bumper beam 8 is attached, and a pair of left and right pre-crash cans 9 and 9 are joined and fixed to the front part of the bumper beam 8 corresponding to the crash can 7.

On the other hand, below the front side frame 1 is a perimeter frame 10 (perimeter) as a sub-frame (suspension cross member) forming a mounting base of a lower arm (not shown) of the front suspension.
frame) is arranged.

  The perimeter frame 10 connects a pair of left and right frame side portions 10S, 10S extending in the front-rear direction of the vehicle below the front side frames 1, 1, and the front portions of the left and right frame side portions 10S, 10S. A frame front portion 10F extending in the vehicle width direction and a frame rear portion 10R extending in the vehicle width direction so as to connect the rear portions of the left and right frame side portions 10S and 10S are combined in a rectangular frame shape. Left and right projecting portions 11 that rise upward are integrally formed on the upper surfaces of the frame side portions 10S and 10S in front of the rear portion 10R.

  Further, the crush cans 13 and 13 on the perimeter frame 10 side are connected to the front ends of the frame side portions 10S and 10S of the perimeter frame 10 via the flange 12, so that the pair of left and right crush cans 13 and 13 are connected to each other. A vehicle width direction member 14 extending in the vehicle width direction is stretched.

The vertical position of the vehicle width direction member 14 , that is , the height position is located below the pedestrian's knee, and in consideration of pedestrian safety, the pedestrian's foot is paid when contacting the vehicle and the pedestrian. Thus, it is a so-called foot-wiping member that causes the upper body of the pedestrian to lie down on the hood.

  On the other hand, a dash lower panel 15 that partitions the engine room and the vehicle compartment in the front-rear direction is provided, and a floor panel 16 that extends horizontally rearward and forms the bottom surface of the vehicle compartment is connected to the lower portion of the dash lower panel 15. At the center of the floor panel 16 in the vehicle width direction, a tunnel portion 17 that protrudes toward the vehicle interior and extends in the front-rear direction of the vehicle is integrally or integrally formed.

  Further, side sills extending in the front-rear direction of the vehicle are connected to the left and right sides of the floor panel 16 described above. This side sill is a vehicle body rigid member having a side sill closed section that extends in the front-rear direction by joining a side sill inner 18 and a side sill outer (not shown).

  Further, the front and rear cross members 19 and 20 (vehicle body rigid members) that connect the left and right side sill inners 18 and 18 in the vehicle width direction are provided so as to be separated from each other in the front and rear direction. A closed cross section extending in the vehicle width direction is formed between the members 19 and 20 and the floor panel 16.

  By the way, an apron reinforcement 22 as a vehicle body rigid member protruding forward from the hinge pillar 21 is provided. A suspension tower 23 is provided in which the lower end on the inner side of the vehicle is coupled to the front side frame 1 and the upper end on the outer side of the vehicle is coupled to the apron reinforcement 22. A wheel arch portion 24 is integrally or integrally formed with the suspension tower portion 23.

  In addition, a connecting member 25 that connects the front side frame 1 and the apron reinforcement 22 is provided along the suspension tower 23 described above. The coupling member 25 is formed of a hollow member (square pipe member) having a closed cross-sectional structure for the purpose of reliably transmitting a load. The load input to the remeter frame 10 is branched and transmitted to the apron reinforcement 22 to distribute the load, thereby preventing the kick-up portion of the front side frame 1 from being bent.

  In FIG. 1, reference numeral 26 denotes a dash upper panel that is joined to the upper portion of the dash lower panel 15 and extends in the vehicle width direction, and 27 is joined to the upper portion of the dash upper panel 26 to extend in the vehicle width direction, and forms a cowl closed cross section. A cowl panel, 28 is a front pillar, and 29 is a center pillar.

  3 is a perspective view showing the front structure of the vehicle body as seen from the inside and the rear in the vehicle width direction, and FIG. 4 is a cross-sectional view taken along the line AA in FIG. The perimeter frame 10 disposed below the front side frame 1 is coupled to the vicinity position. As shown in FIGS. 2 and 3, the coupling between the lower end 25A of the coupling member 25 and the front side frame 1 is performed. The front side frame 1 is integrally formed with a mounting seat portion 1a having a flat upper surface, and the front side frame 1 has a lower portion of the front side frame 1 corresponding to the mounting seat portion 1a in the vertical direction. A suspension mount bracket 30 having a mounting surface 30a having a flat bottom surface is joined and fixed.

