JP6069937B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front part structure including a front hood that covers an engine room at a vehicle body front part from above.

  As a vehicle such as an automobile, a vehicle adopting a configuration in which a fender bracket (hereinafter referred to as a bracket) that supports the fender panel is deformed with respect to a load from above the fender panel is known from the viewpoint of pedestrian protection (for example, Patent Document 1).

  Patent Document 1 describes a vehicle body structure in which a vertical wall portion on the vehicle inner side (engine room side) of a fender panel and a body panel positioned below the vertical wall portion are connected via a bracket.

  In this vehicle body structure, when a collision object collides with the vertical wall portion of the fender panel from above, a collision load accompanying the collision is input to the bracket via the vertical wall portion, and then transmitted to the body panel. In the vehicle body structure, in the process in which the collision load is transmitted to the body panel, the bracket is deformed in the vehicle vertical direction and absorbs energy at the time of the collision.

JP 2006-205806 A

  In the vehicle body structure described in Patent Document 1, it is assumed that a load is input to the vertical wall portion of the fender panel from above, that is, a situation in which a collision object such as a pedestrian collides with a parting part between the front hood and the fender panel. It is said. Further, in this vehicle body structure, a bracket is arranged below the parting part.

  However, the collided object such as a pedestrian is not limited to the parting part located above the bracket, and may collide with, for example, a position of the front hood that is shifted from the upper part of the bracket to the inside of the vehicle.

  In this way, assuming that the front hood is subjected to an overload downward due to a collision object such as a pedestrian, the vehicle absorbs the impact due to the overload by sufficiently deforming the front hood, and walks It is desirable to reduce the burden on the person.

  That is, in the vehicle, from the viewpoint of pedestrian protection, a space for securing a sufficient amount of movement of the front hood below is required so as not to prevent the deformation of the front hood. However, since various parts are arranged in the engine room covered with the front hood, it is difficult to secure a sufficient space in terms of layout.

  In the vehicle body structure described in Patent Literature 1, there is a problem that the bracket is only deformed downward and a sufficient amount of movement of the front hood cannot be secured. In addition, since this vehicle body structure is premised on the case where an overload is received at the above-mentioned part, if an overload is received at a position of the front hood that is shifted from above the bracket to the inside of the vehicle, It is difficult to sufficiently absorb energy.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle body front structure that can sufficiently absorb shock and improve pedestrian protection performance without hindering deformation of the front hood.

  In order to solve the above problems, a typical configuration of a vehicle body front structure according to the present invention is a vehicle body front structure provided with a front hood that covers the engine room of the vehicle body front part from above. A cowl side panel having a first flange that protrudes from the vicinity of the upper end to the inside of the vehicle, a fender panel that is disposed outside the cowl side panel and forms the outer surface of the vehicle body, and a bracket that connects the fender panel and the cowl side panel The fender panel has a top portion that is folded back from the top of the outer surface of the vehicle body to the inside of the vehicle and has a convex curved shape upward, a vertical wall portion that extends downward from the top to a position higher than the upper end of the cowl side panel, Including a seat surface extending from the lower end of the wall portion toward the inside of the vehicle. A second flange that is inclined toward the top of the fender panel, and a bottom surface that is bent from the inner end of the second flange in the vehicle width direction and continues substantially horizontally in the vehicle, An upper surface in contact with the lower side of the seat surface of the fender panel, a lower surface in contact with the upper side of the first flange of the cowl side panel, and a wall portion connecting the inner end portion in the vehicle width direction of the upper surface and the outer end portion in the vehicle width direction of the lower surface. It is characterized by having.

  Here, it is assumed that the front hood is subjected to an overload downward due to a collision object such as a pedestrian. First, a description will be given of a case where the front hood is overloaded (hereinafter, referred to as a first situation) at a position shifted from directly above the bracket to the inside of the vehicle. In the first situation, the second flange of the front hood moves downward, contacts the top of the fender panel, and slides downward while deforming along the outer surface of the top of the vehicle. Along with this, the bottom portion of the front hood that has a bent shape and has high rigidity comes into contact with the top of the fender panel or the vertical wall on the inside of the vehicle at the top and presses them against the outside of the vehicle. As a result, the fender panel is pushed by the front hood and deformed downward on the outside of the vehicle.

