JP6755918B2 - Body front structure - Google Patents

Description

The present invention relates to a vehicle body front structure.

The front structure of the vehicle body is generally configured such that the passenger compartment and the storage space such as the power source unit are partitioned in the front-rear direction of the vehicle body by a dash lower panel, and the center tunnel extends from the dash lower panel toward the rear of the vehicle body. There is. Hereinafter, the "storage space for the power source unit, etc." will be referred to as the "engine room" for convenience.
Among the vehicle body front structures, for example, from the viewpoint of collision countermeasures and vibration countermeasures around the joint portion between the center tunnel and the dash lower panel, a configuration is known in which a reinforcing member is attached around the joint portion from the engine room side. According to this vehicle body front structure, the reinforcing member forms a highly rigid closed cross section together with the periphery of the joint portion, so that the periphery of the joint portion can be reinforced by the reinforcing member. As a result, the strength and rigidity around the joint portion are secured by the reinforcing member, the load input due to the frontal collision of the vehicle can be supported, and the vibration can be suppressed (see, for example, Patent Document 1).

International Publication No. 2017/221538

However, the reinforcing member of Patent Document 1 is configured so that the strength and rigidity around the joint portion are ensured by the reinforcing member by attaching the reinforcing member from the engine room side around the joint portion between the center tunnel and the dash lower panel. ing. It is conceivable that the reinforcing member projects relatively large toward the engine room side in order to form a closed cross section together with the periphery of the joint portion. For this reason, it becomes difficult to adequately secure the space in the engine room, and it is necessary to devise a method for ensuring the degree of freedom in layout when arranging parts such as the power source unit in the engine room.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle body front structure capable of suppressing vibration in the vehicle body front-rear direction and increasing the degree of freedom of layout in the engine room.

As a means for solving the above problems, the invention according to claim 1 includes a center tunnel (for example, the center tunnel 21 of the embodiment) and a dash lower panel (for example, the dash lower panel 51 of the embodiment) connected to the center tunnel. In the vehicle body front structure (for example, the vehicle body front structure 15 of the embodiment), a reinforcing member (for example, the first embodiment) that at least restrains the side wall of the center tunnel (for example, the right side wall of the tunnel of the embodiment) and the dash lower panel. A spacer (for example, of the embodiment) that is partially abutted against the reinforcing member 82) and supports a footrest (for example, the footrest 41 of the embodiment) on the vehicle interior (for example, the vehicle interior 11 of the embodiment) side. The reinforcing member includes a spacer 24), and the reinforcing member has a reinforcing joint portion (for example, the first reinforcing joint portion 82a of the embodiment) to be connected to the dash lower panel, and the reinforcing joint portion is partially covered with the spacer. Further having a contact portion (for example, the contact portion 82c of the embodiment) to be contacted, the contact portion forms a bead extending in the vertical direction of the vehicle body in a state of being separated from the dash lower panel. It is characterized by that.

In this way, the side wall of the center tunnel and the dash lower panel are restrained by the reinforcing member, and the spacer is partially brought into contact with the reinforcing member. The footrest was supported by this spacer, and the footrest was placed on the passenger compartment side.
Therefore, the first intersection where the side wall of the center tunnel and the dash lower panel intersect can be reinforced with a reinforcing member. As a result, the vibration in the front-rear direction of the vehicle body starting from the first intersection can be suppressed by the reinforcing member.
Further, the reinforcing member is arranged on the footrest side. Therefore, it is not necessary to arrange the reinforcing member on the vehicle interior side and provide it on the engine compartment side. As a result, the space in the engine room can be appropriately secured, and the degree of freedom in layout can be increased when parts such as the power source unit are arranged in the engine room.

Further, by partially contacting the spacer with the reinforcing member, the contact area of the spacer with the reinforcing member can be suppressed to be small. As a result, the vibration transmitted from the reinforcing member to the spacer can be suppressed, and the vibration transmitted from the vehicle body to the footrest can be suppressed.
In addition, by partially contacting the spacer with the reinforcing member, a space can be secured around the contacted portion. Therefore, for example, when the power source unit or the like hits the dash lower panel at the time of a frontal collision of the vehicle 10, and the dash lower panel is partially deformed and invades the vehicle interior side, the deformation of the dash lower panel can be absorbed by this space. As a result, deformation of the spacer can be suppressed, and the posture of the footrest can be maintained.

In this way, the vertical wall of the dash lower panel and the inclined wall of the dash lower panel are restrained by the reinforcing joint portion of the reinforcing member. Therefore, the second intersection where the vertical wall of the dash lower panel and the inclined wall of the dash lower panel intersect can be reinforced by the reinforcing joint portion. As a result, vibration in the front-rear direction of the vehicle body starting from the second intersection can be suppressed by the reinforcing joint portion (that is, the reinforcing member).

In this way, the rigidity of the contact portion can be increased by forming the contact portion of the reinforcing member with which the spacer is partially contacted into a bead shape. By contacting the spacer with the contact portion, the spacer can be stably supported by the contact portion. Further, it is possible to increase the rigidity against bending deformation in the front-rear direction of the vehicle body starting from the second intersection where the vertical wall of the dash lower panel and the inclined wall of the dash lower panel intersect.

The invention according to claim 4 comprises a joint cover (for example, the joint cover 52 of the embodiment) provided on the outer side of the center tunnel in the vehicle width direction in the dash lower panel, and the reinforcing joint portion is the center tunnel and the center tunnel. The joint cover and the dash lower panel are overlapped with the first joint portion (for example, the first joint portion 82d of the embodiment) that is connected to the first portion (for example, the first portion 84 of the embodiment) on which the dash lower panel is overlapped. It is characterized by having a second coupling portion (for example, the second coupling portion 82e of the embodiment) that binds to the second portion (for example, the second portion 85 of the embodiment).

