JP5326619B2 - Front body structure of the vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively absorb collision energy applied at collision of a vehicle by effectively enhancing the rigidity of a vehicle body in a simple constitution. <P>SOLUTION: The front part vehicle body structure for the vehicle includes a dash panel 1 for partitioning a front part of a cabin; a pair of left and right front side frames 2 forwardly extending from the dash panel 1; a floor panel 3 continued to the dash panel 1 and forming a lower surface of the cabin; and a tunnel 4 installed so as to be extended in a longitudinal direction of the vehicle body by swelling a central part in a vehicle width direction of the floor panel 3 to an inner side of the cabin. To the front side frame 2, a front suspension cross member 15 for supporting a front suspension is mounted, and a front side sub-frame 23 for connecting a front end of the front side frame 2 and the front suspension cross member 15 is provided. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention includes a dash panel that partitions the front part of the passenger compartment, a pair of left and right front side frames that extend forward from the dash panel, a floor panel that continuously forms the lower surface of the passenger compartment, and a vehicle width thereof. The present invention relates to a front body structure of a vehicle including a tunnel portion installed at a central portion in the direction.

  Conventionally, as shown in Patent Document 1 below, in order to improve support rigidity of a suspension, a subframe for supporting a front suspension is provided, and the subframe is attached to the vehicle body. A transverse member is provided for connecting the rear ends of the substantially U-shaped subframe, the subframe and the transverse member are connected at a plurality of locations, and at least one of the plurality of locations is fastened together with the vehicle body, At least one of the plurality of locations is connected only to the subframe, a predetermined location of the transverse member is fixed to the vehicle body alone, and a retraction that allows the subframe to be retracted at the joint location with the vehicle body is provided. Providing an allowance portion is performed.

  Further, as shown in Patent Document 2 below, the front side provided on the left and right sides of the vehicle body front portion with the center line in the vehicle width direction is provided for the purpose of increasing the rigidity of the vehicle body while suppressing an increase in the weight of the vehicle body Frame, rear side frame provided on the left and right sides of the vehicle width direction center line at the rear of the vehicle body, and left and right sides of the vehicle width direction center line lower than the front side frame and rear side frame when the vehicle body is viewed from the side A floor tunnel with a lower open U-shaped cross-section structure that projects above the floor frame or side sill along the center line in the vehicle width direction between the front side frame and the rear side frame. In the provided vehicle body structure, an auxiliary frame having a closed cross-sectional structure is provided on the upper part of the floor tunnel, It has been performed to bond the extension of the closed cross Ron preparative side frames and the rear side frame.

JP 2003-118630 A JP 2000-238667 A

  As disclosed in the above-mentioned Patent Document 1, according to the structure in which the retreat allowing portion for allowing the subframe to retreat is provided at the joint fastening portion where the subframe and the transverse member are fastened together with the vehicle body, When the collision energy is input from the front suspension to the sub-frame at the time of a frontal collision, etc., it is possible to prevent the dash panel and the floor panel from being deformed by allowing the sub-frame to retreat at the retreat allowing portion. is there. However, in the vehicle body structure disclosed in Patent Document 1, the collision energy input via the front side frame at the time of the vehicle collision cannot be efficiently transmitted to the lower part of the vehicle body, and the rigidity improvement effect of the vehicle body can be achieved. There is a problem that it cannot be obtained sufficiently.

  Further, as disclosed in Patent Document 2, the auxiliary frame having a closed cross-sectional structure provided at the upper portion of the floor tunnel is configured to be connected to the front side frame and the rear side frame by an extension of the closed cross-sectional structure, respectively. In this case, the collision energy input to the upper part of the front side frame at the time of a frontal collision of the vehicle is transmitted to the rear side frame from the auxiliary frame that is substantially at the same height as the upper part of the front side frame. There is an advantage that the collision energy can be efficiently absorbed by the member. However, in the vehicle body structure disclosed in Patent Document 2, the lower part of the vehicle body cannot be effectively functioned as a collision energy absorbing part, and the rigidity improvement effect of the vehicle body cannot be sufficiently obtained. There is.

  The present invention has been made in view of the above problems, and by effectively improving the rigidity of the vehicle body with a simple configuration, it is possible to effectively absorb the collision energy that acts when the vehicle collides. The purpose is that.

