JP2008143194A - Structure of front part of car body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the structure of the front part of a car body, which structure can prevent the breakage deformation of a kick-up portion of a front side frame by separately transferring an impact load input to the front side frame in collision by a connecting member, and also can improve the productivity of the car body by easily connecting an under body and an upper body by dividing the connecting member into an under side connecting member and an upper side connecting member. <P>SOLUTION: The connecting member 25 is formed by bending a hollow member having a closed section, and is composed of the under side connecting member 25X to be connected to the front side frame 1 side by dividing the hollow member in the longitudinal direction, and the upper side connecting member 25Y to be connected to the apron reinforcement 22 side, and further comprises a connecting portion 45 for connecting the under side connecting member 25X and the upper side connecting member 25Y so as to transfer the load. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle body front structure in which a connecting member for connecting a front side frame and an apron reinforcement along a suspension tower is provided.

  In general, a pair of left and right front side frames that extend in the longitudinal direction of the vehicle on both the left and right sides of the engine room are provided so as to continue to the floor frame at the bottom of the floor panel via the kick-up portion. When an impact load is input to the above-mentioned front side frame at the time of a collision, there is a problem that the kick-up portion is broken or buckled.

  In order to solve such a problem, the vehicle body front structure disclosed in Patent Document 1 or Patent Document 2 has already been invented.

  In the structure disclosed in Patent Document 1, the connecting members provided in a straight line when viewed from the side are arranged such that the rear part of the apron reinforcement as the cowl side and the both ends of the cowl in the vehicle width direction from the position of the suspension tower in the front side frame The coupling member is welded to the outer peripheral surface of the suspension tower, and the front end portion of the coupling member is cowl side from the upper surface of the front side frame on the side of the front end portion of the suspension tower installation position (that is, the front wall portion of the suspension tower). The collision load acting on the front side frame is transmitted and distributed to the apron reinforcement via the coupling member, and the suspension tower is reinforced by the coupling member.

  The structure disclosed in Patent Document 2 is provided with a front reinforcing member (front coupling member) for reinforcing the front side frame, the wheel arch portion, and the apron reinforcement at the front portion of the suspension tower, and the rear portion of the suspension tower. , A rear reinforcing member (rear coupling member) is provided as a load transmitting member so as to straddle the three parts of the front side frame, the suspension tower, and the dash lower panel, and the collision load acting on the front side frame is dispersed.

  However, in each of these Patent Documents 1 and 2, since the coupling member is a so-called sheet metal stamp type member formed by bending a plate member, there is a problem that load distribution and load transmission are insufficient.

In addition, in the vehicle body structure, the front side frame is generally provided on the underbody side, and the apron reinforcement main part is generally provided on the upper body side, and the coupling member includes the front side frame and the apron. When combining reinforcement, it is required to have a configuration that considers the connection between the underbody and the upper body, but in any of the above-mentioned Patent Documents 1 and 2, the connection between the underbody and the upper body, In other words, the configuration of the coupling member considering the productivity of the vehicle body is not disclosed.
JP 2003-182633 A JP 2006-21590 A

  Accordingly, the present invention provides a coupling member that couples the front side frame and the apron reinforcement along the suspension tower, and the coupling member is formed by bending a hollow member having a closed cross-sectional structure. Is composed of an underside coupling member coupled to the front side frame side and an upper side coupling member coupled to the apron reinforcement side, and both these members are loaded by the connecting portion. By connecting so that transmission is possible, the impact load input to the front side frame at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement by the coupling member, thereby distributing the load and thereby kicking the front side frame Underlying the connecting member while achieving the original purpose of preventing the upper part from bending. The purpose of the present invention is to provide a vehicle body front structure that can easily combine the underbody and the upper body by dividing the coupling member and the upper side coupling member, thereby improving the productivity of the vehicle body. To do.

The vehicle body front structure according to the present invention includes a pair of left and right front side frames, an apron reinforcement projecting forward from a hinge pillar, a vehicle inner lower end portion coupled to the front side frame, and a vehicle outer upper end portion including the apron rain. A vehicle body front structure provided with a suspension tower coupled to a force, and a coupling member that couples the front side frame and the apron reinforcement along the suspension tower, the coupling member being closed An underside coupling member formed by bending a hollow member having a cross-sectional structure, the hollow member being divided in the longitudinal direction and coupled to the front side frame side, and an upper coupled to the apron reinforcement side Side coupling member, and the underside coupling member and the upper coupling member. Those having a connecting portion for connecting the side coupling member to be load transfer.
As the above-mentioned hollow member, a square pipe or a hydroform molded product can be used.

  According to the above configuration, the coupling member formed of the hollow member having the closed cross-sectional structure is divided in the longitudinal direction into the under-side coupling member and the upper-side coupling member, and the under-side coupling member is separated from the front side frame side (that is, the underbody). The upper side coupling member is coupled to the apron reinforcement side (that is, the upper body side), and these two members (under side coupling member and upper side coupling member) can transmit the load at the connecting part. Since the underbody and the upper body can be easily coupled to each other, the productivity of the vehicle body can be improved.

In addition, the impact load input to the front side frame at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement via the under side coupling member, the connecting portion, and the upper side coupling member, thereby distributing the load. The bending deformation of the kick-up portion of the front side frame can be prevented.
In addition, since the coupling member is constituted by a hollow member having a closed cross-sectional structure, the apron reinforcement can be reliably removed from the front side frame as compared with a structure in which a hollow cross-section is formed between a member on the vehicle body side by a sheet metal stamp method. The load can be transmitted to the load and sufficient load distribution can be achieved.