In this way, the first joint portion of the reinforcing joint portion (that is, the reinforcing member) is connected to the first portion where the center tunnel and the dash lower panel are overlapped. Further, the second joint portion of the reinforcing joint portion was joined to the second portion where the joint cover and the dash lower panel were overlapped. Therefore, the first portion and the second portion of the dash lower panel can be reinforced by the reinforcing joint portion (that is, the reinforcing member). As a result, it is possible to suppress the vibration of the region between the first portion and the second portion of the dash lower panel.

In the invention according to claim 5, the dash lower panel is projected from the opposite side of the passenger compartment to fix a fuel pipe (for example, the fuel pipe 76 of the embodiment) (for example, the fixing member 71 of the embodiment). It has a seating surface (for example, the seating surface 68 of the embodiment) to which the seating surface is attached, and the seating surface is arranged corresponding to the contact portion forming the bead.

In this way, the rigidity of the seat surface can be increased by projecting the seat surface. Therefore, the fixing member attached to the seat surface can be firmly supported in a stable state. As a result, the pulsating vibration of the fuel flowing inside the fuel pipe can be suppressed.
Further, by making the seat surface correspond to the bead-shaped contact portion, the seat surface can be separated from the contact portion. A spacer is bonded to this contact portion. Therefore, it is possible to suppress the pulsating vibration of the fuel flowing inside the fuel pipe from being directly transmitted to the spacer.

The invention according to claim 2 has a vehicle body front structure (for example, a vehicle body front structure) including a center tunnel (for example, the center tunnel 21 of the embodiment) and a dash lower panel (for example, the dash lower panel 51 of the embodiment) connected to the center tunnel. In the vehicle body front structure 15) of the embodiment, a reinforcing member (for example, the first reinforcing member 82 of the embodiment) that at least restrains the side wall of the center tunnel (for example, the right side wall of the tunnel of the embodiment) and the dash lower panel, and the said A spacer (for example, the spacer 24 of the embodiment) that is partially abutted against the reinforcing member and supports the footrest (for example, the footrest 41 of the embodiment) is provided on the vehicle interior (for example, the vehicle interior 11 of the embodiment) side. , the upper end of the reinforcing member (e.g., the upper end portion 82f of the first reinforcing member embodiment), the extension of the extension (for example, the embodiment extend along the top surface (e.g., top surface 24b of the spacer embodiment) of the spacer It is characterized in that it is extended to substantially the same as 92).

Here, when the passenger steps on the footrest, a load is input to the footrest from the passenger compartment side toward the front of the vehicle body. The input load is transmitted to the front of the vehicle body via the spacer. Therefore, for example, when the upper end portion of the reinforcing member is arranged below the extension line of the upper surface of the spacer, it is difficult to suitably support the upper end portion of the spacer. Therefore, it is conceivable that the upper end of the spacer rotates so as to move forward of the vehicle body.

Therefore, in claim 2 , the upper end portion of the reinforcing member is extended to substantially the same as the extension line of the upper surface of the spacer. Therefore, when the passenger steps on the footrest, the load transmitted to the front of the vehicle body via the spacer can be supported by the reinforcing member. That is, the upper end portion of the spacer can be suitably supported by the reinforcing member when the passenger steps on the footrest.
As a result, the spacer can be stably supported by suppressing the rotation of the upper end portion of the spacer so as to move forward of the vehicle body.

The invention according to claim 3 has a vehicle body front structure (for example, a vehicle body front structure) including a center tunnel (for example, the center tunnel 21 of the embodiment) and a dash lower panel (for example, the dash lower panel 51 of the embodiment) connected to the center tunnel. In the vehicle body front structure 15) of the embodiment, a reinforcing member (for example, the first reinforcing member 82 of the embodiment) that at least restrains the side wall of the center tunnel (for example, the right side wall of the tunnel of the embodiment) and the dash lower panel, and the said A spacer (for example, the spacer 24 of the embodiment) that is partially abutted against the reinforcing member and supports the footrest (for example, the footrest 41 of the embodiment) is provided on the vehicle interior (for example, the vehicle interior 11 of the embodiment) side. A dash lower stiffener (for example, an embodiment) that is arranged in the vehicle interior side of the dash lower panel in the vehicle interior direction and is coupled to the center tunnel at a coupling end portion (for example, the coupling end portion 94 of the embodiment) forming the lower end portion. A plurality of concave portions (for example, the concave portion 95 of the embodiment) formed in a concave shape, the joint end portion is arranged at a lower position of the vehicle body on the outer side in the vehicle width direction than on the inner side in the vehicle width direction. And, among the plurality of recesses, a curved portion (for example, the deflection portion 96 of the embodiment) formed to connect adjacent recesses is provided, and the recess is coupled to the center tunnel. It is characterized by.

Here, for example, when a plurality of recesses are arranged at a lower position of the vehicle body on the outside in the vehicle width direction than on the inside in the vehicle width direction, the adjacent recesses are connected by an L-shaped stepped portion. The step portion is formed into an L-shaped step by, for example, a horizontal portion extending horizontally from a concave portion located above and a vertical portion extending vertically from a concave portion located below. That is, the step portion has an intersection where the horizontal portion and the vertical portion intersect so as to be orthogonal to each other. Therefore, it is conceivable that cracks will occur at the intersection when the step portion is formed. As a measure to prevent cracks, for example, it is conceivable to form a notch (slit) at the intersection. However, when a notch is formed at the intersection, it is difficult to secure the strength and rigidity of the stepped portion.

Therefore, in claim 3 , adjacent recesses (that is, recesses located above and recesses located below) are connected by a curved flexible portion. Therefore, it is possible to suppress the occurrence of cracks in the flexible portion when the flexible portion is formed. That is, it is possible to eliminate the need for a notch (slit) from the flexible portion, and to secure the strength and rigidity of the flexible portion.
As a result, a plurality of recesses can be firmly connected to the center tunnel, and the connecting end portion of the dash lower stiffener can be firmly connected to the center tunnel.

