JP6597672B2 - Front body structure of the vehicle - Google Patents

Description

  The present invention includes a pair of left and right front side frames extending in the vehicle front-rear direction and a pair of left and right apron members arranged above the pair of left and right front side frames and extending in the vehicle front-rear direction. This relates to the vehicle body structure.

  2. Description of the Related Art Conventionally, a vehicle front body structure including a pair of left and right front side frames and a pair of left and right apron members is known.

  For example, Patent Document 1 includes a pair of left and right front side frames, and a pair of left and right front upper members respectively disposed on the outer sides in the vehicle width direction of the pair of left and right front side frames. An upper member portion (corresponding to an apron member) that is located above the front side frame and extends in the vehicle front-rear direction, and extends from the upper member portion toward the vehicle front lower side and is a vehicle at the vehicle front side end portion of the front side frame. A lower member portion disposed on the outer side in the width direction, and on each side wall on the outer side in the vehicle width direction of each front side frame, the front side frame and the lower member portion on the left side and on the right side, respectively. A front body structure of a vehicle provided with a connecting member to be connected is disclosed.

  Further, in the front body structure of the vehicle disclosed in Patent Document 1, the lower member of the front upper member extends below the connecting member, and the lower bulk member is provided below the front side frame. It is fixed to.

Japanese Patent No. 5460657

  By the way, the front body structure of the vehicle is required to be configured so that the collision load in the vehicle front-rear direction due to the front collision is not transmitted to the vehicle interior as much as possible at the time of the front collision of the vehicle. In particular, the front collision of the vehicle includes a so-called small overlap collision in which a portion on the vehicle front side in the vehicle width direction with respect to the front side frame collides with an obstacle. The front body structure of the vehicle has a lateral force (force toward the vehicle width direction inside, that is, force toward the side opposite to the obstacle in the vehicle width direction) when the small overlap collision occurs. The vehicle can be laterally displaced in the vehicle width direction so that the front part of the vehicle moves to the side opposite to the obstacle in the vehicle width direction, and the collision load can be received in the vehicle width direction as much as possible. It is desirable to be configured.

  Further, when the vehicle travels, a repulsive load from the road surface is input to the vehicle body in the vertical direction via the suspension cross member or the like, so that the front vehicle body structure of the vehicle can sufficiently receive the repulsive load. It is required to be configured to ensure rigidity.

  In the vehicle front body structure as described in Patent Document 1, the lower member portion of the front upper member extends below the connecting member and is fixed to the lower bulk member provided below the front side frame. Therefore, the repulsive load from the road surface can be received.

  However, the front body structure of the vehicle as described in Patent Document 1 is configured such that the collision load at the time of the small overlap collision is received by the front upper member. Since the front upper member has a relatively high rigidity, it is difficult to be deformed by the collision load. Therefore, in the front body structure of the vehicle as described in Patent Document 1, the lateral force may not easily be generated during the small overlap collision.

  The present invention has been made in view of such a point, and an object of the present invention is to efficiently generate a lateral force against the front portion of the vehicle at the time of a small overlap collision of the vehicle, and from the road surface. An object of the present invention is to provide a vehicle front body structure capable of improving the rigidity of a vehicle body against a repulsive load.

In order to solve the above problems, the present invention includes a pair of left and right front side frames extending in the vehicle front-rear direction, and a pair of left and right apron members disposed above the pair of left and right front side frames and extending in the vehicle front-rear direction. The vehicle front side body structure of the vehicle and the left and right pair of apron members on the vehicle front side end of the frame outer wall that is the side wall on the outer side in the vehicle width direction of the pair of left and right front side frames A pair of left and right first braces that are connected to each other and to the right side, and each of the first braces is integrally coupled to each of the front side frames and is located on the outer side in the vehicle width direction than the outer wall portion of the frame. The upper surface and the lower surface that extend horizontally and face each other vertically, and the frame at the peripheral edge of the upper surface. A protrusion provided with a connecting portion that connects a portion located on the outer side in the vehicle width direction with respect to the wall portion to a portion positioned on the outer side in the vehicle width direction with respect to the outer wall portion of the frame at the peripheral edge portion of the lower surface portion; An extension portion extending upward from the upper end edge of the connecting portion so as to connect the upper end edge of the connecting portion to the apron member, and the vehicle rear side end of the connecting portion of the protruding portion Is configured to be provided with a rear coupling portion that is integrally coupled to the frame outer wall portion.

  According to this configuration, the protruding portion of the first brace is integrally coupled to the front side frame and protrudes outward in the vehicle width direction from the outer wall portion of the frame, so that the vehicle collides with an obstacle and a small overlap. When this happens, the vehicle body member that has moved relatively to the rear side of the vehicle with the small overlap collision comes into contact with the front surface of the protruding portion. Thereby, a collision load is input to the protrusion.

  The projecting portion is integrally coupled to the front side frame and has an upper surface portion and a lower surface portion extending horizontally, and the coupling portion of the projecting portion is integrally coupled to the outer wall surface of the frame at the rear coupling portion. Therefore, a collision load is input to the protruding portion from the front side of the vehicle toward the rear coupling portion of the connecting portion.

  When a collision load is input to the projecting portion from the front side of the vehicle toward the rear connecting portion of the connecting portion, the vicinity of the rear connecting portion of the connecting portion in the front side frame is pushed inward in the vehicle width direction. The portion of the front side frame where the protruding portion is provided is not easily bent in the vehicle width direction by the protruding portion, so the vicinity of the rear side coupling portion of the front side frame is pushed inward in the vehicle width direction. Then, the rear side portion of the front side frame with respect to the vicinity of the rear coupling portion is bent inward in the vehicle width direction. Thereafter, the bent portion (hereinafter referred to as a bent portion) is pushed toward the vehicle width direction inner side and the vehicle rear side by the collision load.

  Generally, a rigid part connected to a vehicle body member, such as an engine unit, is disposed inside the left and right front side frames in the vehicle width direction. For this reason, the bent portion abuts on the rigid part. . Thereafter, the bent portion pushes the rigid part toward the inner side in the vehicle width direction and the rear side of the vehicle. Accordingly, the lateral force is input to the rigid part through the bent portion. The lateral force is transmitted from the rigid part to the vehicle body member. As a result, the lateral force is input to the front portion of the vehicle.

  Therefore, it is possible to efficiently generate a lateral force with respect to the front portion of the vehicle at the time of a small overlap collision of the vehicle.

  In addition, since the frame outer wall portion of the front side frame is connected to the apron member via the first brace, the vertical repulsive load input from the road surface when the vehicle travels from the front side frame to the first side frame. It is transmitted to the apron member via the brace. That is, since the repulsive load can be received not only by the front side frame but also by the apron member, the rigidity of the vehicle body against the repulsive load can be improved.