The invention according to claim 1 includes a dash panel that partitions the front part of the vehicle compartment, a pair of left and right front side frames that extend forward from the dash panel, and a floor panel that continuously forms the lower surface of the vehicle compartment. A vehicle front body structure comprising a tunnel portion installed so as to extend in the front-rear direction of the vehicle body by bulging the vehicle width direction center portion of the floor panel toward the vehicle interior side, A front suspension cross member that supports the front suspension is attached to the frame, and a front side subframe that connects the front end portion of the front side frame and the front suspension cross member is provided, and the front suspension cross member includes: The upper arm of the front suspension Ri together attached, in which the rear end portion of the front side sub-frame is connected to the mounting portion of the upper arm.

  According to a second aspect of the present invention, in the front body structure of the vehicle according to the first aspect, the front cross member that connects the pair of left and right front side frames to each other is provided, and the front side sub is connected to the front cross member. The front end of the frame is connected.

According to a third aspect of the present invention, in the front body structure of the vehicle according to the first or second aspect , a subframe rear member is provided for connecting a part of the front suspension cross member and a lower portion of the dash panel. It is a thing.

According to a fourth aspect of the present invention, in the front body structure of the vehicle according to the third aspect , a front end portion of the sub-frame rear member is connected to a mounting portion of an upper arm provided on the front suspension cross member. Is.

The invention according to claim 5, in front body structure for a vehicle according to the claim 3 or 4, with the front side sub-frame and the said sub-frame rear member is disposed consecutively in side view, These are installed in a tilted state with a downward slope.

In the invention according to claim 1, the front suspension cross member that supports the front suspension is attached to the front side frame, and the front side subframe that connects the front end portion of the front side frame and the front suspension cross member is provided. The collision energy at the time of a front collision or the like can be transmitted to the rear part of the vehicle body by being divided into a component from the front side frame toward the dash panel and the like and a component from the front side subframe toward the front suspension cross member. Then, the collision energy transmitted from the front side subframe to the upper member of the front suspension cross member is transmitted to the lower part of the dash panel and the floor panel via the front suspension cross member. There is an advantage that it can be efficiently dispersed by being dispersed throughout the vehicle body.
Further, since the rear end portion of the front side subframe is connected to the mounting portion of the upper arm, the mounting portion of the upper arm can be reinforced by the front side subframe. Therefore, there is an advantage that the effect of absorbing the collision energy at the time of the collision of the vehicle and the effect of improving the safety of the vehicle when the vehicle is traveling can be obtained at the same time.

  In the invention according to claim 2, in the vehicle including the front cross member that couples the pair of left and right front side frames to each other, the front end portion of the front side subframe is connected to the front cross member. By efficiently transmitting the collision energy generated during the front collision to the lower part of the vehicle body, the collision energy can be effectively dispersed and absorbed throughout the vehicle body, and the rigidity of the front cross member can be increased. Since it can improve effectively, there exists an advantage that the damage of the vehicle at the time of the light collision of a vehicle can be prevented effectively.

In the invention according to claim 3 , since the sub-frame rear member for connecting a part of the front suspension cross member and the lower portion of the dash panel is provided, the attachment portion of the upper arm can be reinforced by the sub-frame rear member. In addition, the collision energy transmitted from the front side subframe to the upper part of the front suspension cross member at the time of a vehicle collision can be effectively transmitted to the lower part of the dash panel by the subframe rear member. Therefore, there is an advantage that the collision energy can be more effectively absorbed when the vehicle collides, and the safety of the vehicle can be further effectively improved when the vehicle is traveling.

In the invention according to claim 4 , since the front end portion of the sub-frame rear member is connected to the mounting portion of the upper arm provided on the front suspension cross member, the mounting portion of the upper arm can be reinforced by the sub-frame rear member. In addition, the collision energy transmitted from the front side subframe to the upper part of the front suspension cross member at the time of a vehicle collision can be effectively transmitted to the lower part of the dash panel by the subframe rear member.

In the invention according to claim 5, as well as arranged consecutively in side view and the front side sub-frame and the sub-frame rear member, because the installed them in inclination of the rear edge, the front to the frontal collision of the vehicle There is an advantage that the collision energy input to the cross member can be smoothly transmitted to the lower part of the dash panel through the front side subframe and the subframe rear member, and effectively supported.

