JP6057067B2 - Body front structure - Google Patents

Description

  The present invention relates to a front structure of a vehicle body.

  Conventionally, in order to improve the rigidity of the vehicle body, a suspension tower (strut tower) to which a suspension is attached is connected to the front structure of the vehicle body with a bar in the vehicle width direction (for example, Patent Documents). 1). In Patent Document 1, a suspension tower bar (strut tower bar) that connects the upper end portions of the suspension tower is provided, and the bar body is configured as a pipe to improve the strength of the bar body.

JP 2002-308149 A

  The suspension tower to which such a suspension is attached supports the load on the front side of the vehicle body, so the input in the vertical direction of the vehicle body is the main, but when steering the vehicle, the input also occurs in the front-rear direction and the lateral direction . Therefore, high rigidity is required for inputs other than the vertical direction. However, although the structure of Patent Document 1 can maintain rigidity with respect to the input in the lateral direction of the vehicle body, it cannot efficiently distribute the input from the suspension tower, and has a large number of parts. The front part structure cannot be reduced in weight.

  Accordingly, an object of the present invention is to solve the above-described problems of the prior art, and to provide a front structure of a vehicle body that has high rigidity, can disperse input from a suspension tower, and achieves weight reduction. It is what.

A front structure of a vehicle body, having a cowl member provided across a vehicle width direction between side wall members defining an engine room, the cowl member having an open top surface and a bottom wall portion; and a front side wall portion extending in the vehicle body front side of the bottom wall portion, the front side wall portion of the cowl member, the co-when it is joined with the side wall portion of the suspension tower suspension is housed in body And a reinforcing member is provided on the bottom wall portion in the front-rear direction of the vehicle . In the present invention, the cowl member can secure the rigidity in the lateral direction by the front flange portion while dispersing the input from the suspension tower to the side wall portion of the vehicle body, and can further ensure the rigidity in the front-rear direction of the bottom wall portion by the reinforcing member. . Further, since the cowl member distributes the input from the suspension tower, the number of parts can be reduced and the weight can be reduced.
Moreover, it is preferable that the end wall area | region of the said bottom wall part inclines below a vehicle body toward the vehicle width direction outer side, and the said reinforcement member is provided in the said edge area | region.

  The cowl member includes a rear side wall portion that extends to the rear side of the vehicle body of the bottom wall portion, and a rear flange portion that extends from the rear side wall portion toward the rear side of the vehicle body, and the rear side wall portion and the rear side portion It is preferable that the flange portion forms a closed cross section with a dash panel that partitions the engine room. By configuring the closed section in this way, the rigidity of the cowl member in the front-rear direction can be increased.

And bonding positions of the front side wall portion and the suspension tower of the cowl member, the rear side wall portion and the joining position between the dash panel, it is preferred that the horizontal height in the longitudinal direction of the vehicle body are the same. By being provided in this way, the in-plane rigidity of the bottom wall portion can be increased.

  Both side walls defining the engine room are provided with openings and, among the openings, flanges directed to the outside of the vehicle body are provided at the lower and side peripheral edges, and the cowl is provided in the openings. Preferably, the end of the member is inserted and joined to the flange. Thus, the end part of the cowl member is inserted and joined to the flange, whereby the input from the cowl member can be efficiently transmitted to the side wall part.

It is preferable that the horizontal height of the joining position of the flange provided on the side edge of the opening and the cowl member is the same in the longitudinal direction of the vehicle body. By being provided in this way, the in-plane rigidity of the bottom wall portion can be increased.

  The reinforcing member is preferably a bead formed by bending a part of the bottom wall portion in view of being easily formed.

  According to the front structure of the vehicle body of the present invention, the rigidity is high, the input can be dispersed even with respect to the input from the suspension tower, and the excellent effect that the weight can be reduced can be achieved.

The typical perspective view which shows the front part structure of a vehicle body. FIG. 2 is a schematic cross-sectional view taken along line A-A ′ in FIG. 1. FIG. 2 is a schematic cross-sectional view taken along line B-B ′ in FIG. 1. FIG. 2 is a schematic cross-sectional view taken along line C-C ′ in FIG. 1.

  The front part structure of the vehicle body of the present invention will be described with reference to FIGS.

  The front structure 1 of the vehicle body has a dash panel 2 that partitions the engine room E and the vehicle compartment R. A front pillar lower 3, to which a front pillar (not shown) is joined, is joined to both ends of the dash panel 2 in the width direction of the vehicle body. An upper frame 4 is joined to the front pillar lower 3 on the vehicle body front side. An outer 5 is joined to the front pillar lower 3 and the upper frame 4 outside the vehicle body of the front pillar lower 3 and the upper frame 4. These front pillar lower 3 and upper frame 4 constitute a side wall member of the present invention. In FIG. 1, the outer left side of the vehicle body is omitted.

