JP6988570B2 - Vehicle front body structure - Google Patents

Description

The present invention relates to a vehicle front body structure, such as a space frame structure in which the vehicle front body is configured by combining frame members, for example.

As a front body structure of a vehicle such as an automobile, when an object to be collided collides with the front part of the vehicle, the rear part of the body frame member is used to disperse and transmit the impact load applied to the body frame member constituting the vehicle body. It is known that the vehicle body structure is branched and connected to a hinge pillar, a side sill, or a floor tunnel.

For example, in Patent Document 1, front side frames arranged at predetermined intervals in the vehicle width direction are front portion of the front side frame that supports the upper end of the suspension damper, and inside and outside of the front portion of the front side frame in the vehicle width direction. A front vehicle body structure of a vehicle composed of a first branch portion and a second branch portion, which are frame members branched to, is described.

In Patent Document 1, a frame member (first branch portion) branched outward in the vehicle width direction is joined to a hinge pillar, and a frame member (second branch portion) branched inward in the vehicle width direction is connected to a floor tunnel via a dash panel. It is joined to. As a result, Patent Document 1 states that the impact load transmitted to the front portion of the front side frame, which is a vehicle body skeleton member, can be distributed and transmitted to the hinge pillar and the floor tunnel.

However, in Patent Document 1, since the frame member (first branch portion) branched outward in the vehicle width direction is connected to the hinge pillar extending in the vertical direction of the vehicle substantially horizontally in the side view, the frame member branches outward in the vehicle width direction. There is a possibility that the impact load cannot be efficiently transmitted from the frame member (first branch portion) to the side sill and the front pillar.

Further, in Patent Document 1, since the frame member (second branch portion) branched inward in the vehicle width direction is connected to the side wall of the floor tunnel, the impact load is applied due to the difference in rigidity between the frame member and the side wall of the floor tunnel. There was a risk that it could not be efficiently transmitted to the rear of the vehicle body.
As described above, in the front vehicle body structure as in Patent Document 1, there is a possibility that the impact load due to the collision with the collided object cannot be efficiently distributed and transmitted, so that there is room for improvement.

Japanese Unexamined Patent Publication No. 2007-290426

In view of the above problems, it is an object of the present invention to provide a front vehicle body structure of a vehicle capable of efficiently distributing and transmitting an impact load due to a collision with an object to be collided and transmitting an impact load farther from the vehicle body. do.

The present invention relates to a pair of left and right hinge pillars arranged at predetermined intervals in the vehicle width direction of a vehicle, a floor tunnel arranged between the hinge pillars substantially in the vicinity of the center in the vehicle width direction, and the hinge pillars. It is a front vehicle body structure of a vehicle provided with a pair of left and right vehicle body skeleton members constituting the vehicle body in front of the vehicle and at a position inside in the vehicle width direction, and constitutes the upper part of the floor tunnel. A pair of left and right tunnel upper skeleton members , a pair of left and right center frame members connecting the vehicle body skeleton members, and a pair of left and right center frame members connecting the hinge pillars and the vehicle body skeleton members at predetermined intervals in the vertical direction of the vehicle. The plurality of side frame members are arranged above the center frame member in a side view, and a pair of left and right uppers having a rear end connected to an upper portion of the hinge pillar. The vehicle body frame member includes a side frame member and a pair of left and right lower side frame members which are arranged below the center frame member in a side view and whose rear ends are connected to the lower part of the hinge pillar. However, the vehicle includes an upper arm connecting portion to which the upper arm is connected and a damper connecting portion to which the upper end of the suspension damper is connected at a position above the upper arm connecting portion of the vehicle, and the center frame member is a vehicle in the damper connecting portion. The upper side frame member is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the position in the vertical direction, and the upper side frame member is attached to the upper surface of the vehicle body skeleton member at substantially the same position as the position in the vehicle front-rear direction of the damper connecting portion. It is characterized in that the lower side frame member is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the position in the vehicle vertical direction in the upper arm connecting portion .

Upper Symbol center frame member, and said side frame members, for example, a substantially cylindrical frame members that extend the closed section in the vehicle longitudinal direction.

INDUSTRIAL APPLICABILITY According to the present invention, the impact load due to the collision with the collided object can be efficiently distributed and transmitted, and the impact load can be transmitted farther from the vehicle body.
Specifically, by connecting the tunnel upper skeleton member and the vehicle body skeleton member with the center frame member and connecting the hinge pillar and the vehicle body skeleton member with a plurality of side frame members, the front vehicle body structure of the vehicle is the vehicle body skeleton. The support rigidity of the member can be improved.

Further, the front vehicle body structure of the vehicle can transmit the impact load due to the collision with the collided object from the vehicle body skeleton member to the inside and rear in the vehicle width direction via the center frame member, and also via a plurality of side frame members. It can be distributed and transmitted in the vertical direction of the vehicle.

At this time, since the center frame member is connected to the tunnel upper skeleton member having a relatively high rigidity, the front body structure of the vehicle efficiently applies the impact load from the front of the vehicle from the center frame member to the tunnel upper skeleton member. In addition to being able to be transmitted, the impact load can be easily transmitted to the rear of the vehicle body via the tunnel upper skeleton member.

On the other hand, since a plurality of side frame members spaced apart from each other in the vertical direction of the vehicle are connected to relatively high-rigidity hinge pillars, the front body structure of the vehicle receives an impact load from the front of the vehicle and a plurality of side frames. The member can efficiently transmit the impact load to the hinge pillar, and the impact load can be easily transmitted to the rear of the vehicle body via the side sill connected to the hinge pillar and the front pillar.
Therefore, the front vehicle body structure of the vehicle can efficiently disperse and transmit the impact load due to the collision with the collided object, and can transmit the impact load to a farther distance of the vehicle body.

Further, in the present invention , the tunnel skeleton member is used as a tunnel upper skeleton member constituting the upper part of the floor tunnel, the rear end of the center frame member is connected to the tunnel upper skeleton member, and the plurality of side frame members are formed. A pair of left and right upper side frame members, which are arranged above the vehicle in the side view and whose rear ends are connected to the upper part of the hinge pillar, and in the side view, more than the center frame member. It is characterized in that it is arranged below the vehicle and is provided with a pair of left and right lower side frame members having a rear end connected to the lower portion of the hinge pillar.

According to the present invention, the front body structure of the vehicle can form a substantially triangular pyramid having a hinge pillar and a dash panel as a bottom surface by the center frame member, the upper side frame member, and the lower side frame member. Therefore, in the front vehicle body structure of the vehicle, the rigidity of the front vehicle body can be improved by the cooperation of the center frame member, the upper side frame member, and the lower side frame member.

Furthermore, since the upper side frame member is connected to the upper part of the hinge pillar, the front body structure of the vehicle positively and efficiently transmits the impact load from the front of the vehicle to the front pillar via the hinge pillar. Can be done. Similarly, since the lower side frame member is connected to the lower part of the hinge pillar, the front body structure of the vehicle positively and efficiently transmits the impact load from the front of the vehicle to the side sill via the hinge pillar. Can be done.

Therefore, in the front body structure of the vehicle, by connecting the side frame members to the upper part and the lower part of the hinge pillar, the impact load due to the collision with the collided object can be more efficiently distributed and transmitted, and the impact load is transmitted from the vehicle body. It can be reliably transmitted to a distant place.

In addition, the present invention comprises the vehicle body skeleton member including an upper arm connecting portion to which the upper arm is connected and a damper connecting portion to which the upper end of the suspension damper is connected at a position above the upper arm connecting portion of the vehicle. The frame member is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical position in the damper connecting portion, and the upper side frame member is substantially the same as the vehicle front-rear position in the damper connecting portion. in position, coupled to said upper surface of the vehicle body frame member, the lower-side frame member, in the vehicle vertical position and a substantially same position in the upper arm connecting portion, and characterized in that connected to the rear surface of the vehicle body frame member To do .

According to the present invention, the front body structure of the vehicle can efficiently disperse and transmit the impact load due to the collision with the collided object, and can improve the support rigidity of the damper connecting portion.
Specifically, since the center frame member and the lower side frame member are connected to the rear surface of the vehicle body skeleton member, the front vehicle body structure of the vehicle is, for example, the center frame member and the lower side frame on the side surface of the vehicle body skeleton member. Compared with the case where the members are connected, the impact load from the front of the vehicle can be efficiently transmitted by the center frame member and the lower side frame member.