  Accordingly, it is possible to efficiently generate a lateral force with respect to the front portion of the vehicle at the time of a small overlap collision of the vehicle, and to improve the vehicle body rigidity against a repulsive load from the road surface.

  In one embodiment of the front vehicle body structure of the vehicle, the shroud door upper member that connects the front end portions of the apron member to each other, and the vehicle that overlaps the protruding portion when viewed from the side of the vehicle in the front side frame. A pair of left and right second braces that extend from the front-rear direction portion toward the shroud door upper member and connect the front side frames and the shroud door upper member are further provided.

  According to this configuration, the repulsive load can be received not only by the apron member but also by the shroud upper member through the second brace. Therefore, the vehicle body rigidity can be further improved.

According to another aspect of the present invention, a pair of left and right front side frames extending in the vehicle front-rear direction and a pair of left and right apron members disposed above the pair of left and right front side frames and extending in the vehicle front-rear direction are provided. For the front vehicle body structure of the vehicle provided, the vehicle front side end portion of the frame outer wall portion, which is the side wall on the vehicle width direction outer side of the pair of left and right front side frames, and the pair of left and right apron members A pair of left and right first braces connected to each other on the right side are further provided, and each of the first braces is integrally coupled to each of the front side frames and protrudes outward in the vehicle width direction from the outer wall portion of the frame. The upper and lower surfaces extending horizontally and opposite each other, and the frame outer wall at the peripheral edge of the upper surface. A projecting portion comprising a connecting portion for connecting a portion located on the outer side in the vehicle width direction with a portion located on the outer side in the vehicle width direction with respect to the frame outer wall portion at the peripheral portion of the lower surface portion, and the connecting portion of the projecting portion And an extension part that connects the upper edge of the apron member, and a rear side coupling part that is integrally coupled to the outer wall part of the frame is provided at the rear end of the coupling part of the projecting part. provided, in front body structure of the vehicle, the extension of the above-mentioned respective first brace, that have a open cross-sectional shape in the vehicle width direction inner side is open.

  That is, in order to move so that the protruding portion is pushed inward in the vehicle width direction of the left and right front side frames at the time of the small overlap collision, the extended portion of the first brace is moved at the time of the small overlap collision. It is necessary to deform appropriately by the impact load. Therefore, if the cross-sectional shape of the extended portion is an open cross-sectional shape that is open on the inner side in the vehicle width direction, deformation of the extended portion due to the collision load can be facilitated. It can move smoothly.

  In addition, since the extending portion is configured by three surface portions, that is, a both-surface portion in the vehicle front-rear direction and a surface portion on the outer side in the vehicle width direction, the vehicle body rigidity against the repulsive load can be maintained as much as possible.

  Accordingly, lateral force can be generated more efficiently with respect to the front portion of the vehicle at the time of a small overlap collision of the vehicle, and the rigidity of the vehicle body can be further improved.

  In the front vehicle body structure of the vehicle in which the extending portion has an open cross-sectional shape, it is preferable that the connecting portions of the protruding portions are formed integrally with the extending portion.

  According to this structure, since the said connection part is comprised integrally with the said extension part, it becomes easy to transmit the said repulsive load to an apron member, and can further improve vehicle body rigidity.

  As described above, according to the front body structure of the vehicle according to the present invention, the pair of left and right first braces are integrally coupled to the respective front side frames and are located on the outer side in the vehicle width direction from the frame outer wall portion. An upper surface portion and a lower surface portion that horizontally extend so as to protrude and face each other vertically, and a portion of the peripheral edge portion of the upper surface portion that is located on the outer side in the vehicle width direction with respect to the outer wall portion of the frame, And a connecting portion connected to a portion located on the outer side in the vehicle width direction than the outer wall portion of the frame in the vehicle, and the frame outer wall portion at the vehicle rear side end portion of the connecting portion of the protruding portion. Since the rear side coupling portion that is integrally coupled is formed, the protruding portion of the first brace is connected to the rear side coupling portion of the front side frame at the time of a small overlap collision of the vehicle. Pushed toward the near inside in the vehicle width direction and the vehicle rear side. As a result, a portion of the front side frame that is closer to the rear of the vehicle than the vicinity of the rear coupling portion bends inward in the vehicle width direction, abuts against the rigid component connected to the vehicle body member, and the rigid component is moved in the vehicle width direction. Push inward and toward the rear of the vehicle. As a result, it is possible to efficiently generate a lateral force against the front portion of the vehicle at the time of a small overlap collision of the vehicle.

  In addition, the pair of left and right first braces have an extending portion that connects the upper end edge of the connecting portion of the projecting portion to the apron member, so that the vertical repulsion input from the road surface when the vehicle travels. A load can be transmitted from the front side frame to the apron member via the first brace and received by the apron member.

  Accordingly, it is possible to efficiently generate a lateral force with respect to the front portion of the vehicle at the time of a small overlap collision of the vehicle, and to improve the vehicle body rigidity against a repulsive load from the road surface.

It is the perspective view seen from the vehicle left front side and the upper side which shows the front part of the vehicle to which the front vehicle body structure which concerns on Embodiment 1 of this invention is applied. It is the perspective view which looked at the circumference of the flange part in the front side frame of the vehicle left side from the vehicle left front side and the upper part. It is the perspective view which looked at the reinforcement part of the vehicle left side from the vehicle left rear side and the upper side. It is the left view which looked at the 1st brace of the vehicle left side from the vehicle left side. It is sectional drawing cut | disconnected by the VV line | wire of FIG. It is the perspective view which looked at the 1st and 2nd braces on the left side of the vehicle from the right rear side and the upper side of the vehicle. It is the perspective view which looked at the periphery of the flange part in the front side frame of the vehicle left side from the vehicle left front side and the lower side. It is a top view which shows the state which the vehicle left side edge part of the bumper reinforcement and the reinforcement part contact | abutted at the time of a small overlap collision occurrence. FIG. 9 is a plan view showing a state in which the front side frame on the left side of the vehicle and the engine unit are in contact with each other after the state shown in FIG. 8 when a small overlap collision occurs. It is the perspective view which looked at the periphery of the flange part in the front side frame of the left side of the vehicle to which the front part vehicle body structure which concerns on Embodiment 2 of this invention was applied from the vehicle left front side and the upper side. It is the perspective view which looked at the 1st brace of Embodiment 2 from the vehicle left rear side and the lower side. It is the perspective view which looked at the 1st and 2nd braces of Embodiment 2 from the vehicle right rear side and the lower side.

