JPWO2015050032A1 - Body front structure - Google Patents

Abstract

A single center driver seat (A) disposed at the center in the vehicle width direction, and a dash lower where both ends are joined between the left and right front pillars (12, 12) so as to surround the front of the center driver seat (A). A cross member (14) and a substantially U-shaped frame (18) which is disposed inside the left and right front wheels T and has a substantially U-shaped top portion (18a) in a plan view and projecting toward the front of the vehicle. The cross member (14) is formed to be curved in a convex arch shape toward the front of the vehicle, and the left and right leg portions (18b, 18b) of the substantially U-shaped frame (18) are formed on the dash lower cross member (14). It is connected to the front surface (14a).

Description

  The present invention relates to a front body structure of, for example, an automobile.

  For example, as shown in FIG. 17, Patent Document 1 discloses a configuration in which four seats are arranged in a vehicle compartment so that an imaginary line (dashed line) connecting the centers of the seats is a rhombus. ing.

  When four seats are arranged in a diamond shape as in Patent Document 1, the center driver seat A is located at the center in front of the vehicle.

Japanese Patent No. 4873288

  By the way, for example, a normal vehicle body structure in which a driver seat is arranged on one side (one side or the other side) in the vehicle width direction like a right-hand drive specification or left-hand drive specification vehicle is used as a center driver as in Patent Document 1 as it is. It is difficult to protect the center driver by applying it to a specification vehicle. For this reason, a special structure for protecting the center driver is required.

  Further, in the case of a center driver specification vehicle body structure, there is a demand for further reduction in size and weight as compared with a normal vehicle body structure.

A general object of the present invention is to provide a vehicle body front structure that can reduce the size and weight of a vehicle body in a center driver specification vehicle body structure.
A main object of the present invention is to provide a vehicle body front structure that can protect a center driver when a frontal collision load is applied to the vehicle body.

  In order to achieve the above object, the present invention provides a single center driver seat disposed at the center in the vehicle width direction and in the vicinity of the left and right front pillars, and the left and right front so as to surround the front of the center driver seat. A dash lower cross member having both ends joined between the pillars and curved in a convex arch shape toward the front of the vehicle, and disposed in front of the dash lower cross member. And a load transmission mechanism that transmits a frontal collision load to a central vertex.

  According to the present invention, a single center driver seat is arranged at the center in the vehicle width direction and in the vicinity of the left and right front pillars, so that the center driver can be specified, and the vehicle body can be reduced in size and weight. Can do. Further, according to the present invention, the dash lower cross member is formed to be curved in a convex arch shape toward the front of the vehicle, so that it is possible to increase the proof strength against the load from the front of the dash lower cross member. Furthermore, according to the present invention, for example, when a frontal collision with a collision object occurs at the vehicle width center position, the frontal collision load transmitted by the load transmission mechanism can be absorbed by the dash lower cross member. Furthermore, according to the present invention, since both ends of the dash lower cross member are joined between the left and right front pillars, the frontal collision load can be evenly distributed to the left and right sides of the vehicle body via the left and right front pillars. . Note that the frontal collision load that is evenly distributed to the left and right is transmitted from the dash lower cross member to the left and right front pillars, side sills, and the like.

  Further, the present invention is characterized in that the load transmission mechanism is a substantially U-shaped frame that is disposed inside the left and right front wheels and has a substantially U-shaped top portion protruding toward the front of the vehicle in plan view.

  According to the present invention, for example, when a frontal collision is made with a collision object (a columnar object standing on a road surface such as a pole), the collision object is slid along the front surface of the substantially U-shaped frame to displace the collision load. Thus, the center driver who sits on the center driver seat can be protected. Further, according to the present invention, since the front overhang is not extended, an increase in the weight of the vehicle body can be avoided and the weight reduction of the front skeleton can be achieved. Furthermore, according to the present invention, by forming the dash lower cross member curved in a convex arch shape toward the front of the vehicle, compared to a conventional vehicle in which a driver seat is arranged on one side of the vehicle body, The foot space of the center driver can be secured at a position ahead of the left and right front pillars. For this reason, in the present invention, the space in the cabin can be expanded by the foot space of the center driver, and the degree of freedom (layout) of the center driver position in the vehicle front-rear direction can be increased.

  Furthermore, the present invention is characterized in that the substantially U-shaped frame has left and right slide surfaces with the top portion in between.

  According to the present invention, when a frontal collision with a collision object (a columnar object standing on a road surface such as a ball) occurs, the collision object can be smoothly slid along the left and right slide surfaces to deflect the collision load. Therefore, the shock absorbing property of the collision load can be improved. Further, the foot space of the center driver can be further secured at the vehicle front position. It should be noted that the left and right slide surfaces may be provided so as to be positioned at the rear of the vehicle as it goes outward in the vehicle width direction.

  Furthermore, the present invention is characterized in that the left and right front pillars are coupled to the front end of the side sill by inclining rearward from the coupling portion with the dash lower cross member at a lower position.

  According to the present invention, as compared with the case where the left and right front pillars are coupled to the front end of the side sill at a position in the vertically downward direction, the foot space of the center driver is reduced by the amount by which the left and right front pillars are inclined toward the rear of the vehicle. Can be secured in the position.

  Furthermore, the present invention is provided with a connecting member joined to the rear part of the left and right leg portions, the connecting member extends along the inclined surface of the dash lower panel, and the lower part of the connecting member is provided on the floor. The left and right floor frames extending in the front-rear direction and the front end of the side sill are joined to each other through an outrigger that curves toward the front of the vehicle.

  According to the present invention, the impact load input at the time of a frontal collision is absorbed by the left and right floor frames constituting the cabin, the outriggers, and the side sills through the connecting members joined to the rear portions of the left and right legs. Can be received by the entire cabin. Further, according to the present invention, the foot space of the center driver can be increased by inclining (curving) the dash lower panel forward of the vehicle.

  Furthermore, the present invention is characterized in that a restraining member that connects the left leg part and the right leg part is constructed between the left and right leg parts.

  According to the present invention, for example, when a frontal collision occurs at the vehicle width center position with the colliding object, the left and right leg portions of the substantially U-shaped frame are restrained by the restraining member. It is deformed to the lower cross member side, and the collision load can be absorbed by the dash lower cross member.