  When the fender panel is deformed, the upper surface of the bracket in contact with the seating surface of the fender panel is pushed downward on the outside of the vehicle, and the wall portion is also deformed downward on the outside of the vehicle. As described above, in the first situation, the front hood deforms the fender panel, and the bracket is deformed by being pulled by the deformed fender panel. Therefore, it is possible to absorb an impact caused by an overload and improve pedestrian protection performance. Moreover, since the seat surface of a fender panel moves below, the distance which a front hood can move below can be made larger than before receiving overload. Therefore, in the first situation, the front hood does not come into contact with the seat surface of the fender panel, so-called bottoming is avoided, and as a result, the deformation of the front hood is not hindered and the impact is sufficiently absorbed to protect pedestrians. Performance can be improved.

  Next, a case where the front hood is subjected to an overload at a position located directly above the bracket in the front hood (hereinafter, the second situation) will be described. In the second situation, while the front hood is crushed downward and deformed, it contacts the seat surface and the bracket of the fender panel and presses them downward. Along with this, the wall portion of the bracket is also deformed downward. Note that, similarly to the first situation, the fender panel is also deformed outward and downward by pressing the top of the bottom portion of the front hood. As described above, the bracket is deformed directly from the front hood and further through the fender panel. Therefore, even in the second situation, the deformation of the front hood is not hindered, and the pedestrian protection performance can be improved.

  The wall portion of the bracket may have a shape inclined obliquely upward toward the vehicle outer side. Thereby, the wall portion of the bracket is easily deformed outward and downward in the first situation and the second situation in which the front hood is subjected to an overload downward. For this reason, the fender panel and the bracket are reliably deformed outward and downward.

  The dimension of the lower surface of the bracket in the vehicle longitudinal direction is preferably smaller than the dimension of the upper surface. Thereby, the 1st flange of the cowl side panel which touches the lower surface of a bracket should just be a shape smaller than the seat surface of the fender panel which touches the upper surface of a bracket, and the freedom degree of the shape of a cowl side panel is not impaired.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle body front part structure which can fully absorb an impact and can improve a pedestrian protection performance can be provided, without disturbing a deformation | transformation of a front hood.

It is a figure which shows the vehicle to which the vehicle body front part structure in this embodiment is applied. It is a perspective view which shows the engine room inside of the vehicle of FIG. It is a figure which expands and shows a part of vehicle body front part structure of FIG. FIG. 2 is a front view of a part of the vehicle body front part structure of FIG. 1. It is a top view of a part of the vehicle body front part structure of FIG. It is a figure which shows the shape change in a 1st condition with the cross-sectional shape of the vehicle body front part structure of FIG. It is a figure which shows the shape change in a 2nd condition with the cross-sectional shape of the vehicle body front part structure of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a diagram illustrating a vehicle to which a vehicle body front structure according to this embodiment is applied. In the following drawings, arrows X, Y, and Z indicate the vehicle front side, the vehicle right side, and the vehicle lower side, respectively.

  A front hood 104 that covers the engine room 102 from above and fender panels 106a and 106b are disposed at the front of the vehicle 100. The fender panels 106a and 106b cover the upper side of the front tire (not shown) and form side surfaces (outer surfaces 108a and 108b) in front of the vehicle body that serve as design surfaces.

  The vehicle body front structure 110 applied to the vehicle 100 has a configuration that sufficiently deforms the front hood 104 downward when the front hood 104 is subjected to an overload downward by a collision object such as a pedestrian. Have. In the vehicle body front part structure 110, the downward deformation of the front hood 104 is not hindered, so that the impact due to overload is absorbed and the burden on the pedestrian is reduced.

