JPH10316026A - Vehicle body front structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the torsional rigidity of a body in relation to input load from a suspension. SOLUTION: This structure involves a reinforcing member 20 whose one end 20C is connected to the rear top part (horizontal surface part 14B) of a suspension tower 12 and whose other end 20A is clamped between a cowl part S and a dash panel 16. The rear end parts (inclined part 14H, vertical part 14J) of the suspension tower 12 are jointed to the dash panel 16. The input load from a front suspension is received by the dash panel 16 and the cowl part S through the suspension tower 12 and the reinforcing member 20. It is thus possible to obtain high torsional rigidity, thereby reducing the vibration of a body inputted from the front suspension for improved driving stability and comfortableness.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front structure of a vehicle body of an automobile or the like, and more particularly to a front structure of a vehicle body which is a connecting structure portion of a suspension tower and a cowl and a dash panel which are rear structures of the suspension tower. .

[0002]

2. Description of the Related Art Conventionally, as one example of a vehicle body front structure as a connection structure of a suspension tower (suspension tower),
For example, those shown in FIGS. 3 and 4 are known.

As shown in FIGS. 3 and 4, the vehicle body front structure includes a front apron 50, which is a part of the vehicle body front structure, and a front apron 50 outside a front suspension tower 52 (FIG. 3).
(In the direction of arrow UT), the ends are joined by welding or the like along the vehicle up-down direction, and the front apron 50 and the front suspension tower 52 are integrally formed.

[0004] A substantially donut-shaped front spring support plate 54 shown in FIG. 3 is joined to the front suspension tower 52. That is, as shown in FIG. 4, the upper surface of the outer peripheral portion of the front spring support plate 54 is joined to the lower surface of the front suspension tower 52 and the front apron 50 corresponding to the upper surface of the outer peripheral portion by welding or the like.

In the prior art shown in FIG. 3, welding or the like is carried out along the vehicle width direction with the upper surface 54A of the dash panel 56 bent in an L shape abutting the lower surface 58A of the rear end of the cowl 58. Are joined by

[0006] In the prior art shown in FIG. 3, as shown in FIG.
Are joined and supported only by the front suspension tower 50. Therefore, a load input from a front suspension (not shown) is applied to the front apron 50 via the front spring support plate 54 and the front suspension tower 52.

FIG. 5 shows another known prior art. As shown in FIGS. 5 and 6, the vehicle front side of the front suspension tower 60 (in FIG. 5,
The end (in the direction of arrow FR) is joined to the front apron 62 by welding or the like along the vehicle up-down direction.

As shown in FIG. 5, the front spring support plate 64 having a substantially rectangular shape has a front suspension support plate 64 of which front side in the front-rear direction and both side surfaces in the vehicle width direction on the outer side correspond to the upper surface of the outer periphery. The lower surface and the front apron 62 are joined by welding or the like.

Further, an outer peripheral portion rear side 64A of the front spring support plate 64 which is bent in a substantially L-shape.
Is joined to the upper part of the dash panel 66 by welding or the like along the vehicle width direction. In the prior art shown in FIG. 5, the upper surface of an upper portion 66A of the dash panel 66 that is bent in a substantially L-shape is joined to the front lower surface of the cowl 68 by welding or the like along the vehicle width direction.

[0010] In the prior art shown in FIG. 5, as shown in FIG.
The front suspension tower 6 whose front side in the front-rear direction of the vehicle and both side surfaces in the vehicle width direction correspond to the upper surface of the outer periphery thereof
0 and a front apron 62, and a rear side 64 </ b> A of an outer peripheral portion of a front spring support plate 64 is joined to and supported by a dash panel 66. Therefore, a load input from a front suspension (not shown) is applied to the front apron 60 and the dash panel 66 via the front spring support plate 64 and the front suspension tower 62.

[0011]

However, in the prior art shown in FIG. 3, the front suspension tower 52 (including the front spring support plate 54) is simply joined to the front apron 50, and is shown in FIG. In the prior art, since the rear side 64A of the outer peripheral portion of the front spring support plate 64 is merely joined to the dash panel 66 in addition to the configuration of the technology shown in FIG. 3, the front suspension towers 52 and 60 are easily bent and high. It was difficult to obtain torsional rigidity.

The front suspension towers 52, 60
Has low torsional rigidity, the body (front apron 5
0, 62, etc.) (including loads such as impacts) is not reduced, which leads to inconveniences such as poor handling stability (generally referred to as "operability" for short) and poor ride comfort. Meat boards had to be used.

