JP5834982B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure.

  A vehicle body front structure that includes a reinforcing member that connects the front suspension tower and the cowl, and a reinforcing member that connects the cowl and the front pillar, and has improved rigidity against a load input to the front suspension tower. Is conventionally known (see, for example, Patent Document 1).

JP 2010-111169 A

  However, further improvement in rigidity is desired with respect to the load input to the front suspension tower, and there is still room for improvement, particularly in the vehicle body front structure that improves the rigidity of the front suspension tower in the vehicle width direction. .

  SUMMARY OF THE INVENTION In view of the above circumstances, an object of the present invention is to obtain a vehicle body front structure that can improve the rigidity of a front suspension tower in the vehicle width direction.

In order to achieve the above object, the vehicle body front structure according to claim 1 of the present invention has both ends in the vehicle width direction fastened to the upper part of a pair of front suspension towers respectively storing the front suspensions of the left and right front wheels. As a result, a cowl front panel lower erected between the pair of front suspension towers and a hat shape in a cross section that protrudes upward, and extends in the vehicle width direction on the front side and the rear side of the vehicle. Each of the existing flange portions is joined to the cowl front panel lower, thereby forming a closed cross-sectional structure between at least the pair of front suspension towers and the pair of front suspension towers. each flange of the upper position on the front side of the vehicle body and the vehicle body rear side of the closed cross section There has been characterized as having a cowl front panel upper fastened, the.

According to the first aspect of the present invention, both end portions of the cowl front panel lower in the vehicle width direction are fastened to the upper portions of the pair of left and right front suspension towers , respectively , and are formed in a hat shape that is convex upward. The front and rear flange portions of the cowl front panel upper that extend in the vehicle width direction are joined to the cowl front panel lower. Thus, during at least a pair of left and right front suspension towers, closed cross section that due to the cowl front panel lower and the cowl front panel upper is constructed. And each flange part of the cowl front panel upper located in the vehicle body front side and vehicle body rear side of a closed section structure is respectively fastened to the upper part of a pair of right and left front suspension towers. Therefore, the rigidity of the front suspension tower in the vehicle width direction can be improved.

The vehicle body front structure according to claim 2 is the vehicle body front structure according to claim 1, wherein the cowl front panel upper is exposed from a through hole formed in the cowl front panel lower. the has a bulging portion that extends to the outside in the vehicle width direction so as to cover the upper part of the front suspension, the flange portion in the vehicle width direction outer side of the bulge portion is still on top of the pair of front suspension towers are It is characterized by being concluded.

According to the invention described in claim 2, the cowl front panel upper is extended outward in the vehicle width direction so as to cover the upper part of the front suspension exposed from the through hole formed in the cowl front panel lower . A flange portion on the outer side in the vehicle width direction of the bulged portion is further fastened to the upper portions of the pair of front suspension towers. Therefore, the rigidity of the front suspension tower in the vehicle width direction can be further improved.

  As described above, according to the present invention, the rigidity of the front suspension tower in the vehicle width direction can be improved.

It is a perspective view which shows the vehicle body front part structure which concerns on 1st Embodiment. It is a disassembled perspective view which shows the cowl front panel upper and cowl front panel lower which concern on 1st Embodiment. FIG. 2 is a schematic sectional view taken along line XX in FIG. 1. It is a perspective view which shows the vehicle body front part structure which concerns on 2nd Embodiment. It is a disassembled perspective view which shows the cowl front panel upper and cowl front panel lower which concern on 2nd Embodiment. It is a perspective view which shows the vehicle body front part structure which concerns on the comparative example in which the cowl front panel upper is not provided.

  Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. For convenience of explanation, an arrow UP appropriately shown in each drawing is an upward direction of the vehicle body, an arrow FR is a forward direction of the vehicle body, and an arrow OUT is an outer side of the vehicle width direction. Further, in the following description, when using front / rear, up / down, and left / right directions unless otherwise specified, front / rear in the front / rear direction of the vehicle body, up / down in the up / down direction of the vehicle body, and left / right in the left / right direction of the vehicle body (vehicle width direction).

  First, the vehicle body front part structure 10 according to the first embodiment will be described. As shown in FIGS. 1 to 3, the vehicle body front part structure 10 includes a cowl front panel (hereinafter referred to as “cowl”) that is laid between a pair of left and right front suspension towers (hereinafter referred to as “sus tower”) 20. ) 12.