  Hereinafter, with reference to FIG. 2 and FIG. 3, members inside and around the engine room 102 located below the front hood 104 will be described. FIG. 2 is a perspective view showing the inside of the engine room 102 of the vehicle of FIG. In the drawing, the right side of the engine room 102 located below the front hood 104 in the open state is shown. A hood hinge 114 is connected to the inner panel 112 of the front hood 104. The hood hinge 114 includes a fixing portion 114a that supports and fixes the front hood 104 so as to be freely opened and closed.

  FIG. 3 is an enlarged view showing a part of the vehicle body front part structure 110 of FIG. FIG. 3A shows a region surrounded by a dotted line A shown in FIG. 1 in a state in which the closed front hood 104 is omitted. FIG. 3B shows a state in which a part of FIG. 3A is viewed from the engine room 102 side on the right side of the vehicle.

  In addition to the front hood 104 and the fender panel 106a, the vehicle body front structure 110 includes a cowl side panel 116 that constitutes a side portion of the engine room 102, a fender panel 106a, and a cowl side, as shown in FIG. A fender bracket (hereinafter referred to as a bracket 118) that connects the panel 116 is provided.

  A cowl top garnish 120 extending in the vehicle width direction is disposed near the rear end of the front hood 104 in the closed state (see FIG. 1), as shown in FIG. Below the cowl top garnish 120, for example, a windshield panel 124 connected to the dash panel 122 and extending in the vehicle width direction is disposed.

  As shown in FIG. 2, the dash panel 122 is a member that extends in the vehicle width direction and forms a vertical wall that partitions the engine room 102 and the vehicle interior. A dash side panel 126 extending in the vehicle front-rear direction is disposed at an end of the dash panel 122 in the vehicle width direction. The position of the front end of the dash side panel 126 is substantially the same as the position of the front end that becomes the vertical wall of the dash panel 122, for example.

  At the front end of the dash side panel 126, the cowl side panel 116 that extends further to the front side of the vehicle is provided. A lower portion of the cowl side panel 116 is fixed to an outer end portion in the vehicle width direction of a fender apron panel 128 that forms a side portion of the engine room 102 together with the cowl side panel 116.

  In addition, the cowl side panel 116 includes a first flange 130 that protrudes from the upper end to the vehicle inner side (the engine room 102 side) as shown in FIG. As shown in FIGS. 3A and 3B, a lower seat surface 132 with which the lower surface 118a of the bracket 118 contacts from above is formed on the upper surface of the first flange 130. As shown in FIG. 3A, the fender panel 106 a is disposed on the outer side of the cowl side panel 116.

  As shown in FIG. 3A, the fender panel 106a has a curved surface shape that protrudes upward from the outer surface 108a toward the engine room 102 side. The fender panel 106 a is formed with a vertical wall portion 136 that extends downward from the curved top portion 134 on the vehicle inner side, and an upper seat surface 138 that extends from the lower end of the vertical wall portion 136 to the vehicle inner side. The upper surface 118b of the bracket 118 is in contact with and fixed to the upper seat surface 138 from below. Details of the curved surface shape of the fender panel 106a will be described later with reference to FIG.

  In this manner, as shown in FIG. 3A, the bracket 118 has the lower surface 118a fixed to the lower seat surface 132 of the cowl side panel 116 and the upper surface 118b fixed to the upper seat surface 138 of the fender panel 106a. Thus, the fender panel 106a and the cowl side panel 116 are coupled. The upper surface 118b and the lower surface 118a of the bracket 118 are connected via an intermediate wall portion 118c. The intermediate wall portion 118c has an inclined surface that is gentler than the vertical wall portion 136 of the fender panel 106a. As shown in FIG. 3B, curved corners 140a and 140b are formed between the lower surface 118a and the intermediate wall 118c, and between the intermediate wall 118c and the upper surface 118b. .

  Further, as shown in FIGS. 3A and 3B, a curved corner 142 is formed between the vertical wall 136 and the upper seat surface 138 in the fender panel 106 a. The corner portion 142 is formed with three bead portions 142a, 142b, 142c in the vehicle front-rear direction to increase rigidity. In addition, three holes 138a, 138b, and 138c are formed in the upper seat surface 138 in the vehicle front-rear direction.