An object of the present invention is to provide a vehicle body front structure that improves the torsional rigidity of a body with respect to an input load from a suspension in consideration of the above fact.

[0014]

According to the present invention, there is provided a reinforcing member having one end joined to a rear upper portion of a suspension tower and the other end sandwiched between a cowl and a dash panel. The rear end of the suspension tower is joined to the dash panel.

In the vehicle body front structure according to the first aspect,
The reinforcing member joined to the upper rear side of the suspension tower is sandwiched between the cowl and the dash panel, and the rear end of the suspension tower is joined to the dash panel. Through the dash panel and cowl panel.

Therefore, according to the first aspect of the present invention, the reinforcing member joined to the rear upper portion of the suspension tower is sandwiched between the cowl and the dash panel, and the rear end of the suspension tower is connected to the dash panel. Since high torsional rigidity can be obtained by joining, vibrations (including loads such as impacts) of a body (for example, a front upper member) input from a front suspension are reduced, and steering stability and ride comfort are reduced. Is improved.

According to a second aspect of the present invention, in the configuration of the first aspect, a reinforcing closed cross-section extending in a vehicle width direction at a lower rear portion of the suspension tower, the reinforcing member, and a cowl-side end of the dash panel is provided. It is characterized by forming.

In the vehicle body front structure according to the second aspect,
The rear lower part of the suspension tower, the reinforcing member and the cowl side end of the dash panel form a reinforcing closed cross section that extends in the vehicle width direction, so that the input from the front suspension in the up, down, left, right, and front and rear directions of the vehicle. Receive a load.

That is, according to the vehicle body front structure according to the second aspect, the joint at the rear lower portion of the suspension tower, the joint between the reinforcing member and the cowl side end of the dash panel are separated from each other, and are separated from the front suspension. Is supported as a component force to these parts.

Therefore, according to the vehicle body front structure according to the second aspect, the input load from the front suspension is dispersed, so that stress concentration is suppressed and rigidity is further increased.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a vehicle body front structure according to the present invention will be described with reference to FIGS. In the drawings, the arrow FR indicates the front of the vehicle, the arrow UP indicates the upper side of the vehicle, and the arrow OUT indicates the outside of the vehicle width.

As shown in FIG. 1, a pair of front and rear panel portions 13A and 13B disposed between an apron upper member 10 and a front side member 11 of a front fender apron constituting a part of a vehicle body front structure. Has a front suspension tower 12 having a substantially U-shaped horizontal section.
It is arranged in a state sandwiched between 3A and 13B.
That is, in the front suspension tower 12, both bent end portions 12A (only the front end portion is shown in FIG. 1) on the panel portion 13A side are joined by welding or the like along the vehicle vertical direction. Although not shown, the panel section 13B side is also joined to the front suspension tower 12. Thereby, the panel sections 13A and 13B and the front suspension tower 1
2 are integrally connected.

The front side member 11 is disposed below the apron upper member 10 on the inner side in the vehicle width direction and is disposed on the left and right along the vehicle front-rear direction (only the right side of the vehicle is shown in FIG. 1). . That is, the front side member 11 is disposed inside the front suspension tower 12 in the vehicle width direction.

In the upper part of the front suspension tower 12, an insertion hole 14C is formed to project upward, through which a central upper end of a front suspension (front shock absorber), not shown, is inserted into a horizontal surface part 14B as a rear upper part of the suspension tower. A front spring support plate 14 that constitutes a part of the rectangular suspension tower is provided. That is, as shown in FIG. 2, the front spring support plate 14 has a downwardly sloped outer peripheral portion 14 </ b> D bent downward and formed at the vehicle front end and both ends in the vehicle width direction. The lower surface of the upper end bent portion of the front suspension tower 12 corresponding to the outer peripheral portion 14D and the side surface of the front upper member 10 shown in FIG. 1 are joined by welding or the like.

The front spring support plate 14 has insertion holes 14E at regular intervals on a concentric circle centered on the insertion hole 14C corresponding to four bolts (not shown) provided above the front shock absorber. (See FIG. 1).