1 is a side view showing an embodiment of a front body structure of a vehicle according to the present invention. It is a top view which shows the specific structure of a front part vehicle body structure. It is a top view which shows the specific structure of a vehicle body frame. It is the IV-IV sectional view taken on the line of FIG. It is a top view which shows the specific structure of a front part frame. It is side surface sectional drawing which shows the specific structure of a front part frame. It is a front view which shows the specific structure of a front part frame. It is the VIII-VIII sectional view taken on the line of FIG. It is side surface sectional drawing which shows the installation structure of a torque box.

  1 to 4 show an embodiment of a vehicle front body structure according to the present invention. The lower vehicle body structure includes a dash panel 1 installed so as to partition a vehicle compartment front portion and an engine room, and a pair of left and right front side frames 2, 2 extending from the installation portion of the dash panel 1 to the front side of the vehicle. The floor panel 3 that continuously forms the bottom surface of the passenger compartment continuously from the lower end of the dash panel 1 and the center of the floor panel 3 in the vehicle width direction are bulged toward the interior (upward) of the vehicle body. A tunnel portion 4 installed to extend in the front-rear direction, and tunnel upper reinforcements 5, 5 having a closed cross-sectional shape are installed on the upper left and right sides of the tunnel portion 4 so as to extend in the front-rear direction of the vehicle body. (See FIG. 4).

  In addition, a recessed portion 6 that is recessed toward the rear side of the vehicle body is formed at the vehicle width direction central portion of the dash panel 1. In the rear part of the engine room, a power train having an engine main body 7 composed of a rotary engine or the like arranged in a vertical manner and a transmission 8 connected to the rear thereof is arranged. A rear portion of the engine body 7 is disposed in a recessed portion 6 formed in the dash panel 1, and the transmission 8 and a propeller shaft and a power plant frame (not shown) connected to the transmission 8 are It is arranged in the tunnel part 4. With this configuration, the engine body 7 or the like, which is a heavy object, is positioned as far as possible on the rear side of the vehicle so that the center of gravity of the vehicle can be brought closer to the center of the vehicle body, and the yaw moment of inertia that acts when the vehicle travels The steering stability and the running stability can be improved by reducing effectively.

  The front side frame 2 is located on the front side of the vehicle at a position located on the inner side in the vehicle width direction by a predetermined distance from the side wall surface of the vehicle in order to secure an installation space for the front wheel 11 and the front suspension 12 that supports the front wheel 11. A front member 13 installed so as to extend substantially linearly, and a rear member 14 installed so as to extend rearwardly from the rear end portion of the vehicle body in a side view. A front suspension cross member 15 that supports the front suspension 12 is attached to the front member 13 of the front side frame 2.

  As shown in FIGS. 5 to 7, the front suspension cross member 15 includes a cross member body 16 extending in the vehicle width direction, a lower member 17 extending rearward from both left and right ends, and left and right sides of the cross member body 16. A vertical member 18 extending upward from both ends and an upper member 19 extending from the upper end of the vehicle in the front-rear direction of the vehicle are fixed. The upper end of the upper member 19 is fixed to the lower surface of the front member 13 by bolting or the like. Has been. A lower arm 20 of the front suspension 12 is attached to the lower member 17 of the front suspension cross member 15, and an upper arm 21 of the front suspension 12 is attached to the upper member 19.

  The front end portions of the left and right front side frames 2 and 2 are connected to each other via a front cross member 22. A front side sub-frame 23 that connects the front end portion of the front side frame 2 and the front suspension cross member 15 is located slightly below and inward of the mounting portion of the front side frame 2 with respect to the front cross member 22. The front end is attached.

  The front side sub-frame 23 is inclined forward and downward from the attachment portion with respect to the front cross member 30 and extends rearward along the vehicle lateral direction inner side surface of the front side frame 2 in plan view. And a rear portion 25 that extends toward the rear side along the lower surface of the front side frame 2 while being inclined toward the outer side in the vehicle width direction in plan view from the rear end portion. The rear portion 25 of the front side subframe 23 is connected to the mounting portion of the upper arm 21, that is, the upper member 19 of the front suspension cross member 15 by bolting or the like.