  On the upper surface 118b of the bracket 118, there are three holes 144a, 144b, 144c (see FIG. 3B) that overlap the holes 138a, 138b, 138c of the upper seat surface 138, and a hole 144d that is further positioned on the front side of the vehicle. (See FIG. 3A). Of the four holes 144a, 144b, 144c, and 144d, the holes 144a and 144d on both ends are provided with welding nuts (not shown) on the back surface of the upper surface 118b.

  A bolt 146 is inserted into the hole 144a together with the hole 138a of the upper seat surface 138 in order to fix the fender panel 106a and the bracket 118. The hole 144b adjacent to the vehicle front side of the hole 144a is used as an alignment jig hole for fixing each component. The hole 144c adjacent to the vehicle rear side of the hole 144d is used for positioning when fixing a headlamp (not shown) to the vehicle body. The hole 144d is inserted with a bolt (not shown) for fixing the headlamp to the vehicle body.

  Of the first flange 130 of the cowl side panel 116, the lower seat surface 132, which is a mating surface between the cowl side panel 116 and the bracket 118, is a recess that does not contact the bracket 118, as shown in FIG. 148 is formed. The recess 148 is located approximately in the middle of the length direction of the bracket 118, that is, the vehicle longitudinal direction. The lower seat surface 132 and the bracket 118 are spot welded at locations 148a and 148b that sandwich the recess 148. Here, as shown in FIG. 3B, the bracket 118 has, for example, a substantially symmetrical shape in the vehicle front-rear direction with the recess 148 as the center. Can also be used in common.

  Further, on both sides of the bracket 118 in the vehicle front-rear direction, bead portions 150a and 150b that are continuous with the upper surface 118b, the intermediate wall surface 118c, and the lower surface 118a are formed, and rigidity is increased. Furthermore, since the lower surface 118a of the bracket 118 is welded at two locations 148a and 148b across the recess 148, it is necessary as compared with the upper surface 118b on which the four holes 144a, 144b, 144c, and 144d are formed. The range is also small.

  For this reason, the dimension of the bracket 118 in the vehicle front-rear direction is smaller on the lower surface 118a than on the upper surface 118b, as shown in FIG. In addition, the said dimension of the bracket 118 is changing so that it may become small gradually from the upper surface 118b to the intermediate wall part 118c.

  Further, as shown in FIGS. 3A and 3B, the upper surface 118b of the bracket 118 has holes positioned between the holes 144a and 144d rather than the periphery of the holes 144a and 144d positioned at both ends. The periphery of the parts 144b and 144c is recessed downward. Furthermore, another bead portion 150c is formed in the intermediate wall portion 118c of the bracket 118, which is positioned between the bead portions 150a and 150b formed on the both sides, and extends in the vertical direction. Lightening holes 152a and 152b for weight reduction and the like are provided on both sides of the bead portion 150c in the vehicle front-rear direction.

  4 is a front view of a part of the vehicle body front part structure 110 of FIG. FIG. 5 is a top view of a part of the vehicle body front part structure 110 of FIG. In the drawing, the outer shape of the front hood 104 in the closed state is indicated by a two-dot chain line. In the vehicle body front part structure 110, when viewed from the front side of the vehicle as shown in FIG. 4, the fixing portion 114 a of the hood hinge 114 that supports and fixes the closed front hood 104 is positioned above the bracket 118 via the gap 154. doing. Further, as shown in FIG. 5, the fixed portion 114a of the hood hinge 114 is disposed so that the upper surface 118b, the intermediate wall portion 118c (see FIG. 4), and the lower surface 118a of the bracket 118 overlap when viewed from the upper side of the vehicle.

  The upper seat surface 138 of the fender panel 106a in contact with the upper surface 118b of the bracket 118 and the lower seat surface 132 formed on the first flange 130 of the cowl side panel 116 in contact with the lower surface 118a of the bracket 118 are also hood hinges. It is located below the fixed portion 114 a of 114 and is disposed so as to overlap with the gap 154.

  Next, referring to FIG. 6 and FIG. 7, the shape change of each member included in the vehicle body front structure 110 when the front hood 104 is subjected to an overload downward by a collision object such as a pedestrian. Will be described.