(Embodiment 1)
Hereinafter, Embodiment 1 of the present invention will be described in detail with reference to the drawings. In the following description, the front, rear, left, right, upper and lower of the vehicle 1 are simply referred to as front, rear, left, right, upper and lower, respectively.

  FIG. 1 shows a front portion of a vehicle 1 to which a front vehicle body structure according to Embodiment 1 of the present invention is applied. An engine room 2 for disposing an engine unit E (see FIGS. 8 and 9) for driving the front wheels (not shown) of the vehicle 1 and a transmission (not shown) is provided at the front portion of the vehicle 1. Yes. The engine unit E is vertically installed in the engine room 2, and the transmission is disposed on the rear side of the engine unit E. The engine unit E is connected to a pair of left and right front side frames 5 via engine mounts (not shown) provided on the left and right sides of the engine unit E.

  The pair of left and right front side frames 5 are disposed at both ends of the engine room 2 in the vehicle width direction so as to extend in the front-rear direction. Each of the pair of left and right front side frames 5 has a substantially rectangular closed cross-sectional shape, and includes an upper wall portion and a lower wall portion, an inner edge in the vehicle width direction of the upper wall portion, and a vehicle width direction of the lower wall portion. It has an inner side wall part that connects the inner edge, and an outer side wall part that connects the outer edge in the vehicle width direction of the upper wall part and the outer edge in the vehicle width direction of the lower wall part. In the following description, the inner side wall portion of the front side frame 5 is referred to as a frame inner wall portion 5a, the outer side wall portion of the front side frame 5 is referred to as a frame outer wall portion 5b, and the upper wall portion of the front side frame 5 is referred to as a frame upper wall portion. The lower wall portion of the front side frame 5 is referred to as a frame lower wall portion 5d.

  The rear part of the left and right front side frames 5 is a kick part 5e whose height gradually decreases toward the rear side. The engine room 2 and the vehicle are located at substantially the same front and rear position as the kick part 5e. A dash panel 9 that partitions the room is provided.

  The dash panel 9 extends in the vertical direction and the vehicle width direction, and an upper end portion of the dash panel 9 is coupled to the cowl member 10. Further, front hinge pillars 11 for rotatably supporting left and right front doors (not shown) of the vehicle 1 are fixed to both ends of the dash panel 9 in the vehicle width direction. The lower ends of the front pillars 12 that extend upward toward the rear side are fixed to the upper ends of the left and right front hinge pillars 11, respectively.

  Suspension towers 13 are provided outside the left and right front side frames 5 in the vehicle width direction. The suspension tower 13 cooperates with a wheel house panel (not shown) to form a wheel house in which the front wheels of the vehicle 1 are arranged on the outer sides in the vehicle width direction of the left and right front side frames 5. The lower end portions of the left and right suspension towers 13 are fixed to the left and right front side frames 5, respectively, and the upper end portions of the left and right suspension towers 13 are disposed on the upper side of the left and right front side frames 5. It is fixed to each.

  Although not shown, suspension cross members that support the left and right front wheels and connect the left and right front side frames 5 are disposed at substantially the same front and rear positions as the suspension tower 13. The left and right end portions of the suspension cross member are provided with front extending portions respectively extending toward the front side at positions below the left and right front side frames 5, and the left and right front extending portions are provided. The front end of each part is coupled to the front end of the left and right front side frames 5 via a connecting member extending vertically. The left and right engine mounts are respectively connected to the left and right front side frames 5 on the upper side and are connected to the left and right front extending portions on the lower side.

  Crash cans 6 are disposed at front ends of the left and right front side frames 5, respectively. Specifically, flange portions 7 are provided integrally with the corresponding front side frames 5 at the front end of the left and right front side frames 5, and a flange portion 6 a is formed at the rear end of the crash can 6. Yes. The flange portions 7 and 6a are fixed to each other by four fastening members 8 (bolts and nuts) in a state where the flange portions 7 and 6a are aligned with each other.

  A bumper reinforcement 18 extending in the vehicle width direction is provided at the front end of the vehicle 1. The front end portions of the left and right crash cans 6 are respectively fixed to bumper reinforcements 18. The left and right crash cans 6 are configured to absorb the collision load by being crushed in the front-rear direction when the bumper reinforcement 18 receives a collision load at the time of a vehicle front collision.

  The bumper reinforcement 18 has an arcuate shape as viewed from above so that the ends on both sides in the vehicle width direction are located on the rear side of the center in the vehicle width direction. Ends on both sides in the vehicle width direction of the bumper reinforcement 18 of the first embodiment are located on the outer side in the vehicle width direction with respect to the left and right front side frames 5. As will be described in detail later, the length of the bumper reinforcement 18 in the vehicle width direction is a so-called small overlap collision in which a portion of the front surface of the vehicle 1 outside the front side frame 5 collides with an obstacle. When the SOL collision occurs (hereinafter referred to as SOL collision), a portion (hereinafter referred to as a bumper outer portion 18a) that extends outward in the vehicle width direction from the front side frame 5 in the bumper reinforcement 18 on the side where the SOL collision occurs. ) Is of such a length that it abuts against a reinforcing portion 40 of the first brace 30 described later.

  The left and right apron members 16 are bent inward in the vehicle width direction from the front end of the apron extending portion 16a to the front side, extending in the front-rear direction substantially parallel to the left and right front side frames 5. Each has an apron bending portion 16b. The rear end portions of the left and right apron extending portions 16a are joined to the front portions of the left and right front hinge pillars 11, respectively.

  The front end portions of the left and right apron curved portions 16b are fastened and fixed to the end portions on both sides in the vehicle width direction of the shroud door member 19 extending in the vehicle width direction via two fastening members 20, respectively. That is, the front end portions of the left and right apron members 16 (front end portions of the apron bending portion 16 b) are connected by the shroud upper member 19.

  In the first embodiment, on the rear side of the flange portion 7 of the left and right front side frames 5, a first brace 30 that connects the frame outer wall portion 5b and the apron member 16 on the left side and the right side, respectively, A second brace 60 for connecting the front side frame 5 and the shroud upper member 19 is provided.

  Hereinafter, the configuration of the rear side portion of the flange portion 7 in the front side frame 5 will be described in detail with reference to FIGS. In addition, since the front vehicle body structure according to the present embodiment is configured symmetrically, in the following description, only the left front side frame will be described, and detailed description of the right front side frame 5 will be omitted. . Further, in the following description, members provided on both the left and right sides (such as the front side frame 5) indicate those provided on the left side.

  The first brace 30 is connected to the front side frame in the substantially same height range as the front side frame 5 and protrudes to the left side (vehicle width direction outer side) from the frame outer wall portion 5b. The portion 40 has an extended portion 50 that connects an upper end edge portion of the portion protruding to the left side of the frame outer wall portion 5 b with the left apron member 16. In the first embodiment, the reinforcing portion 40 corresponds to a protruding portion.

