JP2004299633A - Front carbody structure of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress backward movement of a dash panel at a front collision while suppressing increase of weight and manufacturing cost. <P>SOLUTION: This automobile comprises a floor section 4 of a car room 2, a pair of pillars 5 vertically extended at both corners in the front part of the cabin in the car width direction, a cowl 6 suspended between the upper parts of the pair of pillars 5, a dash panel 7 disposed so as to cover a part surrounded by the front edge of the floor section 4, the pillars 5, and the cowl 6, a pair of front side frames 8 extending toward the front part of the vehicle from the outside surface of the cabin of the dash panel 7, a pair of kick up sections 9 extending downwardly from the rear ends of the pair of front side frames 8 along the dash panel 7 and floor section 4, and a pair of floor frames 10 extending from the lower ends of the pair of kick up sections 9 to the backward of the vehicle along the floor section 4. The automobile has a vertically extending reinforcing member 13 so as to connect at least one of the pair of kick up sections 9 to the cowl 6. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a front body structure of an automobile, and more particularly, to a front body structure that prevents a dash panel from retreating in a frontal collision.
[0002]
[Prior art]
FIG. 8 shows an example of a conventional front body structure of an automobile.
In this vehicle, a pair of front side frames 104 spaced apart in the vehicle width direction extend from the outside of the vehicle compartment of a dash panel 103 separating a vehicle compartment 101 and an engine room 102 located in front of the vehicle compartment, and extend forward of the vehicle. A floor frame 106 extends rearward from the dash panel 103 along the floor portion 105 of the room 101 and includes a kick-up portion 107 connecting the rear end of the front side frame 104 and the front end of the floor frame 106. .
When the vehicle collides from the front, the load transmitted from the front side frame 104 to the front of the vehicle compartment is transmitted to the floor frame 106 via the kick-up portion 107 to increase the rigidity of the front of the vehicle compartment. By providing a shock absorbing portion 108 that is weaker than the front part of the cabin in a part of the front side frame 104, the front side frame is compressed and deformed in the front-rear direction of the vehicle to absorb the shock load, and the vehicle such as the dash panel 103 The purpose of the present invention is to suppress deformation of the front part of the room and secure a living space for occupants.
Further, as the impact absorbing portion 108 is provided in a wider range in the vehicle front-rear direction of the front side frame 104, the compression deformation stroke increases, and the impact absorbing performance at the time of a frontal collision improves, thereby suppressing the dash panel 103 from retreating. The safety of the occupant can be improved.
[0003]
However, the positions of the front side frame 104 and the floor frame 106 are shifted in the vertical direction, and the front side frame 104 and the floor frame 106 are connected in a crank shape by a kick-up portion 107 that extends obliquely downward to the rear of the vehicle along the dash panel 103. The connection between the rear end of the front side frame 104 and the upper end of the kick-up portion 107 and the connection between the front end of the floor frame 106 and the lower end of the kick-up portion 107 are liable to bend and deform due to the concentration of stress caused by the load at the time of a frontal collision. In this case, the load applied to the front side frame 104 cannot be received by the floor frame 106, the front side frame 104 retreats without being sufficiently compressed and deformed, and the dash panel 103 receives the load from the front side frame 104 and retreats. The problem of increasing There was.
[0004]
As a conventional technique for solving this problem, there is known a method of reinforcing a connecting portion between an upper end of the kick-up portion 107 and a rear end of the front side frame 104 by providing a torque box 109 or the like in a closed cross section to increase rigidity. However, there is a problem that the weight of the vehicle body is increased in proportion to the degree of the reinforcement simply by reinforcing the connecting portion.
[0005]
Another conventional technique is to increase the thickness of the dash panel to increase rigidity without reinforcing the joint between the rear end of the front side frame and the upper end of the kick-up portion. Since the load is received by the dash panel instead of being transmitted to the floor frame that extends in a straight line with respect to the load, the dash panel has a relatively low rigidity, causing an increase in the weight of the dash panel and an increase in manufacturing cost. .
