JP5326620B2 - Front body structure of the vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively enhance rigidity of a vehicle body by a simple and compact constitution. <P>SOLUTION: The front part vehicle body structure for the vehicle is provided with: a dash panel 1 for partitioning a front part of a cabin; a pair of right and left front side frames 2 forwardly extending from the dash panel; a floor panel 3 continued to the dash panel 1 and forming a lower surface of the cabin; and a tunnel part 4 installed so as to be extended in a longitudinal direction of the vehicle body by swelling a central portion in a vehicle width direction of the floor panel 3 to an inner side of the cabin. A dash cross member 10 extending in the vehicle width direction is provided on a cabin inner wall surface of the dash panel 1, the central part 11 in the vehicle width direction of the dash cross member 10 is arranged so as to be laid along an upper surface of the tunnel part 4, and is arranged such that both right and left side parts 12 are opposed to a rear end part of the front side frame 2. <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, a dash panel that extends in the vertical direction and constitutes a front end wall of a passenger compartment for the purpose of suppressing the dash panel from retreating at the time of a normal collision of the vehicle, A dash panel and a floor panel extending rearward continuously, wherein the dash panel includes a tunnel portion protruding upward in a substantially central portion of the floor panel and extending in the vehicle front-rear direction. Is provided with a pair of left and right dash cross members whose one end is joined to the side surface of the tunnel portion, the middle portion extends in the vehicle width direction along the dash panel, and the other end is connected to the hinge pillar. ing.

  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 2002-362419 A JP 2000-238667 A

  As disclosed in Patent Document 1, a pair of left and right dash cross members extending in the vehicle width direction along the dash panel is provided, and both side end portions thereof are connected to the side surface of the tunnel portion and the hinge pillar, respectively. In such a case, when the vehicle crashes forward, the load input to the dash panel is dispersed and supported by the tunnel portion and the hinge pillar, so that the back of the dash panel can be suppressed to some extent. There is. However, in the vehicle front body structure disclosed in Patent Document 1, since the left and right cross members are independently installed, the vehicle is input via either the left or right front side frame when the vehicle collides. There has been a problem that the impact energy generated cannot be efficiently transmitted to the entire vehicle body, and the rigidity improvement effect of the vehicle body is insufficient.

  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 absorbed by the member. However, in the vehicle body structure disclosed in Patent Document 2, the installation space for the engine main body and the like is reduced by disposing the extension portion of the closed cross-sectional structure in the engine room, thereby reducing the size of the vehicle. There was a problem that it was difficult to do.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle front body structure that can effectively improve the rigidity of the vehicle body with a simple and compact configuration.

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 including 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, the dash panel A dash cross member extending in the vehicle width direction is provided on the side wall surface of the vehicle interior, and a center portion in the vehicle width direction of the dash cross member is disposed along the upper surface of the tunnel portion, and both left and right side portions thereof There is disposed so as to face the rear end of the front side frame, at least a portion of the left and right both sides of the dash cross member includes a front With recesses which concaved forward is provided so as to enter into the rear end portion of the id frame protrusion protruding toward the front side of the vehicle body in correspondence with the recessed portion and is formed in the dash panel.

  According to a second aspect of the present invention, in the vehicle body structure according to the first aspect of the present invention, the dash cross member is bent and formed so that a center portion in the vehicle width direction of the dash cross member bulges upward along the tunnel portion. Is.

  According to a third aspect of the present invention, in the front body structure of the vehicle according to the first or second aspect, the vehicle has a tunnel member extending in the front-rear direction of the vehicle body along the upper surface of the tunnel portion. The center part of the dash cross member in the vehicle width direction is connected.

  According to a fourth aspect of the present invention, in the vehicle front body structure according to any one of the first to third aspects, a vehicle interior side portion corresponding to a connecting portion between the dash cross member and the front side frame is provided. Is provided with a pedal device operated by an occupant.

According to a fifth aspect of the present invention, in the vehicle front body structure according to any one of the first to fourth aspects, the pedal device has a brake pedal, and a position corresponding to an installation portion of the brake pedal. The protrusions are disposed at the same time, and the amount of insertion of the recesses is set so that the brake pedal can be prevented from interfering with the dash cross member.