  As shown in FIG. 3 (the extending portion 50 is omitted), the reinforcing portion 40 extends horizontally so as to protrude to the left side of the frame outer wall portion 5b and has an upper surface portion 43 and a lower surface that face each other vertically. And a connecting portion that connects a portion that protrudes to the left of the frame outer wall portion 5c at the peripheral edge of the upper surface portion 43 and a portion that protrudes to the left of the frame outer wall portion 5c at the peripheral edge of the lower surface portion 44. ing.

  Outer portions 43a and 44a, which are portions of the upper surface portion 43 and the lower surface portion 44 that protrude outward in the vehicle width direction from the frame outer wall portion 5b, both have a substantially rectangular shape in plan view. The edge portion is inclined rearward toward the right side (in the vehicle width direction) in plan view. As shown in FIGS. 3 and 5, the outer portions 43a and 44a are diagonally aligned with the outer portions 43a and 44a from the left and front corners of the outer portions 43a and 44a toward the right and rear sides. Beads 43b and 44b extending along each are formed (only the outer side portion 44a of the lower surface portion 44 is shown in FIG. 5). The beads 43b of the upper surface portion 43 protrude downward, while the beads 44b of the lower surface portion 44 protrude upward. On the other hand, the base end portion 43c located on the right side of the outer portion 43a in the upper surface portion 43 is integrally joined to the frame upper wall portion 5c by welding. Further, the base end portion 44c located on the right side of the outer portion 44a in the lower surface portion 44 is integrally joined to the frame lower wall portion 5d by welding. In addition, both the front and rear side edges of the outer peripheral portion 43a of the upper surface portion 43 and the outer portion 44a of the lower surface portion 44 are located on the outer periphery of the frame outer wall portion 5b at the periphery of the upper surface portion 43 and the lower surface portion 44. On the left side edge, welding margins 43d and 44d for welding the upper surface portion 43 and the lower surface portion 44 to the connecting portion are formed, respectively.

  As shown in FIGS. 2 to 4, the connecting portion includes a front surface portion 45 that connects a front edge of the outer portion 43 a of the upper surface portion 43 and a front edge of the outer portion 44 a of the lower surface portion 44, and the upper surface portion 43. A rear edge portion that connects the rear edge portion of the outer portion 43 a and the rear edge portion of the outer portion 44 a of the lower surface portion 44, the left edge portion of the outer portion 43 a of the upper surface portion 43, and the outer portion 44 a of the lower surface portion 44. It is comprised by the side part 47 which connects the left side edge part. The rear surface portion 46 and the side surface portion 47 are composed of one plate member.

  The right end portion of the front portion 45 is joined to the left end portion of the flange portion 7 by welding. A front side coupling flange 47a extending leftward is formed at the front side end of the side surface part 47, and the front side coupling flange 47a is joined to the left side end part of the front surface part 45 by welding. Further, a rear side coupling flange 46a extending toward the rear side is formed at the right end portion of the rear surface portion 46, and the rear side coupling flange 46a is provided with two upper and lower fastening members 73 (particularly on the frame outer wall portion 5b). (See FIGS. 3 and 4).

  Further, the upper end portions of the front surface portion 45, the rear surface portion 46, and the side surface portion 47 respectively extend to the upper side of the upper surface portion 43, and the upper end portion of the front surface portion 45 is connected to the welding allowance 43d on the front side of the upper surface portion 43 and the rear surface portion. The upper end portion of 46 is joined to the welding allowance 43d on the rear side of the upper surface portion 43 and the upper end portion of the side surface portion 47 is joined to the welding allowance 43d on the left side of the upper surface portion 43 by welding. On the other hand, the lower end portions of the front surface portion 45, the rear surface portion 46, and the side surface portion 47 respectively extend below the lower surface portion 44, and the lower end portion of the front surface portion 45 has a welding allowance 44d on the front side of the lower surface portion 44, The lower end portion of the rear surface portion 46 is joined to the welding allowance 44d on the rear side of the lower surface portion 44 and the lower end portion of the side surface portion 47 is joined to the welding allowance 44d on the left side of the lower surface portion 43 by welding.

  As shown in FIG. 5, the first joint member 71 and the second joint that partition the interior space of the front side frame 5 in the front-rear direction are provided in a range in which the reinforcing portion 40 in the front-rear direction inside the front side frame 5 is provided. A member 72 is provided.

  The first node member 71 includes a node body 71a extending in the vehicle width direction and two coupling portions 71b extending forward from both ends of the node body 71a in the vehicle width direction. The coupling portion 70b located on the right side is joined to the frame inner wall portion 5a by welding, and the coupling portion 71b located on the left side is joined to the frame outer wall portion 5b by welding. The node main body 71a is positioned in the vicinity of the connecting member that connects the front side frame 5 and the front extending portion in a state where the left and right connecting portions 72b are joined to the front side frame 5, respectively. The first node member 71 improves the rigidity of the front side frame 5 against the repulsive load in the vertical direction from the road surface that is input to the front side frame 5 through the suspension cross member and the connecting member when the vehicle travels. It is provided to make it.

  The second node member 72 includes a node body portion 72a extending in the vehicle width direction, an inner coupling portion 72b extending from the right end of the node body portion 72a to the front side, and an outer coupling extending from the left end of the node body portion 72a to the rear side. Part 72c. The inner coupling portion 72b is joined to the frame inner wall portion 5a by welding, while the outer coupling portion 72c is fastened together with the rear coupling flange 46a of the rear surface portion 46 by the fastening member 73 and joined to the frame outer wall portion 5b. Yes. The joint body 72a is a front-rear position overlapping the rear coupling flange 46a of the rear surface portion 46 when viewed from the side of the vehicle 1 with the inner coupling portion 72b and the outer coupling portion 72c joined to the front side frame 5. Is located. The second node member 72 is arranged in the vehicle width direction in the vicinity of the rear coupling flange 46a of the reinforcing portion 40 in the front side frame 5 so that the front side frame 5 bends behind the reinforcing portion 40 at the time of the SOL collision. It is provided in order to improve the rigidity with respect to the load input to the.

  As shown in FIGS. 2, 4, 6, and 7, the extending portion 50 of the first brace 30 is located on the outer side in the vehicle width direction from the frame outer wall portion 5 b at the peripheral edge of the upper end portion of the reinforcing portion 40. The portion located, specifically, the upper end edge of the connecting portion extends toward the left apron member 16. Specifically, the extending portion 50 extends from the upper end edge of the connecting portion so as to incline toward the apron member 16 outward in the vehicle width direction and rearward.

