JP2019177830A - Front part vehicle body structure of vehicle - Google Patents

Abstract

To improve rigidity of a joint part between a frame member and a tunnel frame and improve transfer efficiency of a front collision load from the frame member to the tunnel frame.SOLUTION: A front part vehicle body structure of a vehicle includes a center side frame 52, which extends inclining upward toward the rear side and is connected to a front end of a tunnel frame 24 of an upper part of a vehicle cabin part 2 side tunnel part 29 at its rear end, on the side of an engine room E. A partition wall part 25 partitioning the engine room E from a vehicle cabin part 2 includes a cowl box 20. A rear end of the center side frame 52 and a front end of the tunnel frame 24 are located adjacent to each other immediately below the cowl box 20 to be connected.SELECTED DRAWING: Figure 4

Description

  The present invention includes a frame member that transmits a collision load at the time of a frontal collision of a vehicle to the cabin side, and a tunnel frame that is disposed in the upper part of the center tunnel and extends in the vehicle front-rear direction at the lower part of the cabin. The present invention relates to a front body structure of a vehicle in which an end and a front end of a tunnel frame are joined at a partition wall that separates a cabin and an engine room.

  A front side frame or the like that is provided in the front of the vehicle body and transmits a collision load (hereinafter also referred to as “front collision load”) during a frontal collision of the vehicle (hereinafter also referred to as “front collision”) to the cabin side. A structure is known in which the rear end of the extending frame member is connected to the front end of a tunnel frame extending in the vehicle front-rear direction at the lower part of the cabin so that a front collision load is transmitted from the frame member to the tunnel frame (for example, patents). Reference 1).

  In general, including this type of structure, the frame member such as the front side frame is approximately the same height as the front bumper beam that is provided in front of the frame member and is arranged so as to be able to properly receive collision objects that collide from the front of the vehicle. Is arranged.

  As described above, in the configuration in which the frame member and the tunnel frame are joined, it is possible to transmit the front impact load from the frame member to the tunnel frame arranged at the same height as the frame member in terms of transmission efficiency. preferable.

  However, when the tunnel frame is arranged at a height corresponding to the height of the front bumper beam as described above, the passenger space is narrowed by being positioned at a height corresponding to, for example, the waist of the passenger sitting on the seat. Is concerned.

  For this reason, as exemplified in Patent Document 1, a portion of the tunnel frame (31) that extends in the vehicle front-rear direction in the vehicle front-rear direction is arranged at a position lower than the waist of the occupant before the portion. It is conceivable that the portion is extended in an inclined manner so as to become higher upward, and joined to the rear end of the frame member (21) by a dash panel (5) as a partition wall portion.

However, the joint portion between the rear end of the frame member and the front end of the tunnel frame is a joint configuration that is bent so as to protrude upward in a side view, and therefore, compared to the joint configuration that extends linearly in the vehicle longitudinal direction. This is disadvantageous in terms of load transmission in the event of a collision.
That is, the front impact load tends to concentrate on the joint that is bent upward in a side view, and there is a concern that the rigidity of the joint may be reduced.

JP 2009-101815 A

  SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and improves the rigidity of the joint between the frame member and the tunnel frame, and improves the transmission efficiency of the front impact load from the frame member to the tunnel frame. The purpose is to provide a vehicle body structure.

  The present invention is a front body structure of a vehicle provided with a center side frame on the engine room side that extends obliquely upward toward the rear and has a rear end connected to a front end of a tunnel frame at the upper part of the center tunnel on the cabin side. The partition wall partitioning the engine room and the cabin is provided with a cowl box, and the rear end of the center side frame and the front end of the tunnel frame are connected so as to be directly adjacent to the cowl box. .

  According to the said structure, the rigidity reduction by the bending of this connection part can be efficiently suppressed by making the connection part of the rear end of the said center side frame and the said tunnel frame adjoin immediately below with respect to a cowl box.

  As an aspect of the present invention, the center side frame and the tunnel frame are connected via a connecting member, and a part of the cowl box is integrally formed with the connecting member.

  According to the said structure, the rigidity of a connection part can be improved efficiently by integrally forming a part of a cowl box in a connection member.

  As an aspect of the present invention, the partition wall includes a dash panel provided immediately below the cowl box, and the connection member includes a cowl box front wall forming part that forms a front wall part of the cowl box, and a lower part of the cowl box. A cowl box lower wall forming part that forms a wall part, a dash panel forming part that forms the dash panel, a center side frame connecting part that protrudes forward from the dash panel forming part, and a rear side from the dash panel forming part The cowl box lower wall forming part and the cowl box front wall part are formed in a substantially L shape in a side view.

  According to the above configuration, the connecting member is integrally formed including the L-shaped cross-sectional shape portions (the cowl box front wall forming portion and the cowl box lower wall forming portion) that form the front wall portion and the lower wall portion of the cowl box. As a result, the integrity of the connecting member and the cowl box is enhanced, and the rigidity of the connecting member itself can be improved efficiently.

  As an aspect of the present invention, the connection member is set as a first connection member, and a second connection member is provided across the rear end of the center frame and the cowl box front wall forming portion.

  According to the said structure, the rigidity of a center side frame connection part can further be improved with a 2nd connection member.

  As an aspect of the present invention, the second connecting member is formed so as to become wider in the vehicle width direction toward the rear.

  According to the said structure, the wide joining area with respect to the cowl box front wall part of the 2nd connection member can be ensured, and the transmission efficiency from a center side frame to a tunnel frame can be improved.

  As an aspect of the present invention, the upper wall portion of the tunnel frame connecting portion is formed to include the cowl box lower wall forming portion.

  By configuring the upper wall portion of the tunnel frame connecting portion also as the cowl box lower wall forming portion in this way, the rigidity of the tunnel frame connecting portion can be further improved by increasing the thickness of the tunnel frame connecting portion.

  As an aspect of the present invention, a reinforcing rib is formed on the connecting member so as to straddle at least one of the lower wall portions of the center side frame connecting portion and the tunnel frame connecting portion and the dash panel. It is.

  According to the above configuration, by forming the reinforcing rib on the lower wall portion of at least one of the lower wall portions of the center side frame connecting portion and the tunnel frame connecting portion so as to straddle the dash panel forming portion, The rigidity of the joint part of both frames bent so as to protrude upward in a side view can be effectively increased.

  As an aspect of the present invention, the center side frame is formed so as to go to the rear side in the vehicle width direction, and the tunnel frame is formed to go to the outside in the vehicle width direction. Reinforcing ribs straddling at least one of the side walls in the vehicle width direction of the side frame connecting portion and the partition wall forming portion are set as first side wall reinforcing ribs, and the tunnel frame connecting portion in the vehicle width direction is set. Reinforcing ribs straddling at least one of the inner and outer side walls and the partition wall forming portion are set as second side wall reinforcing ribs, and at least one of the first and second side wall reinforcing ribs is connected to the connecting member. Is formed.