  As shown in FIG. 4, the above-described suspension mount bracket 30 is joined and fixed across the lower portion of the vertical wall surface on the engine room side of the front side frame inner 2 and the joining flange portion 2 a of the front side frame inner 2. The coupling member 25 is disposed above the mounting seat portion 1 a of the front side frame 1, and the mounting portion 31 provided on the protruding portion 11 of the perimeter frame 10 is disposed below the mounting surface 30 a of the suspension mount bracket 30. The three bolts, i.e., the coupling member 25, the front side frame 1, and the mount portion 31, are elongated bolts 32 (so-called through bolts) penetrating in the vertical direction, and a nut 33 is used. The coupling member 25 and the mount 31 of the perimeter frame 10 are fastened and fixed to the front side frame 1 together. There. With this structure, it is configured so that the impact load input from the front side frame 1 and the perimeter frame 10 is branched and transmitted to the apron reinforcement 22 via the coupling member 25 at the time of a frontal collision of the vehicle, thereby achieving load distribution. is doing.

In this case, on the upper surface of the above-described suspension mount bracket 30 , a nut 34 is fixed by welding in advance, and a long bolt 32 is once screwed into the nut 34. On the other hand, the mount portion 31 is disposed, and the above-described nut 33 is fastened to the lower end portion of the bolt 32 that penetrates the mount portion 31 and protrudes downward to prevent loosening. The nut 33 described above may have a double nut structure.

  In short, as shown in FIGS. 1 to 4, the coupling portion of the coupling member 25 with the front side frame 1 is set at a position corresponding to the coupling position of the perimeter frame 10 with the front side frame 1. .

  Here, as shown in FIG. 2, the front portion of the perimeter frame 10 is attached to a bracket 35 provided on the lower side of the front portion of the front side frame 1 via a mount portion 36. The rear portion of the frame 10 is attached to the body at the position of the bolt 37. That is, the perimeter frame 10 is attached to the body at three points on one side and six points in total on the left and right.

  Further, as shown in FIG. 5, the above-described coupling member 25 has a lower end 25A fixed to the front side frame 1 and the perimeter frame 10, and bends and rises from the lower end 25 A along the suspension tower 23. An intermediate portion composed of an intermediate vertical piece portion 25B and an intermediate horizontal piece portion 25C extending to the apron reinforcement 22 and bent rearward from the intermediate horizontal piece portion 25C and extending rearward along the apron reinforcement 22; And a rear end portion 25D coupled to the vehicle body.

  Further, the bent portion 25E between the intermediate horizontal piece portion 25C and the rear end portion 25D of the coupling member 25 described above is a closed cross-sectional structure composed of a square pipe member that is obliquely stretched between both the portions 25C and 25D. The corner gusset 59 (reinforcing member) is used.

  6 is a cross-sectional view taken along the line B-B in FIG. 2, and FIG. 7 is a perspective view showing the structure of FIG. 6 as viewed from the lower outside of the vehicle. As shown in FIGS. An upper arm 38 (so-called A arm) of the front suspension is provided on the outer surface of the vehicle 23.

  The vehicle body side arm bushes 39, 39 as a pair of front and rear mounting bases of the suspension upper arm 38 are planar views as arm mounting part reinforcing members for reinforcing the mounting base, which are joined and fixed to the vehicle outer surface of the suspension tower 23 by welding means. It is attached to the suspension tower 23 via substantially U-shaped brackets 40F and 40R.

  The vehicle body side arm bush 39 on the front side is attached to the bracket 40F using a nut 41 previously welded and fixed to the front surface inside the vehicle of the suspension tower 23 and a bolt 42 penetrating the arm bush 39 and the bracket 40F in the front-rear direction. Yes.

  On the rear side, an L-shaped coupling member disposition portion 23a is integrally formed at the rear portion of the suspension tower 23, and the intermediate vertical piece 25B of the coupling member 25 is positioned in the disposition portion 23a. A nut 43 is welded and fixed in advance to the rear surface of the intermediate vertical piece 25B of the coupling member 25 corresponding to 40R, and a bolt 44 (so-called penetration bolt) that penetrates the bracket 40R, the vehicle body side arm bush 39, the suspension tower 23, and the coupling member 25 is provided. The rear vehicle body side arm bush 39 is attached to the bracket 40R using the bolt 44 and the nut 43 described above.