[0006]
As another prior art, the following front body structure is known. This product has a dash panel at the front of the cabin that covers the front edge of the cabin floor, the part surrounded by the pillar and the cowl, and separates the cabin from the engine room located in front of it. A pair of front side frames extending forward from the outside of the dash panel cabin, a kick-up portion extending downward from the rear end of the front side frame along the dash panel and the floor portion, and a lower end of the kick-up portion And a floor frame extending rearward from the vehicle along the floor portion.
At the joint between the front edge of the floor, the pillar and the dash panel, a wheel house panel swelling toward the interior of the vehicle is provided, and a dash panel and a wheel house panel are provided between the floor frame and the pillar. A reinforcing member is provided along with the dash panel and the wheel house panel.
[0007]
In this product, the dash panel floor frame and the pillar are connected by a reinforcing member, so the load transmitted from the front side frame at the time of a frontal collision is distributed to the floor frame and the pillar to reduce the rigidity of the front part of the vehicle body. It is possible to prevent the lower end of the kick-up portion from being bent and deformed, thereby suppressing the retraction of the dash panel. However, since the reinforcing member is separated from the upper end of the kick-up portion, it is not possible to prevent the upper end of the kick-up portion from being bent at the time of a frontal collision. However, since the reinforcing member extends diagonally upward in the vehicle width direction along the wheel house panel from the floor frame and the support direction is different from the deformation direction of the kick-up part, the bending deformation of the kick-up part It cannot be prevented efficiently, and the joint between the rear end of the front side frame and the upper end of the kick-up portion must be reinforced, which also has the problem that the weight of the vehicle body increases.
[0008]
[Patent Document 1]
JP 05-085419 A
[0009]
[Problems to be solved by the invention]
SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and has as its object to suppress bending of the kick-up portion in order to suppress the dash panel from retreating during a frontal collision while suppressing an increase in weight and manufacturing cost. Is to prevent
[0010]
[Means for Solving the Problems]
According to a first configuration of the present invention, a floor portion of a vehicle compartment, a pair of pillars vertically extending at both corners in a vehicle width direction at a front portion of the vehicle compartment, and a bridge extending between upper portions of the pair of pillars. A dash panel provided so as to cover a portion surrounded by the floor portion front edge, the pillar, and the cowl; and a vehicle width extending from a vehicle exterior surface of the dash panel toward the front of the vehicle. A pair of front side frames extending away from each other in a direction, a pair of kick-up portions extending downward from the rear ends of the pair of front side frames along the dash panel and the floor portion, and a lower end of the pair of kick-up portions A vehicle body structure comprising a pair of floor frames extending rearward of the vehicle along the floor portion from at least one of the pair of kick-up portions and the cowl. To binding, it is characterized in that the reinforcing member extending in the vertical direction is provided.
[0011]
According to this configuration, the load transmitted from the front side frame at the time of a frontal collision is transmitted to the floor frame by the kickup portion and also transmitted to the cowl by the reinforcing member and dispersed, so that the rigidity of the front portion of the vehicle compartment is increased. Can be. In addition, since the vertical deformation of the kick-up portion is effectively suppressed by the reinforcing member extending in the vertical direction being stretched, the retraction of the dash panel due to the bending deformation of the kick-up portion can be efficiently suppressed, and the reinforcing member is minimized. Since only limited reinforcement is required, the weight of the vehicle body can be reduced.
[0012]
According to a second configuration of the present invention, in the configuration 1, the reinforcing member is located outside the vehicle compartment of the dash panel, and is connected to the kick-up portion and the dash panel. A closed cross section continuous between the cowl and the floor frame is formed outside the cabin.
[0013]
According to this configuration, the front side frame is supported from behind at the time of a frontal collision due to the closed cross section continuously formed between the cowl and the floor frame, and the reinforcing member is provided in the vehicle front-rear direction at the upper end of the kick-up portion. Compared to the case where it is connected to a surface perpendicular to the front side, the connection part is less likely to peel off due to the load applied from the front side frame, the load can be effectively distributed to the cowl and the floor frame, and the weight of the vehicle body does not increase The bending deformation of the upper and lower ends of the kick-up portion can be further suppressed.
