Vehicle body front structure

The present invention relates to a vehicle body front structure.

Priority is claimed on Japanese Patent Application No. 2015-127934, filed Jun. 25, 2015, the content of which is incorporated herein by reference.

A vehicle body front structure includes a front side frame extending forward from below a front section of a passenger compartment, a damper housing configured to support a damper of a front suspension, or the like. Here, various reinforcement structures configured to increase the rigidity of the vehicle body front structure are proposed (for example, see Patent Documents 1 and 2).

Patent Document

[Patent Document 1]

Japanese Unexamined Patent Application, First Publication No. 2013-241089

[Patent Document 2]

U.S. Pat. No. 8,240,747

Technical Problem

When a relatively large reinforcement member is installed to increase the rigidity of the vehicle body front structure, a vehicle body weight is increased. In addition, when a relatively large reinforcement member is installed, the reinforcement member may interfere and a portion that cannot be easily joined (welded) may be generated in the vehicle body front structure. For this reason, it is desired to efficiently increase the rigidity of a vehicle body front structure with a relatively small component.

Here, an aspect of the present invention is to provide a vehicle body front structure in which it is possible to efficiently increase the rigidity.

Solution to Problem

A vehicle body front structure according to an aspect of the present invention includes a front side frame (for example, a front side frame ( 3 ) in the embodiment) extending in a vehicle body forward/rearward direction; a damper housing (for example, a damper housing ( 5 ) of the embodiment) having a wall surface (for example, a wall surface ( 13 ) of the embodiment) that is disposed above the front side frame and that is directed toward an engine compartment in a vehicle body width direction; a damper housing reinforcement member (for example, a damper housing reinforcement member ( 21 ) of the embodiment) that extends along the wall surface of the damper housing in an upward/downward direction and that has a lower end portion which is joined to the front side frame; an upper dash panel reinforcement member (for example, an upper dash panel reinforcement member ( 15 ) of the embodiment) that is installed above the front side frame and that is extending in the vehicle body width direction; and a corner reinforcement member (for example, a corner reinforcement member ( 22 ) of the embodiment) that connects an upper end portion of the damper housing reinforcement member and the upper dash panel reinforcement member. The corner reinforcement member is a member that has a substantially L-shaped step section (for example, a step section ( 22 f ) of the embodiment), and that has a first portion (for example, a first portion ( 22 a ) of the embodiment) facing the damper housing reinforcement member in the vehicle body width direction and joined to the damper housing reinforcement member, a second portion (for example, a second portion ( 22 b ) of the embodiment) extending from a rear end portion of the first portion in the vehicle body forward/rearward direction toward an inner side of a vehicle body in the vehicle body width direction, a third portion (for example, a third portion ( 22 c ) of the embodiment) facing the upper dash panel reinforcement member from below and joined to the upper dash panel reinforcement member, and a fourth portion (for example, a fourth portion ( 22 d ) of the embodiment) extending downward from a rear end portion of the third portion in the vehicle body forward/rearward direction. The first portion and the third portion are formed as a continuous surface. The second portion and the fourth portion are formed as a continuous surface. A bottom surface of the step section and the first portion are formed as a continuous surface.

In this case, instead of a substantially L-shaped step structure that is connected by one surface, a substantially L-shaped step structure that is connected by at least three continuous surfaces (for example, a continuous surface between the first portion and the third portion, a continuous surface between the second portion and the fourth portion, and a continuous surface between the bottom surface of the step section and the first portion) is formed between the damper housing reinforcement member and the upper dash panel reinforcement member which is substantially perpendicular to the damper housing reinforcement member. For this reason, the corner reinforcement member can respond to not only a load of a damper input in the upward/downward direction (a load in one direction) but also a load of a damper input in the vehicle body forward/rearward direction and a load in the vehicle body width direction by distributing the load. For this reason, the rigidity of the vicinity of the damper housing can be increased by the reinforcement member having a relatively light weight. Accordingly, the rigidity of the vehicle body front structure can be efficiently increased.