  As shown in FIG. 6, the extending portion 50 has an open cross-sectional shape that is open on the right side (in the vehicle width direction), and as shown in FIG. 4, a front wall portion 51 positioned on the front side, Side wall part 52 located on the left side, rear wall part 53 located on the rear side, right edge part and upper edge part of front wall part 51, and right edge part and upper edge of rear wall part 53 It is comprised by the flange part 54 (refer FIG. 7 especially) provided along the part.

  The lower end portion of the extending portion 50 is joined to the upper end edge portion of the connecting portion by welding. Specifically, the lower end portion of the front wall portion 51 is the upper edge portion of the front portion 45 of the connecting portion, the lower end portion of the rear wall portion 53 is the upper end edge portion of the rear surface portion 46 of the connecting portion, and the lower end portion of the side wall portion 52. The portion is joined to the upper edge of the side portion 47 of the connecting portion by welding.

  As shown in FIG. 7, the flange portion 54 is formed so that the upper end portion is along the lower surface of the apron member 16. The upper end portion of the flange portion 54 is joined to the apron bending portion 16b by welding, and thereby the extending portion 50 is joined to the apron member 16.

  The extending portion 50 is configured to be deformable in accordance with the movement of the reinforcing portion 40 in the vehicle width direction when the reinforcing portion 40 moves in the vehicle width direction due to the collision load during the SOL collision.

  Next, the second brace 60 will be described. As shown in FIG. 6, the second brace 60 extends from the front-rear direction portion of the frame inner wall portion 5 a that overlaps the reinforcing portion 40 toward the shroud door upper member 19 when viewed from the side of the vehicle 1. Yes.

  As shown in FIGS. 2, 3 and 7, the second brace 60 has an open cross-sectional shape in which the left side (the vehicle width direction outer side) is open, the front wall portion 61 located on the front side, and the right side Side wall portion 62, rear wall portion 63 located on the rear side, flange portion 64 provided along the left edge portion of front wall portion 61 and the left edge portion of rear wall portion 63 (particularly, FIG. 3).

  As shown in FIG. 3, the front wall portion 61 is formed with a bent portion 61 a that extends substantially vertically upward from the front side frame 5 and then bent toward the front side, and from the bent portion 61 a toward the upper side. Inclined to the front side. On the other hand, the rear wall 63 extends substantially vertically upward toward the shroud upper member 19. Thereby, about the part below the height position of the said curved part 61a in the side wall part 62, while the length of the front-back direction is substantially the same in the up-down direction, on the other hand, the said curved part 61a in the side wall part 62 is the same. About the part above a height position, the length of the front-back direction becomes large, so that the shroud upper member 19 is approached.

  Also, as shown in FIG. 3, the front wall portion 61 is formed such that the length in the vehicle width direction becomes longer as it approaches the shroud upper member 19, and as shown in FIG. Similarly to the portion 61, the length in the vehicle width direction is formed so as to become longer as it approaches the shroud upper member 19. Since the front wall portion 61 and the rear wall portion 63 are formed as described above, the portion of the second brace 60 that is lower than the height position of the curved portion 61a is the bent portion of the second brace 60. Compared to the portion above the height position of the portion 61a, the shape is closer to a flat plate. As a result, the portion of the second brace 60 closer to the front side frame 5 has low rigidity against the load in the vehicle width direction.

  The second brace 60 and the front side frame 5 are joined by welding. Specifically, as shown in FIG. 6, a lower joint portion 66 that protrudes downward is provided at the lower end portion of the side wall portion 62, and the lower joint portion 66 serves as an inner wall portion of the frame. It is joined to 5a by welding. The lower end portions of the front and rear flange portions 64 are also joined to the frame inner wall portion 5a by welding.

  On the other hand, the second brace 60 and the shroud upper member 19 are joined by a fastening member 67 (bolts and nuts). Specifically, as shown in FIG. 7, the upper end portion of the second brace 60 is formed with an upper joint portion 65 bent substantially vertically toward the left side along the shroud upper member 19. The upper joint portion 65 is joined to the end portion (here, the left end portion) of the shroud door member 19 on one side in the vehicle width direction by two fastening members 67.

  In the first embodiment, the rear portion of the flange portion 7 in the left front side frame 5 is configured as described above. The rear portion of the flange portion 7 in the right front side frame 5 is configured to be bilaterally symmetrical with the structure of the rear portion of the flange portion 7 in the left front side frame 5 described above. .

  Here, the front vehicle body structure of the vehicle 1 has a lateral force (force toward the vehicle width direction inner side, that is, the vehicle width direction in the vehicle width direction when the vehicle 1 causes the SOL collision with the obstacle. Force generated toward the opposite side of the obstacle), the vehicle 1 is laterally displaced in the vehicle width direction by the lateral force, and the collision load of the SOL collision can be received in the vehicle width direction. It is desirable.

  In the first embodiment, the lateral force is efficiently generated with respect to the front portion of the vehicle by the reinforcing portion 40 of the first brace 30.

  8 and 9 show a state around the flange portion 7 of the front side frame 5 when the vehicle 1 has caused the SOL collision with the obstacle A. FIG. 8 and 9 show a case where the left side portion of the front surface of the vehicle 1 has caused the SOL collision with the obstacle A. FIG. 8 and 9, the illustration of the extending portion 50 and the second brace 60 of the first brace 30 is omitted. Further, in FIGS. 8 and 9, the lower surface portion 44 does not overlap with the upper surface portion 43.

  Since the left end of the bumper reinforcement 18 of the first embodiment is located on the left side of the left front side frame 5, when the vehicle 1 causes the SOL collision on the left side with the obstacle A, The left bumper outer portion 18a of the bumper reinforcement 18 and the obstacle A come into contact with each other, and a collision load is input to the left bumper outer portion 18a. When a collision load is input to the left bumper outer portion 18a, the bumper reinforcement 18 uses the front end of the crash can 6 on the side where the SOL collision does not occur (here, the right side) as a fulcrum. The outer portion 18a is deformed so as to move toward the right side (the vehicle width direction inner side, that is, the side opposite to the obstacle A in the vehicle width direction) and the rear side. At this time, as shown in FIG. 8, the left crash can 6 is crushed in the front-rear direction as the bumper reinforcement 18 is deformed.

  Since the left front side frame 5 is connected to the reinforcing portion 40 that protrudes to the left side (vehicle width direction outer side) from the frame outer wall portion 5b, the left bumper outer portion moved as described above due to the SOL collision. 18a contacts the left reinforcing part 40. Thereby, the collision load is input to the left reinforcing portion 40. At this time, the left bumper outer portion 18a contacts the left and front end portions of the left reinforcing portion 40 (that is, the left end portion of the front surface portion 45). From the right side toward the rear side, the collision load is input in a direction along the diagonal lines of the outer side portions 43a and 44a of the upper surface portion 43 and the lower surface portion 44.

