JP5586059B2 - Vehicle front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure having a dash panel in which an upper end edge portion is coupled to a front cowl and a rear side thereof serves as a passenger compartment.

  Conventionally, there is a vehicle body front structure of the vehicle described in Patent Document 1 below. According to this publication, the front body structure of the vehicle extends in the width direction of the vehicle body, a front cowl whose ends are coupled to the suspension tower side, and a width direction of the vehicle body in a lower region of the front cowl. A dash panel extending in the vertical direction and having an upper end edge portion coupled to the front cowl and a rear side serving as a vehicle compartment is provided.

  When the vehicle travels, generally, impact forces are applied to the left and right ends of the front cowl in the longitudinal direction from the traveling surface side through the wheels, the suspension, and the suspension tower. In this case, a compressive load in the longitudinal direction is applied to the front cowl by these left and right impact forces. When the vehicle is traveling, the compressive load is intermittently applied, so that the front cowl tends to vibrate so as to alternately repeat the front and rear arc-shaped bending toward the rear and the rear. . At this time, the dash panel tends to vibrate forward and backward in conjunction with the vibration of the front cowl.

  Here, in the case of the primary vibration mode in which the vibration of the front cowl generates a single antinode with both ends of the front cowl as nodes, the amplitude is large. For this reason, the amplitude of the dash panel that vibrates in conjunction with the front cowl also increases. Then, due to the vibration of the dash panel, a booming noise, which is a vibration noise having a high sound pressure, tends to occur in the passenger compartment on the rear side of the dash panel, which is not preferable for passengers in the passenger compartment.

  Therefore, in the conventional technique, a reinforcing member is provided at each of the two parts obtained by dividing the front cowl into three equal parts in the longitudinal direction, and the above parts are reinforced so as to have a highly rigid hollow closed cross-sectional structure. According to this, the front cowl vibrates in a tertiary vibration mode in which three antinodes are generated with the both ends of the front cowl and the two parts as nodes (four nodes).

  According to the vibration in the third vibration mode of the front cowl described above, the amplitude is smaller than that in the first vibration mode of the front cowl described above. In this manner, the amplitude of the dash panel that vibrates in conjunction with the front cowl is suppressed to be small, and the sound pressure of the booming noise generated in the passenger compartment due to the vibration of the dash panel is reduced.

JP 2006-206004 A

  By the way, in the above-described conventional technique, a reinforcing member for reinforcing each part of the front cowl is provided so as to reduce the sound pressure of the booming noise generated in the passenger compartment. However, simply providing such a reinforcing member increases the number of parts in the front part of the vehicle body, complicates the configuration, and disadvantageously increases the mass of the front part of the vehicle body, contrary to the general requirement for weight reduction of the vehicle. May occur.

  The present invention has been made paying attention to the above-described circumstances, and the object of the present invention is to reduce the sound pressure of the booming noise generated in the passenger compartment while the vehicle is traveling, and with a simple configuration, It is to be able to achieve this while suppressing an increase in the mass of the front part of the vehicle body.

In the first aspect of the present invention, the front cowl 7 extends in the width direction of the vehicle body 2 and each end thereof is coupled to the suspension tower 10 side, and the upper end edge is coupled to the front cowl 7 extending in the vertical direction. A dash panel 11 whose rear side is a vehicle compartment 19 is provided, and the front cowl 7 is connected to the upper end edge of the dash panel 11 and the front panel from the front edge of the bottom panel 9a. A front panel 9b whose extension end is a free end in a side sectional view (FIGS. 3 and 4) of the vehicle body 2 and the rear edge of the bottom panel 9a extends upward. In the front structure of the vehicle body having a rear panel 9c whose rear side is the compartment 19,
By bending a midway portion in the width direction of the front panel 9b and performing this bending along the longitudinal direction of the front panel 9b in a side sectional view of the vehicle body 2 (FIG. 4), a linear bent portion is obtained. 28, and a pair of left and right arcuate lines that are convex toward the front in a plan view of the vehicle body 2 (FIG. 1) and whose left and right base end portions 33a and 33b are located on the linear bent portion 28. 33, 33 are arranged on the front panel 9b so as to be spaced apart from each other in the width direction of the vehicle body 2, and each portion of the front panel 9b corresponding to each arcuate line 33 is bent to form a pair of left and right The vehicle body front structure is characterized in that arc-shaped bent portions 35 and 35 are formed.