  6 and 7 are diagrams showing the shape change in the first situation and the second situation, along with the cross-sectional shape of the vehicle body front structure 110 in FIG. The cross-sectional shape here is a BB cross section along the vehicle width direction of the vehicle body front part structure 110 of FIG.

  The first situation refers to a case where the front hood 104 is overloaded (see arrow C) at a position shifted from directly above the bracket 118 toward the vehicle interior. The second situation refers to a case where the front hood 104 is overloaded (see arrow D) at a location located directly above the bracket 118. A cross-sectional shape indicated by a solid line in the figure indicates a state before the shape change. A cross-sectional shape schematically indicated by a two-dot chain line in the figure shows a state after a shape change due to the first situation and the second situation.

  First, based on the BB cross section typically shown in FIG. 6 in the range in the vehicle longitudinal direction where the bracket 118 is provided, the curved surface shape of the fender panel 106a and the shapes of the bracket 118 and the front hood 104 are mainly described. Explained. Of the fender panel 106a, the outer surface 108a, which is an appearance portion of the side of the vehicle body, forms a curved surface inclined from the lower portion 156 to the middle portion 158 in the vertical direction so that the upper side faces the vehicle interior. The upper portion 160 of the outer surface 108a that forms this curved surface has a gentler slope than the lower portion 156 and the middle portion 158.

  Further, the fender panel 106a includes the top portion 134 that is folded back from the upper portion 160 of the outer surface 108a of the vehicle body to the vehicle inner side and has a curved surface shape that protrudes upward. The top portion 134 is formed with a substantially horizontal curved surface, and the vertical wall portion 136 extending downward to a position higher than the upper end of the cowl side panel 116 is formed on the inner side of the vehicle.

  The vertical wall portion 136 includes an upper vertical wall surface 162, an intermediate portion 164, and a lower vertical wall surface 165. The upper vertical wall surface 162 is inclined downward in the vehicle interior and has a short vertical distance. The upper vertical wall surface 162 has a steep slope and is nearly vertical. The intermediate portion 164 is a portion where the inclination once becomes gentle from the lower end of the upper vertical wall surface 162. The lower vertical wall surface 165 has a steep slope through the intermediate portion 164, and the upper seat surface 138 extending from the lower end to the vehicle inner side is formed.

  An intermediate wall portion 118c continuous with the upper surface 118b and the lower surface 118a of the bracket 118 is inclined obliquely upward toward the vehicle outer side as viewed from the lower surface 118a. In addition, the inclination of the intermediate wall part 118c is gentler than the inclination of the vertical wall part 136 of the fender panel 106a as described above.

  As shown in the figure, the front hood 104 has an outer panel 166 and an inner panel 112, and the fixed portion 114 a of the hood hinge 114 is in contact with the lower surface of the inner panel 112. The outer panel 166 is a gently curved surface that is nearly horizontal from the vicinity of the center in the vehicle width direction to the vicinity that overlaps the bracket 118 in the up-down direction. An inclined inclined surface 168 is included. The inclined surface 168 is inclined so as to be almost flat up to the tip portion 170 thereof.

  The tip portion 170 of the inclined surface 168 is located above the top portion 134 of the fender panel 106a as shown in the figure. The inner panel 112 has a protruding portion 172 that protrudes downward with reference to the surface with which the fixed portion 114a of the hood hinge 114 is in contact.

  The projecting portion 172 includes an inclined surface 176 that continues from the reference surface 174, a bottom surface portion 178 that gently inclines upward from the lower end of the inclined surface 176 toward the vehicle exterior, or that continues substantially in the horizontal direction, and a bottom surface portion 178. And a second flange 180 continuous from the outer end of the vehicle. The second flange 180 protrudes along the inclined surface 168 of the outer panel 166, is inclined obliquely downward as it goes outward in the vehicle width direction, and is directed to the top part 134 of the fender panel 106a. The bottom surface portion 178 has a shape bent from the inner end in the vehicle width direction of the second flange 180 and has high rigidity and continues toward the vehicle inner side.