In one embodiment of the present invention, the coupling member is provided at an intermediate portion of the coupling member that extends in the vehicle width direction along the suspension tower and extends to the apron reinforcement.
According to the above configuration, in the coupling member, the middle part of the coupling member extending in the vehicle width direction along the suspension tower is a portion where load of load transmission is small and stress concentration is not a concern, and at the same time, the underside coupling member Since it is a part that can be easily coupled with the upper side coupling member, it is possible to easily couple both members (under side coupling member and upper side coupling member) by providing a coupling portion in this part. Can do.

In one embodiment of the present invention, the coupling portion side end of the underside coupling member is coupled to the suspension tower via the first bracket, and the coupling portion side end of the upper coupling member is connected to the second portion. It is configured to be coupled to the suspension tower via a bracket.
According to the above configuration, the underside coupling member and the upper side coupling member can be reliably coupled in a state where the coupling support rigidity of each coupling member with respect to the suspension tower is ensured.

In one embodiment of the present invention, the superposed part obtained by superposing the second bracket and the second bracket is connected.
According to the said structure, since the superimposition part of both brackets (1st bracket and 2nd bracket) is couple | bonded, the coupling strength of an under side coupling member and an upper side coupling member can further be improved.

In one embodiment of the present invention, the partition member splitting portion corresponding to the overlapping portion is provided with a space portion where no binding member exists.
According to the above configuration, the above-described space portion can be used to spot-weld the overlapped portion by installing a welding gun for spot welding. Compared to a structure in which the overlapped portion is joined by arc welding. Thus, the productivity of the vehicle body can be improved.

  According to the present invention, the coupling member that couples the front side frame and the apron reinforcement along the suspension tower is provided, and the coupling member is formed by bending the hollow member having a closed cross-sectional structure. Is composed of an underside coupling member coupled to the front side frame side and an upper side coupling member coupled to the apron reinforcement side, and both these members are loaded by the connecting portion. Because it is connected so that it can be transmitted, the impact load input to the front side frame at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement by the coupling member, thereby distributing the load, thereby kicking up the front side frame The connecting member is connected to the underside while achieving the original purpose of preventing bending deformation of the part. And member, is divided into an upper side coupling member, the coupling between the under body and the upper body can be easily performed, there is an effect that it is possible to vehicle productivity.

  The load input to the front side frame at the time of frontal collision of the vehicle is branched and transmitted to the apron reinforcement via the coupling member, and the underbody and upper body are easily coupled to improve the body productivity. In order to achieve this, a pair of left and right front side frames, an apron reinforcement projecting forward from the hinge pillar, and a lower end portion on the inner side of the vehicle are coupled to the front side frame, and an upper end portion on the outer side of the vehicle is connected to the apron reinforcement. A suspension member coupled to each other and a coupling member that couples the front side frame and the apron reinforcement along the suspension tower are provided. The coupling member bends a hollow member having a closed cross-sectional structure. And the hollow member is divided in the longitudinal direction to It is composed of an underside coupling member coupled to the front side frame side and an upper side coupling member coupled to the apron reinforcement side so that the load can be transmitted between the underside coupling member and the upper side coupling member. This is realized by a configuration including a connecting portion to be connected.

An embodiment of the present invention will be described below in detail with reference to the drawings.
The drawings show the front structure of the vehicle body. In FIGS. 1 and 2, a pair of left and right front side frames 1, 1 extending in the longitudinal direction of the vehicle are provided on the left and right sides of the engine room. The front side frame 1 is joined and fixed to the front side frame inner 2 and the front side frame outer 3 as shown in FIG. 3 (however, FIG. 3 is a sectional view taken along line AA in FIG. 2). And it is a vehicle body rigid member provided with the closed cross section 4 extended in the front-back direction of a vehicle.

  The left and right crash cans 7 and 7 are attached to the front ends of the pair of left and right front side frames 1 and 1 via flanges 5 and 6, and the left and right crash cans 7 and 7 extend in the vehicle width direction. A bumper beam 8 is attached, and a pair of left and right pre-crash cans 9 and 9 are joined and fixed to the front part of the bumper beam 8 corresponding to the crash can 7.

  On the other hand, a perimeter frame 10 (perimeter frame) as a sub frame (suspension cross member) constituting a mounting base portion of a lower arm (not shown) of the front suspension is disposed below the front side frame 1 described above.

  The perimeter frame 10 connects a pair of left and right frame side portions 10S, 10S extending in the front-rear direction of the vehicle below the front side frames 1, 1, and the front portions of the left and right frame side portions 10S, 10S. A frame front portion 10F extending in the vehicle width direction and a frame rear portion 10R extending in the vehicle width direction so as to connect the rear portions of the left and right frame side portions 10S and 10S are combined in a rectangular frame shape. Left and right projecting portions 11 and 11 rising upward in a horn shape are integrally formed on the upper surfaces of the frame side portions 10S and 10S in front of the rear portion 10R.

  Further, the crush cans 13 and 13 on the perimeter frame 10 side are connected to the front ends of the frame side portions 10S and 10S of the perimeter frame 10 via the flange 12, so that the pair of left and right crush cans 13 and 13 are connected to each other. A vehicle width direction member 14 extending in the vehicle width direction is stretched.