  When a collision load is input to the left reinforcing portion 40 in a direction along the diagonal line of the outer portions 43a, 44a, the portion of the left front side frame 5 where the reinforcing portion 40 is provided is inward in the vehicle width direction. It is pushed toward. The portion of the left front side frame 5 where the upper surface portion 43 and the lower surface portion 44 are integrally coupled is not easily bent in the vehicle width direction, and therefore the portion of the left front side frame 5 where the reinforcing portion 40 is provided. Is pushed inward in the vehicle width direction, as shown in FIG. 8, the left-side front side frame 5 is not bent and the left-side front side frame 5 is not bent. A portion on the rear side of the rear end portion of the reinforcing portion 40 is bent toward the right side. Thereafter, the bent portion 5f, which is the bent portion, is pushed toward the right side and the rear side by the collision load.

  Since the engine unit E is disposed on the right side of the left front side frame 5 as described above, the bent portion 5f contacts the engine unit E (see FIG. 9). Then, after the bent portion 5f comes into contact with the engine unit E, the bent portion 5f pushes the engine unit E toward the right side and the rear side. Accordingly, the lateral force is input to the engine unit E through the bent portion 5f. When the lateral force is input to the engine unit E, the lateral force is transmitted from the engine unit E to the front side frame 5 via the engine mount, and the lateral force is input to the front portion of the vehicle 1. Is done.

  As described above, the lateral force is generated with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1. When the SOL collision with the obstacle A occurs in the front right portion of the vehicle 1, the bumper reinforcement 18, the right reinforcing portion 40, and the right front side frame 5 are symmetric with respect to the above-described operation. The lateral force is generated with respect to the front portion of the vehicle 1 by operating.

  The length of the bumper reinforcement 18 in the vehicle width direction is such that the bumper outer side portion 18a reliably contacts the reinforcing portion 40 of the first brace 30 on the side where the SOL collision occurs at the time of the SOL collision. Length is set.

  Specifically, as viewed from above, the length of the bumper reinforcement 18 in the vehicle width direction is such that the end of the bumper reinforcement 18 on one side in the vehicle width direction and the other side in the vehicle width direction of the bumper reinforcement 18 are shown. The length of a straight line connecting the front end surface of the crash can 6 near the end of the vehicle in the vehicle width direction is the end on the one side of the front portion 45 in the reinforcing portion 40 near the one end of the bumper reinforcement 18. This length is set to be longer than the length of a straight line connecting the center and the center in the vehicle width direction of the front end face of the crash can 6 on the other side.

  In the first embodiment, the bumper reinforcement 18 has an arched shape as viewed from above so that the ends on both sides in the vehicle width direction are located on the rear side of the center in the vehicle width direction. Therefore, at the time of the SOL collision, the bumper reinforcement 18 is easily bent and deformed inward in the vehicle width direction due to the collision load. Thereby, at the time of the SOL collision, the bumper outer side portion 18a on the side where the SOL collision has occurred becomes easy to move inward in the vehicle width direction. Therefore, the ratio of the component toward the inner side in the vehicle width direction in the collision load input to the reinforcing portion 40 on the side where the SOL collision has occurred can be increased as much as possible through the bumper outer portion 18a. Thereby, the lateral force can be generated more efficiently with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1.

  Furthermore, in the first embodiment, the base end portion 43c of the upper surface portion 43 of the reinforcing portion 40 is integrally joined with the frame upper wall portion 5c, and the base end portion 44c of the lower surface portion 44 of the reinforcing portion 40 is the frame lower wall portion. Since it is integrally joined to 5d, the portion of the front side frame 5 to which the reinforcing portion 40 is coupled has higher rigidity against the load in the vehicle width direction than the other portions of the front side frame 5. Therefore, when a load is input along the diagonal lines of the outer portions 43a and 44a of the upper surface portion 43 and the lower surface portion 44 to the reinforcing portion 40 on the side where the SOL collision has occurred, the SOL collision will occur. The front side frame 5 on the generated side is easily bent toward the inner side in the vehicle width direction on the rear side than the rear side end portion of the reinforcing portion 40. Thereby, even if the engine unit E is located closer to the rear side of the engine room 2, the bent portion 5f of the front side frame 5 is easily brought into contact with the engine unit E at the time of the SOL collision. As a result, the lateral force can be generated more efficiently with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1.

  In the first embodiment, the second node member 72 is disposed at the front and rear positions overlapping with the rear coupling flange 46a of the rear surface portion 46 of the reinforcing portion 40 when viewed from the side of the vehicle 1. The portion of the front side frame 5 where the second node member 72 is provided has higher rigidity against the load in the vehicle width direction than the other portions of the front side frame 5. Therefore, at the time of the SOL collision, the front side frame 5 on the side where the SOL collision has occurred is more easily bent at the rear side than the rear end portion of the reinforcing portion 40, and the bent portion 5f of the front side frame 5 is It becomes easier to make it contact. Thereby, the lateral force can be generated more efficiently with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1.

  Here, the second node member 72 is disposed in the internal space of the front side frame 5 so that the node main body portion 72a is located at the same front-rear position as the end of the rear surface portion 46 in the vehicle width direction. desirable. That is, in this embodiment, since the collision load is input to the reinforcing portion 40 in the direction along the diagonal lines of the outer portions 43a and 44a of the upper surface portion 43 and the lower surface portion 44, the front end of the rear coupling flange 46a, That is, the collision load tends to concentrate on the inner end of the rear surface portion 46 in the vehicle width direction. Therefore, a portion of the front side frame 5 at the same front-rear position as the inner end in the vehicle width direction of the rear surface portion 46 is likely to be bent by the collision load. Therefore, if the second node member 72 is arranged in the internal space of the front side frame 5 so that the node main body 72a is positioned at the same front-rear position as the inner end in the vehicle width direction of the rear surface 46, the SOL collision will occur. Sometimes, the portion of the front side frame 5 where the reinforcing portion 40 is provided is more difficult to bend, and therefore the rear side portion of the front side frame 5 is more easily bent than the rear end portion of the reinforcing portion 40. it can.

  Furthermore, in the first embodiment, the beads 43b and 44b extending from the outer side in the vehicle width direction and near the corners on the front side toward the inner side and the rear side in the vehicle width direction on the outer side parts 43a and 44a of the upper surface part 43 and the lower surface part 44. Are formed respectively. As described above, at the time of the SOL collision, a load is input to the reinforcing portion 40 along the diagonal lines of the outer portions 43a and 44a from the outer side in the vehicle width direction and from the front side toward the inner side and the rear side in the vehicle width direction. Therefore, the formation of the beads 43b and 44b facilitates the transmission of the collision load from the reinforcing portion 40 to the front side frame 5. Thereby, a lateral force can be generated more efficiently with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1.