  According to the above configuration, when the first side wall reinforcing rib straddling at least one side wall portion and the dash panel portion among the inner and outer sides in the vehicle width direction of the center side frame connecting portion is formed, While it is possible to efficiently suppress a reduction in rigidity such that the frame is displaced to the center side in the vehicle width direction, at least one side wall portion of the inner and outer sides of the tunnel frame connection portion in the vehicle width direction and the dash panel portion In the case where the second side reinforcing rib is formed across the frame, it is possible to efficiently suppress a reduction in rigidity such that the tunnel frame is displaced to the outside in the vehicle width direction.

  According to the present invention, the rigidity of the joint between the frame member and the tunnel frame can be increased, and the transmission efficiency of the front impact load from the frame member to the tunnel frame can be increased.

The top view which shows the principal part of the front vehicle body of the vehicle of this embodiment. The center longitudinal cross-sectional view of the vehicle width direction which shows the principal part of the front part of the vehicle of this embodiment. The bottom view which shows the principal part of the junction part of the center side frame and tunnel frame of the vehicle left side. FIG. 4 is a cross-sectional view taken along the line AA in FIG. 3 showing the main part. The left view which shows the principal part of the junction part of the center side frame and tunnel frame of the vehicle left side. The perspective sectional view which looked at the important section along the AA line in Drawing 3 from the upper part. FIG. 4 is a cross-sectional view taken along line B-B in FIG. 3. The front perspective view which looked at the tower bar rear part and mounting bracket of the vehicle left side from the upper direction and the vehicle width direction outer side. CC sectional view taken on the line in FIG. The rear view which shows the junction part of the center side frame and a tunnel frame in a partition part, and the principal part of the periphery. The rear perspective view which looked at the principal part of the junction part of a center side frame and a tunnel frame from diagonally lower right.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle body structure of the vehicle 1 of this embodiment is a so-called space frame structure in which a plurality of extruded aluminum alloy frames are connected to form a vehicle body skeleton. Such a vehicle body structure of the vehicle 1 will be described with reference to FIGS.

For clarity of illustration, the front suspensions on the left and right sides of the vehicle are not shown in FIGS. 1 and 2. Further, the tower bar is not shown in FIG. 2, the dash panel is not shown in FIGS. 3, 5, 7, and 11, and the cowl panel is not shown in FIG. Further, in FIG. 11, the center side frame and the tunnel frame on the right side of the vehicle are not shown.
In the figure, arrow F indicates the front of the vehicle, arrow Rt indicates the right side of the vehicle, arrow Lt indicates the left side of the vehicle, arrow OUT indicates the outer side in the vehicle width direction, and arrow IN indicates the inner side in the vehicle width direction. To do.

  As shown in FIGS. 1 and 2, the vehicle body structure of the vehicle 1 according to the present embodiment is substantially equivalent to a passenger compartment 2 in which an occupant enters and an engine compartment E (see FIG. 1) in front of the passenger compartment 2. A suspension support structure 4 that supports a front suspension (not shown) (hereinafter, abbreviated as “suspension”) disposed at a position where the vehicle body 2 and the suspension support structure 4 are connected. Frame member 5 and an impact absorbing structure 6 that is coupled to the front end of the suspension support structure 4 and absorbs an impact load from the front of the vehicle.

  As shown in FIG. 1, the vehicle compartment 2 includes a pair of left and right side sills 21 extending in the vehicle front-rear direction and a pair of left and right side sills 21 disposed above the side sill 21 at positions spaced apart in the vehicle width direction. A pair of left and right hinge pillars 23 connecting the front pillar 22, the front end of the side sill 21, and the front end of the front pillar 22 in the vertical direction of the vehicle, a tunnel frame 24 disposed at a lower position and approximately in the center of the vehicle width direction, The hinge pillar 23 is connected in the vehicle width direction, and a partition wall portion 25 that forms a partition wall that separates the outside of the vehicle interior is provided.

The tunnel frame 24 is provided with a pair of left and right, and constitutes a closed cross section extending in the vehicle longitudinal direction. Furthermore, the tunnel frame 24 on each of the left and right sides has a rear portion (a portion extending in the vehicle front-rear direction in the occupant space) behind the front portion, as shown in FIG. ing.
As shown in FIG. 1, the tunnel portion 29 is formed so as to project inward from the vehicle width direction center portion of the floor panel 28 forming the floor surface of the vehicle compartment portion 2 and extend in the vehicle front-rear direction. Has been.

  Further, the tunnel frame 24 on each side of the left and right sides of the tunnel frame 24 except for the front part in the vehicle front-rear direction is substantially horizontal to a height lower than the waist of the occupant seated on the seat (in this example, the height corresponding to the feet of the occupant). It extends linearly in the longitudinal direction of the vehicle and extends parallel to each other at the center in the vehicle width direction.

  The front portions of the tunnel frames 24 on the left and right sides are separated from each other in the vehicle width direction gradually upward and outward in the vehicle width direction from the front end of the portion extending horizontally and linearly in the vehicle longitudinal direction in this way. The front end extends until it reaches the partition 25 (see FIG. 1), and the front end is joined to the rear end of the center side frame 52 at the partition 25 as shown in FIGS.

  As shown in FIGS. 1 and 2, the partition wall portion 25 includes a dash panel 26 (dash lower panel) and a cowl panel 27 connected to the upper end of the dash panel 26, that is, the front end position of the vehicle compartment portion 2, that is, A vertical wall is provided at a position between the vehicle compartment 2 and the engine room E (see FIG. 1), and the vehicle compartment 2 and the engine room E are partitioned.

  Although the dash panel 26 extends in the vehicle width direction and the vertical direction and is not shown in the drawing, the lower part thereof extends downward and inclines backward, and the lower end thereof is joined to the front end of the floor panel 28 (not shown). Further, as shown in FIG. 2, a concave portion 26 a that swells upward is formed in the vehicle width direction central portion of the lower portion of the dash panel 26. The recess 26a is joined to the front end of the tunnel portion 29 formed in the center of the floor panel 28 in the vehicle width direction (not shown), and the space below the tunnel portion 29 and the engine room E are connected in the vehicle front-rear direction. Communicate.

  The cowl panel 27 has a rigidity to support the inclined lower part of the front window glass (not shown) inclined downward through the filler from the lower side over substantially the entire vehicle width direction and extends in the vehicle width direction. Exist.

  As shown in FIGS. 4 and 6, the cowl panel 27 includes a lower wall portion 271 that extends substantially horizontally in the vehicle longitudinal direction, a vertical wall portion 272 that rises upward from the rear end of the lower wall portion 271, and the vertical wall portion. An orthogonal cross section in the vehicle width direction is integrally formed in a substantially S shape with an upper wall portion 273 extending substantially horizontally from the upper end of 272 to the rear.

As shown in FIGS. 2 and 4, in the partition wall portion 25, an upper portion of the dash panel 26 has a cowl box front wall portion 261 extending upward from the upper end of the dash panel 26 and a cowl panel 27. A grooved cowl box 20 is formed that opens upward over substantially the entire direction.
That is, as shown in FIG. 4, the vertical wall portion 272 of the cowl panel 27 is formed as a rear wall portion of the cowl box 20 so as to face the cowl box front wall portion 261 on the rear side.

