JP2010083182A - Car body front structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively absorb the collision energy in a head-on collision without degrading the ride quality of a car. <P>SOLUTION: The car body front structure includes: a pair of right and left front side frames 2; a pair of right and left hinge pillars 3; apron frames 4 installed in a forwardly extending manner from the hinge pillars 3; and suspension towers 5 installed to be inwardly swollen so that a suspension damper is arranged. The apron frame 4 is formed in a hollow body in which a closed section is continuous over the entire length, and has a forwardly extending part 35 which is inwardly bent from a forward part of the suspension tower 5 in plan view, and is bent downwardly in side view, and extends straight toward a front upper side of the front side frame 2, and a front end of the forwardly extending part 35 and a front part of the front side frame 2 are connected to each other by a vertically connecting member 37 extending in the vertical direction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes a pair of left and right front side frames installed so as to extend forward from the side portion of the dash panel, a pair of left and right hinge pillars standing up and down from the side end portion of the dash panel, and the like. The present invention relates to a vehicle body front structure.

  Conventionally, as shown in the following Patent Document 1, a pair of left and right front side frames provided at the front part of a vehicle body, a front pillar erected at an end of the vehicle compartment, and an intermediate part of the front side frame In a vehicle body structure equipped with a suspension tower (front damper support) standing upright, a front upper member is installed so as to connect the upper end portion of the suspension tower and the front end portion of the side frame on the front side of the vehicle. A collision energy or the like acting upon a frontal collision is transmitted from the front upper member to the suspension tower to support it.

Further, as shown in Patent Document 2 below, a vehicle body front structure of a vehicle in which a pair of left and right front side frames (side members) is extended forward from the passenger compartment side, and front wheels are respectively disposed outside the front side frames. In the above, a skeleton member comprising an extension part above the front wheel and a hanging part hanging from the front end of the extension part substantially vertically to the front wheel is extended forward from the front pillar of the vehicle. By providing the front member at the front end of the upper member, the impact at the time of a collision between vehicles is mitigated by a skeleton member to prevent an excessive impact from being transmitted to the front pillar.
JP-A-9-99858 JP 2003-40142 A

  As disclosed in Patent Documents 1 and 2, when a front upper member or a skeleton member extending obliquely rearward and upward from the left and right front end portions of the vehicle body is installed, the collision energy acting at the time of front collision of the vehicle is reduced. It can be dispersed and supported by the front side frame and the skeleton member. However, since the front upper member or the skeleton member is installed so as to extend to the lower part of the front end of the vehicle body, the weight balance of the vehicle body front portion is increased, and NVH during driving, that is, the three major elements representing the comfort of the automobile. Some “noise”, “vibration” and “harshness” tended to get worse. In addition, since the front upper member or the skeleton member needs to be largely bent so as to extend from the upper end portion of the suspension tower disposed on the left and right sides of the engine room to the front end portion of the vehicle body, There is a problem that the front upper member and the like are easily deformed according to the collision energy at the time of the front collision, and the collision energy cannot be effectively absorbed.

  The present invention has been made in view of the above problems, and provides a vehicle body front structure capable of effectively absorbing the collision energy at the time of a front collision without deteriorating the riding comfort of an automobile. It is an object.

  The invention according to claim 1 is a pair of left and right front side frames installed so as to extend forward from the side part of the dash panel, and a pair of left and right parts standing up and down so as to extend vertically from the side end part of the dash panel. A hinge pillar, an apron frame installed so as to extend forward from the hinge pillar, an upper wall surface in the vehicle width direction is joined to the apron frame, and a lower wall surface in the vehicle width direction is joined to the front side frame, and the suspension A vehicle body front structure including a suspension tower installed so as to bulge inward so that a damper is disposed, wherein the apron frame is a hollow body having a continuous closed cross section over its entire length And bent inward from a front portion of the suspension tower in a plan view and bent downward in a side view The front extension of the front side frame has a front extension that extends linearly, and the front end of the front extension and the front of the front side frame are connected by a vertical connection member that extends in the vertical direction. Is.

  According to a second aspect of the present invention, in the vehicle body front part structure according to the first aspect of the present invention, the front-rear connecting member that connects the front-rear intermediate portion of the front extension portion of the apron frame and the upper portion of the suspension tower is provided. is there.

  According to a third aspect of the present invention, in the vehicle body front part structure according to the first or second aspect, at least the front extension portion of the apron frame is joined to both end portions of the press-molded material or overlapped in the thickness direction thereof. It is configured as a flangeless closed cross-section body joined together.

  According to a fourth aspect of the present invention, in the vehicle body front structure according to any one of the first to third aspects, the upper and lower connecting members have a substantially L-shaped horizontal section and a front end of a front extension portion of the apron frame. A first panel installed so as to hang from the part, and a second panel installed so as to stand upward from the front part of the front side frame with a substantially L-shaped horizontal cross section facing the first panel; A closed cross section extending in the vertical direction is formed by joining the side portions of the first panel and the second panel to each other.

  In the invention according to claim 1, a part of the collision energy input to the front end portion of the front side frame is transmitted to the front end portion of the apron frame through the upper and lower connecting members at the time of a frontal collision of the automobile, Since it is transmitted to the suspension tower, the apron panel, the dash panel and the hinge pillar via the apron frame, the collision energy is appropriately dispersed and effectively supported. And since the front end portion of the apron frame and the front portion of the front side frame are connected by the upper and lower connecting members having a predetermined length extending in the vertical direction, the apron frame is bent inward from the front portion of the suspension tower in plan view and downward in side view. The collision energy is applied to the suspension tower, the hinge pillar, etc. without increasing the bending angle of the front extension extending linearly toward the upper front portion of the front side frame with respect to the rear portion of the apron frame. The apron frame can be transmitted and thereby the apron frame can be prevented from being greatly deformed in accordance with the frontal energy of the automobile, and the apron frame is gradually compressed and deformed to effectively absorb the collision energy. The weight of the front part of the car body can be reduced by reducing the weight of the apron frame. By preventing the lance is increased, there is an advantage such can effectively improve the comfort of the motor vehicle by reducing NVH during travel.