As shown in FIG. 2, the front spring support plate 14 has through holes 14C and 1C.
An inclined portion 14G and a horizontal portion surface 14 as a rear lower portion of a downwardly inclined suspension tower bent downward in the vehicle vertical direction to the vehicle front-rear direction rear side of the horizontal surface portion 14B in which the 4E is formed.
F are formed continuously. Also, this horizontal surface 1
At the tip of 4F, an inclined portion 14H is formed as a rear end of a downwardly suspended suspension tower bent downward in the vertical direction of the vehicle, and a vertical portion 14J connected to the inclined portion 14H is formed. .

A cowl panel 18 shown in FIG. 1 is provided along the vehicle width direction at the joint between the front body and the main body of the vehicle (not shown). As shown in FIG. 1, the cowl panel 18 is elongated and has a longitudinal direction arranged along the vehicle width direction. It has a substantially U-shape toward.

The cowl panel 18 and the cowl panel 18
And a cowl top grill (not shown) that covers the upper part of the cowl S, and has a closed cross-sectional structure extending in the vehicle width direction. Also, as shown in FIG.
8 are joined to the front upper member 10 (only one end in the vehicle right direction is shown in FIG. 1), and the cowl panel 1
0 is closed at both ends.

As shown in FIG. 2, on the rear side of the cowl panel 10, both ends in the vehicle vertical direction of the cowl top inner reinforcement 24 extending in the vehicle width direction and having a substantially U-shaped cross section are provided. They are joined along the direction by welding or the like.

Further, the dash panel 16 has an upper portion 16A bent at the upper end thereof in an L-shape. On the lower side of the upper portion 16A in the vehicle vertical direction, the inclined portions 16B and the vertical portions 16 correspond to the inclined portions 14H and the vertical portions 14J of the front spring support plate 14.
C is formed. The inclined portion 14H and the vertical portion 14J of the front spring support plate 14 and the inclined portion 16B and the vertical portion 16C of the dash panel 16 are joined along the vehicle width direction by welding or the like.

As shown in FIG. 2, the cowl panel 18
A reinforce 20 as a plate-like reinforcing member is disposed between the front end lower surface 18A and the upper surface 16A of the dash panel 16. That is, this reinforce 20
In the state in which the rear end upper portion 20A as one end is sandwiched, a plurality of (in the example of FIG. 1, three places) are arranged along the vehicle width direction.
Are firmly joined by the spot welding 22 of.

As shown in FIGS. 1 and 2, the rear end upper portion 20A of the reinforce 20 has a downwardly inclined portion 20B which is bent forward and downward in the vehicle front-rear direction. Lower front end 20C as the other end
Are continuously and integrally formed. This front lower part 20C
Are firmly joined to the horizontal surface portion 14B of the front spring support plate 14 by a plurality of (four in the example of FIG. 1) spot welds 22.

Also, as shown in FIG.
A flange portion 20D is bent at a substantially right angle so as to extend upward in the vehicle width direction at the outer end in the vehicle width direction of the inclined portion 20B on the side of 0C and the lower front end 20C. Flange part 20
D is firmly joined to the side surface of the front upper member 10 corresponding to the flange portion 20D by a plurality (two in the example of FIG. 1) of spot welds 22.

Further, the reinforce 20 has a side wall 20 inside the inclined portion 20B and the front end lower portion 20C in the vehicle width direction.
K is integrally formed in a state of hanging downward so as to extend to the lower side of the vehicle. On the side wall 20K, a flange 20L is formed in a substantially right angle so as to extend inward in the vehicle width direction on the rear upper portion 20A side (upper side) of the rear side in the vehicle front-rear direction.

The flange 20L is firmly joined to the upper portion 16A of the dash panel 16 by a plurality (two in the example of FIG. 1) of spot welds 22. Also, the side wall 2
0K is firmly joined to a portion corresponding to the side surface of the front panel portion 13B by a plurality of (two in the example of FIG. 1) spot welds 22 and is attached to the side surface of the lower panel portion 13B. The corresponding parts are firmly joined by a plurality of (two in the example of FIG. 1) spot welds 22.

As shown in FIG. 2, the horizontal portions 14B, 14F, the inclined portions 14G, the vertical portions 14H, and 14J of the front spring support plate 14, the reinforce 20, and the upper end of the dash panel 16 as the cowl S side end ( A portion from the upper portion 16A to the inclined portion 16B side of the vertical portion 16C) forms a substantially triangular reinforcing closed cross section W extending in the vehicle width direction.