  The vertical position, that is, the height position of the vehicle width direction member 14 is positioned below the pedestrian's knee, and in consideration of the safety of the pedestrian, paying the pedestrian's foot when the vehicle and the pedestrian are in contact with each other This is a so-called foot-wiping member that causes the upper body of the pedestrian to fall on the upper part of the hood.

  On the other hand, a dash lower panel 15 that partitions the engine room and the vehicle compartment in the front-rear direction is provided, and a floor panel 16 that extends horizontally rearward and forms the bottom surface of the vehicle compartment is connected to the lower portion of the dash lower panel 15. At the center of the floor panel 16 in the vehicle width direction, a tunnel portion 17 that protrudes toward the vehicle interior and extends in the front-rear direction of the vehicle is integrally or integrally formed.

Further, side sills extending in the front-rear direction of the vehicle are connected to the left and right sides of the floor panel 16 described above. This side sill is a vehicle body rigid member having a side sill closed section that extends in the front-rear direction by joining a side sill inner 18 and a side sill outer (not shown).
Here, the above-described side sill inner 18 is assembled to the underbody 80 (see FIG. 4) described later, and the above-mentioned side sill outer is assembled to the cab side assembly 90 (see FIG. 4).

  Further, the front and rear cross members 19 and 20 (vehicle body rigid members) that connect the left and right side sill inners 18 and 18 in the vehicle width direction are provided so as to be separated from each other in the front and rear direction. A closed cross section extending in the vehicle width direction is formed between the members 19 and 20 and the floor panel 16.

  By the way, an apron reinforcement 22 as a vehicle body rigid member protruding forward from the hinge pillar 21 is provided. A suspension tower 23 is provided in which the lower end on the inner side of the vehicle is coupled to the front side frame 1 and the upper end on the outer side of the vehicle is coupled to an apron reinforcement 22 (more specifically, an apron rain front 46 described later). A wheel arch portion 24 is integrally or integrally formed with the suspension tower portion 23.

  In addition, a connecting member 25 that connects the front side frame 1 and the apron reinforcement 22 is provided along the suspension tower 23 described above. The coupling member 25 is formed of a hollow member (square pipe member) having a closed cross-sectional structure for the purpose of reliably transmitting a load. The load input to the remeter frame 10 is branched and transmitted to the apron reinforcement 22 to distribute the load, thereby preventing the kick-up portion of the front side frame 1 from being bent.

  In FIG. 1, reference numeral 26 denotes a dash upper panel that is joined to the upper portion of the dash lower panel 15 and extends in the vehicle width direction, and 27 is joined to the upper portion of the dash upper panel 26 to extend in the vehicle width direction, and forms a cowl closed cross section. A cowl panel, 28 is a front pillar, and 29 is a center pillar.

  FIG. 4 is an exploded perspective view showing a vehicle body structure. The vehicle body is an underbody 80 and a cab side assembly 90 as an upper body (however, a roof panel, a dash upper assembly, a rear end panel, etc. included in the upper body are not shown. The cab side assembly 90 is assembled to the underbody 80 from the outside.

  The underbody 80 described above includes the front side frame 1, the dash lower panel 15, the floor panel 16, the tunnel portion 17, the side sill inner 18, the cross members 19 and 20, the suspension tower portion 23, the wheel arch portion 24, the rear floor, and a spare tire. The cab side assembly 90 including a pan includes the hinge pillar 21, the front pillar 28, the center pillar 29, the rear pillar, the roof side portion, and the side sill outer.

  The apron reinforcement 22 described above includes an apron rain front 46, an apron rain inner 47, and an apron rain rear 48. As shown in FIG. 4, the apron rain front 46 is assembled to the underbody 80 side. The apron rain inner 47 and the apron rain rear 48 are assembled to the cab side assembly 90 side.

  In this way, the vehicle body is divided into the underbody 80 and the cab side assembly 90 as a part of the upper body, and the above-described coupling member 25 is formed in relation to the combination of these 80 and 90 to form the vehicle body. The longitudinal direction of the underside coupling member 25X coupled to the front side frame 1 side (underbody 80 side) and the upper side coupling member 25Y coupled to the apron reinforcement 22 side (cab side assembly 90 side) It is divided into two.

  That is, a hollow member such as a square pipe that forms the coupling member 25 is divided into two in the longitudinal direction to form an under-side coupling member 25X and an upper-side coupling member 25Y, and the coupling member 25 is constituted by these both members 25X and 25Y. Is configured. In FIG. 4, for convenience of illustration, illustration of first and second brackets 81 and 82 described later is omitted.

  Further, as shown in FIG. 1, the above-described coupling member 25 extends in the vehicle width direction along the rear upper surface of the suspension tower 23 and extends to the above-described apron reinforcement 22. It is divided into a member 25X and an upper side coupling member 25Y. That is, the coupling member 25 is divided into two parts at a site where there is no concern about stress concentration.

  FIG. 5 is a perspective view showing the front structure of the vehicle body as seen from the inside in the vehicle width direction and from the rear. In FIG. 5, FIG. 1 and FIG. The perimeter frame 10 disposed below the front side frame 1 is coupled. As shown in FIG. 5, corresponding to the coupling portion between the lower end portion 25A of the underside coupling member 25X and the front side frame 1, The front side frame 1 is integrally formed with a mounting seat portion 1a having a flat upper surface, and a mounting surface having a flat lower surface is formed on the lower portion of the front side frame 1 corresponding to the mounting seat portion 1a in the vertical direction. A suspension mount bracket 30 having 30a is joined and fixed.