  In short, a bracket 40R that reinforces a vehicle body side arm bush 39 as a mounting base of the suspension upper arm 38 is coupled to the suspension tower 23, and an intermediate vertical piece 25B of the coupling member 25 is coupled to the bracket 40R. The intermediate vertical piece 25B of the coupling member 25 and the suspension upper arm 38 are fixed together with the bracket 40R using bolts 44 and nuts 43.

  Further, the above-described bolt 44 is a so-called through bolt that penetrates the suspension tower 23 at a portion to which the bracket 40R is coupled in the front-rear direction of the vehicle. The intermediate vertical piece 25B of the coupling member 25 is coupled to the rear side of the suspension tower 23 in the part.

  Further, the coupling member 25 fastened to the bracket 40R described above is at an intermediate portion Z between the coupling point X for the front side frame 1 and the coupling point Y for the apron reinforcement 22, as shown in FIG. The intermediate portion Z of the coupling member 25 is fastened to the bracket 40R having high rigidity at the suspension tower 23, so that sufficient coupling strength of the coupling member 25 is secured and the suspension support rigidity is improved. Is intended.

In FIG. 7, 70 is a damper, 71 is a lower seat, and 72 is a coil spring stretched between the lower seat 71 and an upper sheet (not shown).
Instead of the structure of the bracket 40R shown in FIG. 6, the bracket 40R shown in FIGS. 8 and 9 may be used.

That is, the suspension tower portion 23, a predetermined portion of the intermediate vertical piece portion 25B of the coupling member 25 is fastened, since the strength by the coupling member 25 is sufficiently secured, as shown in FIG. 8, only the front arm bush 39 The bracket 40R may be an L-shaped bracket 40R that supports the front surface of the arm bush 39 , and may be a bracket 40R that is an L-shaped bracket 40R having a rib 40a that supports only the front side of the arm bush 39 , as shown in FIG. There may be. 8 and 9, the same parts as those in FIG. 6 are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 10 is a partially enlarged cross-sectional view of FIG. 2, and a coupling member disposing portion 23 c having an L-shaped cross section is integrally formed on the rear upper surface 23 b of the suspension tower portion 23. The intermediate lateral piece 25C of the coupling member 25 is disposed in the arrangement portion 23c. In consideration of the bonding strength between the coupling member 25 and the suspension tower 23, the coupling member 25 is provided with FIGS. As shown, the fixed panel 45 is joined in advance so as to straddle the intermediate horizontal piece portion 25C and the intermediate vertical piece portion 25B, and the flange portions 45a, 45b of the fixed panel 45 are connected to the suspension tower portion. 23 is bonded and fixed.

  That is, as shown in FIGS. 3 and 5, the intermediate portion of the above-described coupling member 25 has a shape along the upper surface portion of the suspension tower portion 23 and the side wall portion on the inner side in the vehicle width direction of the suspension tower portion 23. A fixing panel 45 is provided to cover a portion along the upper surface of the suspension tower 23 of the coupling member 25 (intermediate horizontal piece 25C) and a portion along the side wall of the suspension tower 23 (intermediate vertical piece 25B). The fixing panel 45 has flange portions 45a and 45b at both front and rear portions of a covering portion that covers the coupling member 25, and the flange portions 45a and 45b are welded and fixed to a suspension tower portion 23 as a vehicle body. Is fixed to the vehicle body (see the suspension tower 23).

  In addition, a portion along the upper surface portion of the suspension tower 23 in the intermediate portion of the coupling member 25, that is, the length in the vehicle width direction of the intermediate horizontal piece portion 25C is approximately or substantially equal to the length in the vehicle width direction of the suspension tower 23. And the load that pushes the suspension tower 23 upward from below through the front suspension is received by the intermediate horizontal piece 25C of the coupling member 25 to prevent the suspension tower 23 from falling inward.

  On the other hand, the apron reinforcement 22 described above includes an apron rain front 46, an apron rain inner 47, and an apron rain rear 48, as shown in FIGS. As shown in FIGS. 3 and 10, the flange portion 49 integrally formed on the inner side in the vehicle width direction is configured to overlap with the end portion on the outer side in the vehicle width direction of the fixed panel 45 from above. ing.

That is, the apron rain inner 47 as the inner panel of the apron reinforcement 22 at the rear of the suspension tower 23 is provided with the flange portion 49 that is superposed on the fixed panel 45. The vertical suspension 47a of the apron rain inner 47 prevents the entire suspension tower 23 from going backward.