  An opening 6 is provided at a joint portion between the upper frame 4 and the front pillar lower 3. A flange 8 directed toward the outside of the vehicle body is provided on the lower side and the side of the peripheral edge 7 of the opening 6.

  Further, a front side member 9 extending to the front side of the vehicle body is joined to the lower side of the vehicle body inside the front pillar lower 3. A suspension tower 11 to which a suspension is attached is joined to the front side member 9. The suspension tower 11 includes a tower top 12 constituting an upper surface having an opening, and a tower housing 13 in which the suspension is accommodated. A suspension (not shown) is attached to the back side of the tower top 12. The suspension tower 11 is joined to the front side member 9 at a position separated from the dash panel 2 by a predetermined distance.

  A cowl top lower 21 (a cowl member) is provided in a region where the suspension tower 11 and the dash panel 2 are separated from each other. The cowl top lower 21 is provided between the joint portions of the front pillar lower 3 and the upper frame 4 located on the left and right sides of the vehicle body.

  The cowl top lower 21 has an open upper portion 22, a bottom wall portion 23, a front side wall portion 24 extended to the vehicle body front edge portion of the bottom wall portion 23, and a vehicle body rear edge portion of the bottom wall portion 23. And an extended rear side wall portion 25.

  The front side wall portion 24 includes a front flange portion 26 that faces the front side of the vehicle body. The front flange portion 26 is provided between the upper frames 4 at the upper end portion of the front side wall portion 24.

  As shown in FIG. 2, the portion of the front side wall 24 of the cowl top lower 21 that faces the tower housing 13 is welded to the tower housing 13 (welding point W1) and fixed. The rear side wall 25 has a rear flange 27 that extends from the upper end toward the rear of the vehicle body. The rear flange portion 27 is also provided between the front pillar lowers 3. The rear side wall portion 25 and the rear flange portion 27 are welded and joined to the dash panel 2 (welding points W2, W3). In this case, the rear side wall portion 25 and the rear flange portion 27 each form a closed cross section with the dash panel 2. That is, the rear side wall portion 25 has a shape corresponding to the shape of the opposing dash panel 2, and the end 28 on the rear side of the vehicle body of the rear flange portion 27 has a shape corresponding to the shape of the dash panel 2. On the other hand, a boundary portion 29 between the rear side wall portion 25 and the rear flange portion 27 does not correspond to the shape of the dash panel 2, and a gap 31 is formed between the boundary portion 29 and the dash panel 2. Thus, a closed cross section is formed between the cowl top lower and the dash panel.

  In this case, the welding point W1 between the front side wall 24 of the cowl top lower 21 and the tower housing 13 and the welding point W2 between the rear side wall 25 and the dash panel 2 have the same horizontal height.

  As shown in FIG. 2, the bottom wall portion 23 of the cowl top lower 21 is horizontal in the front-rear direction of the vehicle body (the width direction of the bottom wall portion 23). The bottom wall portion 23 of the cowl top lower 21 is horizontal in the longitudinal direction of the vehicle body (the width direction of the bottom wall portion) at any position in the vehicle width direction. That is, the bottom wall portion 23 of the cowl top lower 21 is horizontal in the longitudinal direction of the vehicle body, for example, in the vicinity of the central portion in the width direction of the vehicle body.

  The bottom wall portion 23 of the cowl top lower 21 is gradually inclined downward from the center toward the outside in the vehicle width direction. As shown in detail in FIG. 3, in the end region 32 of the bottom wall portion 23 of the cowl top lower 21, the inclination angle toward the outer side in the vehicle width direction is steeper than the central portion, and becomes substantially horizontal at the more end side. Yes. Among the end regions 32, in the end inclined region 33 where the inclination angle is steeper than other regions, a plurality of bowl-shaped beads 34 are provided (in the figure, six beads are provided as an example). But not limited to this). The bead 34 is formed in a bent shape in the width direction of the bottom wall portion 23.

  Both ends 35 of the cowl top lower 21 are respectively inserted into openings 6 provided at the joint between the upper frame 4 and the front pillar lower 3. That is, the size of the opening 6 and the outer peripheral shape of both ends 35 of the cowl top lower 21 are substantially the same.

  As shown in FIG. 4, both ends 35 of the cowl top lower 21 are welded and fixed to flanges 8 provided at the lower peripheral edge and the lateral peripheral edge of the opening 6 (welding points W4, W5, W6, W7, W8, W9). Since the front flange portion and the rear flange portion are provided between the front pillar lower inner and the upper frame, they do not extend outside the opening 6. The welding points (welding points W4, W5, W8, W9) of the front side wall portion 24, the rear side wall portion 25 and the flange 8 of the opening 6 at both ends 35 of the cowl top lower 21 are respectively horizontal heights in the longitudinal direction of the vehicle body. Are the same. That is, the welding point W4 and the welding point W9 have the same horizontal height, and the welding point W5 and the welding point W8 have the same horizontal height.