  As shown in FIG. 3, the above-described suspension mount bracket 30 is joined and fixed across the lower portion of the vertical wall surface on the engine room side of the front side frame inner 2 and the joining flange portion 2 a of the front side frame inner 2. The underside coupling member 25X is disposed above the mounting seat portion 1a of the front side frame 1, and the mounting portion provided on the protruding portion 11 of the perimeter frame 10 below the mounting surface 30a of the suspension mount bracket 30. 31, a long bolt 32 (so-called through bolt) that passes through these three members, that is, the under-side coupling member 25X, the front side frame 1, and the mount portion 31 in the vertical direction, and a nut 33. Are used to connect the underside coupling member 25X and the mount 31 of the perimeter frame 10 to the front size. They are fastened together to the frame 1. With this structure, it is configured so that the impact load input from the front side frame 1 and the perimeter frame 10 is branched and transmitted to the apron reinforcement 22 via the coupling member 25 at the time of a frontal collision of the vehicle, thereby achieving load distribution. is doing.

  In this case, a nut 34 is fixed to the upper surface (in the closed space) of the suspension mount bracket 20 by welding in advance, and a long bolt 32 is once screwed into the nut 34 and protrudes downward from the nut 34. The mounting portion 31 is disposed with respect to the protruding portion, and the above-described nut 33 is fastened to the lower end portion of the bolt 32 that passes through the mounting portion 31 and protrudes downward to prevent loosening. The nut 33 described above may have a double nut structure.

  In short, as shown in FIGS. 1 to 5, the connecting portion of the underside connecting member 25X to the front side frame 1 is set at a position corresponding to the connecting position of the perimeter frame 10 to the front side frame 1. It is.

  Here, as shown in FIG. 2, the front portion of the perimeter frame 10 is attached to a bracket 35 provided on the lower side of the front portion of the front side frame 1 via a mount portion 36. The rear portion of the frame 10 is attached to the body at the position of the bolt 37. That is, the perimeter frame 10 is attached to the body at three points on one side and six points in total on the left and right.

  As shown in FIG. 6, the above-described coupling member 25 includes an underside coupling member 25X in which a hollow member (square pipe) constituting the coupling member 25 is divided in the longitudinal direction and assembled to the underbody 80, and a cab. The underside coupling member 25X includes a lower end portion 25A fixed to the front side frame 1 and the perimeter frame 10 as shown in FIG. An intermediate vertical piece 25B that is bent from the lower end 25A and rises along the side wall of the suspension tower 23, and extends in the vehicle width direction along the upper portion of the suspension tower 23 by bending from the intermediate vertical piece 25B. It has an intermediate horizontal piece 25CX on the underbody 80 side.

  The upper side coupling member 25Y has an intermediate side on the cab side assembly 90 side that extends to the apron reinforcement 22 along the upper portion of the suspension tower 23 so as to be continuous with the intermediate side piece 25CX on the underbody 80 side in the vehicle width direction. One end portion 25CY and a rear end portion 25D that is bent from the intermediate horizontal piece portion 25CY and extends rearward along the apron reinforcement 22 via a bent portion 25E (so-called rounded portion) and coupled to the vehicle body. It is what you have.

  Further, a bent portion 25E between the intermediate horizontal piece portion 25CY and the rear end portion 25D of the upper side coupling member 25Y described above is a square pipe member (closed cross section) stretched in an oblique manner between the both 25CY and 25D. Reinforced by a corner gusset 59 (reinforcing member) having a closed cross-sectional structure.

  7 is a cross-sectional view taken along the line BB in FIG. 2, and FIG. 8 is a perspective view showing the structure of FIG. 7 as viewed from the lower outside of the vehicle. As shown in FIGS. An upper arm 38 (so-called A arm) of the front suspension is provided on the outer surface of the vehicle 23.

  The vehicle body side arm bushes 39, 39 as a pair of front and rear mounting bases of the suspension upper arm 38 are planar views as arm mounting part reinforcing members for reinforcing the mounting base, which are joined and fixed to the vehicle outer surface of the suspension tower 23 by welding means. It is attached to the suspension tower 23 via substantially U-shaped brackets 40F and 40R.

  The vehicle body side arm bush 39 on the front side is a bracket that uses a nut 41 that is welded and fixed in advance to the front surface of the suspension tower 23 on the inner side of the vehicle and a bolt 42 (so-called through bolt) that penetrates the arm bush 39 and the bracket 40F in the front-rear direction. It is attached to 40F.

  On the rear side, a coupling member disposing portion 23a having an L-shaped cross section is formed integrally with the rear portion of the suspension tower 23, and the intermediate vertical piece 25B of the under-side connecting member 25X is positioned in the disposing portion 23a. A nut 43 is welded and fixed in advance to the rear surface of the intermediate vertical piece 25B of the under side coupling member 25X corresponding to the bracket 40R described above, and a bolt that penetrates the bracket 40R, the vehicle body side arm bush 39, the suspension tower 23, and the under side coupling member 25X. 44 (a so-called through bolt) is provided, and the rear vehicle body side arm bush 39 is attached to the bracket 40R using the bolt 44 and the nut 43 described above.