In this case, further, the lower end portion of the damper housing reinforcement member is joined to the front side frame. For this reason, the rigidity of the vehicle body front structure can be further increased.

The front side frame may have an inner panel (for example, an inner panel ( 31 ) of the embodiment) and an outer panel (for example, an outer panel ( 32 ) of the embodiment) which is adjacent to the damper housing and which is joined to the inner panel to form a closed cross section together with the inner panel, the outer panel may have an extension portion (for example, an extension portion ( 34 ) of the embodiment) extending above a joint portion (for example, a joint portion ( 35 ) of the embodiment) between the outer panel and the inner panel, and a lower end portion of the damper housing reinforcement member may be joined to the extension portion of the outer panel together with the damper housing.

Here, when an excessively large load is applied from the damper to the damper housing, the damper housing exhibits a behavior of tilting toward the inner side of the vehicle body (a so-called falling-down behavior).

However, in this case, the damper housing reinforcement member is supported by the extension portion of the outer panel of the front side frame at a position higher than the joint portion that forms the closed cross section of the front side frame (a position closer to the damper base). Accordingly, the rigidity of the damper housing with respect to the falling-down behavior can be increased. In other words, the rigidity of the damper housing with respect to the falling-down behavior can be increased without coupling a reinforcement member such as a gusset of the closed cross section to the front side frame. When the rigidity of the damper housing with respect to the falling-down behavior can be increased, the rigidity required for the corner reinforcement member is decreased, and additional reduction in size and weight of the corner reinforcement member can be achieved. Accordingly, the rigidity of the vehicle body front structure can be more efficiently increased.

In addition, in this case, welding dots (for example, spot welding dots) that join the damper housing to the front side frame can be formed in two upper and lower rows at the joint portion between the outer panel and the inner panel and the extension portion of the outer panel. When the welding dots can be formed in the upper and lower two rows, the rigidity of the damper housing with respect to the falling-down behavior can be further increased.

In addition, in this case, in the two upper and lower rows at the joint portion between the outer panel and the inner panel and the extension portion of the outer panel, the welding dots can be formed in a zigzag manner. When the welding dots can be formed in a zigzag manner, the dots can be densely disposed in comparison with the case in which the welding dots are formed in a row. When the welding dots can be densely disposed, a coupling strength between the damper housing and the front side frame is increased. Accordingly, the rigidity of the damper housing with respect to the falling-down behavior can be further increased.

The damper housing may include a damper base (for example, a damper base ( 12 ) of the embodiment) having a substantially rectangular shape when seen in a plan view, the damper base may have a damper attachment section (for example, a damper attachment section ( 37 ) of the embodiment) having a substantially triangular shape when seen in a plan view, a rear end portion (for example, a rear end portion ( 37 e ) of the embodiment) of the damper attachment section may be joined to the upper dash panel (for example, the upper dash panel ( 6 ) of the embodiment), and the damper base may have a ridge portion (for example, a ridge portion ( 40 ) of the embodiment), which is extending along at least a portion of a contour of the damper attachment section, formed between a front edge portion of the damper base and the damper attachment section.

In this case, since the rear end portion of the damper attachment section is joined to the upper dash panel, out-of-plane deformation in the region between the rear edge portion of the damper base and the damper attachment section can be suppressed. In addition, as the ridge portion is formed, out-of-plane deformation in the region between the front edge portion of the damper base and the damper attachment section can be suppressed. Accordingly, the rigidity of the vicinity of the damper attachment section can be increased as a whole. When the rigidity of the vicinity of the damper attachment section can be increased, the rigidity required for the corner reinforcement member is decreased, and additional reduction in size and weight of the corner reinforcement member can be achieved. Accordingly, the rigidity of the vehicle body front structure can be more efficiently increased.