  Although not shown, the suspension has a double wishbone suspension structure, and a knuckle that rotatably supports the front wheels of the vehicle 1 and a vehicle width direction outer side are connected to a lower portion of the knuckle, and a vehicle width direction inner side is a vehicle body. A lower arm connected to the upper side, an upper arm connected to the vehicle body on the outer side in the vehicle width direction, and an upper arm connected to the vehicle body on the inner side in the vehicle width direction, an extendable front connected to the vehicle body on the upper end and connected to the lower arm It is comprised of a suspension damper (hereinafter abbreviated as “damper”).

  As shown in FIGS. 1 and 2, the suspension support structure 4 connects a pair of left and right frame members 41 arranged at a predetermined interval in the vehicle width direction and the vicinity of the lower ends of the left and right frame members 41. A suspension cross 42, a lower cross member 43 that connects the lower parts of the left and right skeleton members 41, an upper cross member 44 that connects the upper parts of the left and right skeleton members 41, and an upper side at a position slightly above the vehicle. A pair of left and right box members 45 joined to the cross member 44 and a pair of left and right inclined frames 46 connecting the skeleton member 41 and the suspension cross 42 are configured.

  The shock absorbing structure 6 includes a pair of left and right shock absorbing members 61 connected to the front ends of the left and right skeleton members 41, and a front bumper beam (not shown) that connects the front ends of the shock absorbing members 61 in the vehicle width direction. ing.

  The shock absorbing member 61 extends in the vehicle front-rear direction and is formed over the entire length excluding the rear end in the vehicle front-rear direction.

  A rear end connecting portion 61 a (see FIGS. 1 and 2) connected to the front surface of the skeleton member 41 is formed in a substantially flat plate shape at the rear end of the shock absorbing member 61. The rear end connecting portion 61a extends outward in the vehicle width direction of the shock absorbing member 61 in such a manner that the open section space of the shock absorbing member 61 is closed from the rear end side so as not to open rearward.

  As shown in FIGS. 1 and 2, the frame member 5 includes a side-side upper frame 51, a center-side frame 52, a side-side frame 53, a side-side lower frame 54, a center-side lower frame 55, and a reinforcement. A pair of left and right frames 56 are provided.

These frame members 5 (51 to 56) are all formed in an extruded hollow shape, and among these, the frame members 5 (51 to 55) other than the reinforcing frame member 56 are on the left and right sides. The portion 2 and the skeleton member 41 extend linearly so as to be connected.
1 and 2 is a reinforcing panel for connecting the side frame 53 and the side lower frame 54 from the outside in the vehicle width direction.

  As shown in FIG. 1, the tower bar 7 is a hollow damper support portion reinforcing frame that reinforces a later-described damper support portion 183 (shown only on the left side of the vehicle body in FIG. 2) that supports the damper. One linear part 7a (beam-like part) joining the front end to the upper surface of one side (right side) of the member 41 and joining the rear end to the rear end of the other side (left side) of the left and right center side frames 52 (FIG. 1) and the other linear portion that joins the front end to the upper surface of the other side (left side) of the left and right skeleton members 41 and joins the rear end to the rear end of one side (right side) of the left and right center side frames 52. 7a (see the same figure), and a pair of linear portions 7a are integrally formed in a cross shape in a plan view. The tower bar 7 may be formed by joining metal square members so as to form a cross shape, or may be integrally formed with a fiber reinforced resin (carbon fiber reinforced plastic in this example). .

Subsequently, each component of the above-described suspension, suspension support structure 4, and frame member 5 will be described in further detail.
First, although not shown, the damper of the suspension is configured integrally with a damper main body that can extend and contract substantially in the vehicle vertical direction and a spring that expands and contracts in accordance with the expansion and contraction of the damper main body. In this damper, an upper connecting portion which is an upper end is connected to a skeleton member 41 via a damper support portion 183 (see FIG. 1) which will be described later, and a lower connecting portion (not shown) which is a lower end is connected to a lower arm. .

  Further, as shown in FIGS. 1 and 2, the skeleton member 41 of the suspension support structure 4 is a vehicle body skeleton member that constitutes the front body of the vehicle 1, and absorbs shock during a frontal collision (front collision) of the vehicle 1. A function of forming a part of a load path for transmitting a collision load (front collision load) transmitted from the structure 6 to the vehicle compartment 2 side (rear side of the vehicle body) via the frame member 5 and a suspension (not shown) are shaken. This is an aluminum die-cast member having a function of supporting it in a movable manner.

  As shown in FIGS. 1 and 2, the skeleton member 41 protrudes from the skeleton main body 41A (see FIG. 2) and the inner and outer sides in the vehicle width direction so as to surround the edge of the skeleton main body 41A. The plate-shaped contour portion 41B is integrally formed in a frame shape (substantially rectangular shape) having an opening 41s (hereinafter referred to as “center opening 41s”) (see FIG. 2) in the center in a side view.

  Specifically, as shown in FIG. 2, the skeleton member 41 includes an upper skeleton portion 411 extending in the vehicle longitudinal direction so as to constitute an upper frame of the skeleton member 41, and a vehicle so as to constitute a lower frame of the skeleton member 41. A lower skeleton portion 412 extending in the front-rear direction, a front skeleton portion 413 that connects substantially front ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vehicle vertical direction so as to constitute a front frame of the skeleton member 41, and A rear skeleton portion 414 that connects substantially rear ends of the upper skeleton portion 411 and the lower skeleton portion 412 in the vertical direction of the vehicle is integrally formed so as to constitute the rear frame of the skeleton member 41.

  More specifically, as shown in FIG. 2, the upper skeleton portion 411 is formed in a substantially rectangular shape in a side view in which the length in the vehicle front-rear direction is longer than the length in the vehicle vertical direction in a side view, and further, the front upper corner portion Further, the rear upper corner portion is formed in a shape inclined in a chamfered shape in a side view.

  Similarly, the lower skeleton portion 412 is formed in a substantially rectangular shape in a side view in which the length in the vehicle front-rear direction is longer than the length in the vehicle vertical direction in a side view. On the other hand, the front skeleton portion 413 and the rear skeleton portion 414 are formed in a substantially rectangular shape in a side view in which the length in the vehicle vertical direction is longer than the length in the vehicle front-rear direction in the side view.

  Furthermore, as shown in the figure, the front surfaces of the upper skeleton portion 411 and the front skeleton portion 413 are each formed in a vertical wall shape extending continuously in the vertical direction by forming the contour portion 41B.

  As shown in FIG. 2, the upper skeleton portion 411 of such a skeleton member 41 supports the upper end (damper top) of a damper (not shown) at the center in the front-rear direction on the outer surface in the vehicle width direction. A damper support portion 183 is provided.

  The damper support portion 183 pivotally supports the upper connecting portion (not shown) of the damper via a shaft member (not shown) that extends through the upper connecting portion and extends in the vehicle front-rear direction. Thus, the damper support portion 183 pivotally supports the damper with the shaft member as a rotation axis so that the damper can swing.