According to the second aspect of the present invention, the front cowl 7 as a whole is formed in a convex arc shape in a plan view of the vehicle body 2 (FIG. 1), and the linear bent portion 28 is formed in the width direction of the vehicle body 2. The vehicle body front structure according to claim 1, wherein the vehicle body front structure is formed so as to extend linearly .

Contact name in this paragraph, the code and drawing number which is appended to each term is not intended to limit interpret the technical scope of the present invention to the content of the sections and drawings the "Examples" section below.

  The effects of the present invention are as follows.

According to the first aspect of the present invention, a front cowl extending in the width direction of the vehicle body, each end portion of which is coupled to the suspension tower side, and an upper end edge portion coupled to the front cowl extending in the vertical direction, the rear side of which is a vehicle interior A dash panel, and the front cowl extends from the front edge of the bottom panel toward the front upper side, and the extended end of the front cowl is coupled to the upper edge of the dash panel. Vehicle body front portion having a front panel that is a free end in a side sectional view of the vehicle body, and a rear panel that extends upward from the rear edge of the bottom panel and the rear side of which is a passenger compartment In structure
By bending a midway portion in the width direction of the front panel and performing this bending along the longitudinal direction of the front panel in a side sectional view of the vehicle body, a linear bent portion is formed, and the plane of the vehicle body A pair of left and right arc-shaped lines that are convex forward and whose left and right base ends are located on the linear bent part are separated from each other in the width direction of the vehicle body on the front panel. A pair of left and right arc-shaped bent portions are formed by bending the portions of the front panel corresponding to the arc-shaped lines.

  Here, when the vehicle travels, an impact force is normally applied from the suspension tower side to the left and right ends of the front cowl in the longitudinal direction. In this case, a compressive load in the longitudinal direction is applied to the front cowl by these left and right impact forces. When the vehicle is traveling, the compressive load is intermittently applied, so that the front cowl tends to vibrate so as to alternately repeat the front and rear arc-shaped bending toward the rear and the rear. . When the dash panel vibrates in conjunction with the vibration of the front cowl, a booming sound with a high sound pressure tends to be generated in the passenger compartment, which is not preferable.

  However, according to the invention, the front cowl that vibrates due to the impact force from the suspension tower side, in particular, the free end side of the front panel of the front cowl is centered on the linear bending portion having relatively low rigidity. As it vibrates more easily. Further, each portion of the front panel where the linear bent portion and each end portion of the arc-shaped bent portion located at each base end portion of the arc-shaped line merge is simply flat in the front panel. It is a portion where the rigidity is lower than that of the surface portion. For this reason, the free end side of the front panel of the lower cowl vibrates more easily around the linear bent portion.

  Therefore, when the front cowl and the dash panel coupled to the front cowl are about to vibrate due to the impact force from the suspension tower side, the front panel of the front cowl vibrates more easily as described above. The vibration of the rear panel 9c of the front cowl 7 and the dash panel is suppressed. As a result, the sound pressure of the humming noise that is likely to occur in the rear compartment of the rear panel 9c and the dash panel due to the vibration of the rear panel 9c and the dash panel is more reliably reduced.

  In addition, as described above, each portion of the front panel where the linear bent portion and each end portion of the arc-shaped bent portion located at each base end portion of the arc-shaped line merge is This is a portion where the rigidity is lower than that of a mere flat surface portion of the part panel. For this reason, the free end side of the front panel of the lower cowl vibrates in a tertiary vibration mode that generates three antinodes by using the vicinity of each end of each arc-shaped bent portion as four nodes.