At this time, since the lower side frame member is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical position in the upper arm connecting portion, the front vehicle body structure of the vehicle is in the vehicle vertical direction at the damper connecting portion. It is possible to suppress the inclination of the lower side frame member with respect to substantially horizontal side view as compared with the case where the lower side frame member is connected to the position substantially the same as the position of. Therefore, the front body structure of the vehicle can more efficiently transmit the impact load from the front of the vehicle to the lower part of the hinge pillar.

Further, when an input load from the suspension damper is applied to the damper connecting portion of the vehicle body frame member, the front vehicle body structure of the vehicle suppresses the displacement of the damper connecting portion due to the load component in the front-rear direction of the vehicle by the center frame member. At the same time, the displacement of the damper connecting portion due to the load component in the vertical direction of the vehicle can be suppressed by the upper side frame member.
As a result, the front body structure of the vehicle can improve the support rigidity of the damper connecting portion in which the input load tends to be larger than that of the upper arm connecting portion in a well-balanced manner.

Therefore, the front vehicle body structure of the vehicle is formed by the center frame member connected to the rear surface of the vehicle body skeleton member, the lower side frame member, and the upper side frame member connected to the upper surface of the vehicle body skeleton member. The impact load due to the collision can be efficiently distributed and transmitted, and the support rigidity of the damper connecting portion can be improved.

Further, as an aspect of the present invention, the center frame member and the plurality of side frame members are members formed by extrusion molding, and the center frame member has the plurality of members in a vertical cross section along the lateral direction. The side frame member may be formed in a vertical cross-sectional shape having a cross-sectional area larger than the cross-sectional area of the vertical cross section along the lateral direction.
The vertical cross section along the short side is, for example, a vertical cross section along a orthogonal direction orthogonal to a predetermined direction in a center frame member in which a substantially rectangular closed cross section is extended in a predetermined direction and a side frame member. To say.

According to the present invention, the front vehicle body structure of the vehicle can improve the load transmission efficiency of the center frame member as compared with the load transmission efficiency of the side frame member.
Further, in general, the vehicle body skeleton member is often arranged at a position in the vehicle width direction in which the distance from the floor tunnel to the vehicle body skeleton member is shorter than the distance from the hinge pillar to the vehicle body skeleton member. Therefore, the center frame member tends to have a small angle with respect to a virtual straight line extending in the front-rear direction of the vehicle through the vehicle body skeleton member in a plan view.

Therefore, the center frame member having a large closed cross-sectional area can more efficiently transmit the impact load from the front of the vehicle to the tunnel upper skeleton member.
Therefore, in the front body structure of the vehicle, the impact load due to the collision with the collided object is efficiently transmitted by the tunnel upper skeleton member by the center frame member having a cross-sectional area larger than the cross-sectional area of the plurality of side frame members. , The impact load can be transmitted farther from the vehicle body.

Further, as an aspect of the present invention, the center frame member is arranged so that the rear end is located above the vehicle with respect to the front end, and at least one pair of left and right side frame members among the plurality of side frame members is formed. It may be arranged so that the rear end is located below the vehicle with respect to the front end.

According to the present invention, in the front vehicle body structure of the vehicle, the center frame member and at least one side frame member can be arranged in a state where the rear ends are largely separated in the vertical direction of the vehicle in the side view.

Further, since the rear end of the center frame member and the rear end of at least one side frame member are arranged in a state of being separated from each other in the vehicle width direction in a plan view, the front body structure of the vehicle is a vehicle. The impact load from the front can be more reliably distributed and transmitted in the vehicle width direction and the vehicle vertical direction.

Therefore, in the front body structure of the vehicle, the center frame member and at least one side frame member are arranged so that the rear ends are separated in the vertical direction of the vehicle, so that the impact load due to the collision with the collided object is applied. Can be more reliably and efficiently distributed and transmitted in multiple directions.

Further, as an aspect of the present invention, the plurality of side frame members are members formed by extrusion molding , and at least one pair of left and right side frame members among the plurality of side frame members is rearward with respect to the front end. The end is arranged so as to be located below the vehicle, and the cross-sectional shape of the vertical cross section along the short side is larger than the cross-sectional area of the vertical cross section of the other side frame members along the short direction. It may be formed.

According to the present invention, the front vehicle body structure of the vehicle can improve the load transmission efficiency of the side frame member whose rear end is located below the vehicle with respect to the front end as compared with the load transmission efficiency of other side frame members. ..

For this reason, the front body structure of the vehicle has a load ratio of the impact load from the front of the vehicle transmitted to the side frame member whose rear end is located below the vehicle with respect to the front end, as compared with other side frame members. Can be made larger.
As a result, the front body structure of the vehicle can positively transmit the impact load from the front of the vehicle by the side sill having higher rigidity than the front pillar.

Therefore, the front body structure of the vehicle is arranged so that the rear end is located below the vehicle with respect to the front end, and is covered by the side frame member having a cross-sectional area larger than the cross-sectional area of the other side frame members. The impact load due to the collision with the colliding object can be more efficiently distributed and transmitted, and the impact load can be stably transmitted to the farther part of the vehicle body.

In an embodiment of the present invention, and the upper side frame member connected to the top of the front Symbol hinge pillar may include a pair of left and right reinforcing frame members connecting the lower portion of the hinge pillar.
According to the present invention, the front body structure of the vehicle can improve the rigidity of the upper side frame member connected to the upper part of the hinge pillar by the reinforcing frame member.

As a result, in the front body structure of the vehicle, the upper side frame member connected to the upper part of the hinge pillar is bent and deformed by the load component in the vehicle vertical direction and the load component in the vehicle width direction acting on the vehicle body skeleton member. Can be suppressed. Therefore, the front vehicle body structure of the vehicle can improve the load transmission efficiency of the upper side frame member connected to the upper part of the hinge pillar.

Therefore, the front body structure of the vehicle is provided with the reinforcing frame member, so that the impact load due to the collision with the collided object is further applied to the upper part of the hinge pillar via the upper side frame member connected to the upper part of the hinge pillar. In addition to being able to transmit efficiently, the impact load can be stably transmitted to a greater distance from the vehicle body.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a front vehicle body structure of a vehicle capable of efficiently distributing and transmitting an impact load due to a collision with an object to be collided and transmitting the impact load to a farther distance of the vehicle body.

An external perspective view showing the appearance of the front upper view of the vehicle in the front vehicle body of the vehicle. Right side view showing the right side view of the front body of the vehicle. A plan view showing a plan view of the front vehicle body of the vehicle. A cross-sectional view taken along the line AA in FIG. Bottom view showing the appearance of the bottom view of the front body of the vehicle. The external perspective view which shows the appearance of the gusset member and the torque box member on the right side of a vehicle. FIG. 2 is a cross-sectional view of a main part on the right side of the vehicle in the cross-sectional view taken along the line BB in FIG. FIG. 2 is a cross-sectional view of a main part on the right side of the vehicle in the cross-sectional view taken along the line CC in FIG. FIG. 2 is a cross-sectional view taken along the line DD in FIG.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle body structure of the vehicle 1 of the present embodiment is a so-called space frame structure in which a plurality of extruded aluminum alloy frames are connected to form a vehicle body skeleton. Such a vehicle body structure of the vehicle 1 will be described with reference to FIGS. 1 to 9.

Note that FIG. 1 shows an external perspective view of the front vehicle body of the vehicle 1 from above, FIG. 2 shows a right side view of the front vehicle body of the vehicle 1, and FIG. 3 shows a plan view of the front vehicle body of the vehicle 1. FIG. 4 shows a cross-sectional view taken along the line AA in FIG. 3, and FIG. 5 shows a bottom view of the front vehicle body of the vehicle 1.

Further, FIG. 6 shows an external perspective view of the gusset member 8 and the torque box member 9 on the right side of the vehicle, and FIG. 7 shows a cross-sectional view of a main part on the right side of the vehicle in the cross section taken along the line BB in FIG. 2 shows a cross-sectional view of a main part on the right side of the vehicle in the cross-sectional view taken along the line CC in FIG. 2, and FIG. 9 shows a cross-sectional view taken along the line DD in FIG.

Further, in order to clarify the illustration, the knuckle 31, the lower arm 32, the upper arm 33, and the front suspension damper 34 on the right side of the vehicle are omitted in FIG. 1, and the panel member 57 is not shown in FIG. is doing.
Further, in the figure, the arrows Fr and Rr indicate the front-back direction, the arrow Fr indicates the front, the arrow Rr indicates the rear, the arrows Rh and Lh indicate the width direction, and the arrow Rh indicates the right direction. The arrow Lh indicates to the left.