Next, the operation of the present embodiment will be described. As shown in FIGS. 1 and 2, in the present embodiment,
The rear lower end (slope portion 14H and vertical portion 14J) of the front spring support plate 14 is a dash panel 1.
6 and the reinforce 2 joined to the horizontal surface portion 14B of the front spring support plate 14.
0 is sandwiched between the cowl panel 18 and the dash panel 16, and the side wall 20K, the flange portions 20D, and 20L of the reinforce 20 are the front suspension tower 1
2, the apron upper member 10 and the dash panel 16 are respectively joined.

Therefore, in this embodiment, the load input from the front suspension (not shown) is applied to the front spring support plate 14 and the front suspension tower 1.
2, and the panel unit 13B via the reinforce 20,
It is received by the dash panel 16 and the cowl panel 18.

The vertical load of the vehicle is mainly received by the side wall 20K of the reinforcement 20. The load in the front-rear direction of the vehicle is mainly received on the surface of the inclined portion 20 </ b> B of the reinforcement 20.

That is, according to the present embodiment, since the above-mentioned front structure of the vehicle body receives an input load from a front suspension (not shown) in the up, down, left, right, and front and rear directions of the vehicle, stress concentration is suppressed. Can be

Therefore, according to the present embodiment, by joining the reinforcement 20 to the front side member 11, the front suspension tower 12, the panel portion 13B, the front spring support plate 14, the dash panel 16, and the cowl panel 18, high torsional rigidity is achieved. Can be obtained, so that the body (front upper member 10) input from a front suspension (not shown) can be obtained.
Etc.) (including loads such as impacts) are reduced, and steering stability and ride comfort are improved.

Further, according to the present embodiment, an input load from a front suspension (not shown) can be applied to the joint portion (dashed portion) at one end of the reinforce 20 by the reinforcing structure that receives a load over the entire substantially triangular reinforcing closed cross section W. The upper portion 16A of the panel 16 and the lower surface 18 of the front end of the cowl 18
A of the rear end upper portion 20A held between the front spring support plate 14 and the rear end side of the front spring support plate 14 (the inclined portion 14H and the vertical portion 14J and the corresponding inclined portion 1).
6B and the vertical portion 16C) are separated from each other and supported as a component force.

Therefore, according to the present embodiment, a higher torsional rigidity can be obtained by the above-described front body structure, so that the vibration of the body input from the front suspension (not shown) is reduced, and the steering stability and riding stability are reduced. Comfort is improved.

The cross-sectional shape of the reinforcing closed cross-section of the present invention is not limited to the substantially triangular shape of the present embodiment, but may be another cross-sectional shape such as a square shape.

[0045]

According to the present invention, the torsional rigidity of the body with respect to the input load from the suspension is improved.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a vehicle body front structure according to an embodiment of the present invention.

FIG. 2 is an end view taken along line 2-2 of FIG. 1;

FIG. 3 is a perspective view showing a vehicle body front structure according to a conventional example.

FIG. 4 is an end view taken along line 4-4 of FIG. 3;

FIG. 5 is a perspective view showing a vehicle body front structure according to another conventional example.

FIG. 6 is an end view taken along line 6-6 of FIG. 5;

[Explanation of symbols]

Reference Signs List 10 Front upper member 12 Front suspension tower 14 Front spring support plate (sus tower) 14B Horizontal plane (upper rear of suspension tower) 14G Inclined section (lower rear of suspension tower) 14F Horizontal plane (lower rear of suspension tower) 14H Inclined section (sus suspension tower) 14J Vertical part (rear end of suspension tower) 16 Dash panel 16A Upper part of dash panel (cowl side end) 16B Inclined part of dash panel (cowl side end) 16C Vertical part of dash panel ( 20 Cowl panel (Cowl) 20 Reinforcement (Reinforcement member) 20A Upper rear end of reinforcement (One end of reinforcement member) 20C Lower front end of Reinforcement (Other end of reinforcement member) S Cowl portion W Reinforcement closed Cross section

Claims (2)

[Claims] 1. A reinforcing member having one end joined to a rear upper portion of a suspension tower and the other end sandwiched between a cowl and a dash panel, and a rear end of the suspension tower joined to the dash panel. A vehicle body front structure characterized by being made. 2. The vehicle body front according to claim 1, wherein a reinforcing closed cross section extending in the vehicle width direction is formed by a lower rear portion of the suspension tower, the reinforcing member, and a cowl side end of the dash panel. Part structure.