  FIG. 11 is a cross-sectional view taken along the line CC of FIG. 10. The apron rain inner 47 and the apron rain rear 48 are joined and fixed on the upper side, and the apron rain inner 47 is connected to the dash upper panel 26 on the lower side. The apron rain rear 48 is joined and fixed to a hinge pillar inner 50 constituting the hinge pillar 21, and the apron rain reinforcement 22 is formed with an apron rain closed section 22A extending in the front-rear direction of the vehicle.

  In addition, inside the apron reinforcement 22 (within the closed cross section 22A), a reinforcement 51 bent and formed in an L shape is joined and fixed to the outside of the apron reinforcement inner 47 described above. As shown in FIGS. 3 and 11, the above-described coupling member 25 has an intermediate portion that enters the apron rain closed cross section 22 </ b> A at the rear of the suspension tower 23 and bends backward to form a rear end 25 </ b> D. The rear end portion 25D is connected to the upper surface of the corner portion of the above-described reinforcement 51 (panel member located outside the apron rain inner 47) as the panel member of the apron reinforcement 22.

  When connecting the rear end portion 25D of the coupling member 25 and the reinforcement 51, as shown in FIG. 11, the corner portion of the rear end portion 25D and the reinforcement 51 are arc-welded, and the arc welded portion W1. , W2 may be joined and fixed. As shown in FIG. 12, the reinforcement 51 is formed with small holes 51a, 51b in a portion facing the rear end 25D, and the small holes 51a, 51b are used. Then, the rear end portion 25D and the reinforcement 51 may be arc welded, and both may be joined and fixed by the arc welded portions W3 and W4.

  Here, the rear end position of the rear end portion 25D of the coupling member 25 may be set to the position shown in FIG. 10, or the rear end position of the rear end portion 25D may be set to the position shown in FIG. Furthermore, you may extend back.

  FIG. 13 is a cross-sectional view taken along the line D-D in FIG. 2 and shows a connection structure between the coupling member 25 and the hinge pillar 21.

  The above-described hinge pillar 21 is configured by joining and fixing a hinge pillar inner 50, a hinge pillar rain 52, and a cab side outer 53 (corresponding to a hinge pillar outer), and has a pillar closed section 54 extending in the vertical direction. It is.

  The rear end portion 25D of the coupling member 25 described above is inserted into the pillar closed section 54 via the front opening portion 53a of the cab side outer 53 and the front opening portion 52a of the hinge pillar rain 52, and the rear end portion 25D is inserted. In a state where a pair of spacers 55, 55 penetrating in the vehicle width direction are horizontally mounted between the hinge pillar inner 50 and the hinge pillar rain 52, a pair of bolts 57, 57 that bolt up the door hinge bracket 56 are The rear end portion 25D is connected and fixed to a hinge pillar 21 as a vehicle body rigid member by fastening to a pair of nuts 58 and 58 fixed to the inner 50 by welding.

In short, the coupling member 25 has an intermediate portion that enters the apron rain closed section 22A at the rear of the suspension tower 23, bends backward, and integrally forms a rear end 25D that extends rearward within the apron rain closed section 22A. At the same time, the rear end portion 25D passes through the front surface portion of the hinge pillar 21 extending in the vertical direction (see the openings 53a and 52a) and is coupled to the door hinge bracket 56 of the hinge pillar portion.

  Instead of the coupling structure shown in FIG. 13, the coupling structure shown in FIG. 14 may be adopted. That is, in the structure shown in FIG. 14, the nuts 62 and 62 are welded and fixed in advance to the inner side surface in the vehicle width direction of the rear end 25D of the coupling member 25 without using the spacer 55 of FIG. A pair of front and rear bolts 57, 57 for bolting up are passed through the door hinge bracket 56, the cab side outer 53, the hinge pillar rain 52, and the rear end portion 25 </ b> D, and once screwed into the nut 62, protruding from the nut 62. The rear end portion 25D of the coupling member 25 is coupled to the hinge pillar 21 and the door hinge bracket 56 by passing the tip of the bolt 57 through the hinge pillar inner 50 and tightening the nut 58 described above.