  In the invention according to claim 2, since the front-rear connecting member that connects the front-rear direction intermediate part of the front extension part of the apron frame and the upper part of the suspension tower is provided, it is input to the front extension part of the apron frame at the frontal collision of the automobile. By transmitting and supporting the collision energy from the front and rear connection members to the upper part of the suspension tower, it is possible to effectively absorb the collision energy by suppressing a large load from being input to the bent portion of the apron frame. . Accordingly, there is an advantage that the apron frame can be further reduced in weight and NVH during traveling can be reduced more effectively.

  In the invention according to claim 3, since at least the front extension portion of the apron frame is configured as a flangeless closed cross-sectional body, the front extension portion of the apron frame is configured so that the flange portion is on both the left and right side portions as is generally known. In the case where the flange portion of the cross-sectional hat-shaped member provided in the above is configured by a closed cross-section body with a flange, the joint portion of the flange portion according to the torsional load input to the front extension portion The strength is reduced due to the peeling, and it becomes impossible to effectively suppress the torsional deformation in the apron frame in accordance with the collision energy input at the time of normal collision or oblique collision of the automobile. Can be effectively prevented.

  In the invention which concerns on Claim 4, the closed cross section which connects the front edge part of the said apron frame and the front part of a front side frame by joining the side part of a 1st panel, and the side part of a 2nd panel mutually. Since the upper and lower connecting members are configured, even if some manufacturing errors occur in the apron frame and the front side frame, the upper and lower connecting members can be mounted without causing a problem such as a shift in the mounting position of the upper and lower connecting members. It has the advantage that it can be installed easily and properly, and part of the collision energy input to the front part of the front side frame can be transmitted to the apron frame at the time of a frontal collision of the automobile and effectively supported. is there.

  1 to 3 show an embodiment of a vehicle body front structure according to the present invention. The vehicle body front portion includes a dash panel 1 that partitions the engine room and the vehicle compartment, a pair of left and right front side frames 2 that are installed so as to extend forward from the side portions thereof, and a side end portion of the dash panel 1. A pair of left and right hinge pillars 3 erected so as to extend vertically, an apron frame 4 installed so as to extend forward from an installation part of the hinge pillar 3, and an upper wall surface outside in the vehicle width direction are joined to the apron frame 4. And a suspension tower 5 installed so that a lower wall portion on the inner side in the vehicle width direction is joined to the front side frame 2 and bulges inward so as to dispose a suspension damper (not shown). It consists of Further, a cowl box 56 or a cowl panel for supporting a lower end portion of a front windshield (not shown) is coupled to the upper end portion of the dash panel 1.

  The rear side wall surface area of the engine room in which the suspension tower 5 and the dash panel 1 are arranged in the front and rear, and the apron frame 4 and the front side frame 2 are arranged in the vertical direction is provided with the rear side wall surface region. A rear apron panel 7 that is divided into a vehicle exterior and an engine compartment interior is installed. Further, on the front side of the suspension tower 5, a front apron panel 6 that divides the front side wall surface area of the engine room into an outer side of the vehicle and an inner side of the engine room is provided between the front side frame 2 and the apron frame 4. It is installed to cover.

  The front side frame 2 is inclined forwardly along a kick-up portion 9 provided at the lower portion of the dash panel 1 and is inclined toward the front side so as to be separated from the dash panel 1. And a horizontal portion 11 extending substantially horizontally from the front end portion toward the front side of the vehicle body, and installed at the front end portion of the horizontal portion 11 so as to extend in the vehicle width direction along the front surface of the vehicle body. A bumper frame 12 is attached via a crash box 13.

  Further, a bent portion 14 bent at a predetermined angle is formed by a rear portion of the inclined portion 10 of the front side frame 2 and a front portion of the horizontal portion 11, and the bent portion 14 overlaps the suspension tower 5 in a side view. It is arranged at the position to do. As shown in FIGS. 4 and 5, the horizontal portion 11 of the front side frame 2 has a predetermined length from the rear portion to the outer wall surface in the vehicle width direction in the region including the bent portion 14 and the front portion of the inclined portion 10. By attaching the lower part of the plate-like member 15 having a thickness by means such as welding, the upper end of the plate-like member 15 is installed above the front side frame 2, and the suspension tower is placed above the plate-like member 15. 5, The lower side part of the front apron panel 6 and the rear apron panel 7 is joined.

  Further, a mounting bracket 16 for a subframe (not shown) for supporting a front wheel suspension member is provided below the bent portion 14 of the front side frame 2. As shown in FIG. 5, the mounting bracket 16 is attached by means such as an upper part being welded to the lower and bottom wall surfaces in the vehicle width direction of the bent part 14 so that the lower end part protrudes downward. The bracket plate 17 installed in the above and the reinforcing plate installed with its lower end projecting downward by being attached to the lower part of the outer wall surface in the vehicle width direction of the bent part 14 by means such as being welded to the upper part. 18, and the bracket main body 17 is configured to support the sub-frame mounting bracket.