  According to the vibration in the third vibration mode of the front panel of the front cowl described above, the amplitude is smaller than the vibration in the first vibration mode of the front cowl described above. For this reason, even if the dash panel vibrates in the tertiary vibration mode similarly to the front cowl in conjunction with the front cowl, the amplitude is suppressed to be small. Therefore, the sound pressure of the booming noise generated in the passenger compartment due to the vibration of the dash panel is further reliably reduced.

  Further, in the above-described tertiary vibration mode for generating the three antinodes, when the antinodes on the left and right sides are directed forward (or rearward), the antinodes of the central portion are directed rearward (or forward).

  For this reason, when the dash panel vibrates in the tertiary vibration mode as described above, the direction in which the left and right sides of the dash panel are bent and the direction in which the center is bent are opposite to each other in the front-rear direction. The volume change of the passenger compartment based on the vibration is suppressed to a small value with a good left / right balance. Therefore, the sound pressure of the booming noise generated in the passenger compartment due to the vibration of the dash panel is further reliably reduced.

  And since the reduction of the sound pressure of the above-mentioned booming noise is achieved by forming a bent portion called a linear bent portion or a pair of left and right arc-shaped bent portions on the front panel of the front cowl, It is not necessary to provide a separate reinforcing member as in the art. Therefore, the reduction of the sound pressure with respect to the booming noise generated in the passenger compartment during traveling of the vehicle can be achieved with a simple configuration and suppressing an increase in the mass of the front part of the vehicle body.

  According to a second aspect of the present invention, the front cowl is formed in a convex arc shape toward the front as a whole in a plan view of the vehicle body, and the linear bent portion is formed to extend linearly in the width direction of the vehicle body. ing.

  Here, as described above, in the plan view of the vehicle body, if the front cowl has a convex arc shape toward the front, and the linear bent portion has an arc shape so as to correspond thereto, The rigidity of the linear bent portion tends to increase. For this reason, even if the free end side of the front panel attempts to vibrate with the linear bent portion as the vibration center during traveling of the vehicle, this vibration is difficult to occur.

  Therefore, as described above, in the plan view of the vehicle body, the linear bent portion is linearly formed in the width direction of the vehicle body, regardless of whether the front cowl is formed in a convex arc shape toward the front as a whole. It is formed to extend.

  For this reason, the rigidity of the linear bent portion with respect to some load on the free end side of the front panel is sufficiently reduced as compared with the case where the linear bent portion is bent in an arc shape as described above. Therefore, when the vehicle is traveling, the free end side of the front panel vibrates more easily with the linear bent portion as the vibration center.

Therefore, when the front cowl and the dash panel coupled to the front cowl are about to vibrate due to an impact force from the suspension tower side, the front panel of the front cowl vibrates more easily as described above. The vibration of the rear panel of the front cowl and the dash panel is more effectively suppressed. As a result, the sound pressure of the humming noise that tends to occur in the rear compartment of the rear panel and the dash panel due to the vibration of the rear panel and the dash panel is further reliably reduced .

It is a fragmentary top view of a vehicle body front part. It is a fragmentary perspective view of a vehicle body front part. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1. FIG. 4 is a sectional view taken along line IV-IV in FIG. 1.

  The vehicle body front structure of the vehicle according to the present invention can achieve a reduction in sound pressure with respect to a booming noise generated in a passenger compartment while the vehicle is traveling with a simple configuration and suppressing an increase in the mass of the vehicle body front. In order to realize the purpose of doing so, the form for carrying out the present invention is as follows.

  That is, the front structure of the vehicle body extends in the width direction of the vehicle body, each end of which is coupled to the suspension tower side, and the upper end edge of the vehicle is coupled to the front cowl. A dash panel having a side as a compartment. The front cowl extends from the front edge of the bottom panel to the front upper side, and the extended end of the front cowl is a free end in a side sectional view of the vehicle body. And a rear panel that extends upward from the rear edge of the bottom panel and has a rear side serving as a passenger compartment.