  As shown in FIG. 2, the upper surface of the skeleton member 41, the front upper rear lower inclined surface of the rear upper corner, and the rear surface are joined to connect the front ends of the plurality of frame members 5 (51 to 55). Portions 41a to 41e are formed.

  Among these joined parts 41a to 41e, as shown in FIG. 2, the side-side upper frame joined part 41a that joins the front end of the side-side upper frame 51 is the damper support part 183 on the upper surface of the upper skeleton part 411. It is formed in the part immediately above.

  Further, the front end of the tower bar 7 (the pair of linear portions 7a) is also joined to the upper surface of the skeleton member 41 as described above, as in the case of the side upper frame 51 (see FIG. 1). Specifically, the front end of the tower bar 7 is joined to the front portion of the side-side upper frame joined portion 41a (see FIG. 1), but the front end of the tower bar 7 is also connected to the damper support portion 183. It is joined to the portion directly above (see FIGS. 1 and 2).

  As shown in FIGS. 1 and 2, the center-side frame joined portion 41 b that joins the front end of the center-side frame 52 among the joined portions 41 a to 41 e described above is a front portion at the rear upper corner portion of the upper skeleton portion 411. It is formed by upper and lower inclined surfaces (see FIG. 2).

  That is, as shown in FIGS. 1 to 6, the center side frame 52 has a front end joined to the center side frame joined portion 41 b of the skeleton member 41, and a rear end of the tunnel frame 24 at the partition wall portion 25 in the vehicle longitudinal direction. It is joined to the front end, and is arranged in such a posture that it is inclined upward in the rear direction in the side view (refer to FIGS. 2, 4 to 6) and inclined inward in the vehicle width direction in the plan view. (See FIGS. 1 and 3).

  On the other hand, as shown in FIG. 2, the front surface of the skeleton member 41 described above has a shock absorbing structure in a range from the vicinity of the vehicle center in the vertical direction of the upper skeleton portion 411 to the vicinity of the approximate center of the vehicle skeleton portion 413 in the vertical direction of the vehicle. The shock absorbing member 61 (the rear end connecting portion 61a (see FIG. 1) of the shock absorbing member 61) of the body 6 is configured as a vertical wall-like rear end connected portion 41f to which the body 6 is connected.

  That is, as shown in FIG. 2, the rear end connected portion 41 f on the front surface of the skeleton member 41 is configured at a position straddling the upper skeleton portion 411 and the front skeleton portion 413 in the vertical direction. It is configured at a position offset downward with respect to the center side frame joined portion 41b provided at the rear (that is, a low position).

  As described above, since the center side frame 52 is disposed in a posture inclined in front and rear and rear and upper directions in a side view of the vehicle (see FIG. 2), the extension line 52x extending linearly forward in the longitudinal direction thereof. Intersects the rear end connected portion 41f of the skeleton member 41 (in other words, the rear end connecting portion 61a of the shock absorbing member 61 (see FIG. 1)).

  Further, as shown in FIGS. 1 and 2, a set plate 47 to which an impact absorbing member 61 of an impact absorbing structure 6 to be described later is attached is joined to the rear end connected portion 41f of the skeleton member 41. The rear end connecting portion 61 a of the shock absorbing member 61 is fastened and fixed via the plate 63.

  Incidentally, as described above, the rear end of the center side frame 52 and the front end of the tunnel frame 24 are connected to each other. In particular, as shown in FIGS. 3 to 7, FIG. On the other hand, they are connected to each other via a connecting member 70 directly adjacent to each other.

  As shown in FIG. 1, the connecting member 70 has a partition wall portion 25 (a cowl box front wall) from the left and right sides with respect to a recess 26 a (see FIGS. 2 and 11) formed at the center lower portion of the dash panel 26 in the vehicle width direction. A pair of left and right parts are arranged so as to form a range extending to the upper end of the portion 261).

  As shown in FIGS. 3 to 6, the pair of left and right connection members 70 includes a partition wall forming portion 71 having a vertical wall shape, a center side frame connection portion 72 protruding forward from the partition wall forming portion 71, and protruding rearward. And a tunnel frame connecting portion 73 to be formed.

  As shown in FIGS. 2, 10, and 11, the connecting panel 8 is disposed above the recess 26 a (see FIGS. 2 and 11) formed in the center lower portion of the dash panel 26 in the vehicle width direction. Has been. As shown in FIG. 11, the lower part of the connection panel 8 extends rearward as it is connected to the front end of the tunnel part 29 (see FIG. 1) formed in the center of the floor panel 28 in the vehicle width direction. Yes.

  As shown in FIGS. 3 to 7, 10, and 11, the pair of left and right partition forming portions 71 includes a rear end of the center side frame 52 and a front end of the tunnel frame 24 in the front view of the partition portion 25 on each of the left and right sides. Are connected in the vehicle width direction via a connection panel 8 (see FIGS. 10 and 11).

  That is, as shown in FIG. 1, the pair of left and right connection members 70 and the connection panel 8 are disposed so as to form the center upper portion in the vehicle width direction of the partition wall portion 25, and are provided in the pair of left and right connection members 70. Each partition forming portion 71 and the connecting panel 8 form a vertical wall surface that is substantially flush with the dash panel 26 and the cowl box front wall portion 261 in the vehicle width direction and the vertical direction.

  3 to 7, particularly, the center side frame connecting portion 72 is located at a position corresponding to the rear end of the center side frame 52 in a front view of the partition wall forming portion 71 having a vertical wall shape. The upper wall portion 721, the lower wall portion 722, and both the inner and outer side wall portions 723 in the vehicle width direction correspond to (join) the respective rear ends of the upper wall portion 52a, the lower wall portion 52b, and the vehicle width direction inner and outer side wall portions 52c and 52d. 724, and protrudes in the vehicle width direction outwardly with respect to the partition forming portion 71 (see FIGS. 1 and 3), and has a protruding shape that opens toward the protruding direction.

  As shown in FIGS. 3 to 6, 10, and 11, particularly FIGS. 10 and 11, the tunnel frame connecting portion 73 is located at a position corresponding to the front end of the tunnel frame 24 in a front view of the vertical wall-shaped partition wall forming portion 71. The upper wall portion 731, the lower wall portion 732, and the vehicle width direction inner and outer sides corresponding to (joining) the respective rear ends of the upper wall portion 24 a, the lower wall portion 24 b and the vehicle width direction inner and outer side wall portions 24 c and 24 d of the tunnel frame 24. It has both side wall portions 733 and 734 and protrudes in the vehicle width direction inward in the rearward direction with respect to the partition wall forming portion 71 (see FIGS. 1 and 10), and has a protruding shape that opens toward the protruding direction. is doing.

  4 to 6, the upper wall portion 731 of the tunnel frame connecting portion 73 is integrally formed with an upper wall upper portion 731a corresponding to the upper portion thereof and an upper wall lower portion 731b corresponding to the lower portion thereof. Of these 731a and 731b, the upper wall upper part 731a and the lower wall part 271 of the cowl panel 27 form a cowl box lower wall part 262 (see FIGS. 4 and 6).