  Here, at the time of the SOL collision, in order to move the reinforcing portion 40 so as to be pushed inward in the vehicle width direction and toward the rear side, the extending portion 50 of the first brace 30 and the second brace 60 are moved. However, it is necessary to deform appropriately by the collision load at the time of the SOL collision.

  In the first embodiment, the extending portion 50 of the first brace 30 is configured to have an open cross-sectional shape that is open on the inner side in the vehicle width direction, and the second brace 60 is an open side that is open on the outer side in the vehicle width direction. Since they are configured to have a cross-sectional shape, both are easily deformed by the collision load. In particular, with respect to the second brace 60, the portion close to the front side frame 5 is configured to have low rigidity with respect to the load in the vehicle width direction, and thus the collision load is input to the reinforcing portion 40. At this time, it is easily deformed by the collision load.

  Therefore, in the first embodiment, the lateral force can be efficiently generated with respect to the front portion of the vehicle 1 at the time of the SOL collision of the vehicle 1.

  In addition, since the repulsive load in the vertical direction is always input to the front portion of the vehicle 1 through the suspension cross member and the connecting member as repulsion from the road surface when the vehicle is traveling, the front portion of the vehicle 1 is It is desirable that the vehicle body rigidity with respect to the repulsive load can be secured.

  In the first embodiment, each of the first braces 30 is provided with the extending portion 50 that connects the upper end edge of the connecting portion of the reinforcing portion 40 to the apron member 16. 5, it is transmitted to the apron member 16 through the reinforcing portion 40 and the extending portion 50. That is, the repulsive load can be received not only by the front side frame 5 but also by the apron member 16. As a result, the rigidity of the vehicle body against the repulsive load from the road surface can be improved.

  In the first embodiment, since the second brace 60 that connects the frame inner wall portion 5a of the front side frame 5 and the shroud upper member 19 is provided, the shroud upper member 19 receives the repulsive load. Can do. Thereby, the improvement of the vehicle body rigidity with respect to the repulsive load from a road surface can be aimed at further.

  Accordingly, in the first embodiment, the pair of left and right first braces 30 are horizontally coupled so as to be integrally coupled to the front side frames 5 and to protrude outward in the vehicle width direction from the frame outer wall portion 5b. The upper surface portion 43 and the lower surface portion 44 that extend in the shape of each other and face each other vertically, and a portion of the peripheral portion of the upper surface portion 43 that is located on the outer side in the vehicle width direction with respect to the frame outer wall portion 5b A reinforcing portion 40 including a connecting portion that is connected to a portion located on the outer side in the vehicle width direction from the portion 5b, and an extending portion 50 that connects the upper edge of the connecting portion to the apron member 16, respectively. A rear coupling flange 46a that is integrally coupled to the frame outer wall 5b is formed at the rear end of the coupling portion, so that the vehicle 1 can be lifted with respect to the front portion of the vehicle 1 during a SOL collision. Together to generate a lateral force efficiently, it is possible to improve the vehicle body rigidity against the repulsive force from the road surface.

(Embodiment 2)
Hereinafter, Embodiment 2 of the present invention will be described in detail with reference to the drawings. In the following description, parts common to those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. In the second embodiment, as in the first embodiment, the front body of the vehicle 1 is configured symmetrically, and therefore, in the following description, only the left part of the front body of the vehicle 1 is described. A detailed description of the configuration of the right part is omitted.

  FIG. 10 shows a rear portion of the flange portion 7 in the left front side frame 5 of the vehicle 1 to which the front vehicle body structure according to the second embodiment is applied. Also in the second embodiment, the first brace 130 and the second brace 160 are provided on the left and right, respectively, as in the first embodiment. However, in the second embodiment, the first brace 130 and the second brace 160 are provided. The configuration of the brace 160 itself is different from that of the first embodiment.

  In the second embodiment, the second brace 160 has a flat plate shape as shown in FIGS. 10 and 12. An upper joint portion 165 that is bent substantially perpendicularly toward the inner side in the vehicle width direction is formed at the upper end portion of the second brace 160 along the shroud upper member 19. The shroud upper member 19 is fastened by two fastening members 167. On the other hand, the lower end of the second brace 160 extends from the upper joint 165 toward the outside in the vehicle width direction, and then, as shown in FIG. 10, along the frame outer wall 5b, the frame lower wall 5d. And extend downward to approximately the same height. Further, the lower end portion of the second brace 160 is joined to the frame outer wall portion 5b by welding (strictly speaking, the rear portion of the lower end portion of the second brace 160 is formed by a fastening member 73 as will be described later. Joined).

  In the second embodiment, as shown in FIG. 10, the first brace 130 is integrally formed with the extending portion 150 and the connecting portion of the reinforcing portion 140. Specifically, the front wall portion 151 of the extending portion 150 is the front surface portion 145 of the connecting portion, and the rear wall portion 153 (see FIG. 11) of the extending portion 150 is the rear surface portion 147 of the connecting portion (see FIG. 11). The side wall 152 of the extended portion 150 is integrated with the side portion 146 (see FIG. 11) of the connecting portion, and the front wall 151, the rear wall 153, and the side wall of the extended portion 150 as a whole. The lower end portion of 152 is shaped to extend downward to substantially the same height as the frame lower wall portion 5d.

  As shown in FIG. 11, the flange portion 154 of the extending portion 150 is also extended downward, and the portion of the flange portion 154 that extends downward is integrated with the front surface portion 145 on the front side. On the other hand, it is integrated with the rear surface portion 146 on the rear side. A portion of the front flange portion 154 extending downward is joined to the second brace 160 by welding. On the other hand, the downwardly extending portion of the rear flange portion 154 is fastened together by the second brace 160, the frame outer wall portion 5b, the second node member 72, and two upper and lower fastening members 73. . Accordingly, the first brace 130 is coupled to the frame outer wall portion 5b via the second brace 160. A portion extending downward in the rear flange portion 154 constitutes a rear coupling portion that is a coupling portion with the frame outer wall portion 5b in the rear end portion of the connecting portion.

  On the other hand, as shown in FIGS. 11 and 12, the upper end portion of the extending portion 150 extends to the lower surface of the curved portion 16 b of the left apron member 16, and the flange portion 154 at the upper end portion has the left apron member 16. And are joined by welding. Thereby, the frame outer wall portion 5 b is connected to the apron member 16 via the first brace 130.