In the invention according to claim 1, the dash cross member is disposed so that the center portion in the vehicle width direction is along the upper surface of the tunnel portion, and the left and right side portions thereof are opposed to the rear end portion of the front side frame. In the case of a normal collision of the vehicle, the collision energy input to either one of the left and right side portions facing the rear end portion of the front side frame is applied to the center portion in the vehicle width direction of the floor panel. In this case, by transmitting from the tunnel portion installed so as to extend in the front-rear direction of the vehicle body to the other of the left and right side portions, the vehicle body can be efficiently dispersed and supported. Therefore, there is a problem that the installation space of the engine body and the like is reduced as in the case where a reinforcing member that transmits and supports the collision energy input to the front side frame is supported in the engine room. There is an advantage that the rigidity of the vehicle body can be effectively improved without occurring.
Further, at least a part of the left and right side portions of the dash cross member is provided with a recessed portion recessed forward so as to enter the rear end portion of the front side frame, and the front side of the vehicle body corresponding to the recessed portion. The dash cross member is formed in the dash panel so as to prevent the vehicle interior space from being narrowed due to the left and right side portions of the dash cross member projecting toward the vehicle interior side. There is an advantage that a closed cross section extending in the vehicle width direction can be formed between the dash panel and the dash panel to sufficiently secure the rigidity.

  In the invention according to claim 2, since the vehicle width direction center portion of the dash cross member is bent so as to bulge upward along the tunnel portion, the installation height of the front side frame and the upper surface height of the tunnel portion are Even if they are different, the collision energy input to either one of the left and right sides facing the rear end of the front side frame at the time of a normal collision of the vehicle, the center of the floor panel in the vehicle width direction is used. There is an advantage in that it can be reliably transmitted from the tunnel portion installed so as to extend in the front-rear direction of the vehicle body to the other of the left and right side portions and efficiently dispersed and supported throughout the vehicle body.

  In the invention according to claim 3, since the center part in the vehicle width direction of the dash cross member is connected to the upper surface of the tunnel member installed so as to extend in the front-rear direction of the vehicle body along the tunnel part, the vehicle is in a normal collision or the like. Further, there is an advantage that the collision energy transmitted from the front side frame to the tunnel portion and the tunnel member via the left and right side portions of the dash cross member can be effectively supported and absorbed.

  In a fourth aspect of the invention, a pedal device operated by an occupant is disposed at a vehicle interior side portion corresponding to a connection portion between the dash cross member and the front side frame, and the installation portion of the pedal device is connected to the dash cross. Since it is configured to be reinforced by the member, there is an advantage that stable pedal operation is possible with a simple configuration.

In the invention according to claim 5 , the recessed portion is disposed at a position corresponding to the installation portion of the brake pedal constituting the pedal device, and the brake pedal can avoid interfering with the dash cross member. Since the recessed amount of the recessed portion is set, there is a problem that the operation range of the brake pedal is narrowed due to the interference with the dash cross member disposed on the side surface of the dash panel in the vehicle interior. In addition, there is an advantage that the collision energy input from the rear end portion of the front side frame to the side portion of the dash cross member can be efficiently distributed and supported throughout the vehicle body at the time of a normal collision of the vehicle.

1 is a side view showing a first 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 the said front 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. It is side surface sectional drawing which shows 2nd Embodiment of the front part vehicle body structure of the vehicle which concerns on this invention. It is a top sectional view showing the concrete composition of the above-mentioned front part body structure.

  1 to 4 show a first 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. The tunnel member 4 is provided so as to extend in the front-rear direction, and tunnel members 5 and 5 having a closed cross-sectional shape are provided on the left and right sides of the upper surface of the tunnel part 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 heavy engine body 7 and the like are 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 acting when the vehicle is running It is possible to improve the steering stability and the running stability by effectively reducing.

  A dash cross member 10 extending in the vehicle width direction is provided on the side wall surface (rear surface) of the dash panel 1 in the vehicle interior, and a center portion 11 in the vehicle width direction of the dash cross member 10 is an upper surface of the tunnel portion 4, specifically Are installed so as to be along the upper surfaces of the tunnel members 5 and 5, and the both side portions 12 and 12 are arranged so that the left and right side portions 12 and 12 face the rear end portions of the front side frame 2. , 12 are set.

  And the said dash cross member 10 consists of a cross-sectional hat-shaped member which has a pair of attachment flange part 10a, and when the attachment flange part 10a of the right-and-left both sides 12 and 12 is joined to the back surface of the dash panel 1, A closed cross section extending in the vehicle width direction is formed between the dash panel 1 and the dash panel 1. Further, the vehicle width direction center portion 11 of the dash cross member 10 is bent so as to bulge upward along the side surface and the top surface of the tunnel portion 4 in the rear view as shown in FIG.

  The front side frame 2 is located at 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 14a and the front suspension 14b that supports the front wheel 14a. A front member 2a installed so as to extend substantially linearly, and a rear member 2b 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 14 b 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 14 b is attached to the lower member 17 of the front suspension cross member 15, and an upper arm 21 of the front suspension 14 b 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 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. Thus, the left and right floor sub-frames 32 and 32 are phase-coupled via the lower reinforcement 44.