The damper housing reinforcement member may have a ridge portion (for example, a ridge portion ( 52 ) of the embodiment) which is protruding toward the inner side of the engine compartment and which is extending in the upward/downward direction.

In this case, the rigidity of the damper input with respect to the load in the upward/downward direction can be increased by the ridge portion formed on the damper housing without forming a large closed cross section. Accordingly, a material required for the reinforcement member can be reduced to achieve reduction in weight. In addition, when the rigidity is increased by the ridge portion of the damper housing, the rigidity required for the corner reinforcement member is decreased, and additional reduction in size and weight of the corner reinforcement member can be achieved. Accordingly, the rigidity of the vehicle body front structure can be more efficiently increased.

The second portion and the fourth portion of the corner reinforcement member may be formed at substantially same position with each other in the vehicle body forward/rearward direction with respect to the ridge portion of the damper housing.

In this case, since the second portion and the fourth portion of the corner reinforcement member and the ridge portion of the damper housing are aligned with each other in the vehicle body width direction, the rigidity in the vehicle body width direction can be further increased. Further, according to this configuration, since the rigidity can be increased without increasing a cross-sectional area or a plate thickness of the reinforcement member, reduction in weight of the vehicle body front structure can be achieved.

The upper dash panel reinforcement member forms a closed cross section together with the upper dash panel joined to the upper dash panel, and the step section of the corner reinforcement member covers a corner portion (for example, a corner portion ( 17 a ) of the embodiment) of the closed cross section formed by the upper dash panel reinforcement member and the upper dash panel.

In this case, the step section of the corner reinforcement member extends in the vehicle body width direction and is disposed substantially perpendicular to the damper housing (the damper base). For this reason, the rigidity in the vehicle body width direction can be further increased.

The front side frame, the damper housing reinforcement member, and the corner reinforcement member may be formed on left and right sides as pairs, the vehicle body front structure may include a front sub-frame (for example, a front sub-frame ( 62 ) of the embodiment) formed between the pair of front side frames, an annular skeleton (for example, an annular skeleton ( 61 ) of the embodiment) may be formed by the pair of damper housing reinforcement members, the pair of corner reinforcement members, the upper dash panel reinforcement member, and the front sub-frame, and the annular skeleton may be fixed to at least one of a floor frame (for example, a floor frame ( 11 ) of the embodiment) and a tunnel frame (for example, a tunnel frame ( 66 ) of the embodiment) via the front sub-frame.

In this case, the rigidity of the vicinity of the damper housing is increased by the annular skeleton. In addition, as the annular skeleton is fixed to at least one of the floor frame and the tunnel frame, the rigidity of the vehicle body front section can be increased as a whole.

Advantageous Effects of Invention

According to the aspect of the present invention, as the substantially L-shaped step structure that is connected by three or more continuous surfaces is formed by the corner reinforcement member between the damper housing reinforcement member and the upper dash panel reinforcement member that is substantially perpendicular with respect to the damper housing member, the rigidity of the vehicle body front structure can be efficiently increased.

FIG. 1 is a perspective view showing a vehicle body front structure of an embodiment of an aspect of the present invention from diagonally above.

FIG. 2 is a view showing a cross section taken along line F 2 -F 2 of the vehicle body front structure shown in FIG. 1 .

FIG. 3 is a perspective view showing a periphery of a damper housing of the embodiment of the present invention.

FIG. 4 is a perspective view showing a corner reinforcement member of the embodiment of the aspect of the present invention.

FIG. 5 is a view showing a cross section of a front side frame of the embodiment of the aspect of the present invention.

FIG. 6 is a perspective view showing a damper base of the embodiment of the aspect of the present invention.

FIG. 7 is a view showing a cross section of the damper housing of the embodiment of the aspect of the present invention from diagonally above.

FIG. 8 is a side view showing an inner side of the vehicle body front structure of the embodiment of the aspect of the present invention.