  The horizontal portion 11 of the front side frame 2 is formed as a flangeless closed cross-section body of a tube frame structure by, for example, bending a single metal plate material and welding the end portions of the metal plates together. It is configured. In order to manufacture the horizontal portion 11 composed of this flangeless closed cross-sectional body, for example, as shown in FIG. 6, the left and right half portions 19a and 19b of the upper wall portion are formed at the tip portion by press molding a metal plate material or the like. The left and right side wall portions 20 and 21 connected to each other and a bottom wall portion 22 provided between the side wall portions 20 and 21 and provided with an arcuate bulging portion 22a bulging upward. Form a molded product. The bulging portion 22a is pressed downward by a predetermined processing jig to flatten the bottom wall portion 22, and the left and right side wall portions 20, 21 are oscillated and displaced in the directions indicated by the arrows to stand up. After the front ends of the left and right halves 19a and 19b constituting the upper wall are brought close to each other and then attached to each other, the attached portions are formed by a flangeless closed cross section having a tube frame structure by wire laser welding or the like. The horizontal portion 11 is formed.

  On the other hand, the inclined portion 10 of the front side frame 2 has, as shown in FIG. 7, for example, the tip portions of a pair of left and right U-shaped cross sections 23, 24 formed by pressing or the like stacked in the thickness direction. In addition, the overlapped portion is formed as a flangeless closed cross-sectional body having a tube frame structure by, for example, fillet laser welding. Then, with the rear end portion of the horizontal portion 11 being fitted into the front end portion of the inclined portion 10, the front side frame 2 is formed by connecting the two by means such as bolting or welding. It has become.

  The inclined portion 10 of the front side frame 2 is bent in the same manner as the horizontal portion 11 so that the ends are attached to each other, or the ends are overlapped in the thickness direction. By welding, a flangeless closed cross-sectional body having a tube frame structure may be formed. On the contrary, the horizontal portion 11 of the front side frame 2 is overlapped in the thickness direction with the tip portions of a pair of left and right U-shaped bodies, like the inclined portion 10, or the tip portions are attached to each other. It is also possible to constitute a flangeless closed cross-sectional body having a tube frame structure by welding in a state where the tube is welded.

  The lower side of the front apron panel 6, the rear apron panel 7 and the suspension tower 5 are joined to the outer wall surface in the vehicle width direction of the plate-like member 15 attached to the bent portion 14 of the front side frame 2, and arc welding or the like. After being temporarily fixed by the above, it is fixed by laser welding or the like. Also, the rear upper surface of the front side frame 2 located behind the suspension tower 5, that is, the front upper surface of the inclined portion 10, is joined to the inner wall surface in the vehicle width direction of the rear apron panel 7, as shown in FIG. A vertical branch brace 25 that forms a closed section extending in the vertical direction is erected, and a fillet-like member 26 that connects the inclined portion 10 of the front side frame 2 and the front portion of the dash panel 1 is joined. It is comprised so that.

  The fillet-like member 26 is made of a plate material having a divergent shape whose rear side is enlarged inward in the vehicle width direction, and the front end of the fillet-like member 26 is the rear upper wall surface of the front side frame 2 and the inner wall surface in the vehicle width direction. The rear end portion is joined to the front wall surface of the dash panel 1 and the lower end portion is joined to the inner wall surface in the vehicle width direction of the front side frame 2. The fillet-like member 26 has an upper portion of a space formed in a rearward-expanding triangular shape between the bent portion 14 of the front side frame 2 and the front portion of the dash panel 1 located on the rear side thereof. By covering from the inner side in the vehicle width direction, this portion is reinforced.

  Further, as shown in FIG. 8, the upper end portion of the fillet-like member 26 is joined to the lower side portion of the suspension tower 5 via the plate-like member 15 attached to the front side frame 2 and the rear apron. A flange portion 27 to be joined to the lower side portion of the panel 7 is formed. A raised portion 27a is formed on the flange portion 27 so as to coincide with the lower end portion of the longitudinal branch brace 25, and the lower end portion of the longitudinal branch brace 25 is spot welded to the raised portion 27a. And it is joined by laser welding or the like. Furthermore, a bulging portion 28 that bulges toward the rear end side is formed on the inner wall surface in the vehicle width direction of the fillet-like member 26.

  The vertical branch brace 25 has a lower portion 29 extending upward from a rear upper surface of the front side frame 2, that is, an upper surface of the inclined portion 10, and an upward direction while bending obliquely rearward and outward in the vehicle width direction from the upper end portion. It is formed in a substantially S shape including a bent portion 30 extending and an upper portion 31 extending rearward from the upper end portion (see FIG. 4). And the longitudinal branch brace 25 is installed along the vehicle width direction inner side wall surface of the said rear apron panel 7, and the flange part provided in the front and back both sides is joined to the rear part of the suspension tower 5, and the rear apron panel 7. A closed section extending in the vertical direction is formed.

  A pair of left and right upper flange portions 32 that are joined to the upper front surface of the dash panel 1 are provided near the left and right ends of the dash panel 1 at the upper end of the vertical branch brace 25. A dash cross member 33 made of a square pipe material or the like is installed on the upper portion of the wall surface of the dash panel 1 on the vehicle interior side, that is, on the upper rear surface of the dash panel 1 so as to extend in the vehicle width direction. The dash cross member 33 is disposed at a height position overlapping the front and rear with the upper end flange portion 32 of the vertical branch brace 25 and the dash panel 1 interposed therebetween.

  Further, the left and right end portions of the dash cross member 33 are arranged on the inner wall surface in the vehicle width direction of the hinge pillar 3 installed so that the closed section extends vertically along the side end portion of the dash panel 1 via the mounting bracket 34. Are joined. In addition, you may comprise so that the right-and-left both ends of the said dash cross member 33 may be contact | abutted by the inner wall surface part of the hinge pillar 3, and may be couple | bonded by means, such as arc welding.