As shown in FIG. 1, the vehicle body structure of the vehicle 1 in the present embodiment is a suspension support that supports a passenger compartment 2 on which an occupant gets in and a front suspension 3 arranged at a desired position in front of the vehicle compartment 2 from the passenger compartment 2. Impact absorption that is connected to the structure 4, a plurality of frame members 5 that connect the vehicle interior portion 2 and the suspension support structure 4, and the front end of the suspension support structure 4, and absorbs the impact load from the front of the vehicle. It includes a structure 6.

As shown in FIG. 1, the vehicle interior portion 2 has a pair of left and right side sills 21 extending in the front-rear direction of the vehicle and a pair of left and right side sills 21 arranged above the vehicle at positions spaced apart from each other in the vehicle width direction. The front pillar 22, the front end of the side sill 21, and the pair of left and right hinge pillars 23 that connect the front end of the front pillar 22 in the vertical direction of the vehicle, the floor tunnel 24 extending in the front-rear direction of the vehicle at a position approximately in the center of the vehicle width direction, and the left and right. The hinge pillar 23 of the above is connected in the vehicle width direction, and is provided with a dash panel 25 forming a partition wall separating the inside and outside of the vehicle, and a cowl box 26.

Further, as shown in FIG. 1, the front suspension 3 has a double wishbone suspension structure, and is connected to a knuckle 31 that rotatably supports the front wheels of the vehicle 1 and a knuckle 31 whose outer side in the vehicle width direction is connected to the lower portion of the knuckle 31. The lower arm 32 with the inside in the vehicle width direction connected to the vehicle body, the upper arm 33 with the outside in the vehicle width direction connected to the upper part of the knuckle 31, and the upper arm 33 with the inside in the vehicle width direction connected to the vehicle body, and the upper end connected to the vehicle body and the lower end. Is composed of a stretchable front suspension damper 34 connected to the lower arm 32.

Further, as shown in FIG. 1, the suspension support structure 4 is arranged at a predetermined interval in the vehicle width direction, and is provided with a pair of left and right suspension support members 41 that support the front suspension 3 arranged at a desired position. , The suspension cross 42 that connects the vicinity of the lower ends of the left and right suspension support members 41, the lower cross member 43 that connects the lower parts of the left and right suspension support members 41 at a position slightly above the suspension cross 42, and the left and right suspensions. It is composed of an upper cross member 44 connecting the upper part of the support member 41, and a pair of left and right inclined frames 45 connecting the suspension support member 41 and the suspension cross 42.

Further, as shown in FIGS. 1 to 3, the plurality of frame members 5 include an upper portion of the hinge pillar 23, a pair of left and right upper side frames 51 connecting the suspension support member 41, a lower portion of the hinge pillar 23, and a suspension support member. A pair of left and right first lower side frames 52 connecting the 41, a pair of left and right second lower side frames 53 connecting the side sill 21 and the suspension support member 41, the lower part of the hinge pillar 23, and the upper side frame 51 are connected. A pair of left and right reinforcing frames 54, a pair of left and right upper center frames 55 connecting the upper part of the floor tunnel 24 and a suspension support member 41, and a pair of left and right lower center frames 56 connecting the suspension cross 42 and the lower part of the floor tunnel 24. It is composed of and.

Further, as shown in FIG. 1, the shock absorbing structure 6 connects a pair of left and right shock absorbing members 61 connected to the front ends of the left and right suspension support members 41 and the front ends of the shock absorbing members 61 in the vehicle width direction. It is composed of a front bumper beam 62.

Subsequently, each component of the vehicle interior portion 2, the front suspension 3, the suspension support structure 4, and the plurality of frame members 5 described above will be described in more detail.
First, as described above, the vehicle interior portion 2 is composed of a pair of left and right side sills 21, a pair of left and right front pillars 22, a pair of left and right hinge pillars 23, a floor tunnel 24, a dash panel 25, and a cowl box 26.

The side sill 21 is an extruded member made of an extruded aluminum alloy, and as shown in FIGS. 1 to 3, the side sill 21 has a closed cross section in which the length in the vehicle vertical direction is longer than the length in the vehicle width direction. It is formed in a substantially tubular body extending in the front-rear direction.

The front pillar 22 is an extruded member made of an extruded aluminum alloy, and is formed in a substantially cylindrical body having a closed cross section extended in a predetermined direction. As shown in FIGS. 1 and 2, the front pillar 22 is in front of the vehicle 1 so that one end in a predetermined direction is the front end and the rear end is located above the rear rear of the vehicle and inside the vehicle width direction with respect to the front end. It is placed on the car body.

Then, as shown in FIGS. 1 and 2, the front end of the front pillar 22 is connected to the upper end of the hinge pillar 23 via a pair of left and right pillar connecting members 27, and the rear end is connected to a roof side rail (not shown). ing.
More specifically, the front end of the front pillar 22 is joined to the rear end of the pillar connecting member 27. The pillar connecting member 27 is made of die-cast aluminum, and as shown in FIG. 1, a connection connecting the upper end of the hinge pillar 23, the front end of the front pillar 22, and the end portion of the cowl box 26 in the vehicle width direction. It is formed as a member.

The hinge pillar 23 is an extruded member made of an extruded aluminum alloy, and as shown in FIGS. 1 and 2, a substantially rectangular closed cross section having a length in the vehicle front-rear direction longer than a length in the vehicle width direction. Is formed into a substantially tubular body extending in a predetermined direction.

As shown in FIGS. 1 and 2, the hinge pillar 23 is arranged on the front vehicle body of the vehicle 1 so that one end in a predetermined direction is the lower end and the upper end is located above the front of the vehicle with respect to the lower end.
The lower end of the hinge pillar 23 is joined to the upper surface of the front end portion of the side sill 21, and the upper end thereof is joined to the pillar connecting member 27. In other words, the upper end of the hinge pillar 23 is connected to the lower end of the front pillar 22 via the pillar connecting member 27.

As shown in FIGS. 3 to 5, the floor tunnel 24 includes a pair of left and right tunnel upper frames 241 forming the upper surface of the floor tunnel 24 and a pair of left and right tunnel side frames 242 extending the lower end of the floor tunnel 24 in the front-rear direction of the vehicle. , The tunnel upper frame 241 and the tunnel panel 243 disposed between the tunnel side frames 242.

The tunnel upper frame 241 is an extruded member made of an extruded aluminum alloy, and as shown in FIGS. 3 and 4, a substantially rectangular closed cross section is extended from the rear of the vehicle to the front of the vehicle, and then the passenger compartment is provided. The front portion of No. 2 is formed in a substantially tubular body curved outward in the vehicle width direction and upward in the front of the vehicle. As shown in FIG. 4, the front end of the tunnel upper frame 241 is joined to the upper part of the dash panel 25 via an aluminum die-cast tunnel connecting member 28.

The tunnel connecting member 28 is joined to the front surface of the dash panel 25, and is formed in a shape forming a part of the front wall of the vehicle interior portion 2 together with the dash panel 25. Further, as shown in FIG. 4, the tunnel connecting member 28 has a rear support portion 28a that supports the front end of the tunnel upper frame 241 toward the rear of the vehicle through an opening (not shown) formed in the dash panel 25. The front support portion 28b, which is projected and supports the rear end of the upper center frame 55, which will be described later, is projected toward the front of the vehicle facing the rear support portion 28a.

The tunnel side frame 242 is an extruded aluminum alloy extruded member, and is formed in a substantially tubular body having a substantially rectangular closed cross section extended in the front-rear direction of the vehicle. As shown in FIGS. 3 and 5, the tunnel side frame 242 is arranged so that the rear end is located inside the vehicle width with respect to the front end so as to face the tunnel upper frame 241 below the vehicle. There is.

As shown in FIG. 4, the tunnel panel 243 has a pair of left and right side wall portions 243a forming a side wall in the vehicle width direction in the floor tunnel 24 and a vehicle interior portion 2 between the tunnel upper frame 241 and the tunnel side frame 242. In the front portion, it is composed of a top plate portion 243b that closes the upper opening of the left and right side wall portions 243a.

As shown in FIGS. 1 and 4, the dash panel 25 is an aluminum alloy partition member that forms a partition wall on the vehicle front side that separates the space of the vehicle interior portion 2 from the space in front of the vehicle interior portion 2. Therefore, the range from the upper end of the hinge pillar 23 to the lower end of the side sill 21 is formed in a shape connecting in the vehicle width direction.