  Here, when the structure shown in FIG. 11 (or FIG. 12) (connection structure of the rear end portion 25D and the reinforcement 51) is adopted, the structure shown in FIG. 13 (or FIG. 14) (rear end) When the structure shown in FIG. 13 (or FIG. 14) is adopted, the structure shown in FIG. 11 (or FIG. 12) can be omitted. However, both of these structures may be employed at the same time.

By the way, instead of the structure shown in the side view of FIG. 2, the structures of FIGS. 15 to 18 may be adopted.
The structure shown in FIG. 15 is designed so that the upper surface of the front side frame 1 and the upper surface of the lower end 25A of the coupling member 25 are continuous in the longitudinal direction of the vehicle body in order to improve the transmission efficiency of the impact load at the time of the front collision. A projection 61 is formed at the front of the coupling portion with the lower end 25A of the coupling member 25 of the front side frame 1 by using a bracket 60 separate from the front side frame 1, and the rear end surface of the projection 61 And a clearance is formed between the front end surface of the lower end 25A of the coupling member 25.

  When this clearance is formed, the bracket 60 forming the protrusion 61 can be appropriately connected and fixed to the front side frame 1 even if there is some manufacturing error in the bracket 60 and the like. Moreover, since the protrusion 61 is formed, the load input to the front side frame 1 at the time of the front collision can be efficiently transmitted to the coupling member 25.

  FIG. 16 shows a case in which the clearance shown in FIG. 15 is set to zero. If the clearance is eliminated in this way, the transmission efficiency of the impact load at the time of the front collision can be further improved.

  FIG. 17 shows the projection 61 formed integrally with the front side frame 1 without using the bracket 60 separately from the front side frame 1. If comprised in this way, reduction of a number of parts can be aimed at, ensuring load transmission efficiency.

  FIG. 18 is a view in which the upper surface of the protrusion 61 integrally formed with the front side frame 1 and the upper surface of the front side frame 1 (in this embodiment, the upper surface of the front side frame inner 2) are formed in a flat and flat manner. In particular, when this configuration is employed on the left side of the vehicle, the battery mountability can be improved.

15 to 18, the same reference numerals are given to the same portions as those in the previous drawings. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side of the vehicle, arrow OUT indicates the outer side of the vehicle, and arrow UP indicates the upper side of the vehicle.

  As described above, the vehicle body front structure of the above embodiment has a pair of left and right front side frames 1, 1, an apron reinforcement 22 projecting forward from the hinge pillar 21, and an inner lower end portion coupled to the front side frame 1. A suspension tower 23 whose upper end on the vehicle outer side is coupled to the apron reinforcement 22 and a coupling member 25 that couples the front side frame 1 and the apron reinforcement 22 along the suspension tower 23 are provided. In the vehicle body front structure, the coupling member 25 is formed by bending a hollow member having a closed cross-sectional structure, and includes at least a lower end 25A fixed to the front side frame 1 and the lower end 25A. The apron reinforcement 22 is bent along the suspension tower 23 and rises. An intermediate portion (see intermediate vertical piece portion 25B and intermediate horizontal piece portion 25C) and a vehicle body (reinforcement 51 or hinge pillar 21) that is bent backward from the intermediate portion and extends rearward along the apron reinforcement 22. And a rear end portion 25D coupled to (see FIG. 1 and FIG. 3).

  According to this configuration, the coupling member 25 including the lower end 25A, the intermediate portions 25B and 25C, and the rear end 25D is formed by bending a hollow member having a closed cross-sectional structure. Compared with the structure using the connecting members, the load transmission from the front side frame 1 to the apron reinforcement 22 can be reliably performed, and sufficient load distribution can be achieved.

  The connecting member 25 has an intermediate portion (refer to the intermediate horizontal piece portion 25C among the intermediate vertical piece portion 25B and the intermediate horizontal piece portion 25C) that enters the apron rain closed section 22A at the rear portion from the suspension tower portion 23. The rear end portion 25D is bent to the rear to form the rear end portion 25D, and the rear end portion 25D is coupled to the panel member (see the reinforcement 51) of the apron reinforcement 22 (FIGS. 11 and 11). 12).

  According to this configuration, since the rear end portion 25D of the coupling member 25 is coupled to the panel member (see the reinforcement 51) of the apron reinforcement 22, strength and rigidity around the apron rain can be ensured.