[0014]
According to a third configuration of the present invention, in the first or second configuration, the reinforcing member is provided between the kick-up portion on the driver's seat side in the vehicle width direction and the cowl, and the dash A pedal for operating the vehicle is provided near the reinforcing member of the panel.
[0015]
According to this configuration, the vehicle operation pedal is provided in a portion of the dash panel that is relatively difficult to deform, so that the pedal retreat at the time of a frontal collision can be effectively suppressed and the driver's safety can be improved. Can be.
[0016]
According to a fourth configuration of the present invention, in the third configuration, the reinforcing member on the driver's seat side in the vehicle width direction includes a support portion of a booster that assists a brake pedal depression force, and the vehicle operation pedal. It is characterized in that a supporting portion is provided.
[0017]
According to this configuration, in addition to the effect of the third configuration, since the reinforcing member also serves as the support portion of the dash panel that supports the booster and the pedal for operating the vehicle, the dash panel is separately reinforced. The support rigidity of the pedal can be significantly increased without increasing the weight. Also, even if an object in the engine room such as an engine retreats and pushes the booster rearward during a frontal collision, the load applied to the dash panel from the booster is applied to the cowl and floor frame via the reinforcing member. Dispersion can be effectively performed, and partial retraction of the dash panel due to retraction of the booster can be suppressed.
[0018]
According to a fifth configuration of the present invention, in any one of the first to fourth configurations, the kick-up portion upper end and the pillar are connected between the kick-up portion upper end and the pillar. Thus, a second reinforcing member extending from the upper end of the kick-up portion to the outside in the vehicle width direction along the dash panel is provided.
[0019]
According to this configuration, since the load transmitted from the front side frame to the kick-up portion at the time of a frontal collision can be dispersed to the pillars, the bending deformation of the kick-up portion can be further suppressed.
[0020]
In a sixth configuration of the present invention, in any one of the first to fifth configurations, the upper end of the pair of kick-up portions may be connected between the upper ends of the pair of kick-up portions. A third reinforcing member extending substantially horizontally along the dash panel is provided.
[0021]
According to this configuration, even when the load is intensively transmitted from one front side frame to the corresponding kick-up portion due to, for example, an offset collision, the load can be dispersed to the other kick-up portion. The retreat of the dash panel can be suppressed.
[0022]
According to a seventh configuration of the present invention, in the sixth configuration, a tunnel portion that extends in the vehicle front-rear direction and has a convex cross section is provided at a lower portion of the dash panel and a center of the floor portion. And the tunnel portion and the third reinforcing member are connected by a connecting member.
[0023]
According to this configuration, the load transmitted to the dash panel by the front side frame, the retreating engine, and the like at the time of a frontal collision can be dispersed to the tunnel portion, and furthermore, the retreat of the dash panel can be suppressed.
[0024]
According to an eighth configuration of the present invention, in the sixth or seventh configuration, the second and third reinforcing members are located on the vehicle interior side of the dash panel, respectively, and the second and third reinforcing members are provided. The facing end of the reinforcing member is connected to form a continuous closed cross section spanned between the pair of pillars on the vehicle interior side of the dash panel.
[0025]
According to this configuration, the upper part of the kick-up part is supported from behind by a closed cross section, and the impact load at the time of a frontal collision is received with high support rigidity and dispersed without reinforcing the connection part with the upper part of the kick-up part As a result, the rigidity of the kick-up portion is increased, so that it is possible to eliminate the reinforcement of the connection portion between the rear end of the front side frame and the upper end of the kick-up portion, and to reinforce the structure of the front portion of the vehicle compartment without increasing the weight of the vehicle body.
[0026]
According to a ninth configuration of the present invention, in any one of the first to eighth structures, the reinforcing member is provided corresponding to the kick-up portion on the driver's seat side in the vehicle width direction, The kick-up portion on the passenger seat side is provided with a fourth reinforcing member extending from the kick-up portion to a vertically intermediate position between the kick-up portion and the cowl and not connected to the cowl. It is characterized by having.