According to the sixth aspect of the present invention, in the reinforcing member and the dash lower stiffener, the upper end portion of the reinforcing member and the joint end portion of the dash lower stiffener are spaced apart from each other in the vertical direction of the vehicle body on the vertical wall of the dash lower panel. It is characterized in that it is provided in the future.

In this way, on the vertical surface of the dash lower panel, the upper end of the reinforcing member and the joint end (lower end) of the dash lower stiffener are provided at intervals in the vertical direction of the vehicle body, so that the vertical surface of the dash lower panel is vulnerable. Can be formed.
Here, for example, when a kick-up portion (that is, a fragile portion) is provided in the upper part of the floor tunnel, the fragile region is arranged in front of the vehicle body from the kick-up portion. As a result, when a load is input due to a frontal collision, the order of collision deformation can be controlled so that the deformation starts from the fragile area before the kick-up portion is deformed by the input load, and the input load is suitably absorbed. be able to.

The invention according to claim 7 is coupled to the center tunnel at a coupling end portion (for example, a coupling end portion 94 of the embodiment) which is arranged in the vehicle interior side of the dash lower panel in the vertical direction of the vehicle body and forms a lower end portion. The dash loamidol cross member (for example, the dash loamidol cross member 55 of the embodiment ) is provided with the dash loa stiffener (for example, the dash loamidol cross member 54 of the embodiment) and extends outward from the dash loa stiffener to the joint cover in the vehicle width direction. In the vertical wall of the dash lower panel, an annular frame reinforcing portion (for example, of the embodiment) including the reinforcing member, the center tunnel, the dash lower stiffener, the dash loamidol cross member, and the joint cover. The frame reinforcing portion 102) is formed.
According to the eighth aspect of the present invention, the joint end portion is arranged at a lower position of the vehicle body on the outer side in the vehicle width direction than on the inner side in the vehicle width direction, and is formed in a concave shape (for example, the concave portion 95 of the embodiment). A curved portion (for example, the deflection portion 96 of the embodiment) formed to connect adjacent recesses among the plurality of recesses, and the recess is coupled to the center tunnel. It is a feature.

In this way, the vertical wall of the dash lower panel was formed so as to be annularly reinforced by the frame reinforcing portion. Therefore, when the load input due to the frontal collision is transmitted to the area of the vertical wall of the dash lower panel surrounded by the frame reinforcing portion, the load transmitted to the area is applied to the entire area of the dash lower panel through the frame reinforcement. Can be dispersed. As a result, the load input due to the frontal collision can be suitably supported over the entire area of the dash lower panel.

The invention according to claims 9 and 11 is a dash lower cross member (for example, the lower cross member 81 of the embodiment) extending from the center tunnel outward in the vehicle width direction along the dash lower panel and forming a closed cross section together with the dash lower panel. ), The reinforcing member extends from the dash lower cross member along the side wall of the center tunnel.

In this way, the dash lower cross member can secure the strength and rigidity of the dash lower cross member by forming a closed cross section together with the dash lower panel. A reinforcing member is provided on this dash lower cross member. Therefore, the strength and rigidity of the reinforcing member can be reinforced by the dash lower cross member. As a result, in order to reinforce the reinforcing member, it is not necessary to form a closed cross section with the reinforcing member or to provide a new member, and an increase in the number of parts can be suppressed.

According to a tenth aspect of the present invention, the joint cover has a through hole (for example, a through hole 79 of the embodiment) through which a steering rod (for example, the steering rod 80 of the embodiment) penetrates, and the vehicle width direction from the through hole. The reinforcing member is provided inside, and a second reinforcing member (for example, the second reinforcing member 83 of the embodiment) is parallel to the reinforcing member from a portion of the dash lower cross member outside in the vehicle width direction from the through hole. It is characterized by being extended.

In this way, the reinforcing member is provided inside the vehicle width direction from the through hole, and the second reinforcing member is provided outside the vehicle width direction from the through hole. Therefore, a U-shaped portion surrounding the through hole can be formed by the dash lower cross member, the reinforcing member, and the second reinforcing member. As a result, the peripheral portion of the through hole of the joint cover can be reinforced with a U-shaped portion, and the strength and rigidity of the peripheral portion can be ensured.

According to the present invention, vibration in the front-rear direction of the vehicle body can be suppressed by restraining the side wall of the center tunnel and the dash lower panel with a reinforcing member.
Further, by arranging the reinforcing member on the footrest side, it is not necessary to provide the reinforcing member on the engine room side. This makes it possible to increase the degree of freedom in layout when arranging parts such as a power source unit in the engine room.

It is a front view which shows the vehicle body front structure which concerns on embodiment of this invention. It is a front view which shows the state which removed the floor cover from the vehicle body front structure which concerns on embodiment of this invention. FIG. 5 is a cross-sectional view taken along the line III-III of FIG. 2 showing a vehicle body front structure according to an embodiment of the present invention. It is a front view which shows the expanded state of the IV part of FIG. 1 which shows the vehicle body front part structure which concerns on embodiment of this invention. FIG. 5 is a cross-sectional view taken along the line VV of FIG. 4 showing a vehicle body front structure according to an embodiment of the present invention. FIG. 5 is a cross-sectional view taken along the line VI-VI of FIG. 4 showing a vehicle body front structure according to an embodiment of the present invention. It is a perspective view which shows the state which looked at the car body front structure which concerns on embodiment of this invention from the engine room side. FIG. 5 is a cross-sectional view taken along the line IIX-IIX of FIG. 7 showing a vehicle body front structure according to an embodiment of the present invention. It is a front view which shows the enlarged state of the IX part of FIG. 2 which shows the vehicle body front part structure which concerns on embodiment of this invention. It is a front view which shows the enlarged state of the X part of FIG. 2 which shows the vehicle body front part structure which concerns on embodiment of this invention. It is a front view which shows the enlarged state of the XI part of FIG. 10 which shows the vehicle body front part structure which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the arrow FR indicates the front of the vehicle 10, the arrow UP indicates the upper side of the vehicle 10, and the arrow LH indicates the left side.
As shown in FIGS. 1 and 2, the vehicle 10 includes a vehicle body front structure 15 that forms a front portion, a floor portion 12, and the like of the vehicle interior 11 (see FIG. 3). The vehicle body front structure 15 includes a center tunnel 21, a dash lower unit 22, a floor cover 23, and a spacer 24 (see FIG. 5).
As shown in FIGS. 2 and 3, the center tunnel 21 rises upward from the dash lower panel 51 of the dash lower unit 22 and the floor panel 13 of the floor portion 12 at the center in the vehicle body width direction, and the dash lower panel 51 and the floor panel 13 It extends in the front-rear direction of the vehicle body along. The center tunnel 21 includes a tunnel upper wall 26, a pair of tunnel side walls (side walls) 27, and a pair of tunnel flanges 28.