  As shown in FIG. 8, the lower reinforcement 44 is made of a steel plate or the like having a predetermined strength, and insertion holes for mounting bolts 45 are formed at both left and right end portions 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, so that the 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 from the rear end portion of the front side frame 2 to the floor frame 31 as shown by an arrow P6 in FIG. 6 is transmitted to the upper part of the tunnel part 4 through the dash cross member 10 fixed to the dash panel 1 as indicated by an arrow P8.

  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 lower reinforcement 44 is disposed below the tunnel portion 4 so as to cross the bottom thereof, so that the bottom surface of the tunnel portion 4 expands according to the collision energy transmitted to the tunnel portion 4. It is possible to effectively prevent open deformation or shrink 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 passenger compartment continuously from the lower end of the dash panel 1 and a center portion in the vehicle width direction of the floor panel 3 bulges toward the vehicle interior side so as to extend in the front-rear direction of the vehicle body. In the vehicle front body structure including the tunnel portion 4 installed in the vehicle, a dash cross member 10 extending in the vehicle width direction is provided on the vehicle interior side wall surface of the dash panel 1, and the dash cross member 10 has a vehicle width direction. The central portion 11 is disposed along the upper surface of the tunnel portion 4, and the left and right side portions 12, 12 are connected to the rear end portion of the front side frame 2. Since is disposed so as to direction, it is possible to effectively improve the rigidity of the body in a simple and compact configuration.

  That is, in the first embodiment, since the vehicle width direction central portion 11 of the dash cross member 10 is bent so as to bulge upward along the upper surface of the tunnel portion 4 in a rear view, the installation of the front side frame 2 is performed. Even when the height and the upper surface height of the tunnel portion 4 are different, the left and right side portions 12 facing the rear end portion of the front side frame 2 through the dash panel 1 when the vehicle is in a normal collision, etc. 12 to the other of the left and right side portions 12 and 12 from the tunnel portion 4 installed so as to extend in the longitudinal direction of the vehicle body at the vehicle width direction center portion of the floor panel 3. Can be efficiently dispersed and supported throughout the vehicle body. In addition, the installation space for the engine body and the like can be reduced, as in the case where a reinforcing member that transmits and supports the collision energy input to the front side frame 2 is supported in the engine room. Since no problem occurs, there is an advantage that the effect of improving the rigidity of the vehicle body can be sufficiently obtained while the vehicle is effectively made compact.

  Further, as shown in the first embodiment, the dash cross is formed in the tunnel portion 4 that has sufficient rigidity by being installed so that the tunnel members 5 and 5 extend in the front-rear direction of the vehicle body along the upper surface. When the vehicle width direction center portion 11 of the member 10 is connected, the tunnel portion is passed from the front side frame 2 via the left and right side portions 12 and 12 of the dash cross member 10 when the vehicle hits normally. The collision energy transmitted to 4 and the tunnel members 5 and 5 can be effectively supported and absorbed.

  Further, in the first embodiment, a front suspension cross member 15 that supports the front suspension 14 b is attached to the front side frame 2, and the front side that connects the front end portion of the front side frame 2 and the front suspension cross member 15. Since the sub-frame 23 is provided, there is an advantage that collision energy input at the time of a frontal collision of the vehicle can be efficiently transmitted to the lower part of the vehicle body and effectively absorbed.

  That is, in the first embodiment, in the vehicle including the front cross member 30 that couples the pair of left and right front side frames 2 and 2, the front end portion of the front side subframe 23 is connected to the front cross member 30. The collision energy input to the front cross member 22 at the time of a front collision, etc., is transmitted from the front side frame 2 to the dash panel 1 and the floor frame 31 (P1), and from the front side subframe 23 to the front suspension cross. The component (P2) heading toward the member 15 can be divided and transmitted to the rear part of the vehicle body. 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 first 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 The collision energy input to the cross member 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 be reliably supported. 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 first embodiment, in the front body structure of the vehicle in which the upper arm 21 of the front suspension 14b is attached to the front suspension cross member 15, the rear end of the front side subframe 23 is attached to the attachment portion of the upper arm 21. Since the parts are connected, the front side sub-frame 23 can effectively reinforce the attachment part of the upper arm 21. 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 first 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. Effectively transmits the collision energy transmitted from the front side subframe 23 to the front suspension cross member 15 to the lower part of the dash panel 1 by the subframe rear member 27 in the event of a vehicle collision. There is an advantage that it can be absorbed.