  The front part structure of the vehicle body of the present embodiment configured as described above can reduce weight and manufacturing cost while maintaining rigidity. Details will be described below.

  Since the cowl top lower 21 is directly joined to the tower housing 13 of the suspension tower 11, the input from the suspension tower 11 is directly input to the cowl top lower 21. Thereby, the input from the suspension tower 11 can be transmitted by the cowl top lower 21 and the load can be distributed. For example, if the cowl top lower and the suspension tower are joined via a member, the input value from the suspension tower to the cowl top lower is smaller than in this embodiment, and the input is efficiently distributed. This makes it necessary to increase the rigidity of the suspension tower itself. On the other hand, in this embodiment, the cowl top lower 21 is directly joined to the tower housing 13 of the suspension tower 11, so that the input from the suspension tower 11 can be efficiently transmitted to the cowl top lower 21. Since the cowl top lower 21 is provided between the front pillar lower 3 and the upper frame 4, the input can be distributed to the front pillar lower 3 and the upper frame 4. Further, since the cowl top lower 21 is joined to the tower housing 13 of the suspension tower 11, the input from the suspension tower 11 is received by shearing, which is advantageous in terms of strength and durability.

  And the cowl top lower 21 is lightened by the upper part of the cowl top lower 21 being opened. That is, the number of parts can be reduced and the weight can be reduced as compared with a closed cross-sectional structure such as a pipe shape. In addition, the bottom wall portion 23 of the cowl top lower 21 is horizontal in the front-rear direction of the vehicle body, so that the rigidity with respect to the input in the front-rear direction of the vehicle body is high.

  Further, since a bead 34 as a reinforcing member is formed in the end inclined region 33 of the cowl top lower 21, the rigidity with respect to the longitudinal input of the vehicle body is improved, and the cowl top lower due to the longitudinal input of the vehicle body is improved. In-plane deformation of the bottom wall portion of 21 can be suppressed.

  In this case, since the cowl top lower 21 is inclined downward toward the outer side in the vehicle width direction, water or dust can be discharged outside the vehicle body without accumulating in this portion. That is, since the upper part 22 of the cowl top lower 21 is opened in order to reduce the weight of the cowl top lower 21, there is a possibility that water, dust, etc. may accumulate inside the cowl top lower 21. Therefore, in the present embodiment, the bottom wall portion 23 of the cowl top lower 21 is configured to be inclined downward toward the outer side in the vehicle width direction so that water and dust do not collect.

  The bead 34 is configured to have a size and a shape that do not hinder the flow of water and dust, and can suppress in-plane deformation of the cowl top lower 21 due to an input from the front-rear direction of the vehicle body. For example, the upper surface of the bead 34 in the present embodiment is configured so as to coincide with the horizontal direction of the vehicle body, thereby preventing the flow of water and garbage.

  And since the bead 34 is provided only in the end inclined region 33 of the bottom wall 23, that is, not provided in the vicinity of both ends 35 of the bottom wall 23, the flow of water and dust is not hindered. . For example, if beads are provided in the vicinity of both ends 35 of the bottom wall portion 23 that has become horizontal, the flow of water and dust is hindered.

  Further, the front side wall portion 24 is provided with a front flange portion 26, and the bending deformation due to the lateral input is suppressed by reducing the upper-end unevenness of the front side wall portion, whereby the rigidity of the cowl top lower 21 in the lateral direction is suppressed. Can be improved.

  That is, in the present embodiment, the cowl top lower 21 is provided between the front pillar lower 3 and the upper frame 4, so that the input from the suspension tower 11 can be further dispersed in the front-rear direction from the vehicle width direction. In this case, by suppressing the in-plane deformation by the bead 34 in the end inclined region 33 as described above, the rigidity with respect to the input in the vehicle front-rear direction is increased, and the front flange portion 26 is configured to form the vehicle lateral direction. The rigidity with respect to the input is increased. In addition, the cowl top lower 21 is opened at the top to reduce the weight. Further, the cowl top lower 21 itself has high drainage.

  Regarding the cowl top lower 21, the rear flange portion 27 is also joined to the dash panel 2, so that the input from the suspension tower 11 can be distributed to the dash panel 2.