  The reinforcing portion 140 of the first brace 130 is horizontally extended so as to protrude outward in the vehicle width direction from the frame outer wall portion 5b, as in the first embodiment, and has an upper surface portion 143 and a lower surface portion that are vertically opposed to each other. 144. In the upper surface portion 143 and the lower surface portion 144, the outer portions 143a and 144a are both substantially rectangular in plan view, as in the first embodiment. The base end portions 143c and 144c of the upper surface portion 143 and the lower surface portion 144 are respectively joined to the second brace 160 by welding. That is, in the second embodiment, the base end portions 143c and 144c of the upper surface portion 143 and the lower surface portion 144 are integrally coupled to the front side frame 5 via the second brace 160.

  Welding allowances 143d and 144d are respectively formed on the edge portions on the both sides in the front-rear direction and the left edge portions of the outer portions 143a and 144a of the upper surface portion 143 and the lower surface portion 144, and the front welding allowances 143d and 144d are the front surface portions. In 145, the rear welding allowances 143d and 144d are joined to the rear surface portion 146, and the left welding allowances 143d and 144d are joined to the side surface portion 147 by welding. Thereby, the upper surface part 143 and the lower surface part 144 are connected up and down.

  Therefore, also in the second embodiment, the pair of left and right first braces 130 are horizontally coupled so as to be integrally coupled to each front side frame 5 and to protrude outward in the vehicle width direction from the frame outer wall portion 5b. In addition, the upper surface portion 143 and the lower surface portion 144 that are opposed to each other in the vertical direction, and a portion located on the outer side in the vehicle width direction from the frame outer wall portion 5b at the peripheral edge portion of the upper surface portion 143, Each of which includes a reinforcing portion 140 including a connecting portion that is connected to a portion located on the outer side in the vehicle width direction, and an extending portion 150 that connects the upper edge of the connecting portion to the apron member 16. The rear end portion is formed with a rear coupling portion (lower portion of the rear flange portion 154) that is integrally coupled to the frame outer wall portion 5b. Together to generate the lateral force efficiently with respect to the front of the vehicle 1 to the collision, it is possible to improve the vehicle body rigidity against the repulsive force from the road surface.

  In the second embodiment, since the connecting portion of the reinforcing portion 140 and the extending portion 150 are integrally formed, a repulsive load from the road surface can be easily transmitted from the front side frame 5 to the apron member 16. Thereby, the vehicle body rigidity with respect to the repulsive load from a road surface is improved more.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in Embodiment 1 and Embodiment 2 described above, both the upper surface portion 43 (143) and the lower surface portion 44 (144) have a substantially rectangular shape in plan view. Etc.

  Further, in the above-described first embodiment, the extending portion 50 and the connecting portion of the reinforcing portion 40 are configured separately. However, the present invention is not limited to this, and as in the above-described second embodiment, the extending portion 50 and The connecting portion of the reinforcing portion 40 may be integrally formed.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention relates to a front portion of a vehicle including a pair of left and right front side frames extending in the vehicle front-rear direction and a pair of left and right apron members disposed above the pair of left and right front side frames and extending in the vehicle front-rear direction. It is useful as a vehicle body structure.

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Front side frame 5b Frame outer wall part 16 Apron member 19 Shrouded upper member 30, 130 1st brace 40,140 Reinforcement part (protrusion part)
45,145 Front part (connecting part)
46,146 Rear part (connecting part)
47, 147 Side surface (connecting part)
43,143 Upper surface portion 44,144 Lower surface portion 50,150 Extension portion 60,160 Second brace

Claims (4)

A front vehicle body structure of a vehicle comprising a pair of left and right front side frames extending in the vehicle front-rear direction and a pair of left and right apron members disposed above the pair of left and right front side frames and extending in the vehicle front-rear direction. There,
A pair of left and right first braces for connecting the vehicle front side end portion of the frame outer wall portion, which is an outer side wall in the vehicle width direction, of the pair of left and right front side frames and the pair of left and right apron members on the left side and the right side, respectively. Further comprising
Each first brace is
An upper surface portion and a lower surface portion that are integrally coupled to each of the front side frames and extend horizontally so as to protrude outward in the vehicle width direction from the outer wall portion of the frame, and opposite to each other in the vertical direction, and a peripheral edge portion of the upper surface portion A projecting portion provided with a connecting portion that connects a portion located on the outer side in the vehicle width direction with respect to the outer wall portion of the frame in a portion positioned on the outer side in the vehicle width direction with respect to the outer wall portion of the frame on the periphery of the lower surface portion;
An extending portion extending upward from the upper end edge of the connecting portion so as to connect the upper end edge of the connecting portion of the protruding portion to the apron member;
A vehicle body structure for a front part of a vehicle, characterized in that a rear coupling part that is integrally coupled to the frame outer wall part is provided at a vehicle rear side end part of the coupling part of the projecting part. In the vehicle front body structure according to claim 1,
A shroud upper member for connecting the front end portions of the apron member to each other;
When viewed from the side of the vehicle in the front side frame, each of the front side frame and the shroud door upper member is connected to each of the front side frame and the shroud door upper member by extending toward the shroud door upper member from a portion in the vehicle front-rear direction overlapping with the protruding portion A vehicle front body structure further comprising a pair of left and right second braces. A front vehicle body structure of a vehicle comprising a pair of left and right front side frames extending in the vehicle front-rear direction and a pair of left and right apron members disposed above the pair of left and right front side frames and extending in the vehicle front-rear direction. There,
A pair of left and right first braces for connecting the vehicle front side end portion of the frame outer wall portion, which is an outer side wall in the vehicle width direction, of the pair of left and right front side frames and the pair of left and right apron members on the left side and the right side, respectively. Further comprising
Each first brace is
An upper surface portion and a lower surface portion that are integrally coupled to each of the front side frames and extend horizontally so as to protrude outward in the vehicle width direction from the outer wall portion of the frame, and opposite to each other in the vertical direction, and a peripheral edge portion of the upper surface portion A projecting portion provided with a connecting portion that connects a portion located on the outer side in the vehicle width direction with respect to the outer wall portion of the frame in a portion positioned on the outer side in the vehicle width direction with respect to the outer wall portion of the frame on the periphery of the lower surface portion;
An extended portion connecting the upper edge of the connecting portion of the projecting portion with the apron member;
The vehicle rear side end portion of the connecting portion of the projecting portion is provided with a rear side coupling portion that is integrally coupled with the frame outer wall portion,
A vehicle body structure for a front portion of a vehicle, wherein the extended portion of each first brace has an open cross-sectional shape with an inner side in the vehicle width direction opened. In the vehicle front body structure according to claim 3,
The front vehicle body structure of a vehicle, wherein the connecting portions of the protruding portions are formed integrally with the extending portion.

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