  As shown in FIG. 9, the apron frame 4 extends rearward along the upper outer wall surface of the suspension tower 5 and has a rear portion 35 installed so that the rear end portion is joined to the front wall surface of the hinge pillar 3. The front side frame 2 is bent inward from the front portion of the suspension tower 5 with an inclination angle of about 30 ° in plan view (see FIG. 2) and is bent downward with an inclination angle of about 20 ° in side view. And a front extension 36 extending in a straight line toward the front of the front (see FIG. 3). The front extension portion 36 of the apron frame 4 is connected to the front portion of the front side frame 2 via a vertical connection member 37 installed so that a front end portion thereof extends in the vertical direction.

  As shown in FIG. 10, for example, at least the front extension 36 of the apron frame 4 is composed of a pair of upper and lower U-shaped bodies 36a and 36b formed into a U-shaped cross section by pressing or the like. Are overlapped in the thickness direction, and this overlapped portion is welded with fillet laser to constitute a flangeless closed cross-section. In addition, the front extension part 36 of the apron frame 4 is formed by a flangeless closed cross-section body in which both ends of a press-molded material obtained by bending one member are welded together in the same manner as the horizontal part 11 of the front side frame 2. It may be configured.

  Further, by forming the rear portion 35 of the apron frame 4 integrally with the front extension portion 36, a hollow body composed of a flangeless closed cross-section body in which the closed cross-section is continuous over the entire length of the apron frame 4 is configured. ing. In addition, after forming the rear part 35 of the apron frame 4 separately from the front extension part 36, these are integrally connected to form a closed cross section that continues over the entire length of the apron frame 4. May be. In this case, the rear portion 35 of the apron frame 4 may be configured by a flangeless closed cross-section similar to the front extension portion 36, but the flange of the cross-sectional hat-shaped member provided with flange portions on the left and right side portions. The rear portion 35 of the apron frame 4 may be configured by a flanged closed cross-section body formed by joining the portions together.

  The upper and lower connecting members 37 that connect the front end portion of the apron frame 4 and the front portion of the front side frame 2 have a substantially L-shaped horizontal section, as shown in FIG. 11, of the front extension portion 36 of the apron frame 4. The first panel 38 installed so as to hang from the front end portion, and installed so as to stand upward from the front portion of the front side frame 2 with a substantially L-shaped horizontal section facing the first panel 38. A substantially square closed section extending in the vertical direction is formed by joining the side portions of the first panel 38 and the second panel 39 to each other.

  That is, as shown in FIGS. 4 and 11, the first panel 38 includes an outer wall portion 40 having an upper end joined to an outer side wall surface of a front end portion of the front extension portion 36 of the apron frame 4, and the front extension portion. It is formed by connecting a front wall portion 41 whose upper end portion is joined to the front end surface of the portion 36 in a substantially L-shaped cross section. Further, a front end flange portion 42 that extends to the front side of the vehicle body is provided on the inner side portion of the front wall portion 41 of the first panel 38. On the other hand, as shown in FIGS. 9 and 11, the second panel 39 includes an inner wall portion 43 in which a lower end portion is joined to an inner wall surface in the vehicle width direction of the front side frame 2 and a lower end portion of the front side frame 2. It is formed by connecting a rear wall portion 45 provided with a horizontal flange portion 44 joined to the front upper surface in a substantially L-shaped cross section. In addition, a rear end flange portion 46 extending to the rear side of the vehicle body is provided at the inner end portion of the rear wall portion 45 of the second panel 39.

  And the front end flange part 42 of the 1st panel 38 is spot-welded and joined to the outer wall surface (outer side wall surface of the vehicle width direction) of the inner wall part 43 of the said 2nd panel 38, and the 1st panel 39, the rear end flange portion 46 of the second panel 39 is spot-welded and joined to the inner wall surface of the rear side portion 40 of the outer wall portion 39 of the outer wall portion 39, so that the outer wall portion 40 and the front wall portion 41 of the first panel 38 are A substantially square closed cross section composed of the inner wall 43 and the rear wall 45 of the second panel 38 is formed.

  As shown in FIGS. 3 and 9 and the like, the front extension portion 36 of the apron frame 4 is joined to the front end portion of the front / rear connecting member 47 that connects the front-rear direction intermediate portion and the front upper portion of the suspension tower 5. ing. The front / rear connecting member 47 has a front end flange portion 48 joined to the front middle portion of the front extension 36 from the inner side in the vehicle width direction, and a rear end flange portion 49 joined to the upper front wall surface of the suspension tower 5. It is installed in a state where the front end portion is inclined so as to be directed slightly outward in the vehicle width direction in plan view. Further, at the front end portion of the apron frame 4, the side end portion of the upper frame 50 made of a square pipe material or the like installed so as to extend in the vehicle width direction along the upper front side of the engine room is interposed via a mounting bracket 51. Attached. 1 and 3, reference numeral 52 denotes a mounting plate for the crash box 13, and reference numeral 53 denotes a support bracket that supports the left and right front ends of the subframe.