[0027]
According to this configuration, the vehicle operation pedal is provided, and the dash panel has a small retreat allowable amount. The rigidity of the front part of the cabin on the driver's seat side can be mainly improved, and there is no pedal, and the dash panel retreat allowable amount is small. In the front part of the passenger compartment on the front passenger side, the impact load at the time of a frontal collision is distributed to the kick-up part and the dash panel over a wide area by the fourth reinforcing member. Can be appropriately increased by suppressing the increase in
[0028]
According to a tenth configuration of the present invention, in the ninth configuration, the fourth reinforcing member is located outside the vehicle compartment of the dash panel, and is connected to the kick-up portion and the dash panel. A closed cross section continuous with the floor frame is formed outside of the dash panel in the cabin.
[0029]
According to this configuration, the load transmitted from the front side frame to the kick-up portion at the time of a frontal collision can be supported from behind and transmitted in a wide range of the floor frame and the dash panel, and the upper end of the kick-up portion is bent and deformed. Can be suppressed.
[0030]
An eleventh configuration of the present invention is the device according to any one of the first to tenth configurations, wherein, in the vicinity of a dash panel of the front side frame, when an impact load applied to the front side frame due to a frontal collision is received, An impact absorbing portion that is deformed by a smaller load than the dash panel is provided.
[0031]
According to this configuration, the vicinity of the dash panel of the front side frame, for which reinforcement is no longer necessary, can be actively compressed and deformed at the time of a frontal collision, so the impact load of the front side frame is increased by expanding the compression deformation stroke of the front side frame. Of the dash panel can be suppressed without increasing the vehicle weight.
[0032]
【The invention's effect】
As described above, according to the present invention, the kick-up portion is reinforced to prevent bending deformation at the time of a frontal collision, so that the dash panel is prevented from retreating, and between the rear end of the front side frame and the upper end of the kick-up portion. It is possible to provide a front vehicle body structure of an automobile capable of reducing the weight of a vehicle body without reinforcing a connecting portion.
[0033]
Embodiments of the present invention will be described below with reference to the drawings. 1 is a perspective view of a front vehicle body structure according to an embodiment of the present invention as viewed from the front of the vehicle body, FIG. 2 is a perspective view of the vehicle body structure as viewed from the passenger compartment side, and FIG. 3 is an arrangement of reinforcing members in FIG. FIG.
4 is an exploded perspective view for explaining the reinforcing member, FIG. 5 is a sectional view taken along line AA in FIG. 1, and FIG. 6 is a sectional view taken along line BB in FIG. .
As shown in FIGS. 1 to 6, an automobile 1 to which the present invention is applied includes a vehicle compartment 2 in which an occupant rides, and an engine room 3 in which a driving device such as an engine 50 is housed in a front portion. A floor portion 4 is provided on the lower surface, and a pair of hinge pillars 5 which support side doors of a vehicle (not shown) via hinges extend vertically at both corners in the front vehicle width direction of the vehicle interior 2. A cowl 6 having a closed sectional structure extending in the vehicle width direction is bridged between the upper portions of the hinge pillars 5, and a portion surrounded by the floor portion 4, the pair of hinge pillars 5 and the cowl 6 is provided. A dash panel 7 for partitioning the engine room 3 from the vehicle compartment 2 is provided.
[0034]
A pair of front side frames 8 spaced apart in the vehicle width direction from the outside of the vehicle compartment of the dash panel 7 in the vehicle width direction are provided, and the dash panel 7 and the floor portion 4 are provided from the rear end of the front side frame 8. Along the way, a kick-up portion 9 extends downward.
At the lower end of the kick-up portion 9, a floor frame 10 that forms a closed cross section by the lower surface of the floor portion 4 extends in the vehicle front-rear direction.
[0035]
A side sill 11 having a closed cross section extending in the vehicle front-rear direction is provided on both side edges in the vehicle width direction of the floor portion 4, and a front end of the side sill 11 and a lower end of the kick-up portion 9 are connected by a torque box 12. Are linked.
As shown in FIGS. 1 and 3 to 5, a dash panel 7 on the driver's seat side (not shown) on the left side in FIG. Is provided.
[0036]
The reinforcing member 13 is composed of an upper member 13a and a lower member 13b connected to each other, has a U-shaped cross section extending in the vertical direction with the dash panel 7 side open, and is provided at an open end. By joining the flange to the dash panel 7, a closed section is formed.