  Specifically, the cowl box 20 is provided over the entire upper portion of the dash panel 26 extending in the vehicle width direction, and the cowl box lower wall portion 262 corresponding to the bottom surface thereof is basically formed only by the lower wall portion 271 of the cowl panel 27. Although formed, only a portion corresponding to the pair of left and right connection members 70 in the vehicle width direction is formed by the lower wall portion 271 and the upper wall upper portion 731a of the cowl panel 27.

  More specifically, the upper surface of the upper wall portion 731 (upper wall upper portion 731a) is formed by a flat horizontal surface. The lower wall portion 271 of the cowl panel 27 is joined and supported with its lower surface in contact with the upper surface of the upper wall portion 731.

  That is, the upper wall portion 731 of the tunnel frame connecting portion 73 is integrally formed with an upper wall upper portion 731a that forms a part of the cowl box lower wall portion 262.

  Of the upper wall portion 731, the upper wall lower portion 731b has substantially the same thickness (width in the vertical direction) as the lower wall portion 732 of the tunnel frame connecting portion 73, for example. That is, the upper wall portion 731 of the tunnel frame connecting portion 73 is composed of the upper wall lower portion 731b having such a plate thickness and the upper wall upper portion 731a having substantially the same plate thickness as the upper wall lower portion 731b. The wall portions 732, 733, and 734 (see FIGS. 10 and 11) such as the lower wall portion 732 are formed thicker than the plate thickness.

  Further, as shown in FIGS. 4 and 6, the upper wall portion 731 of the tunnel frame connection portion 73 extends the upper wall lower portion 731b backward from the upper wall upper portion 731a (the cowl box lower wall forming portion), While being thick, the front end of the upper wall portion 24a of the tunnel frame 24 is allowed to be fitted.

  Further, as described above, a part of the upper wall portion 731 (upper wall upper portion 731a) of the tunnel frame connection portion 73 is formed so as to form a part of the cowl box lower wall portion 262, so that the tunnel frame connection portion 73 is formed. Can be provided immediately adjacent to the cowl box 20. On the other hand, as shown in FIGS. 4 to 6, the upper wall portion 721 of the center side frame connection portion 72 is located at a position corresponding to the upper wall portion 731 of the tunnel frame connection portion 73 in front of the vehicle with the partition wall forming portion 71 therebetween. In this way, not only the tunnel frame 24 but also the center side frame 52 can be connected to the cowl box 20 so as to be directly adjacent thereto.

As shown in FIGS. 3 to 7, the partition wall forming portion 71 is formed such that the upper wall portion 721 of the center side frame connecting portion 72 and the upper wall portion 731 of the tunnel frame connecting portion 73 are disposed on the front wall of the cowl box. A cowl box front wall forming part 711 that forms part of the part 261, and a lower part of the cowl box front wall part 261 is formed as a dash panel forming part 712 that forms part of the dash panel 26. Yes.
In addition, the upper part of the cowl box front wall formation part 711 inclines back toward the upper part (refer the same figure).

  As shown in FIGS. 3, 5, and 7, in particular, FIG. 7, a plurality of front reinforcing ribs 74 (straddling the partition forming part 71 and the center side frame connecting part 72 are provided on the front side of the partition forming part 71. 741-744).

  As shown in FIG. 7 in particular, the front side reinforcing rib 74 includes a lower wall portion 722, an upper wall portion 721, and inner and outer side wall portions 723 and 724 in the vehicle width direction and a partition wall forming portion 71. A front lower wall reinforcing rib 741, a front upper wall reinforcing rib 742, a front vehicle width direction inner wall reinforcing rib 743 (743 a to 743 d), and a front vehicle width direction outer wall reinforcing rib 744 (744 a to 744 e) formed across the front surface. I have.

  The front lower wall reinforcing rib 741 extends downward from the inner end in the vehicle width direction of the lower wall portion 722 of the center side frame connecting portion 72, and the front upper wall reinforcing rib 742 is an upper wall of the center side frame connecting portion 72. The portion 721 extends downward from the middle in the vehicle width direction.

  Front side vehicle width direction inner wall reinforcing ribs 743 (743a to 743d) are first and second front side vehicle width direction inner wall reinforcing ribs that extend inward in the vehicle width direction from the inner wall portion of the center side frame connecting portion 72 in the vehicle width direction. 743a, 743b, and third and fourth front side width direction inner wall reinforcing ribs 743c, 743d extending outward in the vehicle width direction.

  The first and second front side vehicle width direction inner wall reinforcing ribs 743a and 743b are respectively formed in the middle and lower end positions of the inner side wall portion 723 of the center side frame connecting portion 72 in the vehicle width direction.

  The third and fourth front side vehicle width direction inner wall reinforcing ribs 743c and 743d are the first and second front side vehicle widths in the upper and vertical directions of the inner side wall portion 723 of the center side frame connecting portion 72 in the vehicle width direction, respectively. It is formed between the direction outer wall reinforcement ribs 743a and 743b.

  The front vehicle width direction outer wall reinforcing ribs 744 (744a to 744e) are first to third front vehicle width direction outer walls that extend outward from the outer wall portion 724 in the vehicle width direction of the center side frame connecting portion 72 in the vehicle width direction. Reinforcing ribs 744a to 744c and fourth and fifth front side vehicle width direction outer wall reinforcing ribs 744d and 744e extending inward in the vehicle width direction are provided.

  The first to third front-side vehicle width direction outer wall reinforcing ribs 744a to 744c are formed at substantially upper ends of the center-side frame connection portion 72 in the vehicle width direction at the upper end, the middle in the vertical direction, and the lower position, respectively. Yes.

  The fourth and fifth front vehicle width direction outer wall reinforcing ribs 744d and 744e are the first and second front vehicle width direction outer wall reinforcements in the vertical direction of the outer wall portion 724 of the center side frame connection portion 72 in the vehicle width direction. The ribs 744a and 744b are formed between the second and third front side widthwise outer wall reinforcing ribs 744b and 744c, respectively.

  Of these front side reinforcing ribs 74, the center side frame 52 (see FIG. 1) that extends inwardly in the vehicle width direction by the first to third front side vehicle width direction outer wall reinforcing ribs 744a to 744c has a rear end. The center side frame connecting portion 72 is supported so as to be stretched and supported at the rear end of the center side frame 52 in order to prevent the position of the center side frame 52 from shifting to the inside in the vehicle width direction (in other words, falling to the outside in the vehicle width direction of the partition wall portion 25). Reinforce.

  Further, as shown in FIGS. 3, 5, 6, 10, and 11, particularly, in FIG. 11, a plurality of bridges straddling the partition wall formation portion 71 and the tunnel frame connection portion 73 are provided on the rear side of the partition wall formation portion 71. Rear reinforcing ribs 75 (75a to 75f) are formed.