  Next, the shape change of each member in the first situation will be described with reference to FIG. In the first situation, the inclined surface 168 of the outer panel 166 of the front hood 104 and the second flange 180 of the inner panel 112 move downward and contact the top 134 of the fender panel 106a. Then, the inclined surface 168 and the second flange 180 of the front hood 104 slide downward while being deformed outwardly along the shape of the outer surface 108a of the outer side 108a of the top portion 134 of the fender panel 106a.

  As the inclined surface 168 of the front hood 104 and the second flange 180 slide downward, the bottom surface portion 178 that is continuous with the second flange 180 of the front hood 104 is closer to the top 134 or the top 134 of the fender panel 106a. The upper vertical wall surface 162 of the vertical wall portion 136 located on the inner side is contacted and pressed against the outside of the vehicle. In this manner, the fender panel 106a is pushed by the front hood 104 and deforms outward and downward in the vehicle.

  Subsequently, the upper surface 118b of the bracket 118 in contact with the upper seating surface 138 of the fender panel 106a is pushed by the deformed fender panel 106a, and pushed downward to the outside of the vehicle, and the inclined intermediate wall portion 118c also moves together with the upper seating surface 138. Deforms outwards and downwards.

  Thus, in the first situation, the front hood 104 deforms the fender panel 106a, and is further pulled by the deformed fender panel 106a, so that the bracket 118 is deformed. In the figure, arrows E and F illustrate movements of the hood hinge 114 and the bracket 118 before and after the shape change.

  That is, in the vehicle body front part structure 110, in the first situation, an overload applied to the front hood 104 is transmitted to the bracket 118 via the fender panel 106a, and the bracket 118 is deformed outward and downward, thereby causing the overload. Can absorb the impact caused by the pedestrian, suppress the injury value to the pedestrian, and improve the pedestrian protection performance.

  Further, the upper seating surface 138 of the fender panel 106a moves downward, so that the distance that the front hood 104 can move downward can be made larger than before the shape change that receives overload. The movable distance is, for example, the distance L1 in the vertical direction of the gap 154 before the shape change, and is a distance L2 larger than the distance L1 after the shape change.

  Therefore, in the vehicle body front structure 110, in the first situation, the inner panel 112 of the front hood 104 does not contact the upper seat surface 138 of the fender panel 106a, so that so-called bottoming can be avoided. As a result, in the vehicle body front part structure 110, the deformation of the front hood 104 is not hindered, the impact can be sufficiently absorbed, the injury value for the pedestrian can be suppressed, and the pedestrian protection performance can be improved.

  Next, with reference to FIG. 7, the shape change of each member in the second situation will be described. In the figure, arrows G and H illustrate movements of the hood hinge 114 and the bracket 118 before and after the shape change, respectively. In the second situation, the front hood 104 contacts the upper seat surface 138 and the bracket 118 of the fender panel 106a while being deformed by being crushed downward along the arrow D.

  For this reason, the upper seat surface 138 and the bracket 118 of the fender panel 106a are directly pressed downward by the front hood 104, and accordingly, the inclined intermediate wall 118c of the bracket 118 is efficiently deformed outward and downward. . At this time, when the corner portion 140a between the lower surface 118a and the intermediate wall portion 118c is regarded as an axis, the bracket 118 is deformed while rotating counterclockwise around the axis.

  Here, in the second situation, not only the bracket 118 is pushed directly by the front hood 104, but also the top part 134 of the fender panel 106a is moved by the bottom face part 178 of the front hood 104, for example, outside the vehicle, as in the first situation. And pushed downward. As a result, the bracket 118 is pulled by the deformed fender panel 106a and deformed outward and downward in the vehicle.

  Therefore, in the vehicle body front part structure 110, in the second situation, the bracket 118 is deformed directly from the front hood 104 and further outward and downward via the fender panel 106a. Therefore, in the vehicle body front part structure 110, even in the second situation, the deformation of the front hood 104 is not hindered, and the injury value can be suppressed and the pedestrian protection performance can be improved.