The tunnel upper wall 26 is arranged above the dash lower panel 51 and the floor panel 13 at intervals. The pair of tunnel side walls 27 are bent from the left side and the right side of the tunnel upper wall 26 toward the dash lower panel 51 and the floor panel 13. The pair of tunnel flanges 28 project from the lower side of the pair of tunnel side walls 27 toward the outside in the vehicle width direction along the dash lower panel 51 and the floor panel 13, and are connected to the upper surfaces of the panels 51 and 13.
The center tunnel 21 is formed in the shape of a hat in cross section by the tunnel upper wall 26, the pair of tunnel side walls 27, and the pair of tunnel flanges 28.
Hereinafter, of the pair of tunnel side walls 27, the tunnel side wall 27 on the right side in the vehicle width direction is referred to as "tunnel right side wall 27". Of the pair of tunnel flanges 28, the tunnel flange 28 on the right side in the vehicle width direction is referred to as a "tunnel right flange 28".

The dash lower panel 51 of the dash lower unit 22 is connected to the tunnel tip (front) 21a of the center tunnel 21. The lower half of the dash lower unit 22 is covered with a floor cover 23 (see FIG. 1) from above. A kick-up portion 31 is formed above the tunnel tip portion 21a of the center tunnel 21.
The kick-up portion 31 is formed in a V shape having a downwardly recessed portion. When a load is input due to a frontal collision, the kick-up portion 31 is formed in a fragile portion so as to be suitably deformable by the input load. By appropriately deforming the kick-up portion 31, the input load can be absorbed.

As shown in FIGS. 4 to 6, the floor cover 23 has a bulging portion 33 formed adjacent to the tunnel right side wall 27 (see also FIG. 2). The bulging portion 33 has a cover upper wall 35 and a cover peripheral wall 36. The cover peripheral wall 36 is raised from a portion of the cover main body 34 adjacent to the tunnel right side wall 27. The cover upper wall 35 is provided on the upper side of the cover peripheral wall 36, and is arranged adjacent to the tunnel right side wall 27.
The cover upper wall 35 is arranged above the dash lower panel 51 of the dash lower unit 22 and at intervals behind the vehicle body. The cover upper wall 35 is formed in a flat inclined shape so as to have an upward slope toward the front of the vehicle body along the dash lower panel 51.

The bulging portion 33 is bulged toward the vehicle interior 11 side with respect to the dash lower panel 51 of the dash lower unit 22 by the cover upper wall 35 and the cover peripheral wall 36. A space 38 having a rectangular closed cross section is formed between the bulging portion 33 and the dash lower panel 51, and the spacer 24 is housed in this space 38. The spacer 24 is, for example, a member made of resin, and is formed so as to be able to hold the space 38 by being housed in the space 38.
Further, a footrest 41 is attached to the cover upper wall 35 from the vehicle interior 11 side. The footrest 41 is adjacent to the tunnel right side wall 27 and extends along the cover upper wall 35 in a flat inclined manner so as to have an upward slope toward the front of the vehicle body. The occupant's foot 43 is placed on the footrest 41 from the upper rear of the vehicle body.
Here, the spacer 24 is housed in the space 38 between the bulging portion 33 and the dash lower panel. That is, the footrest 41 is supported (arranged) by the spacer 24 at a position protruding toward the vehicle interior 11.
The floor cover 23 and the spacer 24 are supported by the dash lower unit 22.

Returning to FIGS. 2 and 3, the dash lower unit 22 includes a dash lower panel 51, a joint cover 52, a pair of lower cross member units 53, a dash lower stiffener 54, a middle cross member 55, and a pair of reinforcing bars. 56 and a reinforcing panel 57 are provided.
The pair of lower cross member units 53 are formed symmetrically with respect to the center tunnel 21. Further, the pair of reinforcing bars 56 are formed symmetrically with respect to the center tunnel 21.
Hereinafter, among the pair of lower cross member units 53, the lower cross member unit 53 on the right side in the vehicle width direction is referred to as a “right lower cross member unit 53”. Of the pair of reinforcing bars 56, the reinforcing bar 56 on the right side in the vehicle width direction is referred to as a "right reinforcing bar 56".

The dash lower panel 51 is provided between the left and right front pillars 61 (see FIG. 1) in the vehicle width direction. The dash lower panel 51 is a plate material formed in a rectangular shape in a front view so as to partition the vehicle interior 11 and the engine compartment 62 in the front-rear direction of the vehicle body.
In the engine room 62, for example, parts such as a power source unit in which the engine and the transmission are integrally formed are housed.
The dash lower panel 51 has a vertical wall (vertical surface) 64 and an inclined wall (slope) 65. The vertical wall 64 is vertically raised from the upper end portion of the inclined wall 65, and the dash upper panel 67 (see FIG. 1) is connected to the upper end portion.
An inclined wall 65 is connected to the lower end of the vertical wall 64 of the dash lower panel 51. The inclined wall 65 extends downward from the lower end of the vertical wall 64 toward the rear of the vehicle body in an inclined manner. The second intersection 66 is formed at the intersection of the vertical wall 64 and the inclined wall 65. The floor panel 13 is connected to the rear end portion 65a of the inclined wall 65, and the floor panel 13 extends toward the rear of the vehicle body.