  Furthermore, the present invention is characterized in that the substantially U-shaped frame and the dash lower cross member are formed of a hollow tube having a predetermined cross section.

  According to the present invention, even if the cross-sectional area of the substantially U-shaped frame and the dash lower cross member constituted by the hollow tube is reduced, weight reduction can be achieved while ensuring predetermined strength and rigidity, It can be manufactured easily.

  Furthermore, the present invention is characterized in that the substantially U-shaped frame and the dash lower cross member are joined by being sandwiched from above and below by an upper bracket and a lower bracket.

  According to the present invention, manufacturing errors such as the curvature of the substantially U-shaped frame and the dash lower cross member can be suitably absorbed by being sandwiched and coupled from above and below by the upper bracket and the lower bracket.

  Furthermore, in the present invention, the curved shape of the dash lower cross member is symmetrical with respect to a center driver seated on the center driver seat, and a raised portion is provided on a floor panel below the center driver seat, A fuel tank or a travel drive source is disposed on the raised portion.

  According to the present invention, the center driver seat can be disposed close to the front portion of the vehicle body by such a configuration. For example, a driving feeling like a Formula One (F1) driver can be obtained, and the front The field of view is improved, and the deviation between the front field of view and the vehicle sense of the center driver can be eliminated.

  Furthermore, in the present invention, the load transmission mechanism is joined to the front surface of the dash lower cross member, and the front left and right front side frames extending in the vehicle front-rear direction, and the front ends of the left and right front side frame front ends are both ends. A front cross member to be joined, wherein the dash lower cross member is curved in a convex arch shape toward the front of the vehicle, and the front cross member is a convex arch toward the rear of the vehicle. The convex vertex of the front cross member is joined to the convex vertex of the dash lower cross member.

  According to the present invention, for example, at the time of a frontal collision, a part of the collision load input from one of the front parts of the left and right front side frames is transmitted to the front cross member that curves toward the rear of the vehicle. The collision load can be distributed to the left and right by being transmitted from the front cross member to the dash lower cross member that curves toward the front of the vehicle through the joined vertices. The collision load distributed to the left and right is transmitted from the dash lower cross member to the left and right front pillars. Further, at the time of a frontal collision, the remainder of the collision load input from one of the front parts of the left and right front side frames is transmitted to the left and right floor frames, side sills, and the like. In this way, in the present invention, for example, the vehicle body can be reduced in size and weight by receiving the collision load input during the frontal collision in the entire cabin. Furthermore, according to the present invention, the foot space of the center driver can be secured at a position ahead of the left and right front pillars as compared with a conventional vehicle in which a driver seat is arranged on one side of the vehicle body. For this reason, in the present invention, the space in the cabin can be expanded by the foot space of the center driver, and the degree of freedom (layout) of the center driver position in the vehicle front-rear direction can be increased.

  Further, the present invention is characterized in that the left and right front pillars are coupled to the front end of the side sill by inclining rearward from the coupling portion with the dash lower cross member at a lower position.

  According to the present invention, as compared with the case where the left and right front pillars are coupled to the front end of the side sill at a position in the vertically downward direction, the foot space of the center driver is reduced by the amount by which the left and right front pillars are inclined toward the rear of the vehicle. Can be secured in the position.

  Further, the present invention is provided with a left and right front side frame rear portion continuous to the front portion of the left and right front side frames, the rear portions of the left and right front side frames extending along the inclined surface of the dash lower panel, and the front-rear direction of the floor The left and right floor frames are connected to the front end of the side sill via an outrigger that curves toward the front of the vehicle.

  According to the present invention, a collision load input at the time of a frontal collision can be received by the entire cabin by being absorbed by the left and right front side frames, the outriggers, and the side sills that constitute the cabin. Moreover, according to this invention, the step space of a center driver can be increased by curving a dash lower panel ahead of a vehicle.

  Furthermore, the present invention is characterized in that the left and right front side frame front portions and the front cross member are set to have a load bearing strength smaller than that of the dash lower cross member.

  According to the present invention, by setting in this way, the front part of the left and right front side frames and the front cross member are preferentially crushed over the dash lower cross member by the collision load input at the time of frontal collision, and the impact load is suitable. Can be absorbed into.

  Furthermore, in the present invention, the left and right front side frame front parts and the front cross member are hollow tubes having a predetermined cross section, and the inner left and right front side frame front parts are connected to the outer left and right front side frame rear parts. It is characterized by being inserted and fitted.

  According to the present invention, even if the cross-sectional areas of the left and right front side frame front parts and the front cross member constituted by hollow tubes are reduced, weight reduction can be achieved while ensuring predetermined strength and rigidity. Can be manufactured easily.

  Furthermore, the present invention is characterized in that the front portions of the left and right front side frames and the both end portions of the front cross member are joined by overlapping side surfaces adjacent in the horizontal direction.

  According to the present invention, the front portions of the left and right front side frames are overlapped and joined to both end portions of the front cross member on the side surfaces adjacent in the horizontal direction, and the cross-sectional area perpendicular to the extending direction is the cross-sectional area of the front side frame. By increasing the sectional area of the front cross member as a combined sectional area, the reaction force against the collision load at the time of frontal collision can be increased. Furthermore, the amount of collision load absorption can be increased by collapsing both front and left front frame front portions and both ends of the front cross member simultaneously or substantially simultaneously due to a collision load input to a frontal collision.

  Furthermore, the present invention is characterized in that a load transmission member for connecting the apex of the dash lower cross member and the left and right floor frames is provided.

  According to the present invention, a substantially truss structure can be provided at the front and rear positions of the dash lower panel by the load transmission member, and the strength and rigidity of the dash lower panel positioned in front of the center driver can be improved. Furthermore, in the event of a frontal collision, the substantially truss structure located behind the dash lower panel can crush the substantially truss structure located in front of the dash lower panel to promote crushing and increase the amount of collision load absorption.

  Furthermore, the present invention is characterized in that another load transmission member is installed to join the apex of the dash lower cross member and a steering hanger that connects the left and right front pillars.