  In short, a bracket 40R that reinforces a vehicle body side arm bush 39 as an attachment base of the suspension upper arm 38 is coupled to the suspension tower 23, and an intermediate vertical piece 25B of the underside coupling member 25X is coupled to the bracket 40R. Thus, the intermediate vertical piece 25B of the underside coupling member 25X and the suspension upper arm 38 are fixed together with the bracket 40R using bolts 44 and nuts 43.

  Further, the above-described bolt 44 is a so-called through bolt that penetrates the suspension tower 23 at a portion to which the bracket 40R is coupled in the front-rear direction of the vehicle, and the suspension upper arm 38 is coupled to the front side of the suspension tower 23 at the portion. The intermediate vertical piece 25B of the under-side coupling member 25X is coupled to the rear side of the suspension tower 23 in the portion.

  Further, the underside coupling member 25X that is fastened to the bracket 40R is an intermediate portion between the coupling point X for the front side frame 1 and the coupling point Y for the apron reinforcement 22, as shown in FIG. The intermediate member Z of the coupling member 25 is fastened to the bracket 40R having high rigidity at the suspension tower 23, so that sufficient coupling strength of the coupling member 25 is secured and the suspension is supported. It is intended to improve rigidity.

In FIG. 8, 70 is a damper, 71 is a lower seat, and 72 is a coil spring stretched between the lower seat 71 and an upper sheet (not shown).
Instead of the structure of the bracket 40R shown in FIG. 7, a bracket 40R shown in FIGS. 9 and 10 may be used.

  That is, in the suspension tower 23, the predetermined portion where the intermediate vertical piece 25B of the under-side coupling member 25X is fastened has sufficient strength secured by the under-side coupling member 25X. Therefore, as shown in FIG. The bracket 40R may be a L-shaped bracket 40R that supports only the front side of the arm bush 39. Also, as shown in FIG. 40R may be sufficient. 9 and 10, the same parts as those in FIG. 7 are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 11 is an enlarged perspective view of a main part of FIG. 5. The coupling member 25 divided into an under-side coupling member 25X and an upper-side coupling member 25Y is used to input an impact load at the time of a frontal collision of the vehicle. Since it is necessary to transmit from 1 to the apron reinforcement 22 via the coupling member 25, the under-side coupling member 25X and the upper-side coupling member 25Y are connected to each other via a connecting portion 45 so as to transmit a load. Yes.

  As shown in FIGS. 5 and 11, the connecting portion 45 includes an intermediate portion of the coupling member 25 in which the coupling member 25 extends in the vehicle width direction along the upper portion of the suspension tower 23 and extends to the apron reinforcement 22. That is, it is provided between the intermediate horizontal piece portion 25CX of the under-side coupling member 25X and the intermediate horizontal piece portion 25CY of the upper-side coupling member 25Y.

  Moreover, in this embodiment, the first over the intermediate horizontal piece portion 25CX and the intermediate vertical piece portion 25B of the under-side coupling member 25X so as to include the end portion of the under-side coupling member 25X on the connecting portion 45 side. The bracket 81 is provided, and the first bracket 81 having a shape that covers the under-side coupling member 25X from above is joined and fixed to both the portions 25CX and 25B, and the front and rear flange portions 81a and 81b of the first bracket 81 are fixed. It is bonded and fixed to the suspension tower 23.

  Further, a second bracket 82 is provided on the side of the connecting portion 45 of the upper side coupling member 25Y, and the second bracket 82 having a shape that covers the intermediate lateral piece 25CY of the upper side coupling member 25Y from above is provided in the middle lateral direction. The flange portions 82 a and 82 b of the second bracket 82 are joined and fixed to the suspension tower 23 while being joined and fixed to the piece portion 25 CY.

  Further, the end portion of the first bracket 81 extends outward in the vehicle width direction, while the end portion of the second bracket 82 extends inward in the vehicle width direction, and the both extended portions are overlapped vertically. The overlapped portion 83 is formed, and the brackets 81 and 82 are joined by the overlapped portion 83 to form the connecting portion 45 described above.

  In this embodiment, in consideration of the assembly and productivity of the cab side assembly 90 with respect to the underbody 80, the connecting portion 45 side extension portion of the first bracket 81 is at the lower position, and the connecting portion of the second bracket 82 is provided. The positional relationship between the upper and lower sides is set so that the 45-side extension portion is positioned above the first bracket 81.

  In addition, the split portion α of the coupling member 25 corresponding to the overlapping portion 83 is provided with a space portion 84 in which the coupling member 25 does not exist, and the suspension tower 23 corresponding to the space portion 84 has a spot portion. Openings 85 and 86 into which welding guns for welding are inserted are formed.

  FIG. 12 is a cross-sectional view of the overlapping portion 83 shown in cross-section at the connecting portion 45 in FIG. 11, and is opposed to each other as indicated by the white arrow using the opening 85 and the space portion 84 of the suspension tower 23. A welding gun is used to spot-weld the rear side of the overlapping portion 83, and is a welding gun that is opposed to each other as shown by the white arrow using the opening 86 and the space 84 of the suspension tower 23. The first and second brackets 81 and 82 are joined at the overlapping portion 83 by spot welding of the upper portion of each.