  Further, the front end portion of the sub-frame rear member 27 is connected to the mounting portion of the upper arm 21 including the upper member 19 of the front suspension cross member 15 by bolting or the like. The sub-frame rear member 27 is continuous with the front side sub-frame 23 in a side view and is installed in a state of being inclined forward and downward, whereby a part of the front suspension cross member 15, that is, the upper member 19. The rear part is connected to the lower part of the dash panel 1.

  The rear end portion of the sub-frame rear member 27 is disposed between the rear end portion of the front side frame 2 and the lower member 17 of the front suspension cross member 15, and these are fixed integrally with mounting bolts 29. It is configured to be. As a result, the sub-frame rear member 27 indirectly connects the upper member 19 of the front suspension cross member 15 and the lower portion of the dash panel 1 via the rear end portion of the front side frame 2. ing.

  Further, on the lower surface of the floor panel 3, as shown in FIGS. 3 and 4, a pair of left and right floor frames 31, 31 extending in the front-rear direction of the vehicle body are continuous with the rear ends of the front side frames 2, 2. A floor subframe 32 is provided that extends from the middle part in the front-rear direction of the floor frame 31 to the rear side of the vehicle while inclining inward in the vehicle width direction toward the tunnel part 4. Further, side sills 33 having a closed cross-sectional shape including an outer panel 33a and an inner panel 33b are respectively disposed on both sides of the floor panel 3 in the vehicle width direction, and a floor panel is provided at an intermediate portion in the vertical direction of the inner panel 33b. 3 side end flange portions 3a are fixed by spot welding or the like.

  As shown in FIG. 4, the floor frame 31 includes a pair of left and right side walls 34, 34, a bottom wall portion 35 installed between lower ends thereof, and left and right sides connected to upper ends of the side walls 34, 34. The pair of joint flange portions 36 and 36 are formed in a hat shape in cross section. The floor flange 31 is spot welded to the lower surface of the floor panel 3 while the floor flange 31 is installed so as to extend from the rear end of the front side frame 2 to the rear side of the vehicle body. It is fixed by. In addition, the floor frame 31 is installed so as to be inclined so that the rear portion thereof faces the outer side in the vehicle width direction in the plan view shown in FIG. 3, and the rear end portion thereof is arranged on the left and right sides of the rear portion of the vehicle. The rear side frames 37, 37 provided are connected to the front end portions and the vicinity of the rear end portion of the side sill 33.

  The rear side frame 37 has a rear end portion of the vehicle body at a portion located on the inner side in the vehicle width direction by a predetermined distance from the side wall surface of the vehicle in order to secure an installation space for a rear wheel suspension (not shown) and the like. The rear part 38 is installed so as to extend substantially linearly from the front side of the vehicle to the front side of the vehicle, and the front part is directed outwardly in the vehicle width direction in plan view, while tilting forward from the front end part in a side view. The front part 39 is installed so as to be inclined, and the rear end part of the floor frame 31 and the side sill 33 is connected to the front end part of the front part 39. Also, a pair of front and rear rear cross members 40, 41 that connect the left and right rear side frames 37, 37 to each other are installed so as to extend in the vehicle width direction.

  The floor sub-frame 32 is inclined inward and backward in a plan view along the lower surface of the floor panel 3 from the front-rear direction intermediate portion of the floor frame 31, and the inclined portion 42 extends toward the tunnel portion 4 side. The rear portion 43 extends from the rear end portion to the rear side of the vehicle body along the tunnel portion 4, and the lower portion of the tunnel portion 4 is reinforced by the rear portion 43 of the floor subframe 32. . Further, a tunnel lower reinforcement 44 is disposed so as to cross the tunnel portion 4, and both left and right end portions thereof are screwed to the floor subframes 32, 32, specifically, the left and right rear portions 43, 43. As a result, the left and right floor subframes 32 and 32 are connected in phase with each other via the tunnel lower reinforcement 44.

  As shown in FIG. 8, the tunnel lower reinforcement 44 is made of a steel plate material having a predetermined strength, and insertion holes for mounting bolts 45 are formed at both left and right ends thereof. Then, the screw shaft of the mounting bolt 45 penetrating through the insertion hole is screwed to the nut 46 fixed to the upper surface of the bottom wall of the floor subframe 32, whereby the tunnel lower reinforcement 44 is connected to the tunnel portion 4. It is detachably attached in a state of being disposed outside the lower vehicle.