  In order to manufacture the front vehicle body having the above-described configuration, as shown in FIG. 4, the front side frame 2 including the inclined portion 10 and the horizontal portion 11 formed of a flangeless closed cross-sectional body is molded, and then the horizontal The upper end portion of the plate member 15 having a predetermined length to which the lower side portions of the suspension tower 5 and the apron panels 6 and 7 are joined to the outer wall surface in the vehicle width direction of the portion 11 and the inclined portion 10 is front-mounted. Temporarily fix in a state of protruding above the side frame 2. Specifically, as shown in FIG. 12, the lower portion of the plate-like member 15 in which the arc welding opening 54 is formed is connected to the horizontal portion 11 and the inclined portion 10 which are the front members of the front side frame 2. Arc welding is performed from the outside in the vehicle width direction and the molten metal is filled in the arc welding opening 54 in a state where the outer side wall surface is in contact with the positioning in the vehicle width direction, thereby filling the horizontal side of the front side frame 2. The plate-like member 15 is temporarily fixed to the portion 11.

  Next, as shown in FIG. 3, spot welding is performed in a state where the lower side portions of the suspension tower 5, the front apron panel 6, and the rear apron panel 7 are brought into contact with and positioned on the upper side portion of the plate-like member 15. Thus, the suspension tower 5, the front apron panel 6 and the rear apron panel 7 are temporarily fixed to the plate-like member 15. Further, after attaching the longitudinal branch brace 25, the fillet-like member 26, the mounting bracket 51, the dash panel 1 and the like by the same means, the dash cross member 33 is temporarily fixed to the back surface of the dash panel 1. As shown in FIG. 13, the dash cross member 33 is temporarily fixed to the dash panel 1 from the square pipe material along the arc welding openings 55 arranged at predetermined intervals along the upper side of the dash panel 1. In the state where the dash cross member 33 is positioned in contact with the back surface of the dash panel 1, arc welding is performed from the front side of the dash panel 1 to fill the opening 55 for arc welding with molten metal. Do.

  Further, as shown in FIG. 9, after joining the inner wall surface in the vehicle width direction of the apron frame 4 along the upper side outer wall surface of the suspension tower 5, the front apron panel 6 and the rear apron panel 7, The extension 36 and the front wall surface upper part of the suspension tower 5 are connected by the front and rear connection members 47 made of a square pipe material or the like. Further, the front end flange portion 42 of the first panel 38 installed so as to hang from the front end portion of the front extension portion 36 of the apron frame 4 is installed so as to stand upward from the front portion of the front side frame 2. Further, spot welding is performed on the second panel 39, and a rear end flange portion 46 of the second panel 39 is spot welded to the first panel 38, whereby the front end portion of the apron frame 4 and the front portion of the front side frame 2 are The upper and lower connecting members 37 having a closed cross-sectional shape are formed (see FIG. 11).

  1, the bumper frame 12 is attached to the front end portion of the front side frame 2 via a crash box 13, and the upper frame 50 is attached to the front end portion of the apron frame 4 via a mounting bracket 51. After constructing the front part of the vehicle body, etc., the vehicle body having this front body structure is transported to the laser welded part, and laser welding is performed at the necessary places, and the temporary fastening part is subjected to additional welding to strengthen each part. To join.

  Thus, a pair of left and right front side frames 2 installed so as to extend forward from the side part of the dash panel 1 and a pair of left and right hinge pillars provided so as to extend vertically from the side end part of the dash panel 1. 3, an apron frame 4 installed so as to extend forward from the hinge pillar 3, an upper wall surface in the vehicle width direction is joined to the apron frame 4, and a lower wall surface in the vehicle width direction is joined to the front side frame 2. The apron frame 4 is formed into a hollow body having a continuous closed cross-section over the entire length thereof, and inwardly viewed from the front of the suspension tower 5 in plan view. A front extension that bends and extends in a straight line toward the upper front part of the front side frame 2 while bending downward in a side view. 6 is provided on the apron frame 4 and the front end portion of the front extension portion 36 and the front portion of the front side frame 2 are connected by the upper and lower connecting members 37 extending in the vertical direction. There is an advantage that the collision energy at the time of the front collision of the automobile can be effectively absorbed.

  That is, in the above configuration, when a large collision energy is input to the bumper frame 12 during the frontal collision of the automobile, the collision energy is input to the front end portion of the front side frame 2 via the crash box 13 and a part thereof. Is transmitted to the front end portion of the apron frame 4 through the upper and lower connection members 37, and is transmitted to the upper portion of the suspension tower 5 through the front and rear connection members 47, and the suspension tower 5 and the front apron are transmitted through the apron frame 4. Since it is transmitted to the upper side outer wall surface of the panel 6 and the rear apron panel 7 and the hinge pillar 3, the collision energy is appropriately dispersed and effectively supported.

  Since the front end portion of the apron frame 4 and the front portion of the front side frame 2 are connected by the upper and lower connecting members 37 having a predetermined length extending in the vertical direction as described above, the apron frame 4 is bent inward from the front portion of the suspension tower 5 in plan view. In addition, the bending angle of the front extension 36 extending linearly toward the front upper portion of the front side frame 2 while bending downward in a side view is not increased so much with respect to the rear portion 35 of the apron frame 4. The energy can be transmitted to the suspension tower 5, the hinge pillar 3, and the like. Therefore, the apron frame 4 is prevented from being greatly deformed in accordance with the front collision energy of the automobile, and the apron frame 4 is gradually compressed and deformed, so that the collision energy can be effectively absorbed and the apron described above. By reducing the weight of the frame 4 and preventing the weight balance at the front of the vehicle body from increasing, there is an advantage that NVH during driving can be reduced and the comfort of the automobile can be effectively improved.