As shown in FIGS. 7 and 8, the dash lower panel 51 has a seating surface 68. The seat surface 68 projects toward the engine room 62 on the opposite side of the vehicle interior 11. The fixing member 71 is attached to the seat surface 68. The fixing member 71 includes a bolt (for example, a stud bolt) 72 protruding from the seat surface 68 toward the engine room 62, and a support piece 73 attached to the seat surface 68 from the engine room 62 side.
A support plate 74 is attached to the support piece 73 with bolts 72 and nuts 75. The fuel pipe 76 is supported by the bracket 77 on the support plate 74.

Here, the seat surface 68 has increased rigidity so as to project toward the engine room 62 side. The fixing member 71 attached to the seat surface 68 is firmly attached to the seat surface 68 in a stable state. Therefore, the support plate 74 is firmly attached to the seat surface 68 by the fixing member 71. As a result, the fuel pipe 76 is firmly supported by the support plate 74, and the pulsating vibration of the fuel flowing inside the fuel pipe 76 can be suppressed.

As shown in FIGS. 8 and 9, the tip portion 21a of the center tunnel 21 is connected to the dash lower panel 51. In the dash lower panel 51, an opening 78 is opened outside the center tunnel 21 in the vehicle width direction (specifically, on the right side in the vehicle width direction). The cover flange 52a of the joint cover 52 is coupled to the peripheral edge portion 78a of the opening 78.
The joint cover 52 is bulged from the dash lower panel 51 toward the engine room 62, and has a through hole 79 in the cover bottom 53b. The stelling rod is penetrated through the through hole 79. A steering wheel is connected to the steering rod 80 (see FIG. 5).

As shown in FIGS. 5 and 9, the right lower cross member unit 53 extends from the tunnel right wall 27 of the center tunnel 21 toward the outside in the vehicle width direction along the dash lower panel 51. The right lower cross member unit 53 has a lower cross member (dash lower cross member) 81, a first reinforcing member (reinforcing member) 82, and a second reinforcing member 83.
The lower cross member 81 extends outward in the vehicle width direction from the tunnel right side wall 27 to the right side portion 51a (see FIG. 2) of the dash lower panel 51 at the upper end of the inclined wall 65 of the dash lower panel 51.

The lower cross member 81 is formed from a V cross section 81a formed in a V-shaped cross section, a front flange 81b projecting from the front side of the V cross section 81a toward the front of the vehicle body, and a rear side of the V cross section 81a. It has a rear flange 81c that projects toward the rear of the vehicle body.
By connecting the front flange 81b and the rear flange 81c to the dash lower panel 51, a closed cross section is formed by the V cross section 81a and the inclined wall 65 of the dash lower panel 51.
A first reinforcing member 82 is provided at a first flange portion 81d near the center tunnel 21 of the front flange 81b of the lower cross member 81. The first reinforcing member 82 extends from the first flange portion 81d toward the front and upper part of the vehicle body along the tunnel right side wall 27. The first reinforcing member 82 is provided inside the through hole 79 of the joint cover 52 in the vehicle width direction.

Here, the lower cross member 81 is formed in a closed cross section by the V cross section portion 81a and the dash lower panel 51. Therefore, the strength and rigidity of the lower cross member 81 are ensured. A first reinforcing member 82 is provided on the lower cross member 81. Therefore, the strength and rigidity of the first reinforcing member 82 are reinforced by the lower cross member 81.
As a result, in order to reinforce the first reinforcing member 82, it is not necessary to form a closed cross section with the first reinforcing member 82, and it is not necessary to newly provide a reinforcing member, so that an increase in the number of parts can be suppressed.

The first reinforcing member 82 has a first reinforcing joint portion (reinforcing joint portion, front joint portion) 82a, a second reinforcing joint portion 82b, and a contact portion 82c. The first reinforcing joint portion 82a is connected to the vertical wall 64 and the inclined wall 65 of the dash lower panel 51. By connecting the first reinforcing joint portion 82a to the vertical wall 64 and the inclined wall 65, the two-sided wall of the vertical wall 64 and the inclined wall 65 is restrained by the first reinforcing joint portion 82a.
Therefore, the second intersection 66 where the vertical wall 64 and the inclined wall 65 of the dash lower panel 51 intersect can be reinforced by the first reinforcing joint portion 82a. As a result, vibration in the vehicle body front-rear direction starting from the second intersection 66 can be suppressed by the first reinforcing coupling portion 82a (that is, the first reinforcing member 82).

Returning to FIG. 6, the first reinforcing coupling portion 82a has a first coupling portion 82d and a second coupling portion 82e. The first coupling portion 82d is coupled to the first portion 84 on which the tunnel right flange 28 of the center tunnel 21 and the dash lower panel 51 are overlapped. The second joint portion 82e is coupled to the second portion 85 on which the cover flange 52a (see FIG. 7) of the joint cover 52 and the dash lower panel 51 are overlapped.

In this way, the first coupling portion 82d is coupled to the first portion 84 on which the tunnel right flange 28 and the dash lower panel 51 are overlapped, and the second coupling portion is connected to the second portion 85 on which the cover flange 52a and the dash lower panel 51 are overlapped. 82e are combined. In this state, the region 51b between the first portion 84 and the second portion 85 is maintained in a state of being separated from the first reinforcing joint portion 82a.
However, the strength and rigidity of the region 51b are maintained by reinforcing the first portion 84 and the second portion 85 with the first reinforcing joint portion 82a (that is, the first reinforcing member 82). As a result, it is possible to suppress the vibration of the region 51b between the first portion 84 and the second portion 85 of the dash lower panel 51.