  Further, both ends of the cowl top lower 21 are welded and fixed to the flange 8 provided at the lower peripheral edge and the lateral peripheral edge of the opening 6, so that the bottom wall portion 23, the front side wall portion 24, and the rear side wall portion 25 are fixed. Are welded to the flanges. As a result, the input from the suspension tower 11 to the cowl top lower 21 is transmitted to the front pillar lower 3, the upper frame 4, and the outer 5 joined thereto. This can be transmitted in the longitudinal direction of the vehicle body, and the suspension tower 11 can be prevented from falling. In this case, the welding point with the flange 8 of the opening 6 at the end of the cowl top lower 21 has the same horizontal height in the front-rear direction of the vehicle body, and the rigidity can be further improved.

  In addition, the rear side wall portion 25 and the rear flange portion 27 form a closed cross section 31 between the rear panel portion 25 and the rear flange portion 27, so that it is rigid with respect to the longitudinal and lateral inputs from the suspension tower 11 to the cowl top lower 21. Is expensive.

  In this case, the welding point W1 between the front side wall portion 24 of the cowl top lower 21 and the suspension tower 11 and the welding point W2 between the rear side wall portion 25 and the dash panel 2 have the same horizontal height. The in-plane rigidity of the bottom wall portion 23 of the cowl top lower 21 is improved.

  That is, in the present embodiment, the cowl top lower 21 is provided in this way, so that the input can be dispersed while maintaining the rigidity with respect to the input from the suspension tower 11, so that further weight reduction can be achieved with a thin plate thickness. It can be carried out. Since the rigidity of the cowl top lower 21 can be maintained by itself, the number of parts can be reduced. With such a front structure of the vehicle body having the cowl top lower, it is possible to achieve a balance between the weight reduction of the vehicle body and the basic performance of the vehicle such as the steering stability and riding comfort performance of the vehicle.

  In the present embodiment, the opening 6 is provided at the joint portion between the front pillar lower 3 and the upper frame 4, but the position where the opening 6 is formed is not limited. It may be appropriately set according to the shapes of the front pillar lower 3 and the upper frame 4.

  The end inclined region 33 is provided away from the center of the body of the cowl top lower 21, but is not limited to this. It is also possible to provide the bead 34 over the entire region by providing a gentler inclination from the center, whereby the rigidity of the cowl top lower 21 can be further improved.

  The shape of the bead 34 is not limited. For example, in this embodiment, the bead 34 is formed by bending the plate-like bottom wall portion 23, but a reinforcing member may be provided separately.

DESCRIPTION OF SYMBOLS 1 Front part structure 2 Dash panel 3 Front pillar lower 4 Upper frame 5 Outer 6 Opening 7 Peripheral part 8 Flange 9 Front side member 11 Suspension tower 12 Tower top 13 Tower housing 21 Cowl top lower 22 Upper part 23 Bottom wall part 24 Front side wall part 25 Rear side wall portion 26 Front flange portion 27 Rear flange portion 28 End portion 29 Boundary portion 31 Gap 32 End region 33 End inclined region 34 Bead 35 Both ends E Engine room R Car compartments W1 to W9 Welding points

Claims (7)

The front structure of the car body,
A cowl member provided across the vehicle width direction between the side wall members defining the engine room;
The cowl member has an open top surface, a bottom wall portion, and a front side wall portion extending to the vehicle body front side of the bottom wall portion,
The front side wall portion of the cowl member, the co-when it is joined with the side wall portion of the suspension tower suspension is accommodated, provided with a front flange portion toward the vehicle body front side,
A front part structure of a vehicle body, wherein a reinforcing member is provided on the bottom wall part in the longitudinal direction of the vehicle .   The bottom wall portion has an end region inclined downward in the vehicle body toward the outside in the vehicle width direction,
  The front part structure of a vehicle body according to claim 1, wherein the reinforcing member is provided in the end region. The cowl member includes a rear side wall portion extending to the vehicle body rear side of the bottom wall portion, and a rear flange portion extending from the rear side wall portion toward the rear of the vehicle body,
The rear side wall portion and the rear flange portion, according to claim 1 or 2, wherein said being joined to the dash panel so as to form a closed cross section between the dash panel partitioning the engine room Front structure of the car body. And bonding positions of the front side wall portion and the suspension tower of the cowl member, wherein the bonding position of the rear side wall portion and the dash panel, claim 1 horizontal height that is the same in the longitudinal direction of the vehicle body 3 The front part structure of the vehicle body according to any one of the above. On both side walls that define the engine room, openings are provided, and among the openings, flanges directed to the outside of the vehicle body are provided on the lower and side peripheral edges,
The vehicle body front structure according to any one of claims 1 to 4 , wherein an end of the cowl member is inserted into the opening and joined to the flange. 6. The front portion of the vehicle body according to claim 5, wherein the horizontal height of the joint position between the flange provided on the side edge of the opening and the cowl member is the same in the longitudinal direction of the vehicle body. Construction. The front part structure of a vehicle body according to any one of claims 1 to 6, wherein the reinforcing member is a bead formed by bending a part of the bottom wall portion.

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