  According to the present invention, it is possible to provide a substantially truss structure at the front and rear positions of the dash lower panel by another load transmission member, and to improve the strength and rigidity of the dash lower panel positioned in front of the center driver. . Furthermore, in the event of a frontal collision, the substantially truss structure located behind the dash lower panel can crush the substantially truss structure located in front of the dash lower panel to promote crushing and increase the amount of collision load absorption.

  Furthermore, in the present invention, the curved shape of the dash lower cross member is symmetrical with respect to a center driver seated on the center driver seat, and a raised portion is provided on a floor panel below the center driver seat, A fuel tank or a travel drive source is disposed on the raised portion.

  According to the present invention, the center driver seat can be disposed close to the front portion of the vehicle body by such a configuration. For example, a driving feeling like a Formula One (F1) driver can be obtained, and the front The field of view is improved, and the deviation between the front field of view and the vehicle sense of the center driver can be eliminated.

  Furthermore, the present invention is characterized in that an upper member front end that extends forward and downward from the left and right front pillars is provided, and the upper member front end is joined to a front end of the front portion of the left and right front side frames.

  According to the present invention, for example, in the event of an offset frontal collision, an excessive impact load is input to one of the left and right front side frames and the front cross member, and is also input to the upper member to achieve the distribution of the impact load. be able to.

  According to the present invention, in the center driver specification vehicle body structure, it is possible to reduce the size and weight of the vehicle body, and to obtain a vehicle body front structure that can protect the center driver when a collision load is applied to the vehicle body. it can.

1 is a transparent perspective view of a vehicle body front portion to which a vehicle body front structure according to an embodiment of the present invention is applied. It is a perspective view of the vehicle body front part structure shown in FIG. (A) is a perspective view of the vehicle body front part structure shown in FIG. 1, (b) is an expanded sectional view along the II line of (a). 1A is a perspective view of the vehicle body front structure shown in FIG. 1, and FIG. 1B is an exploded perspective view showing a state in which a substantially U-shaped frame and a dash lower cross member are sandwiched and joined by an upper bracket and a lower bracket. Fig. 3 (c) is a perspective view of a joint composed of an integrally formed three-pronged cylindrical body, (d) is an enlarged sectional view taken along line II-II of (a), and (e) is (a). It is an expanded sectional view along line III-III. (A) is a perspective view of the front portion of the vehicle body showing a state in which a raised portion is provided below the center driver seat A, and (b) is a side view of the vehicle body and the center driver seat removed from the front portion of the vehicle body shown in (a). It is a perspective view which shows the state which carried out. It is a plane schematic diagram which shows the state in which the collision load input at the time of front collision is made by the slide surface of a substantially U-shaped frame. (A) is a schematic plan view showing a state in which a collision load is input from the top of the substantially U-shaped frame, and (b) is a schematic plan view showing a state in which the substantially U-shaped frame is crushed by the collision load. It is a permeation | transmission perspective view of the vehicle body front part to which the vehicle body front part structure which concerns on other embodiment of this invention was applied. It is a perspective view of the vehicle body front part structure shown in FIG. FIG. 10 is a perspective view in which an upper member is omitted from the vehicle body front portion structure shown in FIG. 9. (A) is the perspective view which shows the joining state of a front side frame front part and a front side frame rear part, and the joining state of a front side frame front part and a front cross member, (b) is B in (a). Sectional drawing of a part, (c) is an expanded sectional view along the IV-IV line of (a). (A) is a perspective view of the front portion of the vehicle body showing a state in which a raised portion is provided below the center driver seat A, and (b) is a side view of the vehicle body and the center driver seat removed from the front portion of the vehicle body shown in (a). It is a perspective view which shows the state which carried out. (A) is a schematic plan view showing a transmission path of a collision load input from the front part of the left front side frame at the time of a frontal collision, and (b) is a schematic plan view showing a foot space of the center driver. (A) is a schematic plan view showing a state in which a collision load is input from the front part of the left front side frame, and (b) is a diagram in which the front part of the left and right front side frames and the front cross member are separated from the dash lower cross member by the collision load. It is a plane schematic diagram which shows the state collapsed preferentially. (A) is a plane schematic diagram of the vehicle body front part structure which concerns on further another embodiment of this invention, (b) is a longitudinal cross-sectional view along the VV line of (a). (A) is a perspective view of the vehicle body front part structure concerning other embodiment of this invention, (b) is a longitudinal cross-sectional view along the VI-VI line of (a). It is a perspective view which shows the some sheet | seat arrangement | positioning which concerns on a prior art.

  Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. FIG. 1 is a transparent perspective view of a vehicle body front portion to which a vehicle body front structure according to an embodiment of the present invention is applied, and FIG. 2 is a perspective view of the vehicle body front portion structure shown in FIG. Note that “front and rear” and “up and down” indicated by arrows in each figure indicate the front and rear direction and vertical direction of the vehicle, and “left and right” indicate the left and right direction (vehicle width direction) as viewed from the driver's seat, respectively. ing.

  As shown in FIGS. 1 and 2, the vehicle body front structure 10 according to the embodiment of the present invention is a single center driver seat A (see FIG. 1) disposed in front of the vehicle and in the center in the vehicle width direction. And a dash lower cross member 14 whose both ends are joined between the left and right front pillars 12 and 12 so as to surround the front of the center driver seat A, and disposed inside the left and right front wheels T, and is substantially U-shaped in plan view. And a substantially U-shaped frame 18 formed. The single center driver seat A is disposed in the vicinity of the left and right front pillars 12 and 12.

  The substantially U-shaped frame 18 includes a top portion 18a that protrudes toward the front of the vehicle, and left and right leg portions 18b and 18b that are spaced apart from each other by a predetermined distance in the vehicle width direction (hereinafter, when the entire left and right leg portions are shown). Are simply referred to as “legs 18b”. The leg portion 18b of the substantially U-shaped frame 18 is coupled to the front surface 14a of the dash lower cross member 14 via an upper bracket 16a and a lower bracket 16b described later.

  Further, the substantially U-shaped frame 18 is provided with left and right slide surfaces 20 composed of curved surfaces on both sides with the top portion 18a therebetween. The left and right slide surfaces 20 are disposed between the top portion 18a and the leg portion 18b, and are provided so as to be positioned (inclined) toward the rear of the vehicle toward the outer side in the vehicle width direction. As will be described later, the left and right slide surfaces 20 have a function of controlling a collision load by sliding the collision object M (see FIG. 6 described later) along the slide surface 20.