  Further, as shown in FIG. 9, a torque box 47 extending outward in the vehicle width direction of the vehicle body along the lower end portion of the dash panel 1 is provided on the outer surface of the rear end portion of the front side frame 2. A front portion of the side sill 33 and a rear end portion of the front side frame 2 are connected via a torque box 47. The torque box 47 has a predetermined distance between a front wall 48 extending downward along the lower portion of the dash panel 1 and a lower end surface of the dash panel 1 from the lower end thereof. And a rear wall 50 that is installed so as to extend upward from the rear end portion thereof and is connected to the lower end portion of the dash panel 1 or the lower surface of the floor panel 3. . As shown in FIG. 3, the rear side portion of the rear wall 50 of the torque box 47 is positioned on the rear side of the vehicle body as it approaches the side sill 33, that is, toward the outer side in the vehicle width direction. It is inclined and extends to a position where the outer end 50 a of the rear wall 50 exceeds the rear end of the dash panel 1.

  In the above configuration, when a frontal collision occurs in the vehicle and collision energy is input to the front cross member 22, the collision energy is applied to the front side frame 2 as indicated by an arrow P1 in FIGS. And is transmitted to the upper member 19 of the front suspension cross member 15 via the front side subframe 23 as shown by the arrow P2 in FIG. A part of the collision energy transmitted to the upper member 19 of the front suspension cross member 15 is transmitted to the lower end portion of the dash panel 1 through the subframe rear member 27 as shown by an arrow P3, and the remaining energy. Is supported by being transmitted to the rear end portion of the front side frame 2 and the lower portion of the dash panel 1 through the vertical member 18 and the lower member 17 of the front suspension cross member 15 as indicated by an arrow P4. Is done.

  Further, as shown by an arrow P1 in FIG. 6, a part of the collision energy directly transmitted to the dash panel 1 through the front side frame 2 is as shown by an arrow P5 in FIG. The torque is transmitted to the side sill 33 via the torque box 47, and is transmitted to the upper portion of the tunnel portion 4 via a dash cross member (not shown) fixed to the dash panel 1, and the remainder of the collision energy is shown in FIG. Is transmitted from the rear end portion of the front side frame 2 to the floor frame 31 as indicated by an arrow P6.

  A rear side portion formed by the rear wall 50 of the torque box 47 is inclined so as to be positioned on the rear side of the vehicle body as it approaches the side sill 33. For this reason, the transmission direction P5 of the collision energy input from the front side frame 2 to the torque box 47 is converted to the rear outer side via the torque box 47, so that the collision energy is applied to the side sill 33. It is transmitted smoothly. Then, the collision energy is transmitted from the side sill 33 to the rear side frame 37 so that the side sill 33 is stably supported.

  Further, as shown by an arrow P6 in FIG. 3, the collision energy input from the front side frame 2 to the floor frame 31 at the time of a frontal collision of the vehicle has a part of the floor subframe as shown by an arrow P7. 32 is transmitted to and supported by the lower portion of the tunnel portion 4, and the remaining collision energy is transmitted to the rear end side of the side sill 33 and the front end portion of the rear side frame 37 through the floor frame 31. It is designed to be supported stably. A tunnel lower reinforcement 44 is disposed below the tunnel portion 4 so as to cross the bottom portion thereof, so that the bottom surface of the tunnel portion 4 is in accordance with the collision energy transmitted to the tunnel portion 4. It is possible to effectively prevent expansion deformation or contraction deformation.

  As described above, the dash panel 1 installed so as to partition the vehicle compartment front and the engine room, the pair of left and right front side frames 2, 2 extending from the installation portion of the dash panel 1 to the front side of the vehicle, A floor panel 3 that forms a bottom surface portion of the vehicle compartment continuously from the lower end of the dash panel 1 and a vehicle width direction center portion of the floor panel 3 bulges toward the vehicle interior side so as to extend in the longitudinal direction of the vehicle body. In the front body structure of the vehicle including the tunnel portion 4 installed on the front side frame 2, a front suspension cross member 15 that supports the front suspension 12 is attached to the front side frame 2, and the front end portion of the front side frame 2 is attached to the front side frame 2. Because the front side subframe 23 for connecting the front suspension cross member 15 is provided. The collision energy input to the frontal collision of the vehicle is efficiently transmitted to the vehicle body lower portion, it can be absorbed which effectively.