  A pair of left and right suspension towers 20 store front strut suspensions (hereinafter referred to as “suspensions”) 18 of left and right front wheels (not shown). The cowl 12 is installed between a pair of left and right suspension towers 20 so as to be disposed at a front portion of an unillustrated instrument panel on the engine compartment room side.

  Further, the cowl 12 includes a cowl front panel lower (hereinafter referred to as “cowl lower”) 14 that is fastened and fixed to both upper ends (upper portions) 20A of the pair of left and right suspension towers 20A, and an upper surface portion of the cowl lower 14. A cowl front panel upper (14a) that is overlapped and joined to 14A so as to form a closed cross-sectional structure with the cowl lower 14 and that both ends in the vehicle width direction are fastened and fixed to the upper surface portion 20A of the pair of left and right suspension towers 20 (Hereinafter referred to as “cowl upper”) 16.

  The cowl lower 14 is a panel whose longitudinal direction is the vehicle width direction. At the both ends of the cowl lower 14 in the vehicle width direction, the upper surface central portion 18B of the upper end portion (upper portion) 18A (see FIG. 3) of the left and right suspensions 18, respectively. A substantially circular through-hole 15 (see FIG. 2) is formed symmetrically in order to expose the vehicle to the upper side of the vehicle body.

  A bolt insertion hole 14B through which a stud bolt 22 (described later) is inserted is formed on the outer side in the vehicle width direction around the through hole 15 of the cowl lower 14, and the vehicle body front side part and the vehicle body around the through hole 15 of the cowl lower 14 are formed. A bolt insertion hole 14 </ b> C through which a hexagon socket head bolt (hereinafter referred to as “bolt”) 24 described later is inserted is formed in the rear side portion.

  The cowl upper 16 is a panel formed in a cross-sectional hat shape having a longitudinal direction in the vehicle width direction and a convex shape upward, and extends in the vehicle width direction on the vehicle body front side and vehicle body rear side of the cowl upper 16. The flange portion 16A is joined and fixed to the upper surface portion 14A of the cowl lower 14 by welding or adhesion. Bolt insertion holes 16C through which bolts 24 to be described later are inserted are formed at both ends in the vehicle width direction of each flange portion 16A.

  Both ends of the cowl lower 14 in the vehicle width direction are each provided with one stud bolt 22 and two bolts 24 for fastening and fixing the upper end portion 18A of the suspension 18 to the upper surface portion 20A of the suspension tower 20 together with the cowl 12. Removably attached to the upper surface portion 20 </ b> A of the suspension tower 20. The both ends of the cowl upper 16 in the vehicle width direction are detachably attached to the upper surface portion 20A of the suspension tower 20 by the two bolts 24, respectively.

  In other words, the other end portion of the stud bolt 22 whose one end portion is fastened to the upper surface portion 20A side (the upper end portion 18A side of the suspension 18) of the suspension tower 20 is inserted into the bolt insertion hole 14B of the cowl lower 14. The nut 26 is screwed onto the other end from above. Thus, the vehicle width direction outer portion around the through hole 15 of the cowl lower 14 is fastened and fixed to the vehicle width direction outer side of the upper surface portion 20 </ b> A of each suspension tower 20.

  Further, as shown in detail in FIG. 3, the upper end portion 18A of each suspension 18 is formed with two bolt insertion holes 18C arranged in the vehicle longitudinal direction at the same position in the vehicle width direction, and the upper end portion 18A. Each bolt 24 is inserted into each bolt insertion hole 18C from the lower surface side (the vehicle body lower side).

  Each bolt 24 is further inserted into each bolt insertion hole 20C formed in the upper surface portion 20A of the suspension tower 20, each bolt insertion hole 14C in the cowl lower 14, and each bolt insertion hole 16C in the cowl upper 16. A nut 26 is screwed onto the bolt 24 from above.

  As a result, the vehicle body front side portion and the vehicle body rear side portion around the through hole 15 of the cowl lower 14 and the vehicle width direction end portions of the flange portions 16A of the cowl upper 16 on the inner side in the vehicle width direction of the upper surface portion 20A of each suspension tower 20. Are fastened (fixed together) together with the upper end 18A of the suspension 18.