Further, in the overlapping portion 83, the front flange portions 81a and 82a of the first bracket 81 and the second bracket 82 are spot welded to the suspension tower 23 in a three-ply structure, and the rear flange portion 81b. , 82b are also spot welded to the suspension tower 23 in a three-ply structure. In addition, each flange part 81a, 81b, 82a, 82b and the suspension tower part 23 are spot-welded in a two-ply structure other than the overlapping part 83.
Instead of the configuration of the overlapping portion 83 shown in FIG. 12, the structure of the overlapping portion 83 shown in FIG. 13 may be adopted.

  That is, in the structure shown in FIG. 134, in addition to the structure of FIG. 12, extension flange parts 82c and 82d that extend further in the front-rear direction from the flange parts 82a and 82b of the second bracket 82 are integrally formed only in the overlapping part 83, In the overlapping portion 83, the extension flange portions 82c and 82d and the suspension tower portion 23 are configured to be spot-welded in a two-ply structure. If comprised in this way, the joint strength by welding can be improved. In FIG. 13, the same parts as those in FIG. 12 are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 5, a portion along the upper surface portion of the suspension tower 23 in the intermediate portion of the coupling member 25, that is, the overall length of the intermediate horizontal piece portions 25 </ b> CX and 25 </ b> CY in the vehicle width direction is the vehicle of the suspension tower portion 23. The load that pushes the suspension tower 23 upward from below through the front suspension is set to be approximately or substantially equal to the width in the width direction, and the intermediate horizontal piece 25CX of the under-side coupling member 25X and the upper-side coupling member 25Y, It is configured to prevent the suspension tower 23 from falling down by receiving it at 25 CY. That is, the load transmission and the suspension tower 23 are prevented from falling down.

  On the other hand, the apron reinforcement 22 described above includes an apron rain front 46, an apron rain inner 47, and an apron rain rear 48, as shown in FIGS. As shown in FIGS. 5 and 14, the flange portion 49 integrally formed on the inner side in the vehicle width direction is configured to overlap with the end portion on the outer side in the vehicle width direction of the second bracket 82 from above. is doing.

  That is, the apron rain inner 47 as a panel on the inner side of the rear apron reinforcement 22 from the suspension tower 23 is provided with a flange portion 49 that is superposed on the end of the second bracket 82. The vertical wall 47a of the apron rain inner 47 prevents the entire suspension tower 23 from retreating during the front collision.

  FIG. 15 is a cross-sectional view taken along the line CC of FIG. 14. The upper part of the apron rain inner 47 and the upper part of the apron rain rear 48 are joined and fixed, and the lower part of the apron rain inner 47 is connected to the dash upper panel 26. The lower part of the apron rain rear 48 is connected to a hinge pillar inner 50 constituting the hinge pillar 21, and the apron rain reinforcement 22 is formed with an apron rain closed section 22A extending in the front-rear direction of the vehicle.

  In addition, as shown in FIG. 15, inside the apron reinforcement 22 (within the closed cross section 22 </ b> A), a reinforcement 51 bent and formed in an L shape is joined and fixed to the outside of the apron rain inner 47. is doing. As shown in FIGS. 5 and 15, the above-mentioned upper side coupling member 25 </ b> Y has an intermediate portion that enters the apron rain closed section 22 </ b> A at the rear of the suspension tower 23 and bends backward to form a rear end 25 </ b> D. At the same time, the rear end portion 25D is connected to the upper surface of the corner portion of the above-described reinforcement 51 (panel member positioned outside the apron rain inner 47) as the panel member of the apron reinforcement 22.

  When connecting the rear end portion 25D of the upper side coupling member 25Y and the reinforcement 51, as shown in FIG. 15, the corner portion of the rear end portion 25D and the reinforcement 51 are arc-welded and arc welding is performed. Both may be joined and fixed by the portions W1 and W2. As shown in FIG. 16, the reinforcement 51 is formed with small holes 51a and 51b for welding at portions facing the rear end portion 25D. The rear end portion 25D and the reinforcement 51 may be arc welded using 51a and 51b, and both may be joined and fixed by the arc welded portions W3 and W4.

  Here, the rear end position of the rear end portion 25D of the upper side coupling member 25Y may be set to the position shown in FIG. 14, or the rear end position of the rear end portion 25D is shown in FIG. You may extend further back to the position.

  17 is a cross-sectional view taken along the line D-D in FIG. 2 and shows a connection structure between the upper side coupling member 25Y and the hinge pillar 21. FIG.

  The above-described hinge pillar 21 is configured by joining and fixing a hinge pillar inner 50, a hinge pillar rain 52, and a cab side outer 53 (corresponding to a hinge pillar outer), and has a pillar closed section 54 extending in the vertical direction. It is.

  The rear end portion 25D of the upper side coupling member 25Y is inserted into the pillar closed section 54 via the front opening 53a of the cab side outer 53 and the front opening 52a of the hinge pillar rain 52, and the rear end In a state where a pair of front and rear spacers 55 and 55 penetrating 25D in the vehicle width direction are horizontally mounted between the hinge pillar inner 50 and the hinge pillar rain 52, a pair of bolts 57 and 57 for bolting up the door hinge bracket 56 are The rear end portion 25D is connected and fixed to a hinge pillar 21 as a vehicle body rigid member by fastening to a pair of nuts 58 and 58 fixed to the hinge pillar inner 50 by welding.