[0037]
According to this structure, the load transmitted from the front side frame 8 at the time of a frontal collision is transmitted to the floor frame 10 by the kick-up portion 9 and also transmitted to the cowl 6 by the reinforcing member and dispersed. Rigidity can be increased. In addition, since the deformation of the kick-up portion 9 in the vertical direction is effectively suppressed by the reinforcing member 13 extending in the vertical direction, the connection between the rear end of the front side frame 8 and the upper end of the kick-up portion 9 is reinforced. Without doing so, the retraction of the dash panel 7 due to the bending deformation of the kick-up portion 9 can be efficiently suppressed, and the reinforcing member requires only minimal reinforcement, so that the weight of the vehicle body can be reduced.
[0038]
The upper member 13a has its upper end joined to the lower surface of the cowl 6, and extends downward and inclining toward the front of the vehicle along the shape of the dash panel 7, while the lower member 13b is connected to the upper member 13a. Extending downward from the connecting portion of the kick-up portion 9 so as to close the inner surface of the closed cross-section of the kick-up portion 9, and the lower end thereof is coupled to the bottom surface and the side surface inside the closed cross-section of the kick-up portion 9. Between them, an arch-shaped continuous closed cross section protruding forward of the vehicle body with the lower member 13b as the apex is formed.
[0039]
According to this structure, the front side frame 8 is supported from behind at the time of a frontal collision by the closed cross section formed continuously between the cowl 6 and the floor frame 10, and the reinforcing member 13 is attached to the kick-up portion 9. Compared to the case where the upper end is connected to a plane parallel to the front-rear direction of the vehicle, the connection portion is less likely to peel off due to the load applied from the front side frame 8, and the closed cross section has an arch shape protruding forward of the vehicle body. Therefore, the load at the time of a frontal collision can be effectively distributed to the cowl 6 and the floor frame 10, and the bending deformation of the upper and lower ends of the kick-up portion 9 can be further suppressed without increasing the vehicle weight.
[0040]
As shown in FIGS. 1, 2, 4, and 5, a pedal support bracket 17 that rotatably supports an accelerator pedal 14, a brake pedal 15, and a clutch pedal 16, which are vehicle operation pedals, is provided on the reinforcing member 13. Is mounted on the vehicle interior side, and a booster 18 for assisting the pedaling force when the occupant depresses the brake pedal 15 is mounted on the vehicle exterior side.
Since the booster 18 is a well-known device that amplifies the braking force by using the intake negative pressure of the engine, a detailed description thereof will be omitted.
[0041]
As shown in FIGS. 4 and 5, the dash panel 7 and the reinforcing member 13 are provided with an opening 19 that communicates between the cabin 2 and the engine room 3, and connects the brake pedal 15 and the booster 18. Through which the rod 20 passes.
Around the opening 20, a plurality of mounting holes 21 through which bolts pass are provided, and a plurality of mounting holes 22 corresponding to the mounting holes 21 on the reinforcing member 13 side are also provided in the pedal support bracket. The bolt portion 18a provided in the booster 18 is passed through these mounting holes 21 and 22, so that the pedal support bracket 17 and the booster 18 are supported by the reinforcing member 13. .
[0042]
According to this structure, the pedals 14, 15, and 16 for operating the vehicle are disposed on the relatively hardly deformable portion of the dash panel 7, so that the pedal retreat at the time of a frontal collision can be effectively suppressed, and The safety at the feet of the hands can be increased.
Further, since the reinforcing member 13 also serves as a support portion of the dash panel 7 that supports the booster 18 and the pedal support bracket 17, the pedals 14, 15 can be provided without increasing the weight by separately reinforcing the dash panel 7. , 16 can be significantly increased.
[0043]
In particular, even when an object in the engine room 3 such as the engine 50 retreats and pushes the booster 18 backward at the time of a frontal collision, the load applied to the dash panel 7 from the booster 18 via the reinforcing member 13 is increased. Because the cowl 6 and the floor frame 10 can be dispersed, the partial retreat of the dash panel 7 due to the retraction of the booster 18 is suppressed, and the retraction of the booster 18 is suppressed. The retracted brake pedal 15 can be suppressed.