FIG. 9 is a perspective view showing the vehicle body front structure of the embodiment of the aspect of the present invention from diagonally below.

FIG. 10 is a view showing a cross section of a portion of an annular skeleton of the embodiment of the aspect of the present invention.

Hereinafter, an embodiment of an aspect of the present invention will be described with reference to the accompanying drawings.

Further, in the drawings, an arrow FR designates a forward side in a vehicle body forward/rearward direction. An arrow LH designates a leftward side in a vehicle body width direction. An arrow UP designates an upward side in an upward/downward direction.

In addition, in the application, “an inner side in the vehicle body width direction” designates an inner side of the vehicle body in the vehicle body width direction (i.e., a side of the center of the vehicle body). In addition, “an outer side in the vehicle body width direction” designates an outer side of the vehicle body in the vehicle body width direction (i.e., a side opposite to a center of the vehicle body).

FIG. 1 shows a skeleton section of a vehicle body front structure 1 .

As shown in FIG. 1 , the vehicle body front structure 1 includes a pair of front side frames 3 , a pair of upper members 4 , a pair of damper housings 5 , and an upper dash panel 6 .

The pair of front side frames 3 are disposed at both sides of an engine compartment 7 in a vehicle body width direction. The front side frames 3 extend forward from below a front section of a passenger compartment 8 . Specifically describing, a lower dash panel 10 extending in the vehicle body width direction is installed under the front section of the passenger compartment 8 . In addition, a floor frame 11 (see FIG. 9 ) extending in a vehicle body forward/rearward direction is installed below the passenger compartment 8 . The front side frames 3 are joined to the lower dash panel 10 , the floor frame 11 , and so on.

The pair of upper members 4 are disposed outside the pair of front side frames 3 in the vehicle body width direction. The upper members 4 are joined to front pillars 9 , and extend forward from the front pillars 9 . The upper members 4 are formed to be curved along contours of front wheels.

The pair of damper housings 5 are disposed at both sides of the engine compartment 7 in the vehicle body width direction. The damper housings 5 support dampers D of a front suspension. The damper housings 5 have damper bases 12 installed on upper end portions of the damper housings 5 , and wall surfaces (inner side surfaces) 13 disposed above the front side frames 3 and directed toward an inner side of the engine compartment 7 in the vehicle body width direction. The wall surfaces 13 extend between the front side frames 3 and the damper bases 12 in the upward/downward direction. Lower end portions of the wall surfaces 13 are joined to the front side frames 3 .

The upper dash panel 6 is installed between the engine compartment 7 and the passenger compartment 8 . The upper dash panel 6 is installed above the front side frames 3 . For example, the upper dash panel 6 is disposed at substantially the same height as the damper bases 12 of the damper housings 5 .

The upper dash panel 6 extends in the vehicle body width direction and connects the left and right front pillars 9 .

An upper dash panel reinforcement member 15 configured to reinforce the upper dash panel 6 is attached to the upper dash panel 6 . The upper dash panel reinforcement member 15 extends along, for example, a front surface of the upper dash panel 6 in the vehicle body width direction. The upper dash panel reinforcement member 15 is joined to the pair of damper housings 5 in the vehicle body width direction.

FIG. 2 shows a cross section taken along line F 2 -F 2 of the upper dash panel 6 and the upper dash panel reinforcement member 15 shown in FIG. 1 .

As shown in FIG. 2 , a cross-sectional shape of the upper dash panel 6 includes a bottom wall 6 a , an upright section (a front surface section) 6 b standing upward from a front edge portion of the bottom wall 6 a , and a flange (a horizontal flange) 6 c extending forward from an upper end portion of the upright section 6 b.

A cross-sectional shape of the upper dash panel reinforcement member 15 includes an upright section 15 a , a first flange 15 b , a curved section 15 c , and a second flange 15 d.