  In short, the upper side coupling member 25Y enters the apron rain closed cross section 22A at the rear part thereof from the suspension tower 23, bends backward, and integrally forms a rear end 25D extending rearward within the apron rain closed cross section 22A. At the same time, the rear end 25D passes through the front surface of the hinge pillar 21 extending in the vertical direction (see the openings 53a and 52a) and is coupled to the door hinge bracket 56 of the hinge pillar to improve the coupling strength. It is a thing.

  Instead of the coupling structure shown in FIG. 17, the coupling structure shown in FIG. 18 may be adopted. That is, in the structure shown in FIG. 18, the nuts 62 and 62 are fixed in advance to the side surface in the vehicle width direction inner side of the rear end portion 25D of the upper side coupling member 25Y without using the spacer 55 shown in FIG. The pair of front and rear bolts 57, 57 for bolting up the door hinge bracket 56 are passed through the door hinge bracket 56, the cab side outer 53, the hinge pillar rain 52, and the rear end portion 25D, and once screwed into the nut 62. The front end of the bolt 57 protruding from the nut 62 is passed through the hinge pillar inner 50 and fastened to the nut 58 described above, whereby the rear end portion 25D of the upper side coupling member 25Y is coupled to the hinge pillar 21 and the door hinge bracket 56, and coupled. The strength is improved.

  Here, when the structure shown in FIG. 15 (or FIG. 16) (connection structure between the rear end portion 25D and the reinforcement 51) is adopted, the structure shown in FIG. 17 (or FIG. 18) (rear end) 15D (or FIG. 16) when the structure shown in FIG. 17 (or FIG. 18) is adopted. However, it is also possible to adopt both of these structures at the same time.

By the way, instead of the structure shown in the side view of FIG. 2, the structures of FIGS. 19 to 22 may be adopted.
The structure shown in FIG. 19 is such that the upper surface of the front side frame 1 and the upper surface of the lower end 25A of the underside coupling member 25X are continuous in the longitudinal direction of the vehicle body in order to improve the transmission efficiency of the impact load at the time of the front collision. Further, a protrusion 61 is formed at the front of the connecting portion of the front side frame 1 with the lower end portion 25A of the underside connecting member 25X by using a bracket 60 that is separate from the front side frame 1. A clearance is formed between the rear end surface of 61 and the front end surface of the lower end portion 25A of the under-side coupling member 25X.

  When this clearance is formed, the bracket 60 forming the protrusion 61 can be appropriately connected and fixed to the front side frame 1 even if there is some manufacturing error in the bracket 60 and the like. Moreover, since the protrusion 61 is formed, the load input to the front side frame 1 at the time of the front collision can be efficiently transmitted to the under-side coupling member 25X.

  In FIG. 20, the clearance shown in FIG. 19 is set to zero. By eliminating the clearance as described above, the transmission efficiency of the impact load at the time of the front collision can be further improved.

  FIG. 21 shows a structure in which the protrusion 61 is integrally formed on the front side frame 1 without using a bracket 60 that is separate from the front side frame 1. If comprised in this way, reduction of a number of parts can be aimed at, ensuring the transmission rate improvement of an impact load.

  In FIG. 22, the upper surface of the protrusion 61 integrally formed with the front side frame 1 and the upper surface of the front side frame 1 (in this embodiment, the upper surface of the front side frame inner 2) are formed flush with each other and flat. In particular, when this configuration is adopted on the left side of the vehicle, it is possible to achieve both improvement in impact load transmission rate and improvement in battery mountability.

  19 to 22, the same reference numerals are given to the same portions as the previous drawings. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side of the vehicle, arrow OUT indicates the outer side of the vehicle, and arrow UP indicates the upper side of the vehicle.

As described above, the vehicle body front structure of the above embodiment has a pair of left and right front side frames 1, 1, an apron reinforcement 22 projecting forward from the hinge pillar 21, and an inner lower end portion coupled to the front side frame 1. A suspension tower 23 whose upper end on the vehicle outer side is coupled to the apron reinforcement 22, and a coupling member 25 that couples the front side frame 1 and the apron reinforcement 22 along the suspension tower 23. The coupling member 25 is formed by bending a hollow member having a closed cross-sectional structure, and the hollow member is divided in the longitudinal direction and coupled to the front side frame 1 side. The underside coupling member 25X and the apron reinforcement 22 side coupled to the upper side coupling member 25X. Is composed of a side coupling member 25Y, those with the under-side coupling member 25X and the upper side coupling member 25Y and the connecting portion 45 for coupling to allow load transfer to.
According to this configuration, the coupling member 25 formed of a hollow member having a closed cross-sectional structure is divided into the under-side coupling member 25X and the upper-side coupling member 25Y in the longitudinal direction, and the under-side coupling member 25X is divided into the front side frame 1. Since the upper side coupling member 25Y is coupled to the apron reinforcement 22 side, and both the members 25X and 25Y are coupled by the coupling portion 45 so that a load can be transmitted, the underbody 80 and the upper body ( The cab side assembly 90 can be easily coupled to the vehicle body, and the productivity of the vehicle body can be improved.