  Further, between the left and right leg portions 18b, 18b of the substantially U-shaped frame 18, as shown in FIG. 7A described later, a restraining member 21 that connects the left leg portion 18b and the right leg portion 18b is installed. Good. The restraining member 21 is made of, for example, a high-strength connecting member such as a wire, and the top 18a is deformed to the dash lower cross member 14 side at the time of a frontal collision, for example, with the leg 18b restrained (held) by the wire. (See FIG. 7B described later).

  The dash lower cross member 14 is curved in a convex arch shape toward the front of the vehicle. The substantially U-shaped frame 18 is formed to be bent in a substantially U shape when viewed from the front of the vehicle. In this case, the radius of curvature of the arc portion near the top of the substantially U-shaped frame 18 is set smaller than the radius of curvature of the dash lower cross member 14 (see FIG. 6).

3A is a perspective view of the vehicle body front part structure shown in FIG. 1, and FIG. 3B is an enlarged cross-sectional view taken along line II of FIG. 3A.
As shown in FIG. 3B, the substantially U-shaped frame 18 and the dash lower cross member 14 are formed of hollow tubes having a rectangular cross section (predetermined cross section). In this case, the substantially U-shaped frame 18 made of a hollow tube and the dash lower cross member 14 are joined by being sandwiched from above and below by the upper bracket 16a and the lower bracket 16b (see FIG. 4D described later). ).

  The substantially U-shaped frame 18 and the dash lower cross member 14 that are hollow tubes may be formed by, for example, forming a steel plate in a roll form and then increasing the strength by heat treatment. Further, the substantially U-shaped frame 18 and the dash lower cross member 14 may be formed by aluminum extrusion molding or FRP (Fiber Reinforced Plastics). Furthermore, after forming a hollow tube by roll-forming a steel plate, it may be formed with increased strength by, for example, hot three-dimensional bending. Furthermore, it may be formed by bending during or after aluminum extrusion. Furthermore, you may make it harden by winding FRP around a mandrel (core metal).

  4A is a perspective view of the vehicle body front structure shown in FIG. 1, and FIG. 4B is a state in which the substantially U-shaped frame and the dash lower cross member are sandwiched and joined by the upper bracket and the lower bracket. FIG. 4 (c) is a perspective view of a joint composed of an integrally formed trifurcated cylindrical body, and FIG. 4 (d) is an enlarged cross section taken along line II-II in FIG. 4 (a). FIG. 4E is an enlarged cross-sectional view taken along line III-III in FIG.

  As shown in FIG. 4B, the upper bracket 16a is substantially T-shaped in a plan view and is formed in a substantially hat shape in cross section. By forming a substantially T-shape in plan view, it is possible to correspond to the shape of the joint portion of the substantially U-shaped frame 18 and the dash lower cross member 14. A joint flange 17 to be welded to the lower bracket 16b is provided in the substantially hat-shaped section.

  The lower bracket 16b corresponds to the shape of the upper bracket 16a, and is formed of a flat plate member having a substantially T shape in plan view. As shown in FIGS. 4B and 4D, the rear end of the leg portion 18b of the substantially U-shaped frame 18 and the curved middle portion of the dash lower cross member 14 are the upper bracket 16a and the lower side. The brackets 16b are integrally coupled in a state of being sandwiched from above and below. The upper bracket 16a and the lower bracket 16b are joined by, for example, MIG welding (Metal Inert Gas Welding), laser welding, or the like (see FIG. 4E). As shown in FIG. 4C, the rigidity of the joint 16c in which stress is concentrated is obtained by integrally forming the upper bracket 16a and the lower bracket 16b to form a joint 16c made of a trifurcated tubular body.・ Strength can be improved.

  Returning to FIG. 2, the upper portion of the connecting member 22 is joined to the rear portion of the leg portion 18 b of the substantially U-shaped frame 18. The connecting member 22 is provided so as to extend along the inclined surface of the dash lower panel 24. The lower part of the connecting member 22 is joined to the left and right floor frames 28, 28 extending in the front-rear direction of the floor panel (floor) 26, and the side sill front end 32a via an outrigger 30 that curves toward the front of the vehicle.

  As shown in FIGS. 4B and 4E, a joining flange 23 is provided on the upper end of the connecting member 22. In this case, as shown in FIG. 4 (e), the three members including the joining flange 17 of the upper bracket 16a, the lower bracket 16b, and the joining flange 23 of the connecting member 22 are integrally joined. The upper portion of the connecting member 22 is joined to the leg portion 18b of the substantially U-shaped frame 18.

  As shown in FIG. 2, the left and right front pillars 12 are coupled to the side sill front end 32 a by inclining rearward from the coupling portion 36 with the dash lower cross member 14 at a lower position. The side sill front end 32a is located in front of the side sill 32 extending toward the rear of the vehicle at the side end in the vehicle width direction.

  The curved shape of the dash lower cross member 14 is symmetric with respect to the center driver D seated on the center driver seat A, as shown in FIG.

  5A is a perspective view of the front portion of the vehicle body showing a state in which a raised portion is provided below the center driver seat A, and FIG. 5B is a side view of the vehicle body from the front portion of the vehicle body shown in FIG. It is a perspective view which shows the state which removed the center driver sheet | seat.

  The floor panel 26 below the center driver seat A is provided with a raised portion 40 as shown in FIGS. 5 (a) and 5 (b). The raised portion 40 is formed so as to bulge from the flat surface of the floor panel 26 in the vertical upward direction, thereby forming an accommodation space therein. For example, a fuel tank or a travel drive source (for example, an electric motor, a battery, etc.) (not shown) is disposed in the housing space of the raised portion 40.

  The vehicle body front structure 10 according to the present embodiment is basically configured as described above. Next, the function and effect will be described.

  FIG. 6 is a schematic plan view showing a state in which a collision load input at the time of a frontal collision is transmitted by a slide surface of a substantially U-shaped frame. FIG. 7A is a state in which a collision load is input from the top of a substantially U-shaped frame. FIG. 7B is a schematic plan view showing a state in which the substantially U-shaped frame is crushed by a collision load.