Specifically, as shown in FIG. 4, the dash panel 25 has a thickness in the vertical direction of the vehicle, and has a substantially flat upper surface portion to which the cowl box 26 is joined and a rear end of the upper surface portion to the lower side of the vehicle. After being extended toward the rear of the vehicle, it is integrally formed with the main body that is gently bent toward the rear of the vehicle.
Further, the main body of the dash panel 25 is formed in a front view substantially gate shape in which the lower part of the vehicle is opened so that the vicinity of the center in the vehicle width direction is continuous with the tunnel panel 243 of the floor tunnel 24.

As shown in FIGS. 1 and 4, the cowl box 26 is joined to the upper surface portion of the dash panel 25 and is formed in a shape that connects the left and right pillar connecting members 27 in the vehicle width direction.
Specifically, as shown in FIG. 4, the cowl box 26 has an aluminum alloy cowl inner panel 261 whose lower end is joined to the dash panel 25 and which supports the lower end of the front window glass (not shown). The aluminum alloy cowl outer panel 262 joined to the front end of the cowl inner panel 261 is formed in a substantially box shape with an opening above the vehicle.

As shown in FIG. 4, the cowl inner panel 261 has an inner lower surface portion 261a joined to the upper surface portion of the dash panel 25 and an inner vertical wall portion 261b extending upward and rearward from the rear end of the inner lower surface portion 261a. And the inner upper surface portion 261c extending from the upper end of the inner vertical wall portion 261b to the rear of the vehicle are integrally formed.

As shown in FIG. 4, the cowl outer panel 262 has an outer lower surface portion 262a joined to the inner lower surface portion 261a of the cowl inner panel 261 and an outer lower surface portion 262a extending from the front end of the outer lower surface portion 262a to the upper side of the vehicle and then upward to the rear of the vehicle. It is integrally formed with the outer vertical wall portion 262b extending to.

As shown in FIGS. 1, 2, and 6, the passenger compartment portion 2 having the above-described configuration includes the front end of the side sill 21 and the hinge pillar 23 as a portion that absorbs an impact load in the event of a small overlap collision. A pair of left and right energy absorption boxes 7 arranged on the front surface of the lower part, a pair of left and right gusset members 8 connecting the upper part of the energy absorption box 7 and the front surface of the dash panel 25, the lower part of the energy absorption box 7, and the dash panel. A pair of left and right torque box members 9 connecting the front surfaces of the 25, a side frame connecting member 10 connecting the lower portion of the energy absorption box 7 and the front surface of the torque box member 9 are provided.

As shown in FIGS. 1 and 2, the energy absorption box 7 has a substantially box-shaped box upper portion 71 arranged on the lower front surface of the hinge pillar 23 and a substantially box-shaped box lower portion arranged on the front end of the side sill 21. It is composed of 72.

As shown in FIGS. 2 and 7, the box upper portion 71 is extended in a predetermined length in the front-rear direction of the vehicle, and is formed in a substantially box shape in which the rear of the vehicle is open. The upper end and the inner side surface in the vehicle width direction of the box upper portion 71 are joined to the lower front surface of the hinge pillar 23, and the outer side surface in the vehicle width direction is the outer side surface in the vehicle width direction in the hinge pillar 23 and the vehicle width direction in the lower part 72 of the box. It is joined to the outer side surface.

As shown in FIGS. 2 and 8, the box lower portion 72 closes the front end of the side sill 21 to the lower main body 721 extending from the front end of the box upper 71 to a position rearward of the vehicle and the front end opening of the lower main body 721. It is formed in a substantially box shape with a closing plate 722 made of an aluminum alloy.

As shown in FIG. 8, the block plate 722 is joined to the front end opening of the lower main body 721, and from the flat plate portion extending inward in the vehicle width direction and the inner edge of the flat plate portion in the vehicle width direction. It extends toward the rear of the vehicle and is integrally formed with an extension portion joined to the front surface of the torque box member 9, which will be described later.

As shown in FIGS. 6 and 7, the gusset member 8 is located at a position separated from the front end of the box upper portion 71 to the rear of the vehicle by a predetermined distance, the inner inner side surface 71a of the box upper portion 71 in the vehicle width direction, and the inner surface of the box upper portion 71. The front surface of the dash panel 25 adjacent to the side surface 71a is connected, and the inner side surface 71a of the box upper portion 71 and the front surface of the dash panel 25 form a closed cross section.

As shown in FIGS. 6 and 7, the gusset member 8 has a function of improving the rigidity of the box upper portion 71 at the rear of the vehicle rather than a position separated by a predetermined distance from the front end of the box upper portion 71 to the rear of the vehicle, and from the box upper portion 71. It has a function of transmitting the load of the above to the dash panel 25.

Specifically, the gusset member 8 is spaced from the front surface of the dash panel 25 at a predetermined distance in front of the vehicle, and extends from the front surface portion 8a forming the front surface of the gusset member 8 and the upper end of the front surface portion 8a to the rear of the vehicle. The upper surface portion, the lower surface portion extending downward from the lower end of the front surface portion 8a, and the side surface portion extending from the inner edge of the front surface portion 8a in the vehicle width direction to the rear of the vehicle, in the vehicle width direction. It is formed in a substantially box shape with the outside and the rear of the vehicle open.

The rear end of the upper surface portion, the rear end of the lower surface portion, and the rear end of the side surface portion of the gusset member 8 are joined to the front surface of the dash panel 25. The outer edge in the width direction and the outer edge in the vehicle width direction in the front surface portion 8a are joined to the inner side surface 71a of the box upper portion 71.
Further, as shown in FIGS. 6 and 7, an opening through which the first lower side frame 52, which will be described later, is inserted is formed in the front surface portion 8a of the gusset member 8.

As shown in FIGS. 6 and 8, the torque box member 9 has an inner side surface 72a inside the box lower portion 72 in the vehicle width direction and a lower box portion 72 at positions separated from the front end of the box lower portion 72 to the rear of the vehicle by a predetermined distance. The front surface of the dash panel 25 adjacent to the inner side surface 72a is connected, and the inner side surface 72a of the box lower portion 72 and the front surface of the dash panel 25 form a closed cross section.

As shown in FIG. 8, the torque box member 9 is formed with a length in the vehicle width direction from the inner side surface 72a of the box lower portion 72 to the vicinity of the floor tunnel 24.
The torque box member 9 has a function of improving the rigidity of the box lower portion 72 at the rear of the vehicle rather than a position at a predetermined distance from the front end of the box lower portion 72 to the rear of the vehicle, and transmits the load from the box lower portion 72 to the dash panel 25. Has a function.

Specifically, as shown in FIGS. 6 and 8, the torque box member 9 is separated from the front surface of the dash panel 25 by a predetermined distance in front of the vehicle, and is separated from the front surface portion 9a forming the front surface of the torque box member 9. , The upper surface portion extending from the upper end of the front portion 9a to the rear of the vehicle, the lower surface portion extending downward from the lower end of the front portion 9a, and the inner edge of the front portion 9a in the vehicle width direction to the rear of the vehicle. The extended side surface portion is formed in a substantially box shape in which the outside in the vehicle width direction and the rear of the vehicle are open.

Then, in the torque box member 9, the rear end of the upper surface portion, the rear end of the lower surface portion, and the rear end of the side surface portion are joined to the front surface of the dash panel 25, and the outer edge end in the vehicle width direction and the lower surface portion of the upper surface portion are formed. The outer edge in the vehicle width direction and the outer edge in the vehicle width direction in the front portion 9a are joined to the inner side surface 72a of the box lower portion 72.

As shown in FIGS. 6 and 8, the side frame connecting member 10 is made of die-cast aluminum, and has a base portion 10a joined to the closing plate 722 of the box lower portion 72 and a vehicle from substantially the center of the base portion 10a in the vehicle width direction. It is integrally formed with a support portion 10b protruding forward.

As shown in FIG. 6, the base portion 10a of the side frame connecting member 10 has a portion extending upward of the vehicle joined to the lower end of the gusset member 8. That is, the side frame connecting member 10 integrally connects the box lower portion 72, the dash panel 25, and the gusset member 8.

Further, as described above, the front suspension 3 is composed of a knuckle 31, a lower arm 32, an upper arm 33, and a front suspension damper 34.
The knuckle 31 is made of die-cast aluminum and rotatably supports the front wheels of the vehicle 1 via a front hub.

The lower arm 32 is an aluminum die-cast arm member, and is formed in a substantially A-shape in a plan view with a portion connected to the lower part of the knuckle 31 as a top. The lower arm 32 is connected to the suspension support member 41 in a state in which the lower arm 32 can swing around the vehicle front-rear direction as the center of rotation.