  In particular, as shown in the above-described embodiment, when a front-rear connecting member 47 that connects the front-rear direction intermediate portion of the front extension 36 of the apron frame 4 and the upper portion of the suspension tower 5 is provided, the frontal collision of the automobile Sometimes, a collision load input to the front extension 36 of the apron frame 4 is transmitted from the front / rear connecting member 47 to the upper portion of the suspension tower 5 to support it, whereby a large load is input to the bent portion of the apron frame 4. Therefore, it is possible to effectively absorb the collision energy. Therefore, there is an advantage that the apron frame 4 can be further reduced in weight and NVH during traveling can be reduced more effectively.

  Moreover, in the said embodiment, since at least the front extension part 36 of the apron frame 4 was comprised as a flangeless closed cross-section body by which the both ends of the press molding material were attached or it overlapped and joined in the thickness direction (FIG. 11). The strength against the torsional load acting on the apron frame 4 can be effectively improved in response to the collision energy input at the time of normal or oblique collision of the automobile.

  That is, the front extension portion 36 of the apron frame 4 is closed with a flange formed by joining flange portions of cross-sectional hat-shaped members having flange portions provided on the left and right side portions as is generally known. When configured with a cross-sectional body, the strength tends to decrease due to separation of the joint portion of the flange portion in accordance with the torsional load input to the front extension portion 36. It is not possible to effectively suppress the torsional deformation of the apron frame 4 in accordance with the collision energy input at the time of oblique collision or the like. On the other hand, when at least the front extension 36 of the apron frame 4 is configured as a flangeless closed cross section as described above, the strength against the torsional load acting on the apron frame 4 is effectively improved, There is an advantage that twisting deformation of the apron frame 4 can be effectively suppressed with a simple configuration.

  As shown in FIG. 11, the first panel 38 is disposed so as to hang from the front end portion of the front extension 36 of the apron frame 4 with a substantially L-shaped horizontal section, and faces the first panel 38. An upper and lower connecting member 37 comprising a second panel 39 installed so as to stand upward from the front portion of the front side frame 2 with a substantially L-shaped horizontal cross section is provided, and the first panel 38 and the second panel 39 are provided. Instead of the above embodiment in which a closed cross section extending in the vertical direction is formed by joining the side portions of each other, one end portion of the vertical connection member made of a square pipe material or the like formed in a closed cross sectional shape in advance is attached to the apron frame 4. Is attached to the lower surface of the front end portion of the front side frame 2 or the front upper surface of the front side frame 2, and the other end portion of the upper and lower connecting members is attached to the front side frame 2 when the front portion of the vehicle body is assembled. By bonding the front lower surface of the front top or apron frame 4, it is also conceivable to configure to connect the front portion of the front end portion and the front side frame 2 of the apron frame 4.

  However, when the upper and lower connecting members are constituted by the square pipe material or the like as described above, the mounting positions of the upper and lower connecting members are shifted due to production errors of the apron frame 4 and the front side frame 2 and the like. Or there exists a problem that the connection strength by this upper and lower connection member tends to fall. On the other hand, as shown in the above-described embodiment, the front side of the apron frame 4 and the front side frame 2 are joined by joining the side of the first panel 38 and the side of the second panel 39 together. In the case where the upper and lower connecting members 37 having a closed cross section connecting the front portion are configured, the mounting positions of the upper and lower connecting members 37 can be obtained even if some manufacturing errors occur in the apron frame 4 and the front side frame 2. The upper and lower connecting members 37 can be easily and properly installed without causing problems such as slippage, and a part of the collision energy input to the front portion of the front side frame 2 at the time of a frontal collision of the automobile is described above. There is an advantage that it can be transmitted to the apron frame 4 and effectively supported.

  Moreover, in the said embodiment, while being standingly arranged by the rear part of the front side frame 2 located behind the suspension tower 5, a side part is joined to the rear part or rear apron panel 7 of the said suspension tower 5, and it is an up-down direction A vertical branch brace 25 that forms a closed cross-section extending to the upper part of the rear apron panel 7 is provided, and an upper end flange portion 32 provided in the vertical branch brace 25 is joined to the upper front wall surface of the dash panel 1. Therefore, the collision energy input to the front side frame 2 at the time of the frontal collision of the vehicle is efficiently transmitted to the hinge pillar 3 via the vertical branch brace 25 and the upper part of the dash panel 1. It is transmitted from the hinge pillar 3 to the roof portion of the automobile and absorbed effectively. Ri has the advantage that the front portion of the vehicle body deformation can be suppressed.

  In particular, as shown in the above embodiment, a dash cross member 33 is provided which forms a closed cross section that is joined to the vehicle interior side wall surface (rear wall surface) of the dash panel 1 and extends in the vehicle width direction. When the upper end flange portion 32 of the longitudinal branch brace 25 is disposed so as to overlap the front and rear with the dash panel 1 in between, the collision energy input to the front side frame 2 at the time of the frontal collision of the automobile is dashed. By efficiently dispersing and supporting the panel 1 as a whole, deformation of the front portion of the vehicle body can be effectively suppressed.

  Further, when the left and right ends of the dash cross member 33 are joined to the hinge pillar 3 via the mounting bracket 34 as shown in the above embodiment, it is input to the front side frame 2 at the time of the frontal collision of the automobile. By transmitting the collision energy to the hinge pillar 3 through the shortest path and supporting it, there is an advantage that deformation of the front part of the vehicle body can be effectively suppressed with a simple configuration. Note that the mounting bracket 34 may be omitted, and the left and right ends of the dash cross member 33 may be directly joined by being pressed against the hinge pillar 3 or the like.