  In the first embodiment, since the front end portion of the subframe rear member 27 is connected to the mounting portion of the upper arm 21 provided on the front suspension cross member 15, that is, the upper member 19, the subframe rear member 27, 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 can be applied to the subframe rear member 27. Thus, it can be effectively transmitted to the lower part of the dash panel 1. 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 first 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 Since the side sub-frame 23 and the sub-frame rear member 27 are provided with inclined portions so that the rear sub-tilt is installed, the collision energy input to the front cross member 30 at the time of the frontal collision of the vehicle is obtained. There is an advantage that it can be smoothly transmitted to the lower part of the dash panel 1 through the front side subframe 23 and the subframe rear member 27 and effectively supported.

  The front side subframe is replaced with the first 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. 23 and the subframe 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 first 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. In addition, 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 of the rear portion of the vehicle, the front side frame 2, the front side subframe 23, and the The collision energy input to the floor frame 31 is transmitted to the rear side frame 37 via the subframe rear member 27, so that it can be stably supported, and the rigidity of the vehicle body against the vehicle front impact load is effective with a simple configuration. Can be improved.

  Further, as shown in the first embodiment, side sills 33 having a closed cross-sectional shape extending in the front-rear direction of the vehicle are provided on both sides in the vehicle width direction of the floor panel 3, and in the vicinity of the rear end of the side sill 33, When the structure is provided with a torque box 47 having a closed cross-sectional shape that connects the rear end portion of the floor 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 in the event of a vehicle collision, the rigidity of the vehicle body with respect to the front collision load of the vehicle can be improved with a simple configuration. There is an advantage that it can be effectively improved.

  In particular, in the first embodiment, since the rear end portion of the side sill 33 is 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, the transmission from the front side frame 2 to the side sill 33 is performed. The generated 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 first embodiment, when the rear side portion formed of 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, By converting the transmission direction of the collision energy input from the front side 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. Therefore, the side sill 33 has an advantage that the collision energy can be stably supported.

  Furthermore, in the first embodiment, since the torque box 47 is configured by a box-shaped member installed along the lower surface of the dash panel 1, specifically, the lower surface of the dash panel 1, the torque box 47 is disposed in the vehicle interior. It is possible to effectively improve the rigidity of the vehicle body against the frontal impact load of the vehicle without causing adverse effects such as narrowing of the vehicle interior space due to the installation in a state of protruding in the vehicle.

  In addition, in the first 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 corresponds to the collision energy input at the time of the front collision of the vehicle. 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 first embodiment, the torque box 47 is provided at 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 a connected 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 first 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 from the middle part in the front-rear direction of the left and right floor frames 31, 31 toward the tunnel portion. Since the 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. There is an advantage that the collision energy acting at the time of the collision 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 lower reinforcement 44 disposed across the tunnel portion 4, the bottom surface of the tunnel portion 4 is expanded or contracted in accordance with the collision energy. There is an advantage that the collision energy can be transmitted to the rear part of the vehicle body and can be efficiently supported while effectively preventing this.

  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 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.

  Further, as shown in the first embodiment, when the lower reinforcement 44 is disposed on the outer side of the lower side of the tunnel portion 4 and is detachably attached, the 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, the maintenance inspection and the like can be easily performed by detaching the lower reinforcement 44 from the tunnel portion 4 during maintenance inspection of the propeller shaft or the exhaust pipe disposed in the tunnel portion 4. There is an advantage that can be.

  In the first embodiment, the rear portion 43 of the floor subframe 32 is installed so as to extend in the front-rear direction of the vehicle body along the tunnel portion 4, thereby tunneling through the rear portion 43 of the floor subframe 32. Since the portion 4 is reinforced, 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.

  Further, as shown in the first embodiment, when the lower portions of the left and right floor subframes 32 are connected by the lower reinforcement 44 installed so as to cross the tunnel portion 4, the tunnel Reinforcing action by installing the rear part 43 of the floor subframe 32 so as to extend in the front-rear direction of the vehicle body along the part 4, and installing the lower reinforcement 44 in the vehicle width direction so as to cross the tunnel part 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.

  10 and 11 show a second embodiment of a vehicle front body structure according to the present invention. In the second embodiment, a recessed portion 51 that is recessed forward is formed in a part of the left and right side portions 12 and 12 of the dash cross member 10 so as to enter the rear end portion of the front side frame 2. A projection 52 is formed on the dash panel 1 so as to project to the front side of the vehicle body corresponding to the recess 51. Specifically, at least a part of the side portion 12 located on the driver's seat side (in this embodiment, the left side of the passenger compartment) where the pedal device 54 having the brake pedal 53 operated by the occupant is disposed is the front side. The recessed portion 51 having a position and a depth at which the operation locus of the brake pedal 53 can be secured is formed in a side portion of the dash cross member 10 by being recessed so as to enter the rear end portion of the side frame by a predetermined distance. 12 is formed.