Specifically, as shown by the alternate long and short dash line in FIG. 2, the lower arm 32 has a front connecting portion 32a connected to the suspension support member 41 at a position in front of the front suspension damper 34 and a front suspension. A rear connecting portion 32b connected to the suspension support member 41 at a position rearward of the damper 34 is provided at the inner end portion in the vehicle width direction.

The upper arm 33 is an aluminum die-cast arm member, and is formed in a substantially A-shape in a plan view with a portion connected to the upper part of the knuckle 31 as a top. The upper arm 33 is connected to the suspension support member 41 in a state where it can swing around the vehicle front-rear direction as the center of rotation.

Specifically, as shown by the alternate long and short dash line in FIG. 2, the upper arm 33 has a front connecting portion 33a connected to the suspension support member 41 at a position in front of the front suspension damper 34 and a front suspension. A rear connecting portion 33b connected to the suspension support member 41 at a position rearward of the damper 34 is provided at the inner end portion in the vehicle width direction.

As shown in FIG. 1, the front suspension damper 34 is integrally composed of a damper main body that can be expanded and contracted substantially in the vertical direction of the vehicle and a spring portion that expands and contracts according to the expansion and contraction of the damper main body. As shown by the two-dot chain line in FIGS. 1 and 2, the front suspension damper 34 has an upper connecting portion 34a at the upper end connected to the suspension support member 41 and a lower connecting portion at the lower end (not shown). ) Is connected to the lower arm 32.

Further, as described above, the suspension support structure 4 is composed of a pair of left and right suspension support members 41, a suspension cross 42, a lower cross member 43, an upper cross member 44, and a pair of left and right inclined frames 45.

As shown in FIG. 1, the suspension support member 41 is a member made of aluminum die-cast that has a function as a vehicle body skeleton member constituting the front vehicle body in the vehicle 1 and a function of swingably supporting the front suspension 3. Is.

As shown in FIGS. 2 and 3, the suspension support member 41 has a plurality of ribs erected inside the vehicle width direction and outside the vehicle width direction in a plate-shaped portion having a predetermined thickness in the vehicle width direction. The edge of the skeleton body is surrounded by a substantially flat plate having a predetermined thickness in the vehicle front-rear direction or the vehicle vertical direction and having a length in the vehicle width direction wider than the thickness of the skeleton body. It is integrally formed with the contour portion.

More specifically, as shown in FIGS. 1 and 2, the suspension support member 41 includes a lower arm support portion 411 that supports the lower arm 32 and an upper arm support portion 412 that supports the upper arm 33 above the lower arm support portion 411. , The front connection portion 413 that connects the front portion of the lower arm support portion 411 and the front portion of the upper arm support portion 412 in the vehicle vertical direction, the rear portion of the lower arm support portion 411, and the rear portion of the upper arm support portion 412 are connected in the vehicle vertical direction. The rear side connecting portion 414 is integrally formed in a substantially square shape in the side view.

As shown in FIG. 2, the lower arm support portion 411 is formed in a substantially rectangular side view in which the length in the front-rear direction of the vehicle is longer than the length in the vertical direction of the vehicle in the side view. As shown in FIG. 2, the lower arm support portion 411 has a lower arm front fastening portion 411a to which the front connecting portion 33a of the lower arm 32 is fastened and fixed, and a lower arm rear fastening portion to which the rear connecting portion 33b of the lower arm 32 is fastened and fixed. 411b is formed on the outer surface in the vehicle width direction.

As shown in FIG. 2, the lower arm front fastening portion 411a is formed in the front portion of the lower arm support portion 411, and the lower arm rear fastening portion 411b is formed on the lower arm support portion 411 on the outer surface in the vehicle width direction. It is formed in the rear.

As shown in FIG. 2, the upper arm support portion 412 has a side view substantially trapezoidal shape in which the upper end is a short side in side view, and the upper arm 33 and the upper connecting portion 34a of the front suspension damper 34 are integrally connected. It is formed in a supportable shape.

Specifically, as shown in FIG. 2, the damper fastening portion 412a to which the upper connecting portion 34a of the front suspension damper 34 is fastened and fixed and the front connecting portion 33a of the upper arm 33 are fastened and fixed to the upper arm support portion 412. The upper arm front fastening portion 412b and the upper arm rear fastening portion 412c to which the rear connecting portion 33b of the upper arm 33 is fastened and fixed are formed on the outer surface in the vehicle width direction.

The damper fastening portion 412a is formed at a position substantially in the center of the upper arm support portion 412 in the front-rear direction of the vehicle and above the vehicle, and the upper arm front fastening portion 412b is spaced behind the front surface of the suspension support member 41 by a predetermined distance. The upper arm rear fastening portion 412c is formed at a position below the vehicle front and below the damper fastening portion 412a, and the upper arm rear fastening portion 412c is formed at a position below the vehicle rear and below the damper fastening portion 412a.

The suspension cloth 42 is made of die-cast aluminum, and as shown in FIGS. 3 to 5, the suspension cloth 42 is formed in a substantially H-shape in a plan view connecting the lower portions of the lower arm support portion 411 in the vehicle width direction.
As shown in FIG. 4, the lower cross member 43 is an extruded aluminum alloy extruded member, and is formed in a substantially cylindrical body having a substantially rectangular closed cross section extended in the vehicle width direction. .. As shown in FIGS. 2 and 4, the lower cross member 43 is joined to a portion of the suspension support member 41 that faces the lower arm front fastening portion 411a in the vehicle width direction.

As shown in FIG. 4, the upper cross member 44 is an extruded aluminum alloy extruded member, and is formed in a substantially cylindrical body having a substantially rectangular closed cross section extended in the vehicle width direction. As shown in FIGS. 2 and 4, the upper cross member 44 is joined to the front surface of the suspension support member 41 at a position separated by a predetermined distance from the rear of the vehicle.
More specifically, as shown in FIGS. 2 and 4, the upper cross member 44 is joined to a portion of the suspension support member 41 that faces the upper arm front fastening portion 412b in the vehicle width direction.

As shown in FIGS. 3 and 4, the pair of left and right inclined frames 45 are extruded aluminum alloy extruded members, and have a substantially gate-shaped open cross section that opens outward in the vehicle width direction and extends in a predetermined direction. It is formed in the shape provided. As shown in FIGS. 3 and 4, the inclined frame 45 is arranged on the rear side of the vehicle of the upper cross member 44, and the lower end is below the vehicle and the vehicle width is lower than the upper end with one end in a predetermined direction as the upper end. It is arranged on the front vehicle body of the vehicle 1 so as to be located inside in the direction.

As shown in FIGS. 2 to 4, the inclined frame 45 has an upper end joined to a portion of the suspension support member 41 facing the damper fastening portion 412a in the vehicle width direction, and is substantially in the center of the suspension cross 42 in the vehicle width direction. The lower end is connected to a position near the front end via a connecting member 46. Further, although not shown in detail, the inclined frame 45 is fastened and fixed to the rear surface of the upper cross member 44.

Further, as described above, the plurality of frame members 5 include a pair of left and right upper side frames 51, a pair of left and right first lower side frames 52, a pair of left and right second lower side frames 53, and a pair of left and right reinforcing frames. It is composed of 54, a pair of left and right upper center frames 55, and a pair of left and right lower center frames 56.

As shown in FIGS. 1 and 2, the upper side frame 51 connects the hinge pillar 23 and the upper arm support portion 412 of the suspension support member 41.
Specifically, the upper side frame 51 is an extruded member made of an extruded aluminum alloy, and has a substantially cylindrical shape having a substantially rectangular closed cross section extended in a predetermined direction as shown in FIGS. 2 and 9. It is formed on the body.

As shown in FIGS. 2 and 3, the upper side frame 51 is in front of the vehicle 1 in a state where one end in a predetermined direction is the front end and the rear end is located outside the vehicle width direction and above the vehicle with respect to the front end. It is arranged on the vehicle body.

Then, as shown in FIGS. 2 and 3, the front end of the upper side frame 51 is a position of the upper arm support portion 412 in the suspension support member 41 at a position substantially the same as the position of the damper fastening portion 412a in the vehicle front-rear direction. It is joined to the upper surface.
On the other hand, as shown in FIGS. 2 and 3, the rear end of the upper side frame 51 is connected to the hinge pillar 23 via the pillar connecting member 27 by being joined to the front surface of the pillar connecting member 27.