  That is, in the above embodiment, since the front end member of the front side subframe 23 is connected to the front cross member 30 in the vehicle including the front cross member 30 that connects the pair of left and right front side frames 2 and 2 to each other. A collision energy input to the front cross member 22 at the time of a frontal collision or the like is expressed by a component (P1) from the front side frame 2 toward the dash panel 1 and the floor frame 31 and from the front side subframe 23 to the front suspension cross member 15. It can be transmitted to the rear part of the vehicle body by dividing it into the component (P2) heading toward the vehicle. The collision energy transmitted from the front side subframe 23 to the upper member 19 of the front suspension cross member 15 is transmitted to the lower portion of the dash panel 1 and the floor via the vertical member 18 and the lower member 17 of the front suspension cross member 15. By transmitting to the panel 3, there is an advantage that the collision energy can be effectively dispersed throughout the vehicle body and efficiently absorbed.

  In particular, as shown in the above-described embodiment, according to the configuration in which the front end portions of the front side frame 2 and the front side subframe 23 are offset and connected to the front cross member 30, the front cross member is used during a frontal collision of the vehicle. The collision energy input to 30 can be transmitted to the rear portion of the vehicle body via at least one of the front side frame 2 and the front side subframe 23 to reliably support it. In addition, the front cross member 30 can be reinforced by the front side frame 2 and the front side subframe 23, and the rigidity thereof can be effectively improved. Therefore, the vehicle can be effectively prevented from being damaged during a light vehicle collision. There is an advantage that you can.

  In the above embodiment, in the front body structure of the vehicle in which the upper arm 21 of the front suspension 12 is attached to the front suspension cross member 15, the rear end portion of the front side subframe 23 is attached to the attachment portion of the upper arm 21. Due to the connected structure, the mounting portion of the upper arm 21 can be effectively reinforced by the front side subframe 23. Therefore, there is an advantage that the effect of absorbing the collision energy at the time of the collision of the vehicle and the effect of improving the safety of the vehicle when the vehicle is traveling can be obtained at the same time.

  Further, as shown in the above embodiment, when the sub-frame rear member 27 for connecting a part of the front suspension cross member 15 (upper member 19) and the lower part of the dash panel is provided, The collision energy transmitted from the front side subframe 23 to the front suspension cross member 15 at the time of a vehicle collision is effectively transmitted to the lower part of the dash panel 1 by the subframe rear member 27, and this is effectively transmitted. There is an advantage that it can be absorbed.

  In the above embodiment, the front end portion of the subframe rear member 27 is connected to the attachment portion of the upper arm 21 provided on the front suspension cross member 15, that is, the upper member 19. The attachment portion of the upper arm 21 can be reinforced, and the collision energy transmitted from the front side subframe 23 to the upper member 19 of the front suspension cross member 15 at the time of a vehicle collision is dashed by the subframe rear member 27. Effective transmission to the lower part of the panel 1 is possible. Therefore, there is an advantage that the collision energy can be more effectively absorbed when the vehicle collides, and the safety of the vehicle can be further effectively improved when the vehicle is traveling.

  In particular, in the above-described embodiment, the front side subframe 23 and the subframe rear member 27 are continuously disposed in a side view via the upper member 19 of the front suspension cross member 15, and the front side subframe Since the frame 23 and the sub-frame rear member 27 are provided with inclined portions so that they are respectively installed in a downwardly inclined state, the collision energy input to the front cross member 30 at the time of a frontal collision of the vehicle is used. There is an advantage that it can be smoothly transmitted to the lower part of the dash panel 1 through the side subframe 23 and the subframe rear member 27 and effectively supported.

  Instead of the above-described embodiment in which the front side subframe 23 and the subframe rear member 27 are indirectly continued in a side view via the upper member 19 of the front suspension cross member 15, The sub-frame rear member 27 may be integrally formed and directly continuous, and the upper member 19 of the front suspension cross member 15 may be attached to the lower end portion thereof.