  In particular, as shown in FIG. 11, the rear reinforcing rib 75 is provided in the vehicle width direction from the inner edge in the vehicle width direction of the upper wall 731 of the tunnel frame connecting portion 73 and the upper, lower, and lower end portions of the inner wall portion 733 in the vehicle width direction. First to fourth rear reinforcing ribs 75a to 75d extending substantially horizontally inward, and a fifth extending downward and inward in the vehicle width direction from the inner edge in the vehicle width direction of the lower wall portion 732 of the tunnel frame connecting portion 73. A rear reinforcing rib 75e and a sixth rear reinforcing rib 75f extending vertically downward from the inner edge in the vehicle width direction of the lower wall portion 732 of the tunnel frame connecting portion 73 are provided.

  As shown in FIGS. 1 to 9, the rear end of the tower bar 7 (the pair of linear portions 7a) is connected to the rear end of the center side frame 52 as described above. 4. As shown in FIG. 5, it is connected to the rear end of the center side frame 52 via a mounting bracket 80.

  The mounting bracket 80 is joined to these so as to straddle the rear end of the center side frame 52 and the upper part of the partition wall forming part 71 (the cowl box front wall forming part 711).

  As shown in FIGS. 4 to 8, the mounting bracket 80 is attached to the center side frame 52 and attaches the tower bar 7. The mounting bracket 80 extends upward from the rear end of the main body 81 and extends to the cowl box front wall forming portion. And a partition wall attaching portion 82 attached to the front surface of 711.

  As shown in FIGS. 3, 4, 8, and 9, the main body 81 includes an upper wall portion 52 a (upper surface portion) of the center side frame 52 and side wall portions 52 c and 52 d (both side surface portions) on each side in the vehicle width direction. ) And the side wall portions 84 and 85 on both sides in the vehicle width direction and horizontally from the upper ends of the side wall portions 84 and 85 to the opposite directions in the vehicle width direction. (See FIGS. 3, 4, and 8).

  The main body 81 is welded so that the center side frame 52 is sandwiched by the side walls 84 and 85 on the upper side and both sides in the vehicle width direction with respect to the center side frame 52 (FIGS. 3, 5, 7, and 7). 9).

  As shown in FIGS. 4 to 9, a bulging portion 87 that bulges upward with respect to the upper surface portion of the center side frame 52 is formed on the upper wall portion 83. It is formed from the front part to the rear end (see FIGS. 4 to 6 and FIG. 8).

  The front portion of the upper wall portion 83 from the bulging portion 87 can be welded to the upper surface portion of the center side frame 52 in a surface contact state, and corresponds to the center side frame 52 inclined in the front lower rear upper direction. (See FIGS. 4 to 7).

On the other hand, the upper surface 871a of the bulging portion 87 is formed in a flat horizontal plane, and is formed as a seating surface for fastening the rear end of the tower bar 7 (FIGS. 4, 5, and 7 to 9). reference).
As described above, the mounting bracket 80 achieves both excellent mounting properties with respect to the center side frame 52 and the tower bar 7.

  As shown in FIGS. 4, 6, and 9, a space opened downward is formed inside the bulging portion 87, and an upper wall portion 871 having a horizontal upper surface 871 a in the bulging portion 87 is formed on the upper wall portion 871. A boss portion 872 extending downward (inside the bulging portion 87) from a substantially center in plan view is provided.

  The boss portion 872 is formed with a fastening hole 872h (screw hole) penetrating in the axial direction and opening upward from the upper surface 871a of the upper wall portion 871. The lower end of the boss portion 872 is formed to have a length that reaches below the upper wall portion 52a (upper surface portion) of the center side frame 52 (see the same figure). Correspondingly, a clearance hole 52h that allows the lower portion of the boss portion 872 to be inserted is formed at a position corresponding to the boss portion 872 in a plan view on the upper wall portion 52a of the center side frame 52. (See the figure).

As shown in FIGS. 4 to 9, the rear end of the tower bar 7 is fastened to the upper surface 871 a of the bulging portion 87 using a fastener 90 including a boss member 91 and a bolt B.
Specifically, a boss member 91 is interposed between the rear end of the tower bar 7 and the upper surface 871a of the bulging portion 87 as a seating surface, and a through hole 91h (through the axial direction of the boss member 91 is formed. Fastening is performed by inserting the bolt B through the fastening hole 872h formed through the boss portion 872 of the bulging portion 87 from FIG.

  Further, the flange portion 86 extends substantially horizontally from the front end to the rear end of the side wall portions 84 and 85 on both the inner and outer sides in the vehicle width direction of the main body 81 toward the inner and outer sides in the vehicle width direction (see FIG. 3). 7 to 9), the rear end is formed to be wide (see FIGS. 3, 7, and 8). Further, the collar portion 86 is rearward from the front ends to the rear ends of the side walls 84 and 85 on both the inner and outer sides in the vehicle width direction so that the rear end thereof has the same height as the rear end of the upper wall portion 871 of the bulging portion 87. It extends in a linearly inclined manner upward (see FIGS. 5, 7, and 8).

  As a result, the main body 81 has a rear width at which the rear end of the bulging portion 87 (upper wall portion 871) and the wide rear end of the flange 86 on each of the left and right sides are substantially the same height. It is formed so as to extend in a substantially straight line in the direction. That is, the main body portion 81 is formed with the widest rear end in the front-rear direction (see FIGS. 3, 7, and 8).

  The partition wall mounting portion 82 is formed so as to extend upward from the entire vehicle width direction of the wide rear end of the main body portion 81 (see FIGS. 4 to 8). The rear surface is joined so as to have a contact area as large as possible with respect to the front surface of the forming portion 71 (see FIG. 7).

  As shown in FIGS. 5 to 9, the mounting bracket 80 is formed with a plurality of bracket first reinforcing ribs 88 a straddling the upper surface 871 a of the main body portion 81 and the front surface of the partition wall mounting portion 82. In this example, the bracket first reinforcing rib 88a is formed so as to extend upward from a total of three locations including the left and right sides of the upper surface 871a of the bulging portion 87 and the upper surface of the flange 86 on the inner side in the vehicle width direction. (See FIGS. 5 to 7).

  Furthermore, the mounting bracket 80 is formed with bracket second reinforcing ribs 88b straddling the lower surface of the flange portion 86 and the side wall portions 84 and 85 on the inner and outer sides in the vehicle width direction (FIGS. 3, 7, and 5). 8). In the present example, the bracket second reinforcing rib 88b extends downward from three locations of the rear portion of the flange portion 86, the middle portion in the front-rear direction, and the front portion on each of the inner and outer sides of the mounting bracket 80 in the vehicle width direction. It is formed to do.

  The mounting bracket 80 is formed with bracket third reinforcing ribs 88c that straddle the upper surface of the flange portion 86 and the side wall portion and the front wall portion on the inner and outer sides of the bulging portion 87 in the vehicle width direction (FIGS. 5 to 5). 8). In this example, the bracket third reinforcing rib 88c is formed to extend upward from the front and rear sides of the flange portion 86 and the left and right sides of the upper wall portion 83 on the inner and outer sides of the mounting bracket 80 in the vehicle width direction. Has been.