The standing section 15 a is disposed in front of the upright section 6 b of the upper dash panel 6 and extends in the upward/downward direction. A gap is formed between the upright section 15 a and the upright section 6 b of the upper dash panel 6 .

The first flange 15 b is formed by being folded forward from the upper end portion of the upright section 15 a . The first flange 15 b is formed substantially parallel to the flange 6 c of the upper dash panel 6 . The first flange 15 b overlaps below the flange 6 c of the upper dash panel 6 . The first flange 15 b is joined to the flange 6 c of the upper dash panel 6 .

The curved section 15 c extends to be curved from the lower end portion of the upright section 15 a toward the upright section 6 b of the upper dash panel 6 . The rear end portion of the curved section 15 c comes in contact with the upright section 6 b of the upper dash panel 6 .

The second flange 15 d is formed by being folded downward from the rear end portion of the curved section 15 c . The second flange 15 d extends substantially parallel to the upright section 6 b of the upper dash panel 6 . The second flange 15 d overlaps a forward side of the upright section 6 b of the upper dash panel 6 . The second flange 15 d is joined to the upright section 6 b of the upper dash panel 6 .

The upper dash panel reinforcement member 15 forms a closed cross section 17 together with the upright section 6 b and the flange 6 c of the upper dash panel 6 as the first flange 15 b and the second flange 15 d are joined to the upper dash panel 6 . A connecting section between the upright section 15 a and the curved section 15 c of the upper dash panel reinforcement member 15 forms a corner portion 17 a of the closed cross section 17 . The corner portion 17 a extends in the vehicle body width direction.

Next, a structure around the damper housing 5 will be described in detail.

FIG. 3 is an enlarged view showing a periphery of the damper housing 5 of a left side of the vehicle body.

As shown in FIG. 3 , the vehicle body front structure 1 has a damper housing reinforcement member 21 and a corner reinforcement member 22 that are members configured to reinforce the periphery of the damper housing 5 .

The damper housing reinforcement member 21 is attached to the wall surface 13 of the damper housing 5 directed toward the engine compartment 7 . The damper housing reinforcement member 21 extends along the wall surface 13 of the damper housing 5 in the upward/downward direction. The damper housing reinforcement member 21 is a plate-shaped member including a portion along the wall surface 13 of the damper housing 5 . Specifically describing, the damper housing reinforcement member 21 has a first portion 21 a and a second portion 21 b (see FIG. 4 ). The first portion 21 a extends along the wall surface 13 of the damper housing 5 in the vehicle body forward/rearward direction. The second portion 21 b is formed to be folded from the rear end portion of the first portion 21 a in the vehicle body forward/rearward direction and extends in the vehicle body width direction. The first portion 21 a and the second portion 21 b are joined to the damper housing 5 . Accordingly, a closed cross section is formed by the damper housing 5 and the damper housing reinforcement member 21 .

As shown in FIG. 3 , a lower end portion of the damper housing reinforcement member 21 is joined to the front side frame 3 . Further, a joining structure between the lower end portion of the damper housing reinforcement member 21 and the front side frame 3 will be described below. Meanwhile, the upper end portion of the damper housing reinforcement member 21 is connected to the upper dash panel reinforcement member 15 via the corner reinforcement member 22 (to be described below).

FIG. 4 is an enlarged view showing the corner reinforcement member 22 of a right side of the vehicle body.

As shown in FIG. 4 , the corner reinforcement member 22 is installed on a corner portion formed by the upper end portion of the damper housing reinforcement member 21 and the upper dash panel reinforcement member 15 . The corner reinforcement member 22 is joined to the upper end portion of the damper housing reinforcement member 21 and the end portion (the right end portion or the left end portion) of the upper dash panel reinforcement member 15 in the vehicle body width direction, and connects the upper end portion of the damper housing reinforcement member 21 and the upper dash panel reinforcement member 15 . The corner reinforcement member 22 is a member having a substantially L-shaped cross section. Specifically describing, the corner reinforcement member 22 has a first portion 22 a , a second portion 22 b , a third portion 22 c , and a fourth portion 22 d.