[0044]
Further, as shown in FIGS. 2 and 3, the first embodiment of the present application extends along the side surface of the dash panel 7 from the upper end of the kick-up portion 9 to connect the upper end of the kick-up portion 9 and the hinge pillar 5. A second reinforcing member 23 extending substantially horizontally outward in the vehicle width direction is provided, and the second reinforcing member is formed in a U-shape having a cross section open toward the dash panel 7. A closed section is formed by connecting the flange provided at the side end to the dash panel 7.
[0045]
With this structure, the impact load transmitted from the front side frame 8 at the time of a frontal collision is transmitted to the hinge pillar 5 by the second reinforcing member, and the load is further dispersed. And the second reinforcing member, the rigidity of the front part of the vehicle compartment in a frontal collision can be significantly improved.
[0046]
Furthermore, in the first embodiment of the present application, the upper portion of the dash panel 7 extends substantially horizontally between the upper ends of the pair of right and left kick-up portions 9 so as to connect the upper ends of the kick-up portions 9. The third reinforcing member 24 is provided. The third reinforcing member 24 is formed in a U-shape opening toward the dash panel 7, and like the second reinforcing member, forms a closed cross section with the dash panel.
[0047]
With this structure, even when a load is intensively transmitted from one front side frame 8 to the corresponding kickup portion 9 due to, for example, an offset collision, the load can be dispersed to the other kickup portion 9. Further, retreat of the dash panel 7 can be suppressed.
[0048]
Further, in the present embodiment, a tunnel portion 25 extending in the vehicle front-rear direction and having a convex cross section is provided at a lower portion of the dash panel 7 and a center of the floor portion 4. The portion 25 and the third reinforcing member 24 are connected by a connecting member 26.
[0049]
With this structure, the load transmitted to the dash panel 7 by the front side frame 8 and the retreating engine 50 at the time of a frontal collision can be dispersed to the tunnel portion 25, and furthermore, the retreat of the dash panel 7 can be suppressed.
[0050]
In the present embodiment, the second and third reinforcing members 23 and 24 are located on the vehicle cabin side of the dash panel 7 and face the second and third reinforcing members 23 and 24, respectively. When the end portions are connected, a continuous closed cross section spanned between the pair of pillars 5 is formed on the vehicle interior side of the dash panel 7.
[0051]
According to this structure, the upper end of the kick-up portion 9 is supported from behind by the closed double section of the reinforcing member and the second and third reinforcing members, and the connecting portion with the upper portion of the kick-up portion 9 is formed. Even without reinforcement, the impact load at the time of a frontal collision can be received and dispersed with high support rigidity, and the rigidity of the kick-up portion 9 increases, so the connection between the rear end of the front side frame 8 and the upper end of the kick-up portion 9 must be reinforced. The structure at the front of the passenger compartment can be reinforced without increasing the weight of the vehicle body.
[0052]
In the present embodiment, as shown in FIGS. 1, 3 and 6, the reinforcing member 13 is provided corresponding to the kick-up portion 9 on the driver's seat side in the vehicle width direction, while the passenger seat is provided. A fourth reinforcing member extending from the kick-up portion 9 to a vertically intermediate position between the kick-up portion 9 and the cowl 6 and not connected to the cowl 6. 27 are provided.
[0053]
According to this structure, there are the pedals 14, 15, 16 for operating the vehicle, and the rigidity of the front part of the cabin on the driver's seat side where the retreat allowable amount of the dash panel 7 is small can be focused on, and there is no pedal. In the front part of the passenger compartment on the side of the passenger seat where the allowable retreat amount of the dash panel 7 is relatively large, the impact load at the time of a frontal collision is dispersed by the fourth reinforcing member 27 over a wide area of the kick-up portion 9 and the dash panel 7. As a result, the rigidity can be appropriately improved without increasing the weight of the vehicle body.