As shown in FIGS. 1 and 2, the first lower side frame 52 connects the box upper portion 71 of the energy absorption box 7 and the upper arm support portion 412 of the suspension support member 41.
Specifically, the first lower side frame 52 is an extruded aluminum alloy extruded member, and as shown in FIGS. 2 and 9, a substantially rectangular closed cross section is extended in a predetermined direction. It is formed in a tubular body. As shown in FIG. 9, the substantially rectangular closed cross section of the first lower side frame 52 is formed with a cross section larger than the substantially rectangular closed cross section of the upper side frame 51.

As shown in FIGS. 2, 3, and 7, the first lower side frame 52 has one end in a predetermined direction as the front end, and the rear end is located outside the vehicle width direction and below the vehicle with respect to the front end. , Is arranged in the front vehicle body of the vehicle 1 so as to be inserted through the opening of the front surface portion 8a in the gusset member 8.

As shown in FIGS. 2 and 4, the front end of the first lower side frame 52 supports the upper arm in the suspension support member 41 at a position substantially the same as the position of the upper arm rear fastening portion 412c in the vehicle vertical direction. It is joined to the rear surface of the portion 412.

On the other hand, the rear end of the first lower side frame 52 is joined to the inner side surface 71a of the box upper portion 71 as shown in FIGS. 6 and 7. Further, the first lower side frame 52 is connected to the front surface of the dash panel 25 via the gusset member 8 by being joined to the opening edge of the front surface portion 8a of the gusset member 8.

As shown in FIGS. 1 and 2, the second lower side frame 53 connects the lower box portion 72 of the energy absorption box 7 and the lower arm support portion 411 of the suspension support member 41.
Specifically, the second lower side frame 53 is an extruded aluminum alloy extruded member, and as shown in FIGS. 2 and 9, a substantially rectangular closed cross section is extended in a predetermined direction. It is formed in a tubular body.

As shown in FIG. 9, the substantially rectangular closed cross section of the second lower side frame 53 is formed with a cross section larger than the substantially rectangular closed cross section of the first lower side frame 52.
As shown in FIGS. 2 and 5, the second lower side frame 53 is a front vehicle body of a vehicle 1 so that one end in a predetermined direction is a front end and the rear end is located outside in the vehicle width direction with respect to the front end. Is located in.

Then, as shown in FIGS. 2 and 5, the front end of the second lower side frame 53 is a lower arm support portion of the suspension support member 41 so that the lower edge is located at the position of the lower arm rear fastening portion 411b in the vertical direction of the vehicle. It is joined to the rear surface of 411.

On the other hand, as shown in FIGS. 6 and 8, the rear end of the second lower side frame 53 is joined to the side frame connecting member 10 to form the front surface of the box lower portion 72 and the front surface of the box lower portion 72 via the side frame connecting member 10. It is connected to the front surface of the torque box member 9.

Further, as shown in FIGS. 1 and 2, the first lower side frame 52 and the second lower side frame 53 having the above-described configuration are connected by a panel member 57 made of a thin plate material made of an aluminum alloy. ..
As shown in FIGS. 1 and 6, the upper end of the panel member 57 is joined to the outer side surface in the vehicle width direction of the first lower side frame 52, and the lower end is joined to the outer side surface in the vehicle width direction of the second lower side frame 53. At the same time as being joined, the rear end is joined to the front surface of the box upper portion 71.

As shown in FIGS. 1 and 2, the reinforcing frame 54 connects the box upper portion 71 of the energy absorption box 7 and the lower surface of the first lower side frame 52.
Specifically, the reinforcing frame 54 is an extruded member made of an extruded aluminum alloy, and as shown in FIGS. 2 and 9, the substantially rectangular closed cross section is gently curved and extended in a predetermined direction. It is formed in a substantially tubular body.

As shown in FIG. 9, the substantially rectangular closed cross section of the reinforcing frame 54 is formed with a cross section substantially equal to the cross section of the substantially rectangular closed cross section of the upper side frame 51.
As shown in FIGS. 2 and 5, the reinforcing frame 54 is a front portion of the vehicle 1 so that one end in a predetermined direction is the upper end and the lower end is located outside the vehicle width direction and rearward of the vehicle with respect to the upper end. It is arranged on the car body.

Then, as shown in FIGS. 2 and 5, the upper end of the reinforcing frame 54 is joined to the lower surface of the upper side frame 51 at a position slightly in front of the vehicle from the substantially center in the vehicle front-rear direction of the upper side frame 51, and the lower end thereof is joined. It is joined to the upper front surface of the box upper portion 71. In other words, the reinforcing frame 54 is connected to the lower front surface of the hinge pillar 23 via the upper part 71 of the box.

As shown in FIGS. 1 and 2, the upper center frame 55 connects the tunnel upper frame 241 of the floor tunnel 24 and the upper arm support portion 412 of the suspension support member 41.

Specifically, the upper center frame 55 is an extruded member made of an extruded aluminum alloy, and as shown in FIGS. 3 and 9, the upper center frame 55 has a length in the vehicle vertical direction with respect to a length in the vehicle width direction. Is formed into a substantially tubular body having a long substantially rectangular shape and having a closed cross section having a partition wall portion that separates the internal space in the vertical direction of the vehicle, extending in a predetermined direction.

The substantially rectangular closed cross section of the upper center frame 55 is a substantially rectangular closed cross section of the upper side frame 51 described above, a substantially rectangular closed cross section of the first lower side frame 52, and a substantially rectangular closed cross section of the second lower side frame 53. It is formed with a closed cross section, a substantially rectangular closed cross section of the reinforcing frame 54, and a cross section larger than the substantially rectangular closed cross section of the lower center frame 56 described later.

As shown in FIGS. 2 and 3, the upper center frame 55 is in front of the vehicle 1 so that one end in a predetermined direction is the front end and the rear end is located inside the vehicle width direction and above the vehicle with respect to the front end. It is placed on the car body.
Then, as shown in FIGS. 2 and 3, the front end of the upper center frame 55 is a position of the upper arm support portion 412 in the suspension support member 41 at a position substantially the same as the position of the damper fastening portion 412a in the vehicle vertical direction. It is joined to the rear surface.

On the other hand, as shown in FIGS. 4 and 6, the rear end of the upper center frame 55 is joined to the front support portion 28b of the tunnel connecting member 28 to the tunnel upper frame 241 via the tunnel connecting member 28. It is connected. Therefore, as shown in FIG. 4, the upper center frame 55 and the tunnel upper frame 241 are connected to each other in a substantially linear shape in a plan view, and in a side view, a side view with the tunnel connecting member 28 as the top. It is connected in a roughly mountain-shaped shape.

Further, on the upper surface at the rear end of the upper center frame 55, as shown in FIGS. 4 and 6, an aluminum die-cast upper surface connecting member 11 for connecting the upper center frame 55 and the cowl outer panel 262 of the cowl box 26 is provided. It is joined.

As shown in FIGS. 2 and 5, the lower center frame 56 connects the tunnel side frame 242 of the floor tunnel 24 and the suspension cross 42.
Specifically, the lower center frame 56 is an extruded aluminum alloy extruded member, and as shown in FIGS. 5 and 9, a substantially rectangular closed cross section long in the vehicle width direction is extended in a predetermined direction. It is formed in a substantially tubular body.

As shown in FIGS. 4 and 5, the lower center frame 56 is arranged on the front vehicle body of the vehicle 1 so that one end in a predetermined direction is the front end and the rear end is located inside the vehicle width direction with respect to the front end. Has been done.
The front end of the lower center frame 56 is fastened and fixed to the rear end of the suspension cloth 42, and the rear end is fastened and fixed to the aluminum die-cast lower frame connecting member 244 joined to the front end of the tunnel side frame 242.

Further, as shown in FIG. 5, the left and right lower center frames 56 are connected by a tunnel cross member 58 whose rear end extends in the vehicle width direction. The tunnel cross member 58 is an extruded member made of an extruded aluminum alloy, and has a shape in which a substantially rectangular closed cross section long in the front-rear direction of the vehicle is extended in the vehicle width direction, as shown in FIGS. 4 and 5. Is formed in.