  That is, by this, the cowl lower 14 and the cowl upper 16 extend in the vehicle width direction (left-right direction) between at least the pair of left and right suspension towers 20, that is, between the side wall portions 20B of the suspension towers 20 facing each other in the vehicle width direction. A closed cross-sectional structure is configured. Note that a ring-shaped spacer 28 (see FIG. 3) may be provided coaxially between the upper surface portion 20 </ b> A of the suspension tower 20 and the lower surface of the cowl lower 14 at the time of fastening with each bolt 24.

  Further, as shown in FIG. 3, the cowl upper 16 is disposed at the center in the vehicle longitudinal direction between the two bolts 24. As a result, when a load is input to the suspension tower 20 from the front side of the vehicle body, such as when the vehicle collides front, the load is evenly distributed from the suspension tower 20 to the closed cross-section structure via the bolts 24 in the longitudinal direction of the vehicle body. In addition, it is configured to transmit efficiently.

  Moreover, the closed cross-section structure comprised in the cowl 12 should just be comprised between the side wall parts 20B of the pair of right and left suspension towers 20. Therefore, as in the cowl upper 16 according to the first embodiment, both ends in the vehicle width direction are opened, and the upper surface central portion 18B of the upper end portion 18A of the suspension 18 exposed from the through hole 15 is covered in plan view. It may be configured not to.

  Further, the cowl upper 16 constitutes a wiper mounting structure. That is, an attachment hole 16D for attaching a wiper (not shown) is formed at a substantially central portion in the vehicle width direction of the cowl upper 16, and a separate wiper attachment member is not required. As a result, the number of parts and the manufacturing cost can be reduced.

  Next, the operation of the vehicle body front structure 10 having the above configuration will be described.

  As described above, both ends of the cowl lower 14 in the vehicle width direction and both ends of the cowl upper 16 in the vehicle width direction are fastened and fixed to the upper surface 20A of the pair of left and right suspension towers 20, respectively. The cowl lower 14 and the cowl upper 16 form a closed cross-sectional structure extending in the vehicle width direction. That is, the flange portion 16A of the cowl upper 16 having a cross-sectional hat shape is joined to the upper surface portion 14A of the cowl lower 14, and a closed cross-sectional structure is formed between the side wall portions 20B of the pair of left and right suspension towers 20 at least in plan view. .

  Therefore, as compared with the configuration in which only the cowl 30 corresponding to the cowl lower 14 is installed between the pair of left and right suspension towers 20 as in the comparative example shown in FIG. 6, the rigidity of the pair of left and right suspension towers 20 in the vehicle width direction is improved. be able to. That is, the deformation mode to the inner side in the vehicle width direction of each suspension tower 20 can thereby be suppressed.

  In addition, by configuring such a closed cross-section structure in the cowl 12, in addition to the function as the original cowl 12, a function as a suspension tower bar provided in the past can also be imparted to the cowl 12. Therefore, the number of parts and the manufacturing cost can be reduced as compared with the conventional case.

  In addition, in the case of an offset frontal collision, since only one of the left and right suspension towers 20 is in a deformation mode that falls to the rear side of the vehicle body, the cowl 12 installed between the pair of left and right suspension towers 20 is relatively backward and forward. A shearing force is applied. However, since the cowl 12 has the above-described closed cross-sectional structure, the proof strength against the shearing force is improved.

  In addition, the closed cross-sectional structure is disposed at the center in the vehicle longitudinal direction between the two bolts 24. Therefore, the load input to the suspension tower 20 from the front side of the vehicle body is transmitted from the suspension tower 20 through the bolts 24 to the closed cross-section structure evenly and efficiently in the longitudinal direction of the vehicle body.

  Therefore, as compared with the configuration in which only the cowl 30 corresponding to the cowl lower 14 is installed between the pair of left and right suspension towers 20 as in the comparative example shown in FIG. 6, the rigidity of the pair of left and right suspension towers 20 in the longitudinal direction of the vehicle body is also improved. be able to. That is, the deformation mode to the vehicle body rear side of each suspension tower 20 can also be suppressed by this.

  Further, both end portions of the cowl 12 (the cowl lower 14 and the cowl upper 16) in the vehicle width direction are fastened and fixed to the upper surface portion 20A of the suspension tower 20 by stud bolts 22 and bolts 24 so as to be removable. Therefore, compared to a configuration in which both end portions of the cowl 12 in the vehicle width direction are fixed to the upper surface portion 20A of the suspension tower 20 so as not to be detached, there is an advantage that workability in the engine compartment room is improved.