[0054]
Further, the fourth reinforcing member 27 is located outside the vehicle compartment of the dash panel 7, and is coupled to the kick-up portion 9 and the dash panel 7, so that the fourth reinforcement member 27 is outside the vehicle compartment of the dash panel 7. , And a closed section continuous with the floor frame 10 is formed.
[0055]
According to this structure, the load transmitted from the front side frame 8 to the kick-up portion 9 at the time of a frontal collision can be transmitted to the floor frame 10 and the dash panel 7 while being supported from behind by a closed cross section, The bending deformation of the upper end of the kick-up portion 9 can be suppressed.
[0056]
In this embodiment, as shown in FIGS. 1, 2, and 5, the front portion of the front side frame 8 and the vicinity of the dash panel 7 receive an impact load applied to the front side frame 8 due to a frontal collision. In this case, shock absorbing portions 28 and 29 that are deformed with a smaller load than the dash panel 7 are provided.
The shock absorbing portions 28 and 29 are made of beads extending in the vertical direction, and are more fragile than the kick-up portion 9 with respect to the load in the vehicle longitudinal direction while securing rigidity with respect to the load in the vertical direction. It is compressed and deformed by the impact load of a frontal collision and absorbs the impact.
[0057]
According to this structure, the vicinity of the dash panel 7 of the front side frame 8, which does not need to be reinforced, can be positively deformed by compression at the time of a frontal collision. 8, the absorption of the impact load is improved, and the retreat of the dash panel 7 can be suppressed without increasing the weight of the vehicle body.
[0058]
Next, a second embodiment of the present application will be described.
The present embodiment differs from the first embodiment only in that a reinforcing member for connecting the upper end of the kick-up portion 9 and the cowl 6 is provided on the passenger seat side similarly to the reinforcing member 13. Since the parts are the same, the same reference numerals are given and only the reinforcing member on the passenger seat side will be described.
FIG. 7 is an explanatory diagram illustrating an arrangement of a reinforcing member corresponding to FIG. 3 of the first embodiment in the second embodiment of the present application.
As shown in FIG. 7, in the present embodiment, a reinforcing member 30 having a closed cross-sectional structure is provided between the kick-up portion 9 and the cowl 6 on the passenger compartment side dash panel 7 on the outside surface of the passenger compartment. The reinforcing member 30 has a U-shaped cross section that extends in the vertical direction with the dash panel 7 side open, and forms a closed cross section by joining a flange provided at an open end to the dash panel 7. .
[0059]
As described above, in the present embodiment, the rigidity of the kick-up portion 9 is increased not only on the driver's seat side but also on the passenger's seat side, and the backward movement of the dash panel can be further prevented.
[0060]
As described above, in the automobile to which the invention of the present application is applied, the impact load at the time of a frontal collision is not only transmitted from the kick-up portion to the floor frame, but also efficiently transmitted to the cowl and other rigid members and dispersed. Therefore, the rigidity of the front part of the cabin is improved without increasing the weight of the vehicle body, and the retraction of the dash panel can be suppressed.
[Brief description of the drawings]
FIG. 1 is a perspective view of a front vehicle body structure according to a first embodiment as viewed from the front of the vehicle body.
FIG. 2 is a perspective view of a front vehicle body structure according to the first embodiment as viewed from a passenger compartment side.
FIG. 3 is an explanatory view illustrating an arrangement of a reinforcing member in FIG. 2;
FIG. 4 is an exploded perspective view illustrating a reinforcing member according to the first embodiment.
FIG. 5 is a cross-sectional view of the reinforcing member according to the first embodiment, taken along line AA in FIG. 1;
FIG. 6 is a sectional view of the reinforcing member according to the first embodiment, taken along line BB in FIG. 1;
FIG. 7 is an explanatory diagram illustrating an arrangement of a reinforcing member corresponding to FIG. 3 of the first embodiment in the second embodiment.
FIG. 8 is a side sectional view of a conventional front vehicle body structure.