Further, the coupling member 25 has an intermediate portion that enters the apron rain closed section 22A at the rear of the suspension tower 23, bends backward, extends rearward in the apron rain closed section 22A, and extends vertically. The hinge pillar 21 passes through the front surface portion and is coupled to the side door hinge (refer to the door hinge bracket 56) of the hinge pillar 21 portion (see FIGS. 13 and 14).

  According to this configuration, the portion extending rearward of the coupling member 25 (refer to the rear end portion 25D) is coupled to the side door hinge (door hinge bracket 56) of the hinge pillar 21 portion. The coupling strength to 25 vehicle bodies can be ensured. As a result, not only the load transmission from the front side frame 1 to the apron reinforcement 22 but also the load transmission and load distribution to the hinge pillar portion as the vehicle body rigid member can be performed.

  In addition, a reinforcing member that reinforces the bent portion 25E between the intermediate portion of the coupling member 25 (refer to the intermediate horizontal piece portion 25C among the intermediate vertical piece portion 25B and the intermediate horizontal piece portion 25C) and the rear end portion 25D. (Refer to corner gusset 59) (see FIG. 5).

  According to this configuration, bending of the bent portion 25E where stress concentrates can be prevented by the reinforcing member corner gusset 59.

That is, a collision load is input to a portion (on the extension line of the front side frame) offset inward in the vehicle width direction with respect to the position of the rear end portion 25D, and stress is concentrated on the bent portion 25E due to the collision load. . When the reinforcing member is not provided, the bent portion 25E is bent, but the bent portion 25E can be prevented from being bent by the corner gusset 59 as the reinforcing member.

  Further, the intermediate portions 25B and 25C of the coupling member 25 have a shape along the upper surface portion and the side wall portion of the suspension tower portion 23, and a portion along the upper surface portion of the suspension tower portion 23 (intermediate lateral side) of the coupling member 25. The fixed panel 45 is provided to cover the one side 25C) and the portion (intermediate vertical piece 25B) along the side wall of the suspension tower 23. The fixed panel 45 has flange portions 45a and 45b on both front and rear sides of the cover. In addition, the connecting member 25 is fixed to the vehicle body by welding the flange portions 45a and 45b to the vehicle body (see the suspension tower 23) (see FIGS. 3 and 10).

  According to this configuration, the front and rear flange portions 45a and 45b of the fixing panel 45 covering the coupling member 25 are welded and fixed to the vehicle body (see the suspension tower portion 23), so that the intermediate portions 25B and 25C of the coupling member 25 are sufficient. A high bonding strength can be ensured.

  Further, a flange 49 that is superposed on the fixed panel 45 is provided on the inner panel (see the apron rain inner 47) of the apron reinforcement 22 behind the suspension tower 23 (see FIG. 3). (See FIG. 10).

  According to this configuration, the vertical wall portion of the apron reinforcement 22 on the vehicle inner panel (the apron rain inner 47) prevents the entire suspension tower 23 from retreating during a frontal collision (including offset collision) of the vehicle. This can be prevented by 47a.

  That is, the backward movement of the suspension tower 23 is countered by the vertical wall 47a and is stretched to prevent the backward movement.

  In addition, an intermediate portion (see the intermediate vertical piece portion 25B) of the coupling member 25 is an arm attachment portion reinforcing member (see the bracket 40R) that reinforces the attachment base portion (see the arm bush 39) of the suspension upper arm 38 in the suspension tower 23. (See FIGS. 6, 8, and 9).

According to this configuration, since the arm attachment portion reinforcing member (bracket 40R) having high strength and the coupling member 25 are coupled in the suspension tower 23, the front side frame 1 of the coupling member 25 to the suspension tower 23, and The coupling force from the suspension tower 23 to the apron reinforcement 22 can be increased, and the impact load at the time of the frontal collision of the vehicle can be branched and transmitted to the apron reinforcement 22 to distribute the load.

Further, since the suspension tower 23 is reinforced by the coupling structure of the coupling member 25 and the arm attachment portion reinforcing member (bracket 40R), it is possible to prevent the suspension tower 23 from falling down and to ensure steering stability. it can.
Furthermore, the support structure of the suspension can be improved by the above coupling structure.