  In the present embodiment, as shown in FIG. 6, for example, when a frontal collision is made with a collision object M (a columnar object standing on a road surface such as a pole), the collision object M is caused to slide on the slide surface 20 of the substantially U-shaped frame 18. The center driver D who sits on the center driver seat A can be protected by sliding along the board and deflecting the collision load.

  Further, in this embodiment, since the front overhang is not extended by adopting the vehicle body front structure 10 as shown in FIG. 1, an increase in the vehicle weight is avoided and the weight of the front skeleton is reduced. can do.

  Further, in the present embodiment, the driver seat is arranged on one side of the front part of the vehicle body along the vehicle width direction by forming the dash lower cross member 14 in a convex arch shape toward the front of the vehicle. Compared with a conventional vehicle, the foot space of the center driver D can be secured at a position ahead of the left and right front pillars 12 and 12 (see region G in FIG. 6). For this reason, in this embodiment, the space in the cabin can be expanded by the foot space (region G) of the center driver D, and the degree of freedom (layout) of the center driver position in the vehicle front-rear direction is increased. Can do.

  Furthermore, in the present embodiment, as shown in FIG. 6, when a frontal collision with a collision object M (a columnar object standing on a road surface such as a ball) occurs, the collision occurs along the slide surface 20 of the substantially U-shaped frame 18. The object M can be smoothly slid to deflect the collision load. For this reason, in this embodiment, the shock absorbing property of a collision load can be improved. Further, the foot space of the center driver D can be further secured at the vehicle front position.

  Furthermore, in the present embodiment, it is assumed that the left and right front pillars 12 and 12 are inclined toward the rear of the vehicle as compared with the case where the left and right front pillars 12 and 12 are coupled to the side sill front end 32a in a vertically downward position. Since they are coupled (see FIG. 2), the foot space of the center driver D can be secured at a position in front of the vehicle by the amount inclined toward the rear of the vehicle. In other words, the left and right front pillars 12 and 12 are inclined so as to rise from the position of the side sill front end 32a toward the front of the vehicle, thereby reducing the foot space of the center driver D by the amount inclined toward the front of the vehicle. Can be secured in the position.

  Furthermore, in this embodiment, the collision load input at the time of a frontal collision can be received by the entire cabin by being absorbed by the connecting member 22, the outrigger 30, and the side sill 32 that constitute the cabin. Further, in the present embodiment, the foot space of the center driver D can be further increased by bending (curving) the dash lower panel 24 (see FIG. 2) forward of the vehicle.

  Furthermore, in this embodiment, for example, when a frontal collision with the colliding object M occurs at the vehicle width center position, as shown in FIG. 7A, the leg portion 18b of the substantially U-shaped frame 18 is, for example, a wire or the like. Therefore, the top portion 18 a of the substantially U-shaped frame 18 is deformed to the dash lower cross member 14 side by the collision load, and the collision load can be absorbed by the dash lower cross member 14. (Refer FIG.7 (b)).

  In other words, the leg portion 18b of the substantially U-shaped frame 18 is restrained (held) by a restraining member 21 such as a wire, for example, so that when the collision load is input to the substantially U-shaped frame 18, the leg portion 18b. Can be prevented from spreading toward the vehicle width direction, and the top portion 18a of the substantially U-shaped frame 18 can be deformed toward the dash lower cross member 14 side to transmit a collision load.

  Furthermore, in this embodiment, even if the cross-sectional areas of the substantially U-shaped frame 18 and the dash lower cross member 14 formed of a hollow tube are reduced, weight reduction can be achieved while ensuring predetermined strength and rigidity. Can be manufactured easily.

  Furthermore, in this embodiment, as shown in FIGS. 4 (b) and 4 (d), the upper bracket 16a and the lower bracket 16b allow the substantially U-shaped frame 18 and the dash lower cross member 14 to be moved in the vertical direction. Manufacturing errors such as the curvature of the substantially U-shaped frame 18 and the dash lower cross member 14 can be suitably absorbed by sandwiching and integrally coupling.

  Furthermore, in this embodiment, the raised portion 40 is provided on the floor panel 26 below the center driver seat A, and a fuel tank or a travel drive source (not shown) is disposed in the storage space of the raised portion 40. The cabin space can be expanded to effectively use the space.

  Furthermore, in the present embodiment, the curved shape of the dash lower cross member 14 is configured to be bilaterally symmetric with respect to the center driver D seated on the center driver seat A, so that the center driver seat A is disposed close to the front of the vehicle body. For example, a driving feeling like Formula One (F1) can be obtained, and the front field of view can be improved, so that the difference between the front field of view and the vehicle body feeling of the center driver D can be eliminated.

  Next, another embodiment of the present invention will be described below. In addition, the same referential mark is attached | subjected to the component same as the said embodiment shown in FIGS. 1-7, and the detailed description is abbreviate | omitted. 8 is a transparent perspective view of the front part of the vehicle body to which the vehicle body front part structure according to the embodiment of the present invention is applied, FIG. 9 is a perspective view of the vehicle body front part structure shown in FIG. 8, and FIG. It is the perspective view which abbreviate | omitted the upper member from the vehicle body front part structure shown.

  As shown in FIG. 9, a vehicle body front structure 10a according to another embodiment is joined to the front surface of a dash lower cross member 14, and left and right front side frame front portions 116, 116 extending linearly in the vehicle front-rear direction. The front cross member 118 having both ends 18a joined to the front ends 116a of the left and right front side frame front portions 116, 116, and the upper member 120 extending forward and downward from the left and right front pillars 12, 12 are configured. .

  Rear left and right front side frames 122 and 122 that are continuous to the left and right front side frame front portions 116 and 116 are provided behind the left and right front side frame front portions 116 and 116, respectively. As shown in FIG. 10, the left and right front side frame rear portions 122 and 122 extend along the inclined surface of the dash lower panel 24, and extend to the front and rear direction of the floor panel (floor) 26. These are joined to the side sill front end 32a via an outrigger 30 that curves toward the front of the vehicle. The upper ends of the left and right front side frame rear portions 122 and 122 are joined to the front surface of the dash lower cross member 14.