[Explanation of symbols]
1 ... Car
2, 101 ... car room
3, 102 ... engine room
4, 105 ・ ・ ・ Floor section
5 Hinge pillar
6 ... Cowl
7, 103 ... dash panel
8, 104 ... front side frame
9, 107 ... kick-up part
10, 106 ・ ・ ・ Floor frame
11 ・ ・ ・ Side sill
13, 30 ... reinforcing member
14 ・ ・ ・ Accelerator pedal
15 ・ ・ ・ Brake pedal
16 ... Clutch pedal
18 ... booster
23 ... second reinforcing member
24... Third reinforcing member
25 ・ ・ ・ Tunnel part
26 ... connecting member
27 Fourth reinforcing member
28, 29 ・ ・ ・ Shock absorber

Claims (11)

A floor portion of the vehicle compartment, a pair of pillars extending vertically at both corners in the vehicle width direction at the front of the vehicle compartment, and a cowl that is a rigid member bridged between upper portions of the pair of pillars, A dash panel provided to cover a portion surrounded by the floor portion front edge, the pillar and the cowl, and a pair of fronts extending away from the outside surface of the dash panel toward the front of the vehicle in the vehicle width direction. A side frame, a pair of kick-up portions extending downward from the rear ends of the pair of front side frames along the dash panel and the floor portion, and a vehicle rearward along the floor portion from a lower end of the pair of kick-up portions. A front body structure of an automobile including a pair of floor frames extending in a vertical direction so as to connect at least one of the pair of kick-up portions and the cowl. Front body structure for an automobile, characterized in that the building reinforcing member is provided. The reinforcing member is located outside the cabin of the dash panel, and is connected to the kick-up portion and the dash panel, so that the cowl and the floor frame are provided outside the cabin of the dash panel. The front body structure of an automobile according to claim 1, wherein a closed cross section is formed continuously from the front body. The reinforcing member is provided between the kick-up portion on the driver's seat side in the vehicle width direction and the cowl, and a vehicle operation pedal is disposed near the reinforcing member of the dash panel. The front body structure of an automobile according to claim 1 or 2, wherein: The vehicle operation pedal is a brake pedal, and the reinforcing member on the driver's seat side in the vehicle width direction includes a support portion of a booster that assists a brake pedal depressing force, and the brake pedal support portion. The front body structure of an automobile according to claim 3, characterized in that: A second reinforcing member extending from the upper end of the kick-up portion to the outside in the vehicle width direction along the dash panel so as to connect the upper end of the kick-up portion and the pillar between the upper end of the kick-up portion and the pillar. The front body structure of an automobile according to any one of claims 1 to 4, further comprising: A third reinforcing member extending substantially horizontally along the dash panel is provided between the upper ends of the pair of kick-up portions so as to connect the upper ends of the pair of kick-up portions. Item 6. A front body structure of an automobile according to any one of Items 1 to 5. At the lower portion of the dash panel and at the center of the floor portion, a tunnel portion extending in the vehicle front-rear direction and having a convex cross section is provided, and the tunnel portion and the third reinforcing member are provided. The vehicle body front structure according to claim 6, wherein the vehicle body is connected by a connecting member. The second and third reinforcing members are located on the vehicle cabin side of the dash panel, respectively, and the facing ends of the second and third reinforcing members are connected to each other, so that the vehicle of the dash panel is connected. The front body structure of a vehicle according to claim 6 or 7, wherein a continuous closed cross section spanned between the pair of pillars is formed on the indoor side. The reinforcing member is provided corresponding to the kick-up portion on the driver's seat side in the vehicle width direction, while the kick-up portion on the passenger's seat side includes, from the kick-up portion, the kick-up portion and the cowl. The vehicle body according to any one of claims 1 to 8, further comprising a fourth reinforcing member that extends to an intermediate position in the vertical direction between the first and second members and is not connected to the cowl. Construction. The fourth reinforcing member is located outside the vehicle compartment of the dash panel, and is connected to the kick-up portion and the dash panel, so that the fourth reinforcement member is continuous with the floor frame outside the vehicle compartment of the dash panel. The front body structure of an automobile according to claim 9, wherein a closed cross section is formed. 2. An impact absorbing portion, which is deformed with a smaller load than the dash panel when receiving an impact load applied to the front side frame due to a frontal collision, is provided near a dash panel of the front side frame. The front body structure of a vehicle according to any one of claims 1 to 10.

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