  In a side sectional view of the vehicle body, a midway portion in the width direction of the front panel is bent, and this bending is performed along the longitudinal direction of the front panel to form a linear bent portion. In a plan view of the vehicle body, a pair of left and right arcuate lines that are convex toward the front and whose left and right base ends are located on the linear bent portion are arranged on the front panel in the width direction of the vehicle body. Arranged to be spaced apart. A pair of left and right arc-shaped bent portions are formed by bending each portion of the front panel corresponding to each arc-shaped line.

  In order to explain the present invention in more detail, an embodiment thereof will be described with reference to the accompanying drawings.

  In the figure, reference numeral 1 denotes a vehicle exemplified by an automobile, and Fr denotes the front in the traveling direction of the vehicle 1. The left and right described below refer to the width direction of the vehicle body 2 of the vehicle 1 toward the front.

  The vehicle body 2 is made of sheet metal. The vehicle body 2 includes a pair of left and right side members 3 and 3 extending in the front-rear direction, a cross member 4 that couples the left and right side members 3 and 3 to each other, and the longitudinal length of each side member 3. Front pillars 5 extending upward in the middle of the direction, apron members 6 projecting forward from the middle parts in the vertical direction of the front pillars 5, and extending in the width direction of the vehicle body 2. A front cowl 7 is provided that is joined by spot welding so that the end portion straddles the midway portion in the vertical direction of each front pillar 5 and the base portion of the apron member 6.

  The front cowl 7 is formed to have a convex arc shape as a whole in a plan view of the vehicle body 2. The front cowl 7 constitutes an upper part of the front cowl 7, and constitutes an upper cowl 8 extending in the width direction of the vehicle body 2 and extending in the front-rear direction, and a lower part of the front cowl 7, and below the upper cowl 8, the vehicle body 2 And a lower cowl 9 in which each cross section in the longitudinal direction has a U-shape in a side sectional view of the vehicle body 2 (FIGS. 3 and 4).

  The lower cowl 9 is integrally extended from the front edge portion of the bottom panel 9a toward the front upper side and the extended end portion thereof is a side sectional view of the vehicle body 2 (FIG. 3). 4), and a rear panel 9c extending integrally rearward from the rear edge of the bottom panel 9a. The outward flange formed at the upper edge of the rear panel 9c and the rear edge of the upper cowl 8 are spot welded S1. An opening 9d that opens forward is formed between the front end edge of the upper cowl 8 and the extended end edge of the front panel 9b. The rear panel 9c may extend from the rear edge of the bottom panel 9a substantially upward in the vertical direction.

  Further, the vehicle body 2 is supported by being erected and supported by the side member 3 and the apron member 6 at the left and right sides thereof, and is coupled to each end of the lower cowl 9 by spot welding S2. A tower 10 and a dash panel 11 that extends flatly in the width direction and the vertical direction of the vehicle body 2 in the lower region of the lower cowl 9 and whose upper edge is joined to the bottom panel 9a of the lower cowl 9 by spot welding S3. I have.

  The dash panel 11 extends in the width direction of the vehicle body 2 over the entire width between the left and right front pillars 5, 5, and left and right side edge portions of the dash panel 11 are coupled to the front pillar 5, respectively. Further, each end portion of the upper end edge of the dash panel 11 in the width direction of the vehicle body 2 is sandwiched between the bottom panel 9a at the end of the lower cowl 9 and the upper end surface of the suspension tower 10, and the spot welding S2 is performed. Are connected to each other. Moreover, the lower end edge part of the said dash panel 11 is couple | bonded with the front-end edge part of the floor panel not shown.

  A space surrounded by the upper sides of the left and right front pillars 5 and 5 and the lower cowl 9 is a window opening 14. The window opening 14 is covered with a window glass 15 from the front, and the outer edge of the window glass 15 is bonded to the front surface of the upper side of each front pillar 5 and the upper surface of the upper cowl 8 of the front cowl 7 with an adhesive 16. And supported by the vehicle body 2.