Incidentally, the upper part of the suspension tower 23 is composed of a thick plate member, and the upper part of the suspension tower 23 is supported by an apron reinforcement 22 having high rigidity. The lower part of the suspension tower 23 is It is supported by the front side frame 1 having high rigidity. If the connecting member 25 and the arm attachment portion reinforcing member are not connected, when the vehicle rides on a step during high speed driving, the suspension tower 23 is pushed upward from below to the suspension tower 23 via the front suspension. A load is input and the camber angle of the front wheels is also affected, so that the suspension tower 23 falls down so that its intermediate portion having low strength is deformed in the vehicle inward direction. This is called internal fall. When the suspension tower 23 falls inward, the suspension geometry changes, so the straightness and steering stability of the vehicle are impaired. However, the suspension prevents the suspension tower 23 from falling inward. Is something that can be done.
Further, the lower end 25A of the coupling member 25 is set at a position corresponding to the coupling position of the sub-frame (see the perimeter frame 10) with respect to the front side frame 1 (see FIG. 4).

  According to this configuration, the coupling member 25 that couples the front side frame 1 and the apron reinforcement 22 along the suspension tower portion 23 is provided, and the coupling portion of the coupling member 25 to the front side frame 1 (of the coupling member 25). The lower end 25A) corresponds to the position where the sub-frame (perimeter frame 10) is coupled to the front side frame 1, so that the impact load input to the front side frame 1 and the sub-frame (perimeter frame 10) at the time of frontal collision of the vehicle. Can be branched and transmitted to the apron reinforcement 22 by the coupling member 25 to achieve load distribution, thereby preventing the kick-up portion of the front side frame 1 from being bent.

  Further, during normal running, a load input from the subframe (perimeter frame 10) to the front side frame 1 can be distributed to the apron reinforcement 22 via the coupling member 25. This subframe (perimeter frame) The displacement of the mounting position in 10) can be restricted to improve the steering stability, and the suspension tower 23 can be reinforced at the same time with the connecting member 25.

Moreover, the intermediate portions 25B and 25C of the coupling member 25 have a shape along the upper surface portion and the side wall portion of the suspension tower portion 23, and are portions along the upper surface portion of the suspension tower portion 23 (see the intermediate horizontal piece portion 25C). The length in the vehicle width direction is set to be approximately or substantially equal to the length in the vehicle width direction of the suspension tower 23.

  According to this configuration, the length in the vehicle width direction of the portion (see the intermediate horizontal piece portion 25C) along the upper surface portion of the suspension tower 23 in the intermediate portions 25B and 25C of the coupling member 25 is approximately or substantially equal to that of the suspension tower 23. Since it is set, the load that pushes up the suspension tower 23 from below through the front suspension can be received by the coupling member (see the intermediate horizontal piece 25C) on the top surface of the suspension tower 23. Inward fall can be prevented. That is, it is possible to achieve both load distribution and prevention of falling down.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The intermediate portion of the coupling member of the present invention corresponds to the intermediate vertical piece portion 25B and the intermediate horizontal piece portion 25C of the embodiment,
Similarly,
The apron reinforcement panel member corresponds to the reinforcement 51,
The side door hinge corresponds to the door hinge bracket 56,
The portion extending rearward of the coupling member corresponds to the rear end 25D,
The reinforcing member corresponds to a corner gusset 59 having a closed cross-sectional structure composed of a square pipe member,
The portion along the upper surface of the suspension tower of the coupling member corresponds to the intermediate horizontal piece 25C,
The portion along the side wall of the suspension tower of the coupling member corresponds to the intermediate vertical piece 25B,
The inner panel of the apron reinforcement corresponds to the apron rain inner 47,
The attachment base of the suspension upper arm corresponds to the arm bush 39,
The arm attachment portion reinforcing member corresponds to the bracket 40R,
The subframe corresponds to the perimeter frame 10,
The present invention is not limited to the configuration of the above-described embodiment.

The perspective view which shows the vehicle body front part structure of this invention Side view of essential parts of FIG. 2 is a perspective view of the main part of FIG. 2 is a cross-sectional view taken along line AA in FIG. Perspective view of coupling member 2 is a cross-sectional view taken along line BB in FIG. The perspective view which shows the structure of FIG. 6 in the state seen from the vehicle outer lower side Sectional drawing which shows the other Example of the connection structure of the coupling member and bracket in a suspension tower part Sectional drawing which shows the further another Example of the connection structure of the coupling member and bracket in a suspension tower part Partial enlarged sectional view of FIG. CC sectional view taken along the line CC in FIG. Sectional view showing other joint structure of reinforcement and coupling member 2 is a cross-sectional view taken along line D-D in FIG. Sectional drawing which shows other coupling structure of coupling member and hinge pillar Side view showing a structure in which a protrusion is formed facing the lower end of the coupling member Side view showing another embodiment of the protrusion Side view showing still another embodiment of the protrusion Side view showing still another embodiment of the protrusion