Further, a second reinforcing joint portion 82b is raised from the inner side of the first joint portion 82d of the first reinforcing joint portion 82a along the right side wall 27 of the tunnel. The second reinforcing joint portion 82b is connected to the tunnel right side wall 27.
Further, the first reinforcing joint portion 82a is coupled to the first portion 84 and the second portion 85. That is, the first reinforcing coupling portion 82a is coupled to the dash lower panel 51.
In this way, the first reinforcing member 82 is connected to the dash lower panel 51 and the tunnel right side wall 27. As a result, the two members of the tunnel right side wall 27 and the dash lower panel 51 are restrained by the first reinforcing member 82.

The first reinforcing member 82 has a contact portion 82c between the first joint portion 82d and the second joint portion 82e. The contact portion 82c is formed so as to partially contact the front surface 24a of the spacer 24. Specifically, the contact portion 82c has a bead shape that bulges toward the spacer 24. The contact portion 82c extends in the vertical direction of the vehicle body and in the front-rear direction of the vehicle body in a state of being separated from the dash lower panel 51 by bulging toward the spacer 24 (see FIG. 5).
By forming the contact portion 82c into a bead shape, the rigidity of the contact portion 82c is increased. The front surface 24a of the spacer 24 is partially contacted with the contact portion 82c. Therefore, the spacer 24 can be stably supported by the contact portion 82c.
Further, by increasing the rigidity of the contact portion 82c, the rigidity against bending deformation in the vehicle body front-rear direction starting from the second intersection 66 where the vertical wall 64 and the inclined wall 65 of the dash lower panel 51 intersect is first reinforced. It can be secured by raising it with the member 82.

Returning to FIGS. 7 and 8, in the fixing member 71, the fuel pipe 76 is supported on the seat surface 68 via the fixing member 71, the support piece 73, and the support plate 74. The seat surface 68 is arranged in front of the vehicle body of the contact portion 82c corresponding to the contact portion 82c forming the bead. That is, the seat surface 68 is arranged so as to be separated from the contact portion 82c toward the front of the vehicle body. The front surface 24a of the spacer 24 is in contact with the contact portion 82c. Therefore, it is possible to suppress the pulsating vibration of the fuel flowing inside the fuel pipe 76 from being directly transmitted to the spacer 24.

As shown in FIG. 6, the two members of the tunnel right side wall 27 and the dash lower panel 51 are restrained by the first reinforcing member 82. In this way, the two members of the tunnel right side wall 27 and the dash lower panel are restrained by the first reinforcing member 82, and the front surface 24a of the spacer 24 is partially contacted with the contact portion 82c of the first reinforcing member 82. There is. With the footrest 41 supported by the spacer 24, the footrest 41 is arranged on the vehicle interior 11 side.
Therefore, the first intersection 87 (intersection) where the tunnel right side wall 27 and the dash lower panel 51 intersect can be reinforced by the first reinforcing member 82. As a result, the vibration in the vehicle body front-rear direction starting from the first intersection 87 can be suppressed by the first reinforcing member 82.

Further, the first reinforcing member 82 is arranged on the footrest 41 side behind the vehicle body in the dash lower panel 51. That is, the first reinforcing member 82 is arranged on the vehicle interior 11 side. Therefore, it is not necessary to provide the first reinforcing member 82 on the engine room 62 side. As a result, the space of the engine room 62 can be suitably secured, and the degree of freedom in layout can be increased when parts such as the power source unit are arranged in the engine room 62.

Further, by partially contacting the front surface 24a of the spacer 24 with the contact portion 82c of the first reinforcing member 82, the contact region of the spacer 24 with respect to the first reinforcing member 82 is kept small. As a result, the vibration transmitted from the first reinforcing member 82 to the spacer 24 can be suppressed, and the vibration transmitted from the vehicle body to the footrest 41 can be suppressed.

In addition, the front surface 24a of the spacer 24 is partially abutted against the contact portion 82c of the first reinforcing member 82, so that the first reinforcing member 82 and the front surface 24a of the spacer 24 are formed around the contact portion 82c. Space 89 can be secured between.
Here, for example, a power source unit or the like is mounted in the engine room 62. Therefore, for example, at the time of a frontal collision of the vehicle 10, it is conceivable that the power source unit or the like hits the dash lower panel 51, and the dash lower panel 51 is partially deformed and invades the vehicle interior 11 side. In this case, the space 89 can absorb the deformation of the dash lower panel 51. As a result, the deformation of the spacer 24 can be suppressed, and the posture of the footrest 41 can be maintained.

As shown in FIG. 5, the first reinforcing member 82 is extended so that the upper end portion 82f is arranged substantially in the same manner as the extension line 92 extending along the upper surface 24b of the spacer 24. The reason why the upper end portion 82f of the first reinforcing member 82 is arranged substantially the same as the extension line 92 is as follows.
That is, when the passenger steps on the footrest 41 with the foot portion 43, the load F1 is input to the footrest 41 from the vehicle interior 11 side toward the front of the vehicle body. The input load F1 is transmitted to the front of the vehicle body via the spacer 24. Therefore, for example, when the upper end portion 82f of the first reinforcing member 82 is arranged below the extension line 92 of the upper surface 24b of the spacer 24, it is difficult to suitably support the upper end portion 24c of the spacer 24. Therefore, it is conceivable that the upper end portion 24c of the spacer 24 rotates so as to move forward of the vehicle body.

Therefore, the first reinforcing member 82 is extended upward so that the upper end portion 82f of the first reinforcing member 82 is arranged substantially in the same manner as the extension line 92. Therefore, when the passenger steps on the footrest 41 with the foot portion 43, the load F1 transmitted to the front of the vehicle body via the spacer 24 can be supported by the first reinforcing member 82.
That is, when the occupant steps on the footrest 41 with the foot portion 43, the upper end portion 24c of the spacer 24 can be suitably supported by the first reinforcing member 82. As a result, the spacer 24 can be stably supported by suppressing the rotation of the upper end portion 24c of the spacer 24 so as to move forward of the vehicle body.