  Further, in the above embodiment, the floor frame 31 is installed so as to extend from the rear end portion of the front side frame 2 to the rear side of the vehicle body, and the rear portion of the floor frame 31 is inclined toward the outer side in the vehicle width direction. Since the rear end portion of the floor frame 31 is connected to the front end portion of the rear side frame 37 disposed on the left and right sides of the rear portion of the vehicle, the front side frame 2, the front side subframe 23, and the subframe at the time of the front collision of the vehicle. The collision energy input to the floor frame 31 is transmitted to the rear side frame 37 via the rear member 27, so that it can be stably supported, and the rigidity of the vehicle body against the frontal impact load of the vehicle is effectively improved with a simple configuration. Can be made.

  Further, as shown in the above-described embodiment, side sills 33 having a closed cross-sectional shape extending in the front-rear direction of the vehicle are provided on both sides of the floor panel 3 in the vehicle width direction. When the structure is provided with a torque box 47 having a closed cross-sectional shape that connects the rear end portion of the frame 31 and connects the front portion of the side sill 33 and the rear end portion of the front side frame 2, Since collision energy can be efficiently transmitted to and supported by the side sill 33 via the floor frame 31 and the torque box 47 at the time of a collision, the rigidity of the vehicle body against the front collision load of the vehicle is more effective with a simple configuration. There is an advantage that it can be improved.

  In particular, in the above embodiment, the rear end portion of the side sill 33 is configured to be connected to the front end portions of the rear side frame 37 disposed on the left and right of the rear portion of the vehicle, so that the front sill 33 is transmitted to the side sill 33. The collision energy can be transmitted from the side sill 33 to the rear side frame 37. Therefore, there is an advantage that the collision energy input to the front side frame 2 can be dispersed throughout the vehicle body and effectively supported during a frontal collision of the vehicle.

  Further, as shown in the above embodiment, when the rear side portion formed by the rear wall 50 of the torque box 47 is inclined so as to be positioned on the rear side of the vehicle body as it approaches the side sill 33, the front side By converting the transmission direction of the collision energy input from the frame 2 to the torque box 47 to the rear outer side via the torque box 47, the collision energy can be smoothly transmitted to the side sill 33. The side sill 33 has an advantage that the collision energy can be stably supported.

  Further, in the above-described embodiment, the torque box 47 is configured by a box-like member installed along the lower surface of the dash panel 1, specifically, the lower surface of the dash panel 1, so that the torque box 47 protrudes into the vehicle interior. Thus, the rigidity of the vehicle body against the frontal impact load of the vehicle can be effectively improved without causing adverse effects such as narrowing of the vehicle interior space due to the installation in the above state.

  In addition, in the above-described embodiment, since the rear wall outer end portion 50a of the torque box 47 is extended to a position beyond the rear end of the dash panel 1, the dash panel 1 is deformed according to the collision energy input at the time of the front collision of the vehicle. This can be effectively prevented by the torque box 47 and the collision energy can be efficiently transmitted to the side sill 33 through the torque box 47.

  In particular, as shown in the above embodiment, the torque box 47 is connected to the front portion of the floor frame 31 installed so as to extend from the rear end portion of the front side frame 2 along the floor panel 3 to the rear side of the vehicle. In the case of the structure, the collision energy input to the front side frame 2 can be efficiently distributed by being distributed from the torque box 47 to the side sill 33 and the floor frame 31 at the time of a frontal collision of the vehicle. There is an advantage that the collision energy can be supported more effectively.

  In the above-described embodiment, a pair of left and right floor frames 31, 31 extending in the front-rear direction of the vehicle body are provided along the floor panel 3, and the floors extending from the front-rear intermediate portions of the left and right floor frames 31, 31 toward the tunnel portion, respectively. Since the subframes 32 and 32 are disposed and the tunnel lower reinforcement 44 is disposed so as to cross the tunnel portion 4, the rigidity of the vehicle body can be effectively improved with a simple configuration, and the vehicle collision There is an advantage that the collision energy acting at times can be effectively absorbed.

  In other words, the collision energy input through the front cross member 30, the front side frame 2, and the front side subframe 23 at the time of a frontal collision of the vehicle is used as the floor frame installed along the lower surface of the floor panel 3. In addition to being able to transmit and support the rear side of the vehicle by 31, it is possible to efficiently transmit and support a part of the collision energy to the tunnel part 4 side by the floor subframe 32. Since the lower portion of the tunnel portion 4 is reinforced by the tunnel lower reinforcement 44 disposed so as to cross the tunnel portion 4, the bottom surface of the tunnel portion 4 expands or contracts depending on the collision energy. There is an advantage that the collision energy can be transmitted to the rear part of the vehicle body and efficiently supported while effectively preventing deformation.