As described above, a pair of left and right hinge pillars 23 arranged at predetermined intervals in the vehicle width direction of the vehicle 1, a floor tunnel 24 arranged substantially near the center in the vehicle width direction between the hinge pillars 23, and a hinge pillar. The front vehicle body structure of the vehicle 1 provided with a pair of left and right suspension support members 41 constituting the vehicle body of the vehicle 1 while being arranged in front of the vehicle and inside in the vehicle width direction with respect to the vehicle 23 is a floor tunnel. The pair of left and right tunnel upper frames 241 constituting the 24 and the pair of left and right upper center frames 55 connecting the suspension support members 41 are connected to the hinge pillars 23 and the suspension support members 41 at predetermined intervals in the vertical direction of the vehicle. By providing a pair of left and right side frames (upper side frame 51 and first lower side frame 52), the impact load due to the collision with the collided object can be efficiently distributed and transmitted, and the impact load can be transmitted to the vehicle body. It can be transmitted farther.

Specifically, the tunnel upper frame 241 and the suspension support member 41 are connected by the upper center frame 55, and the hinge pillar 23 and the suspension support member 41 are connected by a plurality of side frames, whereby the front body structure of the vehicle 1 is formed. Can improve the support rigidity of the suspension support member 41.

Further, the front vehicle body structure of the vehicle 1 can transmit the impact load due to the collision with the collided object from the suspension support member 41 to the inside and rear in the vehicle width direction via the upper center frame 55, and also has a plurality of side frames. It can be distributed and transmitted in the vertical direction of the vehicle through the vehicle.

At this time, since the upper center frame 55 is connected to the tunnel upper frame 241 having a relatively high rigidity, the front body structure of the vehicle 1 receives an impact load from the front of the vehicle from the upper center frame 55 to the tunnel upper frame 241. The impact load can be easily transmitted to the rear of the vehicle body via the tunnel upper frame 241.

On the other hand, since a plurality of side frames spaced apart from each other in the vertical direction of the vehicle are connected to the hinge pillar 23 having a relatively high rigidity, the front body structure of the vehicle 1 applies an impact load from the front of the vehicle to the plurality of sides. The frame can efficiently transmit the impact load to the hinge pillar 23, and the impact load can be easily transmitted to the rear of the vehicle body via the side sill 21 connected to the hinge pillar 23 and the front pillar 22.
Therefore, the front vehicle body structure of the vehicle 1 can efficiently disperse and transmit the impact load due to the collision with the collided object, and can transmit the impact load to a farther distance of the vehicle body.

Further, the rear end of the upper center frame 55 is connected to the tunnel upper frame 241 and a plurality of side frames are arranged above the vehicle above the upper center frame 55 in side view and rearward above the hinge pillar 23. A pair of left and right upper side frames 51 whose ends are connected, and a pair of left and right first lowers whose rear ends are connected to the lower part of the hinge pillar 23 while being arranged below the vehicle center frame 55 in side view. By providing the side frame 52, the front body structure of the vehicle 1 includes the upper center frame 55, the upper side frame 51, the first lower side frame 52, and the hinge pillar 23 and the dash panel 25 as the bottom surface. It is possible to form a substantially triangular pyramid.

Therefore, the front vehicle body structure of the vehicle 1 can improve the rigidity of the front vehicle body by the cooperation of the upper center frame 55, the upper side frame 51, and the first lower side frame 52.

Further, since the upper side frame 51 is connected to the upper part of the hinge pillar 23, the front vehicle body structure of the vehicle 1 positively and efficiently applies the impact load from the front of the vehicle to the front pillar 22 via the hinge pillar 23. Can be communicated well.

Similarly, since the first lower side frame 52 is connected to the lower part of the hinge pillar 23, the front vehicle body structure of the vehicle 1 positively applies an impact load from the front of the vehicle to the side sill 21 via the hinge pillar 23. And it can be transmitted efficiently.

Therefore, in the front vehicle body structure of the vehicle 1 , the upper side frame 51 is connected to the upper part of the hinge pillar 23, and the first lower side frame 52 is connected to the lower part of the hinge pillar 23. Can be more efficiently distributed and transmitted, and the impact load can be reliably transmitted to a greater distance from the vehicle body.

Further, the suspension support member 41 has an upper arm rear fastening portion 412c to which the upper arm 33 is connected and a damper fastening portion 412a to which the upper end of the front suspension damper 34 is connected at a position above the vehicle above the upper arm rear fastening portion 412c. The upper center frame 55 is connected to the rear surface of the suspension support member 41 at substantially the same position as the vehicle vertical position on the damper fastening portion 412a, and the upper side frame 51 is positioned on the damper fastening portion 412a in the vehicle front-rear direction. The first lower side frame 52 is connected to the rear surface of the suspension support member 41 at substantially the same position as the vehicle vertical position in the upper arm rear fastening portion 412c. As a result, the front vehicle body structure of the vehicle 1 can efficiently disperse and transmit the impact load due to the collision with the collided object, and can improve the support rigidity of the damper fastening portion 412a.

Specifically, since the upper center frame 55 and the first lower side frame 52 are connected to the rear surface of the suspension support member 41, the front vehicle body structure of the vehicle 1 is, for example, the upper center on the side surface of the suspension support member 41. Compared with the case where the frame 55 and the first lower side frame 52 are connected, the impact load from the front of the vehicle can be efficiently transmitted by the upper center frame 55 and the first lower side frame 52.

At this time, since the first lower side frame 52 is connected to the rear surface of the suspension support member 41 at a position substantially the same as the position in the vehicle vertical direction in the upper arm rear fastening portion 412c, the front vehicle body structure of the vehicle 1 is a damper. Compared with the case where the first lower side frame 52 is connected to the fastening portion 412a at substantially the same position as the position in the vertical direction of the vehicle, the inclination of the first lower side frame 52 with respect to the substantially horizontal side view can be suppressed. Therefore, the front vehicle body structure of the vehicle 1 can more efficiently transmit the impact load from the front of the vehicle to the lower part of the hinge pillar 23.

Further, when an input load from the front suspension damper 34 is applied to the damper fastening portion 412a of the suspension support member 41, the front vehicle body structure of the vehicle 1 displaces the damper fastening portion 412a due to the load component in the vehicle front-rear direction. The upper center frame 55 can suppress the displacement of the damper fastening portion 412a due to the load component in the vertical direction of the vehicle, and the upper side frame 51 can suppress the displacement.
As a result, the front vehicle body structure of the vehicle 1 can improve the support rigidity of the damper fastening portion 412a in which the input load tends to be larger than that of the upper arm rear fastening portion 412c in a well-balanced manner.

Therefore, the front body structure of the vehicle 1 is formed by the upper center frame 55 connected to the rear surface of the suspension support member 41, the first lower side frame 52, and the upper side frame 51 connected to the upper surface of the suspension support member 41. The impact load due to the collision with the collided object can be efficiently distributed and transmitted, and the support rigidity of the damper fastening portion 412a can be improved.

Further, since the upper center frame 55 is formed with a closed cross section having a cross section larger than the cross section of the closed cross sections of the plurality of side frames (upper side frame 51 and the first lower side frame 52), the vehicle 1 has a closed cross section. The front vehicle body structure can improve the load transmission efficiency of the upper center frame 55 as compared with the load transmission efficiency of the upper side frame 51 and the first lower side frame 52.

Further, in general, the suspension support member 41 is arranged at a position in the vehicle width direction in which the distance from the floor tunnel 24 to the suspension support member 41 is shorter than the distance from the hinge pillar 23 to the suspension support member 41. Therefore, the upper center frame 55 tends to have a small angle with respect to a virtual straight line extending in the front-rear direction of the vehicle through the suspension support member 41 in a plan view.

Therefore, the upper center frame 55 having a large closed cross-sectional area can more efficiently transmit the impact load from the front of the vehicle to the tunnel upper frame 241.
Therefore, the front body structure of the vehicle 1 has an upper center frame 55 having a cross-sectional area larger than the cross-sectional area of the closed cross-sections of the plurality of side frames, and the impact load due to the collision with the collided object is efficiently reduced by the tunnel upper frame 241. It can be transmitted well and the impact load can be transmitted farther from the vehicle body.

Further, the upper center frame 55 is arranged so that the rear end is located above the vehicle with respect to the front end, and the first lower side frame 52 is arranged so that the rear end is located below the vehicle with respect to the front end. Thereby, in the front vehicle body structure of the vehicle 1, the upper center frame 55 and the first lower side frame 52 can be arranged in a state where the rear ends are largely separated in the vertical direction of the vehicle in the side view.

Further, since the rear end of the upper center frame 55 and the rear end of the first lower side frame 52 are arranged so as to be separated from each other in the vehicle width direction in a plan view, the front vehicle body structure of the vehicle 1 is formed. , The impact load from the front of the vehicle can be more reliably distributed and transmitted in the vehicle width direction and the vehicle vertical direction.