1 ... front side frame 10 ... perimeter frame (subframe)
DESCRIPTION OF SYMBOLS 21 ... Hinge pillar 22 ... Apron reinforcement 22A ... Apron rain closed section 23 ... Suspension tower part 25 ... Connection member 25A ... Lower end part 25B ... Intermediate | middle vertical piece part (intermediate part)
25C ... Intermediate horizontal piece (intermediate part)
25D: Rear end portion 25E: Bending portion 38 ... Suspension upper arm 39 ... Arm bush (mounting base)
40R ... Bracket (Arm mounting part reinforcement member)
45 ... Fixed panel 45a, 45b ... Flange part 47 ... Apron rain inner 49 ... Flange part 51 ... Reinforcement (panel member)
56 ... Door hinge bracket (side door hinge)
59 ... Corner gusset (reinforcing member)

Claims (7)

A pair of left and right front side frames;
An apron reinforcement projecting forward from the hinge pillar;
A suspension tower portion in which a vehicle inner lower end portion is coupled to the front side frame, and a vehicle outer upper end portion is coupled to the apron reinforcement,
A vehicle body front structure provided with a coupling member for coupling the front side frame and the apron reinforcement along the suspension tower;
The binding members, while being formed by bending a hollow member of closed cross section, and a lower end which is fixed to the upper SL front side frame, raised and bent from the lower end, along the suspension tower portion above An intermediate portion extending to the apron reinforcement, and a rear end portion bent backward from the intermediate portion and extending rearward along the apron reinforcement and coupled to the vehicle body ,
The lower end portion of the coupling member is coupled to the vicinity of the kick-up portion of the front side frame,
The intermediate portion of the coupling member has an intermediate vertical piece portion arranged over the vertical direction and an intermediate horizontal piece portion arranged over the vehicle width direction,
The rear end portion of the coupling member is disposed from the intermediate lateral piece portion in the front-rear direction,
A reinforcing member for reinforcing a bent portion between the intermediate portion and the rear end portion of the coupling member is provided,
The reinforcing member is disposed so as to bridge the intermediate portion and the rear end portion,
Furthermore, the intermediate part of the coupling member has a shape along the upper surface part and the side wall part of the suspension tower part,
The fixing member is provided with a fixing panel that covers a portion along the upper surface portion of the suspension tower portion of the coupling member and a portion along the side wall portion of the suspension tower portion, and the fixing panel has flange portions at both front and rear portions of the covering portion. A vehicle body front structure characterized in that the connecting member is fixed to the vehicle body by welding the portion to the vehicle body . The intermediate part of the coupling member enters the apron rain closed section at the rear of the suspension tower,
2. The vehicle body front structure according to claim 1, wherein the rear end portion is bent backward to form the rear end portion, and the rear end portion is coupled to a panel member of the apron reinforcement. The intermediate part of the coupling member enters the apron rain closed section at the rear of the suspension tower,
2. The front of the vehicle body according to claim 1, wherein the front side of the apron rain is bent backward and extends rearward in the closed section of the apron rain, and passes through the front part of the hinge pillar extending vertically to be coupled to the side door hinge of the hinge pillar. Part structure. The interior side panels of the rear portion of the apron reinforcement from the suspension tower portion, the vehicle body front structure according to claim 1 Symbol mounting, characterized in that the flange portion to be polymerized to the fixed panel is provided. The vehicle body front part structure according to any one of claims 1 to 4, wherein an intermediate portion of the coupling member is coupled to an arm attachment portion reinforcing member that reinforces an attachment base portion of a suspension upper arm in the suspension tower portion . . The vehicle body front part structure according to any one of claims 1 to 5 , wherein a lower end portion of the coupling member is set at a position corresponding to a coupling position of the sub frame with respect to the front side frame . The intermediate part of the coupling member has a shape along the upper surface part and the side wall part of the suspension tower part ,
The vehicle width direction length of the part along the upper surface part of a suspension tower part was set so that it might become approximate or substantially equal to the vehicle width direction length of a suspension tower part, The any one of Claims 1-6 characterized by the above-mentioned. front portion of the vehicle body structure of.

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