As shown in FIGS. 2 and 7, of the front flange 81b of the lower cross member 81, the second reinforcing member 83 is provided at the second flange portion 81e outside the through hole 79 of the joint cover 52 in the vehicle width direction. .. The second reinforcing member 83 extends from the second flange portion 81e in parallel with the first reinforcing member 82 and toward the upper front of the vehicle body along the dash lower panel 51. The second reinforcing member 83 is connected to the right reinforcing bar 56 and the dash lower panel 51. In this state, the second reinforcing member 83 is provided outside the through hole 79 of the joint cover 52 in the vehicle width direction.

As described above, the first reinforcing member 82 is provided inside the through hole 79 of the joint cover 52 in the vehicle width direction. Further, the second reinforcing member 83 is provided on the outer side in the vehicle width direction from the through hole 79 of the joint cover 52. Therefore, the right lower cross member unit 53 (that is, the lower cross member 81, the first reinforcing member 82, and the second reinforcing member 83) is formed in a U-shaped portion surrounding the through hole 79 of the joint cover 52. As a result, the peripheral portion of the through hole 79 of the joint cover 52 (specifically, the lower peripheral portion) is reinforced by the U-shaped right lower cross member unit 53, and the strength and rigidity of the peripheral portion of the through hole 79 are reinforced. Is secured.

As shown in FIGS. 10 and 11, a dash lower stiffener 54 is provided above the tunnel right side wall 27 of the center tunnel 21. The dash lower stiffener 54 is arranged in the vertical direction of the vehicle body on the vehicle interior 11 (see FIG. 3) side of the dash lower panel 51, and has a joint end portion 94 formed at the lower end portion. The coupling end 94 is coupled to the center tunnel 21. Specifically, the coupling end portion 94 has a plurality of recesses 95 and a plurality of flexible portions 96.
The plurality of recesses 95 are located at the tunnel upper wall 26, the tunnel intersection 29 between the tunnel upper wall 26 and the tunnel right wall 27, and the tunnel right flange 28, and are located at lower positions of the vehicle body on the outside in the vehicle width direction than on the inside in the vehicle width direction. Have been placed. The plurality of recesses 95 are formed in a concave shape and are connected to the tunnel upper wall 26, the tunnel intersection 29, and the tunnel right flange 28.
The plurality of flexible portions 96 are formed in a curved shape so as to connect adjacent recesses 95 among the plurality of recesses 95.

Here, for example, when a plurality of recesses 95 are arranged at a lower position of the vehicle body on the outside in the vehicle width direction than on the inside in the vehicle width direction, the adjacent recesses 95 are connected by an L-shaped step portion. The step portion is formed into an L-shaped step by, for example, a horizontal portion extending horizontally from the recess 95 located above and a vertical portion extending vertically from the recess 95 located below. That is, the step portion has an intersection where the horizontal portion and the vertical portion intersect so as to be orthogonal to each other. Therefore, it is conceivable that cracks will occur at the intersection when the step portion is formed. As a measure to prevent cracks, for example, it is conceivable to form a notch (slit) at the intersection. However, when a notch is formed at the intersection, it is difficult to secure the strength and rigidity of the stepped portion.

Therefore, among the adjacent recesses 95, the recess 95 located above and the recess 95 located below are connected by a curved flexible portion 96. Therefore, it is possible to prevent the bending portion 96 from being cracked when the curved bending portion 96 is formed. That is, a notch (slit) can be eliminated from the flexible portion 96, and the strength and rigidity of the flexible portion 96 can be ensured. As a result, the plurality of recesses 95 are coupled to the center tunnel 21, so that the coupling end portion 94 of the dash lower stiffener 54 is firmly coupled to the center tunnel 21.

As shown in FIGS. 3 and 9, in the vertical wall 64 of the dash lower panel 51, the upper end portion 82f of the first reinforcing member 82 and the lower end portion (that is, the joint end portion) 94 of the dash lower stiffener 54 are in the vertical direction of the vehicle body. It is provided at intervals L1. As described above, in the vertical wall 64 of the dash lower panel 51, the fragile region 98 is formed between the upper end portion 82f of the first reinforcing member 82 and the joint end portion 94 of the dash lower stiffener 54. The vulnerable region 98 is arranged in front of the vehicle body from the kick-up portion 31.
As a result, when a load is input due to a frontal collision, the order of collision deformation can be controlled so that the deformation starts from the fragile region 98 before the kick-up portion 31 is deformed by the input load, and the input load is preferably used. Can be absorbed.

As shown in FIGS. 2 and 10, the dash loamidol cross member 55 is coupled to the vertical wall 64 of the dash lower panel 51. The dash loamidol cross member 55 extends from a portion of the dash loa stiffener 54 near the joint end portion 94 to the outer side in the vehicle width direction to the upper portion 52b of the joint cover 52.
Therefore, in the vertical wall 64 of the dash lower panel 51, the frame reinforcing portion which is annularly reinforced by the first reinforcing member 82, the center tunnel 21, the dash lower stiffener 54, the dash loamidole cross member 55, and the joint cover 52. 102 is formed.

As described above, in the vertical wall 64 of the dash lower panel 51, the region 104 surrounded by the frame reinforcing portion 102 (see also FIG. 9) is configured to be annularly reinforced by the frame reinforcing portion 102. Therefore, when the load input due to the frontal collision is transmitted to the area 104 surrounded by the frame reinforcing portion 102, the load transmitted to the area 104 is dispersed over the entire area of the dash lower panel 51 via the frame reinforcing portion 102. be able to. As a result, the load input due to the frontal collision can be suitably supported over the entire area of the dash lower panel 51.

Returning to FIG. 2, in the dash lower panel 51, a pair of reinforcing bars 56 are coupled above the pair of lower cross member units 53 along the pair of lower cross member units 53. Of the pair of reinforcing bars 56, the right reinforcing bar 56 is provided on the outer side of the joint cover 52 in the vehicle width direction. As a result, the peripheral portion of the through hole 79 of the joint cover 52 is further reinforced by the right reinforcing bar 56, and the strength and rigidity of the peripheral portion of the through hole 79 are further secured.