  As described above, the shock absorbing structure of the vehicle 1 of the present embodiment extends obliquely upward toward the rear, and the rear end thereof is the upper portion of the tunnel portion 29 (center tunnel) on the cabin 2 (cabin) side. A vehicle front body structure (see FIG. 2) having a center side frame 52 connected to the front end of the tunnel frame 24 on the engine room E (see FIG. 1) side. The partition wall 25 is provided with a cowl box 20, and the rear end of the center side frame 52 and the front end of the tunnel frame 24 are connected to the cowl box 20 so as to be directly adjacent to each other (FIGS. 1, 4, and 4). (See FIGS. 6, 7, 10, and 11).

  In this way, by connecting the connecting portion between the rear end of the center side frame 52 and the tunnel frame 24 immediately below the cowl box 20, it is possible to efficiently suppress a decrease in rigidity due to bending of the connecting portion.

  More specifically, the center side frame 52 is disposed at a height substantially corresponding to the height of a front bumper beam (not shown) that receives a collision object at the time of a frontal collision, while the tunnel frame 24 is seated on a seat. It is arranged at a height that can secure the foot space of the passenger as much as possible. For this reason, the tunnel frame 24 is usually arranged at a position lower than the center side frame 52 in many cases.

  In the configuration in which the rear end of the center side frame 52 is connected to the front end of the tunnel frame 24 and the collision load at the time of a frontal collision (front collision) of the vehicle 1 is transmitted from the center side frame 52 to the tunnel frame 24. Is arranged with a layout that is as low as possible for the portion that passes through the passenger space in the passenger compartment portion 2 in the front-rear direction, while the front portion of the front portion is further forward until the front end is at the height of the center side frame 52. The structure is inclined upward. For this reason, the connection part (connecting part) between the rear end of the center side frame 52 and the front end of the tunnel frame 24 often has a connection form bent so as to protrude upward in a side view (FIGS. 2, 4, and 4). (See FIG. 5).

  In that case, the transmission efficiency for transmitting the collision load from the center side frame 52 to the tunnel frame 24 at the time of a frontal collision tends to be disadvantageous in the bent connection portion.

  On the other hand, as described above, the connecting portion bent so as to protrude upward at the rear end of the center side frame 52 and the tunnel frame 24 is directly adjacent to the cowl box 20 extending in the vehicle width direction. By disposing, it is possible to efficiently suppress a decrease in rigidity of the connection portion at the time of a frontal collision of the vehicle body.

  According to the aspect of the present invention, the center side frame 52 and the tunnel frame 24 are connected via the connection member 70 (see FIGS. 1 to 7, 10, and 11), and the cowl box 20 is connected to the connection member 70. The connecting member 70 is integrally formed with a part of the cowl box 20 so as to include a part (see FIGS. 4 and 6).

  That is, the upper wall upper portion 731 a in the upper wall portion 731 of the tunnel frame connecting portion 73 provided in the connecting member 70 is formed as the lower portion of the lower wall portion 262 of the cowl box 20.

  In this way, by integrally forming a part of the cowl box 20 on the connection member 70, the rigidity of the connection member 70 can be efficiently improved.

  According to the aspect of the present invention, the partition wall portion 25 is provided with the dash panel 26 provided immediately below the cowl box 20 (see FIGS. 1 and 2), and the connecting member 70 is a cowl as shown in FIGS. A cowl box front wall forming part 711 that forms a part of the box front wall part 261, an upper wall upper part 731 a (a cowl box lower wall forming part) that forms a part of the cowl box lower wall part 262, A dash panel forming portion 712 forming a part, a center side frame connecting portion 72 protruding forward from the dash panel forming portion 712, and a tunnel frame connecting portion 73 protruding rearward from the dash panel forming portion 712 are integrally formed. The upper wall upper portion 731a (the cowl box lower wall forming portion) and the cowl box front wall portion 261 are formed in an approximately L shape in a side view (same as above). Reference).

  According to the above configuration, the connection member 70 is integrally formed including the L-shaped cross-sectional shape portion including the cowl box front wall forming portion 711 and the upper wall upper portion 731a, so that the connection member 70 and the cowl box 20 are integrated. Therefore, the rigidity of the connecting member 70 itself can be improved efficiently.

  Furthermore, by integrally forming the connection member 70 so as to include the dash panel forming portion 712 (see FIGS. 3, 5 to 7, and 11), the integration with the dash panel 26 is improved and the connection member 70 itself is integrated. The rigidity can be improved more efficiently.

According to this aspect of the present invention, the mounting bracket 80 (second connecting member) is provided across the rear end of the center side frame 52 and the cowl box front wall forming portion 711 (see FIGS. 1 to 7). ).
According to the above configuration, the rigidity of the center side frame connecting portion 72 can be further improved by the mounting bracket 80.

According to the aspect of the present invention, the mounting bracket 80 is formed so as to become wider in the vehicle width direction toward the rear (see FIGS. 1, 3, 7, and 8).
According to the above configuration, it is possible to secure a wide joining area of the mounting bracket 80 to the cowl box front wall portion 261 and increase the transmission efficiency from the center side frame 52 to the tunnel frame 24.

  More specifically, by forming the flange portion 86 on the mounting bracket 80, the bracket second and third reinforcing ribs 88 b and 88 c (reinforcing ribs) can be erected from the flange portion 86. Reinforcing ribs for improving the mounting rigidity to the mounting bracket 80 can be easily provided.

  Further, by forming the flange portion 86 so as to become wider in the vehicle width direction toward the rear, the center side frame 52 is sandwiched from above and the front side (main body portion 81 side) of the mounting bracket 80 is joined. Corresponding to the width of the side frame 52, the width of the collar portion 86 can be reduced so as not to be inadvertently enlarged.

  On the other hand, by forming the flange portion 86 wider toward the rear, the partition wall mounting portion 82 provided on the rear side of the mounting bracket 80 can be formed to have a wide width including the wide flange portion 86 (see FIG. 7). ).

  Accordingly, even if the flange portion 86 is provided on the mounting bracket 80, the connection member 70 can be reinforced by increasing the bonding strength to the front wall portion 261 of the cowl box while reducing the weight of the mounting bracket 80 as much as possible.

  Furthermore, by forming the collar portion 86 so as to be wider in the vehicle width direction as it is rearward, the rear end of the collar portion 86 can be projected in the vehicle width direction so as to protrude from the partition wall forming portion 71. Therefore, the collar portion 86 itself can function as a reinforcing rib that increases the rigidity of the connection portion between the frames 52 and 24.

  According to this aspect of the present invention, the upper wall portion 731 of the tunnel frame connecting portion 73 includes the upper wall upper portion 731 a (the cowl box lower wall forming portion) that forms at least a part of the lower wall portion 262 of the cowl box 20. (See FIGS. 4 and 6).

  In this way, the upper wall portion 731 of the tunnel frame connecting portion 73 is integrally formed so as to include the upper wall upper portion 731a that forms part of the cowl box lower wall portion 262, thereby improving the integrity with the cowl box 20. On the other hand, since the thickness can be increased as compared with the case where only the upper wall lower portion 731b is formed, the rigidity of the connection member 70 itself can be efficiently improved.