Further, the impact load input to the front side frame 1 and the perimeter frame 10 at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement 22 via the under-side coupling member 25X, the coupling portion 45, and the upper-side coupling member 25Y. Thus, load distribution can be achieved, and thereby, bending deformation of the kick-up portion of the front side frame 1 can be prevented.
Furthermore, since the coupling member 25 is formed of a hollow member having a closed cross-sectional structure, the apron is reliably connected to the apron from the front side frame 1 as compared with a structure in which a hollow cross-section is formed between a member on the vehicle body side by a sheet metal stamp method. Load transmission to the reinforcement 22 can be performed, and sufficient load distribution can be achieved.

In addition, the coupling member 25 extends in the vehicle width direction along the upper portion of the suspension tower 23 and extends to the apron reinforcement 22 (see between the intermediate horizontal piece portions 25CX and 25CY) in the intermediate portion of the coupling member 25. A connecting portion 45 is provided.
According to this configuration, in the coupling member 25, an intermediate portion in which the coupling member 25 extends in the vehicle width direction along the suspension tower 23 is a portion where the load of load transmission is small and stress concentration is not a concern. Since the side coupling member 25X and the upper side coupling member 25Y can be easily coupled to each other, by providing the connecting portion 45 at this portion, the members 25X and 25Y can be coupled, in other words, the underbody. 80 and the upper body 90 can be easily coupled.

In addition, the connecting portion 45 side end of the under side connecting member 25X is connected to the suspension tower 23 via the first bracket 81, and the connecting portion 45 side end of the upper portion connecting member 25Y is connected to the second bracket. It is configured to be coupled to the suspension tower 23 via 82.
According to this configuration, the under-side coupling member 25X, the upper-side coupling member, and 25Y can be reliably coupled in a state in which the coupling support rigidity of the coupling members 25X, 25Y with respect to the suspension tower 23 is ensured.

Further, the overlapping portion 83 in which the first bracket 81 and the second bracket 82 are overlapped is configured to be coupled.
According to this configuration, since the overlapping portions 83 of the brackets 81 and 82 are coupled, the coupling strength of the under-side coupling member 25X, the upper-side coupling member, and 25Y can be further improved.

In addition, the divided portion α of the coupling member 25 corresponding to the overlapping portion 83 is provided with a space portion 84 where the coupling member 25 does not exist.
According to this configuration, the overlap portion 83 can be spot-welded by using the above-described space portion 84 and a spot welding gun is provided, so that the overlap portion is joined by arc welding. Compared to this, the productivity of the vehicle body can be improved.

The schematic perspective view which shows the vehicle body front part structure of this invention Side view of essential parts of FIG. 2 is a cross-sectional view taken along line AA in FIG. Exploded perspective view showing the body structure 2 is a perspective view of the main part of FIG. Perspective view of coupling member 2 is a cross-sectional view taken along line BB in FIG. The perspective view which shows the structure of FIG. 7 in the state seen from the vehicle outer lower side Sectional drawing which shows the other Example of the connection structure of the coupling member and bracket in a suspension tower part Sectional drawing which shows the further another Example of the connection structure of the coupling member and bracket in a suspension tower part FIG. 5 is an enlarged perspective view of the main part of FIG. Sectional drawing of the principal part of FIG. Sectional drawing which shows the other Example of a connection part. Partial enlarged sectional view of FIG. CC sectional view taken along the line CC in FIG. Sectional view showing other joint structure of reinforcement and coupling member 2 is a cross-sectional view taken along line D-D in FIG. Sectional drawing which shows other coupling structure of coupling member and hinge pillar Side view showing a structure in which a protrusion is formed facing the lower end of the coupling member Side view showing another embodiment of the protrusion Side view showing still another embodiment of the protrusion Side view showing still another embodiment of the protrusion

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Front side frame 21 ... Hinge pillar 22 ... Apron reinforcement 23 ... Suspension tower part 25 ... Connection member 25X ... Under side connection member 25Y ... Upper side connection member 45 ... Connection part 81 ... 1st bracket 82 ... 2nd bracket 83 ... Superposition part 84 ... Space part α ... Dividing part

Claims (5)

A pair of left and right front side frames;
An apron reinforcement projecting forward from the hinge pillar;
A suspension tower portion in which a lower end portion on the inner side of the vehicle is coupled to the front side frame and an upper end portion on the outer side of the vehicle is coupled to the apron reinforcement;
A vehicle body front structure provided with a coupling member for coupling the front side frame and the apron reinforcement along the suspension tower;
The coupling member is formed by bending a hollow member having a closed cross-sectional structure,
The hollow member is divided into a longitudinal direction and is composed of an under side coupling member coupled to the front side frame side, and an upper side coupling member coupled to the apron reinforcement side,
A vehicle body front structure comprising a connecting portion for connecting the under-side connecting member and the upper-side connecting member so as to transmit a load. 2. The vehicle body front portion according to claim 1, wherein the coupling member is provided in an intermediate portion of the coupling member extending in the vehicle width direction along the suspension tower and extending to the apron reinforcement. Construction. The coupling side end of the underside coupling member is coupled to the suspension tower via the first bracket,
The vehicle body front part structure according to claim 1 or 2, wherein the connecting portion side end portion of the upper portion connecting member is configured to be connected to the suspension tower portion via a second bracket. 4. The vehicle body front part structure according to claim 3, wherein a superposed part obtained by superposing the second bracket and the second bracket is joined. 5. The vehicle body front part structure according to claim 4, wherein a space portion in which no coupling member exists is provided in a divided portion of the coupling member corresponding to the overlapping portion.

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