  Further, the collision energy input from the vehicle body side portion to the tunnel portion 4 at the time of a side collision of the vehicle can be efficiently supported by the tunnel lower reinforcement 44. Accordingly, the vehicle interior space is reduced as in the case where the center cross member for preventing the vehicle body from being deformed in response to the collision energy input at the side collision of the vehicle is disposed on the floor panel 3. It is possible to effectively prevent deformation of the vehicle body at the time of a vehicle collision without causing the above problem, and the advantage that the rigidity of the vehicle body can be sufficiently secured with a simple configuration even in an open car without a roof, etc. There is.

  Furthermore, as shown in the above embodiment, when the tunnel lower reinforcement 44 is disposed on the outer side of the lower side of the tunnel portion 4 and is detachably attached, the tunnel lower reinforcement 44 is mounted on the vehicle. The lower part of the tunnel part 4 can be effectively reinforced without causing a situation in which the vehicle interior space is narrowed due to the protrusion into the room. Moreover, at the time of maintenance / inspection of the propeller shaft or the exhaust pipe disposed in the tunnel portion 4, the maintenance / inspection operation and the like can be easily performed by removing the tunnel lower reinforcement 44 from the tunnel portion 4. There is an advantage that you can.

  Further, in the above embodiment, the tunnel portion 4 is disposed via the rear portion 43 of the floor subframe 32 by installing the rear portion 43 of the floor subframe 32 so as to extend in the longitudinal direction of the vehicle body along the tunnel portion 4. Therefore, the rigidity of the vehicle body in the vicinity of the center portion in the vehicle width direction of the floor panel 3 can be effectively improved. Therefore, there is an advantage that the vehicle body deformation can be reliably suppressed by effectively supporting the collision energy transmitted to the installation portion of the tunnel portion 4 at the time of frontal collision or side collision of the vehicle.

  Furthermore, as shown in the above embodiment, when the lower part of the left and right floor subframes 32 is connected by the tunnel lower reinforcement 44 installed so as to cross the tunnel part 4, the tunnel part 4 and the reinforcement 44 by installing the rear portion 43 of the floor subframe 32 so as to extend in the front-rear direction of the vehicle body, and the tunnel lower reinforcement 44 installed in the vehicle width direction so as to cross the tunnel portion 4. Due to the synergistic action with the reinforcing action, the rigidity of the vehicle body in the vicinity of the center in the vehicle width direction of the floor panel 3 can be improved more effectively.

DESCRIPTION OF SYMBOLS 1 Dash panel 2 Front side frame 3 Floor panel 4 Tunnel part 15 Front suspension cross member 21 Upper arm 22 Front cross member 23 Front side sub frame 27 Sub frame rear member

Claims (5)

A dash panel that partitions the front part of the passenger compartment, a pair of left and right front side frames that extend forward from the dash panel, a floor panel that continuously forms the lower surface of the passenger compartment, and a vehicle width direction of the floor panel A vehicle front body structure including a tunnel portion installed to extend in the front-rear direction of the vehicle body by bulging the central portion toward the vehicle interior side, and the front side frame supports a front suspension with front suspension cross member is attached to a front side sub-frame is provided for connecting the front end and the front suspension cross member of the front side frame, the said front suspension cross member, with the front suspension upper arm is attached Front body structure of a vehicle, wherein a rear end of the front side sub-frame is connected to the mounting portion of the upper arm.   The front portion of the vehicle according to claim 1, further comprising a front cross member that connects the pair of left and right front side frames to each other, and a front end portion of the front side subframe is connected to the front cross member. Body structure. The vehicle front body structure according to claim 1 or 2 , further comprising a sub-frame rear member that connects a part of the front suspension cross member and a lower portion of the dash panel. 4. The front body structure of a vehicle according to claim 3 , wherein a front end portion of the sub-frame rear member is connected to a mounting portion of an upper arm provided on the front suspension cross member. Vehicle according to claim 3 or 4, characterized in that the front side sub-frame and the sub-frame rear member while being disposed in succession in a side view, they are placed in an inclined state of the rear edge Front car body structure.

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