  Inside the rear side of the vehicle body 2, the rear side of the front cowl 7, the dash panel 11, and the window glass 15 is a vehicle compartment 19. The lower surface of the compartment 19 is entirely formed by the floor panel, and the lower front surface of the compartment 19 is entirely formed by the dash panel 11 having a large area. On the other hand, inside the front portion of the vehicle body 2 and the front side of the dash panel 11 is an engine room 21. A hood 22 that covers the upper end opening of the engine room 21 is provided. A cowl louver 23 is provided to cover the opening 9d of the front cowl 7 from above.

  The side member 3, the cross member 4, the front pillar 5, the apron member 6, and the front cowl 7 are each firmly connected to each other as a skeleton member of the vehicle body 2. In addition, wheels (not shown) are suspended on the suspension towers 10 via shock absorbers 25, and the vehicle body 2 is supported on the traveling surface via these wheels.

  1, 2, and 4, a midway portion in the width direction of the front panel 9 b is bent in a side sectional view of the vehicle body 2 (FIG. 4). Further, this bending is performed over substantially the entire longitudinal direction of the front panel 9b and along the longitudinal direction, whereby a linear bending portion 28 is formed. The linear bent portion 28 is formed so as to extend linearly in the width direction of the vehicle body 2 and linearly in the horizontal direction in a plan view of the vehicle body 2 (FIG. 1).

  Another linear bent portion 29 having substantially the same configuration as the linear bent portion 28 is formed on the bottom panel 9a side of the linear bent portion 28 and on the lower side of the front panel 9b. The ends in the longitudinal direction of the two linear bent portions 28 and 29 merge with each other.

  In the side sectional view of the vehicle body 2 (FIG. 4), the linear bent portion 28 is a valley bent portion, and the other linear bent portion 29 is a mountain bent portion. A narrow shelf 30 extending in a strip (belt) shape is formed between these two linear bent portions 28 and 29 substantially horizontally.

  In a plan view of the vehicle body 2 (FIG. 1), a pair of left and right arcuate lines 33, 33 that are convex toward the front and whose left and right base end portions 33a, 33b are located on the linear bent portion 28 are the above-mentioned. Virtually set on the front panel 9b. The left and right arc-shaped lines 33 and 33 are disposed so as to be separated from each other in the width direction of the vehicle body 2 and are substantially symmetrical with respect to the center line 34 in the width direction of the vehicle body 2.

  Of the left and right base end portions 33 a and 33 b of each arcuate line 33, each base end portion 33 a located on the end side in the longitudinal direction of the front cowl 7 is located in the vicinity of the end portion of the front cowl 7. Yes. The pitches of the base end portions 33a and 33b of the left and right arcuate lines 33 and 33 in the width direction of the vehicle body 2 are substantially the same.

  And each part of the said front panel 9b corresponding to each said arc-shaped line 33 is bent, and the left-right paired arc-shaped bending parts 35 and 35 are formed. In the side sectional view of the vehicle body 2 (FIG. 4), each of the arc-shaped bent portions 35 is a valley bent portion.

  Here, when the vehicle 1 travels, an impact force is normally applied to the left and right end portions of the front cowl 7 in the longitudinal direction from the traveling surface side through the wheels, the suspension, and the suspension tower 10. In this case, a compressive load in the longitudinal direction is applied to the front cowl 7 by these left and right impact forces. When the vehicle 1 is traveling, the compressive load is intermittently applied, so that the front cowl 7 vibrates so as to alternately repeat forward and rearward arc-shaped bending toward the front and rear of the vehicle body 2. Tend to. When the dash panel 11 vibrates in conjunction with the vibration of the front cowl 7, a loud sound with a large sound pressure tends to be generated in the passenger compartment 19, which is not preferable.