  The dash lower cross member 14 is curved in a convex arch shape toward the front of the vehicle. The front cross member 118 is formed to be curved in a convex arch shape (substantially U-shaped in plan view) toward the rear of the vehicle. The convex vertex of the front cross member 118 and the convex vertex of the dash lower cross member 14 are joined by welding means (not shown) to form a coupling point 134.

  As shown in FIGS. 9 and 10, the left and right front pillars 12 are coupled to the side sill front end 32 a by inclining rearward from the coupling portion 36 with the dash lower cross member 14 at the lower position. The side sill front end 32a is located in front of the side sill 32 extending toward the rear of the vehicle at the side end in the vehicle width direction.

  As shown in FIG. 9, the front end 120 a of the upper member 120 that extends from the left and right front pillars 12, 12 inclining forward and downward of the vehicle is connected to the front end 116 a of the left and right front side frame front portions 116, 116 via the intermediate member 121. It is joined.

  FIG. 11A is a perspective view showing a joined state between the front side frame front part and the front side frame rear part, and a joined state between the front side frame front part and the front cross member, and FIG. Sectional drawing of the B section in 11 (a), FIG.11 (c) is an expanded sectional view along the IV-IV line of Fig.11 (a).

  The left and right front side frame front portions 116 and 116 and the front cross member 118 are formed of hollow tubes having a rectangular cross section (predetermined cross section). In this case, the inner front side frame front portions 116 are sandwiched and fitted by the outer front side frame rear portions 122.

  As shown in FIG. 11 (b), each front side frame rear portion 122 includes a ridge member 122a having a substantially hat-shaped cross section orthogonal to the extending direction, and a flat plate joined to the ridge member 122a. It is comprised from the member 122b. Each front side frame front portion 116 is joined at four positions on the top, bottom, left, and right facing each other in a state of being sandwiched in a closed cross section formed between the protrusion member 122a and the plate member 122b. Each inner front side frame front portion 116 and each outer front side frame rear portion 122 are integrally joined by, for example, MIG welding (Metal Inert Gas Welding) or laser welding. Note that the left and right front side frame front portions 116 and 116 and the front cross member 118 are set to have a load bearing strength smaller than that of the dash lower cross member 14. This will be described in detail later.

  In addition, each front side frame front part 116 which is a hollow pipe | tube is good for it to form in high strength by heat processing, for example, after roll-forming a steel plate. Each front side frame front portion 116 may be formed by aluminum extrusion molding or FRP (Fiber Reinforced Plastics). The front cross member 118 curved in an arch shape may be formed by forming a hollow tube by roll forming a steel plate and then increasing the strength by, for example, hot three-dimensional bending. Further, the front cross member 118 may be formed by bending during or after aluminum extrusion. Further, the front cross member 118 may be cured by winding FRP around a mandrel (core metal).

  As shown in FIG. 11C, the left and right front side frame front portions 116 and 116 and both end portions 118a of the front cross member 118 are joined to each other by overlapping the side surfaces adjacent in the horizontal direction. This joining method is the same as the joining method of the front side frame front portion 116 and the front side frame rear portion 122. A bulkhead (not shown) made of a rectangular frame is connected to the front ends 116a of the left and right front side frame front portions 116, 116 and the both ends 118a of the front cross member 118.

  The curved shape of the dash lower cross member 14 is configured symmetrically with respect to the center driver D seated on the center driver seat A, as shown in FIG.

  12A is a perspective view of the front part of the vehicle body showing a state in which a raised portion is provided below the center driver seat A, and FIG. 12B is a side view of the vehicle body from the front part of the vehicle body shown in FIG. It is a perspective view which shows the state which removed the center driver sheet | seat.

  The floor panel 26 below the center driver seat A is provided with a raised portion 40 as shown in FIGS. 12 (a) and 12 (b). The raised portion 40 is formed so as to bulge from the flat surface of the floor panel 26 in the vertical upward direction, thereby forming an accommodation space therein. For example, a fuel tank or a travel drive source (for example, an electric motor, a battery, etc.) (not shown) is disposed in the housing space of the raised portion 40.

  The vehicle body front structure 10a according to another embodiment is basically configured as described above. Next, the function and effect will be described.

  13A is a schematic plan view showing a transmission path of a collision load input from the front part of the left front side frame at the time of a frontal collision, and FIG. 13B is a schematic plan view showing a foot space of the center driver. FIG. 14A is a schematic plan view showing a state in which a collision load is input from the front part of the left front side frame. FIG. 14B is a diagram in which the left and right front side frame front parts and the front cross member are dashed by the collision load. It is a plane schematic diagram which shows the state collapsed preferentially rather than a lower cross member.

  In this embodiment, for example, at the time of a frontal collision (at the time of a frontal collision), as shown in FIG. 13A, a collision load (frontal collision load) input from the front end 116a of the left front side frame front part 116 ( Part (F1) of F) is transmitted to the front cross member 118 that curves toward the rear of the vehicle. Further, the collision load (F1) is transmitted from the front cross member 118 to the dash lower cross member 14 that curves toward the front of the vehicle via the mutually joined vertices (joining points 134). Since both ends of the dash lower cross member 14 are joined between the left and right front pillars 12 and 12, respectively, the collision load (F1) is evenly distributed to the left and right sides of the vehicle body via the left and right front pillars 12 and 12. be able to. The collision load (F1) distributed evenly on the left and right is transmitted from the dash lower cross member 14 to the left and right front pillars 12 and 12, the side sill 32, and the like.

  At the same time, the remaining portion (F2) of the collision load (F) input from the front end 116a of the left front side frame front portion 116 is passed through the front side frame rear portion 122 and the outrigger 30 to the dash lower cross member 14 and the left floor frame 28. And transmitted to the side sill 32 and the like. As described above, in another embodiment, for example, by receiving the collision load (F) input at the time of a frontal collision in the entire cabin, the vehicle body can be reduced in size and weight.

  Furthermore, in another embodiment, the foot space of the center driver D is more forward than the left and right front pillars 12 and 12 as compared with a conventional vehicle in which a driver seat is arranged on one side of the front part of the vehicle body along the vehicle width direction. It can be secured at the position (see the region G in FIG. 13B). For this reason, in this embodiment, the space in the cabin can be expanded by the foot space (region G) of the center driver D, and the degree of freedom (layout) of the center driver position in the vehicle front-rear direction is increased. Can do.