  Furthermore, in the above embodiment, the longitudinal branch brace 25 is formed in a substantially S shape by providing the longitudinal branch brace 25 with a bent portion 30 that extends upward while being bent obliquely outward and outward in the vehicle width direction. Therefore, the collision energy input from the front side frame 2 to the longitudinal branch brace 25 during the frontal collision of the automobile is transmitted upward along the longitudinal branch brace 25, and the collision energy is displaced outward in the vehicle width direction. Therefore, there is an advantage that collision energy can be efficiently transmitted to the hinge pillar 3 and effectively supported.

  In the above embodiment, the fillet-like member 26 covers the upper part of the space formed between the front wall surface of the dash panel 1 and the inclined part 10 of the front side frame 2 extending to the front side from the inner side in the vehicle width direction. Since the lower end portion of the vertical branch brace 25 is joined to the flange portion 27 provided on the fillet-like member 26, the lower end portion of the vertical branch brace 25 is attached to the front side frame 2. By installing the fillet-like member 26 in this state, the lower end portion of the longitudinal branch brace 25 can be firmly attached to the front side frame 2.

  Accordingly, since the collision energy input to the front side frame 2 at the time of a frontal collision of the automobile can be supported via the longitudinal branch brace 25 reinforced by the fillet-like member 26, the deformation of the front part of the vehicle body can be further improved. There is an advantage that it can be effectively suppressed. In addition, the front side frame 2 extends toward the diagonally forward side so as to be separated from the dash panel 1 while inclining forward along the forwardly rising kick-up portion 9 provided at the lower portion of the dash panel 1. The inclined portion 10 can be effectively reinforced by the fillet-like member 26, and the collision energy input to the front side frame 2 at the time of a frontal collision of the automobile is transmitted to the dash panel 1 by the fillet-like member 26. Therefore, there is an advantage that the inclined portion 10 can be effectively prevented from being bent so as to be bent according to the collision energy.

  Further, as shown in the above embodiment, the fillet-like member 26 is made to correspond to a triangular space formed between the dash panel 1 and the inclined portion 10 of the front side frame 2, and the rear side portion is the vehicle width. In the case of a structure formed by a plate material having a divergent shape expanded inwardly in the direction, the collision energy input to the front side frame 2 is efficiently transmitted to and supported by the dash panel 1 at the time of a frontal collision of the automobile. Therefore, the occurrence of a situation in which the inclined portion 10 of the front side frame 2 is deformed in response to a moment load acting in the direction of pushing up the front end portion with the rear end portion of the inclined portion 10 as a fulcrum is described. 26 has an advantage that it can be effectively prevented.

  In particular, as shown in the above-described embodiment, when a bulging portion 28 bulging toward the rear end portion is provided on the inner wall surface in the vehicle width direction of the fillet-like member 26, the frontal collision of the automobile Since the load acting to bend the front side frame 2 sometimes can be efficiently supported by the fillet-like member 26, there is an advantage that deformation of the front side frame 2 can be more effectively prevented.

  Further, in the above embodiment, in the vehicle body front structure having the longitudinal branch brace 25 that is joined to the inner wall surface in the vehicle width direction of the rear apron panel 7 and forms a closed cross section extending in the vertical direction, the upper part of the fillet-like member 26 is provided. Since the flange portion 27 having the raised portion 27a bulging inward in the vehicle width direction so as to match the shape of the lower end portion of the longitudinal branch brace 25 is provided, The lower end portion of the branch brace 25 can be effectively supported. Therefore, the collision energy input to the front side frame 2 at the time of the frontal collision of the automobile is transmitted in three directions via the longitudinal branch brace 25, the fillet-like member 26 and the inclined portion 10 of the front side frame 2, thereby There is an advantage that it can be supported effectively.

  In the above embodiment, the horizontal portion 11 extending substantially horizontally from the front end portion of the inclined portion 10 of the front side frame 2 toward the front side of the vehicle body is joined with the end portions of one member or a plurality of members, or the end portions. Is formed as a flangeless closed cross-section body that is overlapped and joined in the thickness direction, so that the horizontal portion 11 of the front side frame 2 is a flange portion of a cross-sectional hat-like member provided with flange portions on both left and right side portions. As in the case of a closed cross-section with flanges that are joined together, the strength is increased by peeling off the joint portion of the flange portion according to the collision energy input at the time of normal or oblique collision of the automobile. The strength against torsional load acting on the horizontal portion 11 of the front side frame 2 is effectively improved without causing a situation of lowering. Rukoto can.

  Then, by attaching a plate-like member 15 to which the lower sides of the suspension tower 5 or the apron panels 6 and 7 are joined to the outer wall surface in the vehicle width direction of the horizontal portion 11 of the front side frame 2, the upper end thereof is attached to the front side. Since the horizontal portion 11 is installed in a state of protruding above the frame 2, the flange portion is closed by joining the end portions of one member or a plurality of members with each other or overlapping each other in the thickness direction. Despite being configured as a cross-section, it is easily and properly joined to the horizontal portion 11 of the front side frame 2 via the plate-like member 15 by spot welding the lower side of the suspension tower 5 or the apron panels 6 and 7. There is an advantage that you can.

  Further, as shown in the above embodiment, the inclined portion 10 of the front side frame 2 connected to the rear side of the horizontal portion 11 is configured as a flangeless closed cross section, and the inclined portion 10 and the horizontal portion 11 A plate-like member 15 extending in the front-rear direction is joined to the outer wall surface in the vehicle width direction of the formed bent portion 14 so as to protrude upward, and the lower side of the suspension tower 5 or the apron panels 6, 7 is attached to the plate-like member 15. When the parts are joined, the bent part 14 of the front side frame 2 that is likely to be deformed in accordance with the collision energy input at the time of normal or oblique collision of the automobile is reinforced by the plate-like member 15 or the like. By doing so, the deformation of the bent portion 14 can be effectively prevented.