  As described above, the vehicle body front structure 110 has a configuration in which the curved surface shape of the fender panel 106a includes the bracket 118 and deforms outward and downward in the first situation and the second situation. The front hood 104 is sufficiently deformed downward, and pedestrian protection performance can be improved.

  In addition, since the intermediate wall 118c is inclined as described above, the bracket 118 is deformed outward and downward in the first and second situations in which the front hood 104 has received an overload downward. Easy to do. Therefore, the fender panel 106a and the bracket 118 are reliably deformed outward and downward. In addition, since the bracket 118 is pulled by the deformed fender panel 106a and is deformed outward and downward in the vehicle, the intermediate wall portion 118c does not necessarily have to be inclined as described above.

  Furthermore, as described above, in the bracket 118, the dimension of the lower surface 118a in the vehicle front-rear direction is smaller than the dimension of the upper surface 118b. Therefore, the first flange 130 of the cowl side panel 116 that is in contact with the lower surface 118a of the bracket 118 and forms the lower seat surface 132 may be smaller than the upper seat surface 138 of the fender panel 106a that is in contact with the upper surface 118b of the bracket 118. . Therefore, the degree of freedom of the shape of the cowl side panel 116 is not impaired.

  In the above embodiment, as the bracket 118, a fender bracket that connects the fender panel 106a and the cowl side panel 116 is representatively shown, but the bracket 118 is not limited thereto. It may be a headlamp fixing bracket or the like.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle body front part structure including a front hood that covers an engine room at the vehicle body front part from above.

DESCRIPTION OF SYMBOLS 100 ... Vehicle, 102 ... Engine room, 104 ... Front hood, 106a, 106b ... Fender panel, 108a, 108b ... Outer surface, 110 ... Body front structure, 112 ... Inside panel, 114 ... Hood hinge, 114a ... Fixed part, 116 ... Cowl side panel, 118 ... Bracket, 118a ... Lower surface, 118b ... Upper surface, 118c ... Intermediate wall, 120 ... Cowl top garnish, 122 ... Dash panel, 124 ... Wind shield panel, 126 ... Dash side panel, 128 ... Fender apron Panel, 130 ... 1st flange, 132 ... Lower seat surface, 134 ... Top part, 136 ... Vertical wall part, 138 ... Upper seat surface, 154 ... Gap, 162 ... Upper vertical wall surface, 164 ... Middle part, 165 ... Lower side Vertical wall surface, 166 ... outer panel, 168 ... inclined surface, 172 ... Out section, 178 ... bottom portion, 180 ... the second flange

Claims (2)

In the front body structure with a front hood that covers the engine room at the front of the vehicle body from above,
A cowl side panel having a first flange that forms a side portion of the engine room and projects from the vicinity of the upper end toward the vehicle interior;
A fender panel which is disposed outside the cowl side panel and forms the outer surface of the vehicle body;
A bracket for connecting the fender panel and the cowl side panel;
The fender panel has a top part that is folded inward from the upper part of the outer surface of the vehicle body and forms a curved surface that is convex upward, a vertical wall part that extends downward from the top part to a position higher than the upper end of the cowl side panel, Including a seat surface extending inward from the lower end of the vertical wall portion,
The front hood is provided at an end in the vehicle width direction and is inclined obliquely downward as it goes outward in the vehicle width direction, and is directed toward the top of the fender panel, and the inner side in the vehicle width direction of the second flange Including a bottom surface portion that is bent from the end portion and continues in a substantially horizontal direction inside the vehicle,
The bracket includes an upper surface in contact with the lower side of the seat surface of the fender panel, a lower surface in contact with the upper side of the first flange of the cowl side panel, an inner end portion in the vehicle width direction of the upper surface, and an outer side in the vehicle width direction of the lower surface. have a wall portion connecting the ends,
Wall body front structure inclined obliquely upward toward the exterior side, it characterized that you have forms a linear shape when viewed from the vehicle front-rear direction of the bracket. Vehicle body front structure according to claim 1 wherein the lower surface of the vehicle front-rear direction dimension of the bracket, characterized in that less than the dimension of the top surface.

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