Further, in the dash lower panel 51, the reinforcing panel 57 is connected above the right reinforcing bar 56 and in contact with the outer end portion 55a of the dash loamidol cross member 55. As a result, the dash lower panel 51 is suitably reinforced by the reinforcing panel 57.

In addition, it is possible to replace the constituent elements in the above-described embodiment with well-known constituent elements as appropriate without departing from the spirit of the present invention, and the above-mentioned modified examples may be appropriately combined.

10 Vehicle 11 Vehicle interior 15 Body front structure 21 Center tunnel 24 Spacer 24b Upper surface of spacer 27 Right side wall of tunnel (side wall of center tunnel)
41 Footrest 51 Dash lower panel 52 Joint cover 54 Dash lower stiffener 55 Dash loa midor cross member 64 Vertical wall 65 Inclined wall 68 Seat surface 71 Fixing member 76 Fuel piping 79 Through hole 80 Steering rod 81 Lower cross member (dash lower cross member)
82, 1st reinforcing member (reinforcing member)
82a First reinforcing joint (reinforcing joint)
82c Contact part 82d 1st joint part 82e 2nd joint part 82f Upper end part of 1st reinforcing member 83 2nd reinforcing member 84 1st part 85 2nd part 92 Extension line 94 Bonding end part 95 Recessed part 96 Deflection part 102 Frame reinforcement Department

Claims (11)

In the vehicle body front structure including the center tunnel and the dash lower panel connected to the center tunnel,
A reinforcing member that at least restrains the side wall of the center tunnel and the dash lower panel,
A spacer that is partially abutted against the reinforcing member and supports the footrest on the passenger compartment side,
Equipped with a,
The reinforcing member has a reinforcing joint portion to be bonded to the dash lower panel.
The reinforcing joint is
Further having a contact portion with which the spacer is partially abutted
The contact portion is
A vehicle body front structure characterized in that a bead extending in the vertical direction of the vehicle body is formed in a state of being separated from the dash lower panel . In the vehicle body front structure including the center tunnel and the dash lower panel connected to the center tunnel,
A reinforcing member that at least restrains the side wall of the center tunnel and the dash lower panel,
A spacer that is partially abutted against the reinforcing member and supports the footrest on the passenger compartment side,
With
A vehicle body front structure characterized in that an upper end portion of the reinforcing member extends to substantially the same as an extension line extending along the upper surface of the spacer. In the vehicle body front structure including the center tunnel and the dash lower panel connected to the center tunnel,
A reinforcing member that at least restrains the side wall of the center tunnel and the dash lower panel,
A spacer that is partially abutted against the reinforcing member and supports the footrest on the passenger compartment side,
With
The dash lower panel is provided with a dash lower stiffener that is arranged in the vertical direction of the vehicle body on the passenger compartment side and is coupled to the center tunnel at a coupling end portion forming a lower end portion.
The joint end is
A plurality of concave recesses arranged at a lower position of the vehicle body on the outer side in the vehicle width direction than on the inner side in the vehicle width direction,
Among the plurality of recesses, the plurality of recesses have a bent portion formed in a curved shape for connecting adjacent recesses.
A vehicle body front structure characterized in that the recess is coupled to the center tunnel. The dash lower panel is provided with a joint cover provided on the outside in the vehicle width direction of the center tunnel.
The reinforcing joint is
A first connecting portion that connects the center tunnel and the dash lower panel to the first overlapping portion,
A second joint portion that joins the joint cover and the dash lower panel to the overlapped second portion,
The vehicle body front structure according to claim 1 , wherein the vehicle body has. The dash lower panel is
It has a seating surface that protrudes from the opposite side of the passenger compartment and to which a fixing member for fixing the fuel pipe is attached.
The seating surface
The vehicle body front structure according to claim 4 , wherein the bead is arranged so as to correspond to the contact portion. The reinforcing member and the dash lower stiffener
The vehicle body according to claim 3 , wherein the upper end portion of the reinforcing member and the joint end portion of the dash lower stiffener are provided at intervals in the vertical direction of the vehicle body in the vertical wall of the dash lower panel. Front structure. A dash lower stiffener is provided on the passenger compartment side of the dash lower panel, which is arranged in the vertical direction of the vehicle body and is coupled to the center tunnel at a coupling end portion forming a lower end portion.
A dash loamidol cross member extending from the dash loa stiffener to the outside in the vehicle width direction to the joint cover is provided.
On the vertical wall of the dash lower panel
4. The fourth aspect of claim 4 , wherein an annular frame reinforcing portion is formed by the reinforcing member, the center tunnel, the dash lower stiffener, the dash loamidol cross member, and the joint cover. Body front structure. Before Symbol coupling end,
A plurality of concave recesses arranged at a lower position of the vehicle body on the outer side in the vehicle width direction than on the inner side in the vehicle width direction,
Among the plurality of recesses, the plurality of recesses have a bent portion formed in a curved shape for connecting adjacent recesses.
The vehicle body front structure according to claim 7 , wherein the recess is coupled to the center tunnel. A dash lower cross member extending from the center tunnel to the outside in the vehicle width direction along the dash lower panel and forming a closed cross section together with the dash lower panel is provided.
The reinforcing member is
The vehicle body front structure according to claim 8 , wherein the dash lower cross member extends along the side wall of the center tunnel. The joint cover has a through hole through which the steering rod penetrates.
The reinforcing member is provided inside the vehicle width direction from the through hole.
The front of the vehicle body according to claim 9 , wherein a second reinforcing member extends in parallel with the reinforcing member from a portion of the dash lower cross member outside the vehicle width direction from the through hole. Part structure. A dash lower cross member extending from the center tunnel to the outside in the vehicle width direction along the dash lower panel and forming a closed cross section together with the dash lower panel is provided.
The reinforcing member is
The vehicle body front structure according to any one of claims 1 to 7 , wherein the dash lower cross member extends along the side wall of the center tunnel.

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