  And the plate-like member 15 with which the lower side part of the said suspension tower 5 or the apron panels 6 and 7 is joined to the vehicle width direction outer side wall surface of the bending part 14 formed of the said inclination part 10 and the said horizontal part 11 is attached. Accordingly, the upper end portion of the inclined portion 10 and the horizontal portion 11 are attached to each other, or the end portions of one member or a plurality of members are attached to each other. Despite being configured as a flangeless closed cross-section body that is overlapped and joined in the thickness direction, the lower side of the suspension tower 5 or the apron panels 6 and 7 is connected to the bent portion 14 of the front side frame 2 via the plate-like member 15. The parts can be easily and properly joined by spot welding or the like.

  Further, in the above-described embodiment, the bent portion 14 formed by the inclined portion 10 and the horizontal portion 11 of the front side frame 2 is disposed at a position overlapping the suspension tower 5 in a side view. The suspension tower 5 and the bent portion 14 can be connected and reinforced through a plate-like member 15 attached to the outer wall surface. Accordingly, the bending portion 14 can be effectively prevented from being deformed in accordance with the collision energy input to the front side frame 2 at the time of a frontal collision of the automobile, so that the front portion thereof, that is, the entire horizontal portion 11 is By using it as a collision energy absorbing portion, there is an advantage that this collision energy can be effectively absorbed.

  In particular, as shown in the above embodiment, by attaching the upper part of the mounting bracket 16 for the subframe to the lower part of the part extending from the inclined part 10 of the front side frame 2 to the rear of the horizontal part 11, the lower end part is moved downward. In the case where the inclined portion 10 and the horizontal portion 11 are installed in a protruding state, the end portions of one member or a plurality of members are attached to each other, or the end portions are overlapped in the thickness direction and joined together. The sub-frame can be easily and properly attached to the front side frame 2 in spite of being configured as a closed cross-section body, and the inclined portion 10 and the horizontal portion 11 are connected via the attachment bracket 16. There is an advantage that the connecting portion, that is, the bent portion 14 can be effectively reinforced.

  Moreover, in the said embodiment, after welding the lower part of the said plate-shaped member 15 beforehand to the front side frame 2 which consists of a flangeless closed cross-section body, the said suspension tower 5 or the apron panels 6 and 7 are formed on the upper part of this plate-shaped member 15. Since the lower side portion is welded and integrated, the joint portion of the suspension tower 5 or the apron panels 6 and 7 is substantially the same as the vehicle body front portion structure having a front side frame having a flanged closed cross section. It can be configured similarly. Accordingly, the suspension tower 5 is attached to the front side frame 2 via the plate-like member 15 without greatly changing the configuration of the production line, even though the front side frame 2 having the flangeless closed cross section is used. Alternatively, by welding the lower sides of the apron panels 6 and 7, the vehicle body front part structure can be manufactured easily and appropriately.

It is a perspective view which shows embodiment of the vehicle body front part structure which concerns on this invention. It is a top view of the above-mentioned body front part structure. It is side wall surface sectional drawing of the said vehicle body front part structure. It is a perspective view which shows the specific structure of a front side frame. It is the VV sectional view taken on the line of FIG. It is explanatory drawing which shows the manufacturing process of a horizontal part. It is sectional drawing which shows the specific structure of the inclination part of a front side frame. It is a top view which shows the specific structure of a longitudinal branch brace and a fillet-shaped member. It is a perspective view which shows the specific structure of an apron frame. It is XX sectional drawing of FIG. 3 which shows the specific structure of an apron frame. It is a top sectional view showing the concrete composition of the upper and lower connecting members. It is a side wall view which shows the attachment state of a plate-shaped member. It is side wall surface sectional drawing which shows the attachment state of a dash cross member.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Dash panel 2 Front side frame 3 Hinge pillar 4 Apron frame 5 Suspension tower 7 Rear apron panel 25 Vertical branch brace 26 Fillet-like member 33 Dash cross member

Claims (4)

  A pair of left and right front side frames installed to extend forward from the side portion of the dash panel, a pair of left and right hinge pillars extending vertically from the side edge of the dash panel, and forward from the hinge pillar An apron frame that is installed to extend, an upper wall surface in the vehicle width direction is joined to the apron frame, a lower wall surface in the vehicle width direction is joined to the front side frame, and a suspension damper is disposed. A front structure of a vehicle body including a suspension tower installed so as to bulge inward, wherein the apron frame is formed in a hollow body having a continuous closed cross-section over the entire length thereof, and the suspension tower The front side frame is bent inward in a plan view from the front part and bent downward in a side view. A front extension portion extending in a straight line directed toward the front of the front portion, and a front end portion of the front extension portion and a front portion of the front side frame are connected by a vertical connection member extending in the vertical direction. Car body front structure.   The vehicle body front part structure according to claim 1, further comprising a front-rear connecting member that connects a front-rear direction intermediate part of the front extension part of the apron frame and an upper part of the suspension tower.   At least the front extension part of the apron frame is configured as a flangeless closed cross-section body in which both end portions of the press-molded material are attached to each other, or overlapped and joined in the thickness direction thereof. Vehicle body front structure described in 2.   The upper and lower connecting members have a substantially L-shaped horizontal section and a first panel installed so as to hang from the front end portion of the front extension of the apron frame, and a substantially L-shaped horizontal section facing the first panel. And a second panel installed so as to rise upward from the front portion of the front side frame, and the side portions of the first panel and the second panel are joined to each other to extend vertically. The vehicle body front part structure according to any one of claims 1 to 3, wherein a cross section is formed.

Images