  However, according to the above-described configuration, the front cowl 7 that vibrates due to the impact force from the suspension tower 10 side, particularly, the free end side of the front panel 9b of the front cowl 7 has the linear bending with relatively low rigidity. It vibrates more easily with the part 28 as the vibration center. Further, each of the front panel 9b where the linear bent portion 28 and the end portions 35a, 35b of the arc-shaped bent portion 35 located at the base end portions 33a, 33b of the arc-shaped line 33 merge. The portion is a portion whose rigidity is lower than that of a simple flat surface portion of the front panel 9b. For this reason, the free end side of the front panel 9 b of the lower cowl 9 vibrates more easily around the linear bent portion 28.

  Therefore, when the front cowl 7 and the dash panel 11 coupled to the front cowl 7 are about to vibrate due to the impact force from the suspension tower 10 side, the front panel 9b of the front cowl 7 as described above. Is more easily vibrated, the vibration of the rear panel 9c of the front cowl 7 and the dash panel 11 is suppressed. As a result, the sound pressure of the humming noise that is likely to be generated in the rear compartment 9 of the rear panel 9c and the dash panel 11 due to the vibration of the rear panel 9c and the dash panel 11 is more reliably reduced.

  Moreover, as described above, the linear bent portion 28 and the end portions 35a and 35b of the arc-shaped bent portion 35 located at the base end portions 33a and 33b of the arc-shaped line 33 are joined together. Each part of the part panel 9b is a part where the rigidity is lower than that of a simple flat surface part in the front panel 9b. For this reason, the free end side of the front panel 9b of the lower cowl 9 is in a tertiary vibration mode in which the three portions 37 are generated in the vicinity of the end portions 35a, 35b of the arc-shaped bent portions 35 as four nodes. It will vibrate.

  Then, according to the vibration in the third vibration mode of the front panel 9b of the front cowl 7, the amplitude is smaller than the vibration in the first vibration mode of the front cowl 7. For this reason, even if the dash panel 11 vibrates in the tertiary vibration mode similarly to the front cowl 7 in conjunction with the front cowl 7, the amplitude is suppressed to be small. Therefore, the sound pressure of the booming noise generated in the passenger compartment 19 due to the vibration of the dash panel 11 is further reliably reduced.

  Further, the third vibration mode for generating the three antinodes 37 is as shown by the one-dot chain line in FIG. 1 when the antinodes 37 on the left and right side portions are directed forward (or rearward). Will go backward (or forward).

  For this reason, when the dash panel 11 vibrates in the tertiary vibration mode as described above, the direction in which the left and right side portions of the dash panel 11 are bent and the direction in which the center portion is bent are opposite to each other in the front-rear direction. Therefore, the volume change of the passenger compartment 19 based on the vibration is suppressed to be small with a good left-right balance. Therefore, the sound pressure of the booming noise generated in the passenger compartment 19 due to the vibration of the dash panel 11 is further reliably reduced.

  The reduction of the sound pressure of the above-described booming sound is achieved by forming the bent portions such as the linear bent portion 28 and the pair of left and right arc-shaped bent portions 35, 35 on the front panel 9b of the front cowl 7. Therefore, it is not necessary to provide a separate reinforcing member as in the prior art. Therefore, the reduction of the sound pressure with respect to the booming noise generated in the passenger compartment 19 while the vehicle 1 is traveling can be achieved with a simple configuration and suppressing an increase in the mass of the front portion of the vehicle body 2.

  Further, as described above, the front cowl 7 as a whole is formed in a convex arc shape in a plan view of the vehicle body 2 (FIG. 1), and the linear bent portion 28 is formed in the width direction of the vehicle body 2. Are formed so as to extend linearly.

  Here, as described above, in the plan view of the vehicle body 2 (FIG. 1), the front cowl 7 is formed in a convex arc shape toward the front, and the linear bent portion 28 is assumed to correspond to this. If an arc shape is used, the rigidity of the linear bent portion 28 tends to increase. For this reason, even if the free end side of the front panel 9b tries to vibrate with the linear bent portion 28 as the vibration center while the vehicle 1 is traveling, this vibration becomes difficult.