  Next, the vehicle body front part structure 10 according to the second embodiment will be described. In addition, the same code | symbol is attached | subjected to the site | part equivalent to the said 1st Embodiment, and detailed description (an effect | action is also included) is abbreviate | omitted.

  As shown in FIGS. 4 and 5, the vehicle body front structure 10 according to the second embodiment is configured such that the both ends of the cowl upper 16 in the vehicle width direction are exposed from the through holes 15 in plan view. The only difference from the first embodiment is that it extends outward in the vehicle width direction so as to cover the entire upper surface central portion 18B of the portion 18A.

  That is, bulging portions 17 whose outer shape swells in a substantially arc shape are formed at both ends in the vehicle width direction of the cowl upper 16 so as to substantially conform to the outer shape of the through hole 15 in plan view. A bolt insertion hole 16B for inserting the stud bolt 22 is further formed at the outer end in the vehicle width direction of the flange portion 16A extended to the periphery of the bulging portion 17.

  Therefore, in the case of the second embodiment, the other end of the stud bolt 22 is inserted into the bolt insertion hole 14B of the cowl lower 14 and the bolt insertion hole 16B of the cowl upper 16, and the nut 26 is screwed into the other end from above. It is supposed to be combined. Thus, not only the outer portion of the cowl lower 14 in the vehicle width direction but also the outer end portion of the flange portion 16A of the cowl upper 16 in the vehicle width direction outside of the upper surface portion 20A of each suspension tower 20 is fastened and fixed. It has become.

  In other words, both end portions in the vehicle width direction of the cowl upper 16 according to the second embodiment are only fixed by fastening the bolts 24 on the inner side in the vehicle width direction of the upper surface portion 20A of the suspension tower 20 because the bulging portions 17 are formed. Instead, it is fastened and fixed by the stud bolt 22 also on the outer side in the vehicle width direction of the upper surface portion 20A (not fastened at two locations in the vehicle width direction, but fixed at two locations in the vehicle width direction).

  Accordingly, both end portions in the vehicle width direction of the cowl upper 16 are fastened and fixed only to the inside in the vehicle width direction of the upper surface portion 20A of the suspension tower 20 (the bolts 24 are fastened and fixed only at one place in the vehicle width direction). As compared with the first embodiment, the rigidity of the pair of left and right suspension towers 20 in the vehicle width direction and the vehicle body front-rear direction can be further improved.

  Accordingly, the deformation mode of each suspension tower 20 toward the inner side in the vehicle width direction can be further suppressed, and the deformation mode of each suspension tower 20 toward the rear side of the vehicle body during an offset frontal collision can be further suppressed.

  The vehicle body front structure 10 according to the present embodiment has been described with reference to the drawings. However, the vehicle body front structure 10 according to the present embodiment is not limited to the illustrated one, and the gist of the present invention is described. The design can be changed as appropriate without departing from the scope. For example, in the second embodiment, the flange portion 16A at the outer end in the vehicle width direction may be fastened and fixed by adding a new bolt 24 instead of the existing stud bolt 22. Further, the number of bolts 24 is not limited to the two illustrated.

10 Car body front structure 12 Cowl (Cowl front panel)
14 Cowl Roar (Cowl Front Panel Lower)
16 Cowl upper (Cowl front panel upper)
18 Suspension (front suspension)
20 Suspension tower (front suspension tower)

Claims (2)

A cowl front panel lower erected between the pair of front suspension towers by fastening both ends in the vehicle width direction to the upper portions of the pair of front suspension towers storing the front suspensions of the left and right front wheels,
The cowl front panel lower is formed by joining each flange portion, which is formed in a cross-sectional hat shape projecting upward and extends in the vehicle width direction on the vehicle body front side and vehicle body rear side, to the cowl front panel lower. And at least a pair of front suspension towers and a closed cross-sectional structure is formed, and the flange portions positioned on the vehicle body front side and the vehicle body rear side of the closed cross-section structure are formed on the top of the pair of front suspension towers. A fastened cowl front panel upper;
The vehicle body front part structure characterized by having. The cowl front panel upper has a bulging portion extending outward in the vehicle width direction so as to cover an upper portion of the front suspension exposed from a through hole formed in the cowl front panel lower, The vehicle body front part structure according to claim 1, wherein a flange portion on the outer side in the vehicle width direction of the bulging portion is further fastened to an upper portion of the pair of front suspension towers.