Therefore, in the front vehicle body structure of the vehicle 1, the upper center frame 55 and the first lower side frame 52 are arranged so that the rear ends are separated from each other in the vertical direction of the vehicle, so that the vehicle collides with the object to be collided. The impact load can be more reliably and efficiently distributed and transmitted in multiple directions.

Further, the first lower side frame 52 is arranged so that the rear end is located below the vehicle with respect to the front end, and is formed with a closed cross section having a cross-sectional area larger than the cross-sectional area of the closed cross section of the upper side frame 51. As a result, the front vehicle body structure of the vehicle 1 can improve the load transmission efficiency of the first lower side frame 52 as compared with the load transmission efficiency of the upper side frame 51.

Therefore, in the front vehicle body structure of the vehicle 1, the load ratio transmitted to the first lower side frame 52 in the impact load from the front of the vehicle can be made larger than that of the upper side frame 51.
As a result, the front vehicle body structure of the vehicle 1 can positively transmit the impact load from the front of the vehicle by the side sill 21 having higher rigidity than the front pillar 22.

Therefore, the front vehicle body structure of the vehicle 1 is arranged so that the rear end is located below the vehicle with respect to the front end, and the first lower having a cross-sectional area larger than the cross-sectional area of the closed cross section of the upper side frame 51. The side frame 52 can more efficiently disperse and transmit the impact load due to the collision with the collided object, and can stably transmit the impact load to a distant place of the vehicle body.

Further, by providing a pair of left and right reinforcing frames 54 connecting the upper side frame 51 and the lower part of the hinge pillar 23, the front vehicle body structure of the vehicle 1 improves the rigidity of the upper side frame 51 by the reinforcing frame 54. can do.

As a result, the front vehicle body structure of the vehicle 1 can prevent the upper side frame 51 from bending and deforming due to the load component in the vehicle vertical direction and the load component in the vehicle width direction acting on the suspension support member 41. Therefore, the front vehicle body structure of the vehicle 1 can improve the load transmission efficiency of the upper side frame 51.

Therefore, since the front vehicle body structure of the vehicle 1 is provided with the reinforcing frame 54, the impact load due to the collision with the collided object can be more efficiently transmitted to the upper part of the hinge pillar 23 via the upper side frame 51. The impact load can be stably transmitted to the farther part of the vehicle body.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The vehicle body skeleton member of the present invention corresponds to the suspension support member 41 of the embodiment, and corresponds to the suspension support member 41.
In the same manner,
Tunnel upper frame member corresponds to the tunnel upper frame 241,
The center frame member corresponds to the upper center frame 55 and
The plurality of side frame members correspond to the upper side frame 51 and the first lower side frame 52.
The upper side frame member corresponds to the upper side frame 51 and
The lower side frame member corresponds to the first lower side frame 52,
The upper arm connecting portion corresponds to the upper arm rear fastening portion 412c.
The suspension damper corresponds to the front suspension damper 34,
The damper connecting part corresponds to the damper fastening part 412a,
At least one pair of left and right side frame members corresponds to a pair of left and right upper side frames 51.
Reinforcement frame member is corresponds to the reinforcing frame 54,
The present invention is not limited to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, in the above-described embodiment, the rear end of the upper center frame 55 is connected to the tunnel upper frame 241 constituting the upper surface of the floor tunnel 24, but the present invention is not limited to this, and the upper side surface of the floor tunnel has a closed cross section. It may be configured by a frame member extending in the front-rear direction of the vehicle, and the rear end of the upper center frame 55 may be connected to the frame member.

Further, the upper side frame 51 and the hinge pillar 23 are connected via the pillar connecting member 27, but the present invention is not limited to this, and the upper side frame 51 may be joined to the upper end of the hinge pillar 23. ..
Further, the tunnel upper frame 241 and the upper center frame 55 are connected via the tunnel connecting member 28, but the present invention is not limited to this, and for example, inside the tunnel connecting member 28, the tunnel upper frame 241 and the tunnel upper frame 241 are connected. It may be configured to be joined to the upper center frame 55.

Further, the box upper portion 71 of the energy absorption box 7 is provided on the lower front surface of the hinge pillar 23, and the box lower portion 72 of the energy absorption box 7 is provided on the front end of the side sill 21. It may have a front vehicle body configuration that does not include the absorption box 7. In this case, the first lower side frame 52, the second lower side frame 53, and the reinforcing frame 54 are joined to the lower front surface of the hinge pillar 23, the front end of the side sill 21, and the lower front surface of the hinge pillar 23, respectively.

Further, the energy absorption box 7 is composed of a box upper portion 71 provided on the lower front surface of the hinge pillar 23 and a box lower portion 72 provided on the front end of the side sill 21, but the energy absorption box 7 is not limited to this, and is not limited to this. The energy absorption box 7 provided at the front end of the side sill 21 may be used.
Further, the box lower portion 72 is formed by extending the front end of the side sill 21 to the front of the vehicle, but the present invention is not limited to this, and the box lower portion may be formed separately from the side sill 21.

Further, the configuration is such that the first lower side frame 52 is joined to the opening edge of the gusset member 8 and the inner side surface 71a of the box upper portion 71, but the present invention is not limited to this, and an opening is provided in the front surface portion 8a of the gusset member 8. The rear end of the first lower side frame 52 may be joined to the front surface portion 8a of the gusset member 8 without being provided.

1 ... Vehicle 23 ... Hinge pillar 24 ... Floor tunnel 33 ... Upper arm 34 ... Front suspension damper 41 ... Suspension support member 51 ... Upper side frame 52 ... First lower side frame 54 ... Reinforcing frame 55 ... Upper center frame 241 ... Tunnel upper frame 412a ... Damper fastening part 412c ... Upper arm rear fastening part

Claims (5)

A pair of left and right hinge pillars arranged at predetermined intervals in the width direction of the vehicle,
A floor tunnel arranged between the hinge pillars in the vicinity of the center in the vehicle width direction,
A front vehicle body structure of a vehicle, which is arranged in front of the vehicle and inside in the vehicle width direction with respect to the hinge pillars, and is provided with a pair of left and right vehicle body skeleton members constituting the vehicle body of the vehicle.
A pair of left and right tunnel upper skeleton members constituting the upper part of the floor tunnel, and a pair of left and right center frame members connecting the vehicle body skeleton members.
The hinge pillar and a pair of left and right side frame members connecting the vehicle body skeleton members are provided at predetermined intervals in the vertical direction of the vehicle .
The plurality of side frame members
In the side view, a pair of left and right upper side frame members are arranged above the center frame member and the rear end is connected to the upper part of the hinge pillar.
In the side view, it is provided below the vehicle with the center frame member, and is provided with a pair of left and right lower side frame members having a rear end connected to the lower part of the hinge pillar.
The vehicle body skeleton member
The upper arm connecting part to which the upper arm is connected and
A damper connecting portion to which the upper end of the suspension damper is connected is provided at a position above the vehicle above the upper arm connecting portion.
The center frame member
It is connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vertical position of the vehicle in the damper connecting portion.
The upper side frame member
It is connected to the upper surface of the vehicle body skeleton member at substantially the same position as the position in the vehicle front-rear direction in the damper connecting portion.
The lower side frame member
The front vehicle body structure of the vehicle connected to the rear surface of the vehicle body skeleton member at substantially the same position as the vehicle vertical position in the upper arm connecting portion. The center frame member and the plurality of side frame members are members formed by extrusion molding.
The center frame member
The front of the vehicle according to claim 1, wherein the vertical cross section along the short side is formed into a vertical cross-sectional area having a cross-sectional area larger than the cross-sectional area of the vertical cross section along the short side of the plurality of side frame members. Part body structure. The center frame member
Arranged so that the rear end is located above the vehicle with respect to the front end,
Of the plurality of side frame members, at least one pair of left and right side frame members
The front vehicle body structure of a vehicle according to claim 1 or 2 , wherein the rear end is arranged below the vehicle with respect to the front end. The plurality of side frame members are members formed by extrusion molding, and are members.
Of the plurality of side frame members, at least one pair of left and right side frame members
The rear end is arranged so as to be located below the vehicle with respect to the front end, and the vertical cross section along the lateral direction is larger than the cross-sectional area of the vertical cross section along the lateral direction of the other side frame members. The front body structure of a vehicle according to any one of claims 1 to 3 , which is formed in a cross-sectional shape of an area. Said upper side frame member connected to the top of the front Symbol hinge pillar, for a vehicle according to any one of claims 1 to 4 having a pair of left and right reinforcing frame members connecting the lower portion of the hinge pillar Front body structure.

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