  According to the aspect of the present invention, the front lower wall reinforcing rib 741 (reinforcing rib) straddling the lower wall portion 722 of the center side frame connecting portion 72 and the dash panel forming portion 712 is formed (FIGS. 3, 5 to 5). 7), a sixth rear reinforcing rib 75f (reinforcing rib) straddling the lower wall portion 732 of the tunnel frame connecting portion 73 and the dash panel forming portion 712 is formed (FIGS. 3, 5, 6, and 6). (See FIG. 11).

  According to the said structure, the rigidity of each lower wall part 722,732 of the center side frame connection part 72 and the tunnel frame connection part 73 can be improved.

  More specifically, since the joint portion of both the frames 52 and 24 is bent so as to protrude upward in a side view, a front collision load is transferred from the center side frame 52 to the tunnel frame 24 through the joint portion at the time of frontal collision of the vehicle. Thus, a load that pushes up more in the side view acts on the joint.

  On the other hand, as described above, the reinforcing ribs 741 and 75f are respectively formed on the lower wall portions 722 and 732 of the center side frame connecting portion 72 and the tunnel frame connecting portion 73 so as to straddle the dash panel forming portion 712. Thus, the vehicle can be supported so as to project toward the dash panel forming portion 712 so that the thrust load acting on the joint portion at the time of a frontal collision of the vehicle does not protrude further.

  Therefore, the rigidity of the joint part of both the frames 52 and 24 bent so as to protrude upward in a side view can be effectively increased.

  According to the aspect of the present invention, the center side frame 52 is formed so as to be directed toward the rear side in the vehicle width direction (inner side in the vehicle width direction), and the tunnel frame 24 is directed toward the outer side in the vehicle width direction. (See FIG. 1), the center-side frame connecting portion 72 has first to fourth front-side vehicle width direction inner wall reinforcing ribs 743a to 743 on each of the side wall portions 723 and 724 on both sides in the vehicle width direction. 743d, first to fifth front side width direction outer wall reinforcing ribs 744a to 744e are formed so as to straddle the dash panel forming portion 712 (refer to FIG. 7, FIG. 5, particularly FIG. 7 in particular). Further, the tunnel frame connecting portion 73 is formed by forming first to sixth rear reinforcing ribs 75a to 75f across the dash panel forming portion 712 on the side wall portion 733 on the inner side in the vehicle width direction (FIG. 10, In particular, see FIG. 11 in FIG.

  According to the above configuration, the above-described reinforcing ribs 743a to 743d and 744a to 744e (first side wall reinforcing ribs) efficiently reduce the rigidity such that the rear end of the center side frame 52 is displaced toward the center in the vehicle width direction. On the other hand, the above-mentioned reinforcing ribs 75a to 75f (second side wall reinforcing ribs) can efficiently suppress a decrease in rigidity such that the front end of the tunnel frame 24 is displaced outward in the vehicle width direction.

  The present invention is not limited to the configuration of the above-described embodiment, and can be formed in various embodiments.

1 ... Vehicle 2 ... Cabin (cabin)
29 ... Tunnel part (center tunnel)
24 ... Tunnel frame 52 ... Center side frame 25 ... Bulkhead portion 20 ... Cowl box 26 ... Dash panel 70 ... Connection member (connection member, first connection member)
72 ... Center side frame connecting portion 73 ... Tunnel frame connecting portions 75a to 75f ... First to sixth rear side reinforcing ribs (second side wall reinforcing ribs)
80 ... Mounting bracket (second connecting member)
261 ... Cowl box front wall (Cowl box front wall)
262 ... Lower wall of cowl box (lower wall of cowl box)
711 ... Cowl box front wall forming portion 712 ... Dash panel forming portion 722 ... Center side frame connecting portion lower wall portion 723 ... Center side frame connecting portion inner side wall portion 724 ... Center side frame connecting portion vehicle Side wall portion 731 on the outer side in the width direction. Upper wall portion 731a of tunnel frame connecting portion. Upper upper portion (part of cowl box, cowl box lower wall forming portion).
732... Lower wall portion 733 of tunnel frame connection portion. Side wall portion 734 in the vehicle width direction of tunnel frame connection portion. Side wall portion 741 in the vehicle width direction of tunnel frame connection portion. 7 reinforcing ribs)
743a to 743d ... first to fourth front side width direction inner wall reinforcing ribs (first side wall reinforcing ribs)
744a to 744e ... first to fifth front side width direction outer wall reinforcing ribs (first side wall reinforcing ribs)
E ... Engine room

Claims (8)

A vehicle body structure for a front part of a vehicle provided with a center side frame on the engine room side that extends obliquely upward toward the rear and whose rear end is connected to a tunnel frame front end at the upper part of the cabin side center tunnel,
A front body of a vehicle comprising a cowl box in a partition wall partitioning the engine room and the cabin, wherein the rear end of the center side frame and the front end of the tunnel frame are connected immediately adjacent to the cowl box. Construction. 2. The front body structure of a vehicle according to claim 1, wherein the center side frame and the tunnel frame are connected via a connecting member, and a part of the cowl box is formed integrally with the connecting member. The bulkhead includes a dash panel provided directly below the cowl box,
The connecting member includes a cowl box front wall forming part that forms a front wall part of the cowl box,
A cowl box lower wall forming part forming the lower wall part of the cowl box;
A dash panel forming part for forming the dash panel;
A center side frame connecting portion protruding forward from the dash panel forming portion;
It is integrally formed with the tunnel frame connection part protruding backward from the dash panel forming part,
The cowl box lower wall forming part and the cowl box front wall part are formed in a substantially L shape in a side view.
The front body structure of the vehicle according to claim 2. The connecting member is set as a first connecting member;
The front body structure of a vehicle according to claim 3, wherein a second connection member is provided across the rear end of the center side frame and the cowl box front wall forming portion. The front body structure of a vehicle according to claim 4, wherein the second connecting member is formed so as to become wider in the vehicle width direction toward the rear. The front body structure of a vehicle according to any one of claims 3 to 5, wherein the upper wall portion of the tunnel frame connecting portion is formed to include the cowl box lower wall forming portion. 7. The reinforcing member according to claim 3, wherein a reinforcing rib extending over at least one of the lower wall portions of the center side frame connecting portion and the tunnel frame connecting portion and the dash panel is formed on the connecting member. A vehicle front body structure according to claim 1. The center side frame is formed so as to go to the rear side in the vehicle width direction, and the tunnel frame is formed to go to the front side in the vehicle width direction.
A reinforcing rib that straddles at least one of the side walls in the vehicle width direction of the center side frame connecting portion and the partition wall forming portion is set as a first side wall reinforcing rib,
A reinforcing rib that straddles at least one side wall portion of the tunnel frame connecting portion in the vehicle width direction on both the inner and outer sides and the partition wall forming portion is set as a second side wall reinforcing rib,
The vehicle front body structure according to any one of claims 3 to 7, wherein at least one of the first and second side wall reinforcing ribs is formed on the connection member.

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