  Furthermore, in another embodiment, the left and right front pillars 12 and 12 are inclined toward the rear of the vehicle as compared with the case where the left and right front pillars 12 and 12 are coupled to the side sill front end 32a in a vertically downward position. Therefore, the foot space of the center driver D can be secured at a position in front of the vehicle by the amount inclined toward the rear of the vehicle. In other words, the left and right front pillars 12 and 12 are inclined so as to rise from the position of the side sill front end 32a toward the front of the vehicle, thereby reducing the foot space of the center driver D by the amount inclined toward the front of the vehicle. Can be secured in the position.

  Furthermore, in another embodiment, a collision load input at the time of a frontal collision can be received by the entire cabin by being absorbed by the left and right front side frame rear portions 122, the outrigger 30, and the side sill 32 that constitute the cabin. it can. Further, in the present embodiment, the foot space of the center driver D can be further increased by bending (curving) the dash lower panel 24 (see FIGS. 9 and 10) forward of the vehicle.

  Furthermore, in another embodiment, the left and right front side frame front portions 116 and 116 and the front cross member 118 are set to have a load bearing strength smaller than that of the dash lower cross member 14. By setting in this way, the left and right front side frame front portions 116 and 116 and the front and right front side frame front portions 116 and 116 with the collision load input at the time of a frontal collision are understood as compared with FIG. 14A and FIG. The front cross member 118 is preferentially crushed than the dash lower cross member 14 and can suitably absorb the impact load (F).

  In other words, in the vehicle body front structure 10a, the front side components (the left and right front side frame front portions 116, 116 and the front cross member 118) that constitute the front side and the rear side components (the dash lower cross member 14) that constitute the rear side. ), The front component can be reduced in weight compared to the rear component.

  Furthermore, in another embodiment, even if the cross-sectional areas of the left and right front side frame front portions 116, 116 and the front cross member 118 formed of hollow tubes are reduced, the inner front side frame front portions 116 are disposed outside. By sandwiching and fitting between the front side frame rear portions 122, it is possible to achieve weight reduction while ensuring a predetermined strength and rigidity, and to manufacture easily.

  Furthermore, in another embodiment, the left and right front side frame front portions 116, 116 are joined to both end portions of the front cross member 118 by being overlapped with each other in the horizontal direction and have a cross-sectional area perpendicular to the extending direction. By increasing the sectional area of each front side frame front portion 116 and the sectional area of the front cross member 118 as a combined sectional area, the reaction force against the collision load at the time of a frontal collision can be increased. Further, in another embodiment, the collision load is absorbed by colliding both ends of the left and right front side frame front portions 116 and 116 and the front cross member 118 at the same time or substantially simultaneously with the collision load input to the frontal collision. Can be increased.

  Furthermore, in another embodiment, a raised portion 40 is provided on the floor panel 26 below the center driver seat A, and a fuel tank or a travel drive source (not shown) is disposed in the storage space of the raised portion 40. The cabin space can be expanded to effectively use the space.

  Furthermore, in another embodiment, the curved shape of the dash lower cross member 14 is configured to be symmetrical with respect to the center driver D seated on the center driver seat A, so that the center driver seat A is close to the front of the vehicle body. For example, a driving feeling like Formula One (F1) can be obtained, and the front field of view can be improved, so that a deviation between the front field of view and the vehicle body feeling of the center driver D can be eliminated.

  Furthermore, in another embodiment, the front end 120a of the upper member 120 is joined to the front end 116a of the left and right front side frame front portion 116, so that, for example, in the event of an offset frontal collision, an excessive impact load is applied to the left and right front sides. In addition to being input to one of the frame front portions 116 and 116 and the front cross member 118, it is also input to the upper member 120 to achieve dispersion of impact load (see FIG. 14B).

  Next, a vehicle body front structure 10b according to still another embodiment of the present invention will be described. FIG. 15A is a schematic plan view of a vehicle body front structure according to still another embodiment of the present invention, and FIG. 15B is a longitudinal sectional view taken along line VV in FIG. is there. In the vehicle body front structure 10b according to still another embodiment, the first load transmission member (load transmission member) that connects the rear surface of the apex (coupling point 134) of the dash lower cross member 14 and the left and right floor frames 28 and 28 is connected. ) 150 is different from the other embodiments described above.

  As shown in FIGS. 15A and 15B, the first load transmission member 150 is joined to the rear surface of the apex (the coupling point 134) of the dash lower cross member 14 and vertically below the dash lower cross member 14. A vertical portion 152 extending in the direction, and a left and right inclined portion 154 joined to the left and right floor frames 28 and 28 by being joined to the lower end of the vertical portion 152 and opening in the left and right direction from the lower end of the vertical portion 152 and tilting downward. 154. The vertical portion 152 and the left and right inclined portions 154 and 154 may be formed of, for example, a hollow metal tube having a rectangular cross section or a metal solid body having a circular or rectangular cross section.

  In the vehicle body front structure 10b according to still another embodiment, a first truss structure can be provided in front and rear positions of the dash lower panel 24 by the first load transmission member 150, and a dash positioned in front of the center driver D can be provided. The strength and rigidity of the lower panel 24 can be improved. For example, in the case of a frontal collision, a substantially truss structure (see triangle T2) located behind the dash lower panel 24 crushes a substantially truss structure (see triangle T1) located in front of the dash lower panel 24 to promote crushing and impact load. The amount of absorption can be increased.

  Next, a vehicle body front structure 10c according to still another embodiment of the present invention will be described. FIG. 16A is a perspective view of a vehicle body front part structure according to still another embodiment of the present invention, and FIG. 16B is a longitudinal sectional view taken along line VI-VI in FIG. . In the vehicle body front structure 10c according to still another embodiment, the second load transmission member (another load transmission member) 160 is installed along the substantially horizontal direction, and the other embodiments and the further other embodiments are provided. This is different from the embodiment.

  The second load transmission member 160 is a hollow body having a rectangular cross section orthogonal to the extending direction, and its front end is joined to the rear surface of the apex (joining point 134) of the dash lower cross member 14, and its rear end is left and right. The front pillars 12 are joined to the center of the steering hanger 162 that connects the front pillars 12 and 12.