  When the pedal device 54 having the brake pedal 53 and the like operated by the occupant is disposed in the vehicle interior side portion corresponding to the connecting portion between the dash cross member 10 and the front side frame 2 as described above, Since the installation portion of the pedal device 54 can be reinforced by the dash cross member 10, there is an advantage that stable pedal operation is possible with a simple configuration. And in the said 2nd Embodiment, the recessed part 51 of the dash cross member 10 is arrange | positioned in the vehicle interior side surface of the dash panel 1 by forming in the position and depth which can ensure the operation locus | trajectory of the brake pedal 53. Further, the rear end portion of the front side frame 2 does not cause a problem such as the operation range of the brake pedal 53 being narrowed due to the interference with the dash cross member 10 and the vehicle is in a normal collision. Therefore, there is an advantage that the collision energy input to the side portion 12 of the dash cross member 10 can be efficiently dispersed and supported throughout the vehicle body.

  Moreover, while forming a recessed portion 51 in which a part of the left and right side portions 12, 12 of the dash cross member 10 (recessed portion 51) is recessed forward so as to enter the rear end portion of the front side frame 2, Protruding portions 52 that protrude toward the front side of the vehicle body corresponding to the recessed portions 51 are formed on the dash panel 1, and thus the left and right side portions 12 of the dash cross member 10 protrude toward the vehicle interior side. A closed cross section extending in the vehicle width direction can be formed between the dash cross member 10 and the dash panel 1 while preventing the vehicle interior space from being narrowed, and sufficient rigidity can be secured. Even if the recessed portion 51 of the dash cross member 10 and the protruding portion 52 of the dash panel 1 are configured to enter the rear end portion of the front side frame 2, this portion is essentially a dead space, so that an effective space is provided. There will be no problems such as narrowing.

  Instead of the second embodiment in which the recessed portion 51 of the dash cross member 10 is disposed at a position corresponding to the installation portion of the brake pedal 53, the above-described operation is performed at a position corresponding to the installation portion of an accelerator pedal or a clutch pedal. It is also possible to adopt a structure in which the recessed portion 51 of the dash cross member 10 is disposed. However, since the brake pedal 53 tends to have a larger operation locus than an accelerator pedal or the like, the concave portion 51 is disposed at a position corresponding to the installation portion of the brake pedal 53 as described above. It is desirable that the brake pedal 53 be configured to avoid interference with the dash cross member 10.

DESCRIPTION OF SYMBOLS 1 Dash panel 2 Front side frame 3 Floor panel 4 Tunnel part 5 Tunnel member 10 Dash cross member 11 Center part of a dash cross member in the vehicle width 12 Side part of dash cross member 51 Recessed part 52 Projection part 53 Brake pedal 54 Pedal device

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 so as to extend in the front-rear direction of the vehicle body by causing the center portion to bulge toward the vehicle interior side. A dash cross member extending in the width direction is provided, and a center portion of the dash cross member in the vehicle width direction is disposed along the upper surface of the tunnel portion, and both left and right side portions thereof are rear ends of the front side frame. It is disposed so as to face the section, at least a portion of the left and right both sides of the dash cross member, the rear end portion of the front side frame With recesses which concaved forward is provided so as to enter into, a front body of a vehicle protrusion protruding toward the front side of the vehicle body in correspondence with the recessed portion is characterized in that it is formed in the dash panel Construction.   2. The vehicle front body structure according to claim 1, wherein the dash cross member is bent so that a center portion in the vehicle width direction bulges upward along the tunnel portion.   3. The vehicle according to claim 1, further comprising a tunnel member extending in the front-rear direction of the vehicle body along the tunnel portion, and a center portion in the vehicle width direction of the dash cross member connected to the tunnel member. Front car body structure.   The pedal device which a passenger | crew operates is arrange | positioned in the vehicle interior side site | part corresponding to the connection part of the said dash cross member and a front side frame, The any one of Claims 1-3 characterized by the above-mentioned. The front body structure of the vehicle. The pedal device includes a brake pedal, the protrusion is disposed at a position corresponding to the installation portion of the brake pedal, and the brake pedal can be prevented from interfering with the dash cross member. The front body structure of a vehicle according to any one of claims 1 to 4, wherein a recessed amount of the recessed portion is set.

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