  Therefore, as described above, in the plan view of the vehicle body 2 (FIG. 1), the linear bent portion 28 is formed in the vehicle body regardless of whether the front cowl 7 is formed in a convex arc shape as a whole. 2 so as to extend linearly in the width direction.

  For this reason, the rigidity of the linear bent portion 28 with respect to any load on the free end side of the front panel 9b is compared with the case where the linear bent portion 28 is bent in an arc shape as described above. Since it is sufficiently reduced, when the vehicle 1 is traveling, the free end side of the front panel 9b vibrates more easily with the linear bent portion 28 as the vibration center.

  Therefore, when the front cowl 7 and the dash panel 11 coupled to the front cowl 7 are about to vibrate due to the impact force from the suspension tower 10 side, the front panel 9b of the front cowl 7 as described above. The vibration of the rear panel 9c of the front cowl 7 and the dash panel 11 is more effectively suppressed by the amount of vibration that is more easily vibrated. As a result, the sound pressure of the hum that tends to be generated in the rear compartment 9c and the rear casing 19 due to the vibration of the rear panel 9c and the dash panel 11 is further reliably reduced.

  Further, as described above, the front panel 9 b of the lower cowl 9 is formed with the two linear bent portions 28, 29 extending linearly in the width direction of the vehicle body 2. A shelf 30 extending in a plate shape is formed.

  For this reason, the front cowl 7 that vibrates due to the impact force from the suspension tower 10 side is further easily vibrated with the free end side of the front panel 9b centering on the two linear bent portions 28 and 29, respectively.

  Therefore, when the front cowl 7 and the dash panel 11 coupled to the front cowl 7 are about to vibrate due to the impact force from the suspension tower 10 side, the front panel 9b of the front cowl 7 as described above. Is more easily vibrated, the vibration of the rear panel 9c of the front cowl 7 and the dash panel 11 is suppressed. As a result, the sound pressure of the hum that tends to be generated in the rear compartment 9c and the rear casing 19 due to the vibration of the rear panel 9c and the dash panel 11 is further reliably reduced.

  In addition, although the above is based on the example of illustration, each bending of the said linear bending parts 28 and 29 and the arc-shaped bending part 35 may be a valley fold or a mountain fold. Further, the linear bent portions 28 and 29 may have a circular arc shape with a convex radius toward the front, like the front cowl 7.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Car body 3 Side member 5 Front pillar 6 Apron member 7 Front cowl 8 Upper cowl 9 Lower cowl 9a Bottom panel 9b Front panel 9c Rear panel 10 Suspension tower 11 Dash panel 19 Car compartment 28 Linear bending part 29 Linear bending part 30 Shelves 33 Arc-shaped wire 33a Base end portion 33b Base end portion 34 Center line 35 Arc-shaped bent portion 35a End portion 35b End portion 37 Abdomen

Claims (2)

A front cowl that extends in the width direction of the vehicle body, each end of which is coupled to the suspension tower side, and a dash panel that extends in the vertical direction and whose upper edge is coupled to the front cowl and whose rear side serves as a vehicle compartment. The front cowl extends from the front edge of the bottom panel to the front upper side, and the extended end of the front cowl is seen in a side sectional view of the vehicle body. In a vehicle body front structure having a front panel that is a free end and a rear panel that extends upward from the rear edge of the bottom panel and the rear side of which is a vehicle compartment,
By bending a midway portion in the width direction of the front panel and performing this bending along the longitudinal direction of the front panel in a side sectional view of the vehicle body, a linear bent portion is formed, and the plane of the vehicle body A pair of left and right arc-shaped lines that are convex forward and whose left and right base ends are located on the linear bent part are separated from each other in the width direction of the vehicle body on the front panel. A vehicle body front structure, characterized in that a pair of left and right arc-shaped bent portions are formed by bending and bending portions of the front panel corresponding to the arc-shaped lines. The front cowl as a whole is formed in a convex arc shape in a plan view of the vehicle body, and the linear bent portion is formed so as to extend linearly in the width direction of the vehicle body. 1. A vehicle body front structure according to 1 .

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