  In the vehicle body front structure 10c according to still another embodiment, a substantially truss structure can be provided in front and rear positions of the dash lower panel 24 by the second load transmission member 160, and a dash positioned in front of the center driver D can be provided. The strength and rigidity of the lower panel 24 can be improved. For example, during a frontal collision, a substantially truss structure (see triangle T3) located behind the dash lower panel 24 crushes a substantially truss structure (see triangle T1) located in front of the dash lower panel 24 to promote crushing and impact load The amount of absorption can be increased.

10, 10a, 10b, 10c Front body structure 12 Left and right front pillar 14 Dash lower cross member 14a Front surface 16a Upper bracket 16b Lower bracket 18 Abbreviated U-shaped frame 18a Top portion 18b Leg portion 20 Slide surface 21 Restraining member 22 Connecting member 24 Dash lower panel 26 Floor panel 28 Left and right floor frame 30 Outrigger 32 Side sill 32a Side sill front end 40 Raised part 116 Front left and right front side frame front part 118 Front cross member 120 Upper member 120a Upper member front end 122 Left and right front side frame rear part 150 First load transmission member (load transmission) Element)
160 Second load transmission member (other load transmission member)
162 Steering hanger A Center driver seat D Center driver

Claims (19)

A single center driver seat disposed in the center of the vehicle width direction and in the vicinity of the left and right front pillars;
A dash lower cross member formed by bending both ends between the left and right front pillars so as to surround the front of the center driver seat, and bending in a convex arch shape toward the front of the vehicle,
A load transmission mechanism that is disposed in front of the dash lower cross member and transmits a frontal collision load to a central apex of the dash lower cross member;
A vehicle body front structure characterized by comprising: The vehicle body front part structure according to claim 1,
The load transmission mechanism is
A vehicle body front structure, characterized in that the vehicle body front portion structure is a substantially U-shaped frame that is disposed inside the left and right front wheels and has a substantially U-shaped top portion protruding in front of the vehicle in plan view. The vehicle body front structure according to claim 2,
The substantially U-shaped frame has left and right sliding surfaces with the top portion in between, and a vehicle body front structure. The vehicle body front structure according to claim 2,
The vehicle body front structure, wherein the left and right front pillars are coupled to the front end of the side sill by inclining rearward from the coupling portion with the dash lower cross member at a lower position. In the vehicle body front part structure according to claim 4,
The substantially U-shaped frame has left and right legs,
A connecting member to be joined to the rear part of the left and right leg parts is provided,
The connecting member extends along the inclined surface of the dash lower panel,
The lower part of the connecting member is joined to the left and right floor frames extending in the front-rear direction of the floor and the front end of the side sill via an outrigger that curves toward the front of the vehicle. In the vehicle body front part structure according to claim 5,
A vehicle body front part structure characterized in that a restraining member for connecting the left leg part and the right leg part is provided between the left and right leg parts. The vehicle body front structure according to claim 2,
The substantially U-shaped frame and the dash lower cross member are formed of a hollow tube having a predetermined cross section. The vehicle body front structure according to claim 2,
The vehicle body front structure, wherein the substantially U-shaped frame and the dash lower cross member are joined by being sandwiched from above and below by an upper bracket and a lower bracket. The vehicle body front structure according to claim 2,
The curved shape of the dash lower cross member is symmetrical with respect to the center driver seated on the center driver seat,
A raised portion is provided on the floor panel below the center driver seat,
A vehicle body front part structure in which a fuel tank or a travel drive source is disposed on the raised part. The vehicle body front part structure according to claim 1,
The load transmission mechanism is
Left and right front side frame front parts joined to the front surface of the dash lower cross member and extending in the vehicle longitudinal direction;
A front cross member having both ends joined to the front ends of the left and right front side frame front parts;
With
The front cross member is formed to be curved in a convex arch shape toward the rear of the vehicle,
A front structure of a vehicle body, wherein a convex vertex of the front cross member and a convex vertex of the dash lower cross member are joined. The vehicle body front part structure according to claim 10,
The vehicle body front structure, wherein the left and right front pillars are coupled to the front end of the side sill by inclining rearward from the coupling portion with the dash lower cross member at a lower position. The vehicle body front structure according to claim 11,
A left and right front side frame rear part continuous to the left and right front side frame front part is provided
The rear portions of the left and right front side frames extend along the inclined surface of the dash lower panel, and are joined to the left and right floor frames extending in the front-rear direction of the floor and the side sill front end via an outrigger that curves toward the front of the vehicle. The vehicle body front part structure characterized by being made. The vehicle body front part structure according to claim 10,
The vehicle body front structure, wherein the left and right front side frame front parts and the front cross member are set to have a load bearing capacity smaller than that of the dash lower cross member. The vehicle body front structure according to claim 12,
The front portions of the left and right front side frames and the front cross member are hollow tubes having a predetermined cross section, and the front portions of the left and right front side frames on the inside are sandwiched between the rear portions of the left and right front side frames on the outside. Car body front structure. The vehicle body front part structure according to claim 10,
The vehicle body front part structure characterized in that the left and right front side frame front parts and both end parts of the front cross member are joined by overlapping side surfaces adjacent in the horizontal direction. The vehicle body front part structure according to claim 12,
A vehicle body front structure comprising a load transmission member for connecting the apex of the dash lower cross member and the left and right floor frames. The vehicle body front part structure according to claim 10,
A steering hanger for connecting the left and right front pillars is provided,
A vehicle body front part structure in which another load transmission member for joining the apex of the dash lower cross member and the steering hanger is installed. The vehicle body front part structure according to claim 10,
The curved shape of the dash lower cross member is symmetrical with respect to the center driver seated on the center driver seat,
A raised portion is provided on the floor panel below the center driver seat,
A vehicle body front part structure in which a fuel tank or a travel drive source is disposed on the raised part. The vehicle body front part structure according to claim 10,
An upper member front end that extends forward and downward from the left and right front pillars is provided,
A front structure of a vehicle body, wherein the front end of the upper member is joined to the front ends of the front portions of the left and right front side frames.

Images