The first portion 22 a is a wall section (an outer side surface) extending in the upward/downward direction and directed outward in the vehicle body width direction. In other words, the first portion 22 a is a wall section formed in the vehicle body forward/rearward direction. The first portion 22 a faces the first portion 21 a of the damper housing reinforcement member 21 in the vehicle body width direction and extends along the first portion 21 a of the damper housing reinforcement member 21 . The first portion 22 a is joined to the first portion 21 a of the damper housing reinforcement member 21 on the upper end portion of the damper housing reinforcement member 21 by welding (for example, spot welding). Further, reference character P in FIG. 4 designates an example of a position of joining by welding on the corner reinforcement member 22 . For example, the first portion 22 a , the first portion 21 a of the damper housing reinforcement member 21 , and the damper housings 5 are integrally joined in the first portion 22 a.

The second portion 22 b is disposed at substantially the same height as the first portion 22 a and extends in a direction crossing (for example, substantially perpendicular to) the first portion 22 a . Specifically describing, the second portion 22 b extends from the rear end portion of the first portion 22 a in the vehicle body forward/rearward direction toward the inside in the vehicle body width direction. Specifically, the second portion 22 b is formed by being folded from the rear end portion of the first portion 22 a toward the inside in the vehicle body width direction. The second portion 22 b forms the wall section in the vehicle body width direction.

The second portion 22 b faces the second portion 21 b of the damper housing reinforcement member 21 in the vehicle body forward/rearward direction and extends along the second portion 21 b of the damper housing reinforcement member 21 . The second portion 22 b is joined to the second portion 21 b of the damper housing reinforcement member 21 in the upper end portion of the damper housing reinforcement member 21 by welding (for example, spot welding).

According to the above-mentioned configuration, a substantially L-shaped cross section is formed in the corner reinforcement member 22 by the first portion 22 a and the second portion 22 b.

The third portion 22 c is disposed on the upper end portion of the corner reinforcement member 22 . The third portion 22 c extends from the upper end portion of the first portion 22 a toward the inside in the vehicle body width direction. The third portion 22 c is a wall section (an upper surface) directed upward. In other words, the third portion 22 c is a wall section in the vehicle body forward/rearward direction. The third portion 22 c faces toward below the first flange 15 b of the upper dash panel reinforcement member 15 and extends along the first flange 15 b of the upper dash panel reinforcement member 15 . The third portion 22 c is joined to the first flange 15 b of the upper dash panel reinforcement member 15 by welding (for example, spot welding). For example, the third portion 22 c , the first flange 15 b of the upper dash panel reinforcement member 15 and the flange 6 c of the upper dash panel 6 are integrally joined in the third portion 22 c.

The fourth portion 22 d is disposed at substantially the same position as the third portion 22 c in the vehicle body width direction and extends in a direction crossing (for example, substantially perpendicular to) the third portion 22 c . Specifically, describing, the fourth portion 22 d extends downward from the rear end portion of the third portion 22 c in the vehicle body forward/rearward direction. Specifically, the fourth portion 22 d is formed by being folded downward from the rear end portion of the third portion 22 c . The fourth portion 22 d forms a wall section in the vehicle body width direction, like the second portion 22 b . The fourth portion 22 d is disposed at substantially the same position as the second portion 22 b in the vehicle body forward/rearward direction.

According to the above-mentioned configuration, a substantially L-shaped cross section is formed in the corner reinforcement member 22 by the third portion 22 c and the fourth portion 22 d.

Here, the fourth portion 22 d will be described more specifically.

As shown in FIG. 4 , the fourth portion 22 d includes a first region 22 da and a second region 22 db.

The first region 22 da is formed in the vicinity of the third portion 22 c of the corner reinforcement member 22 .

The first region 22 da is a wall section extending in the upward/downward direction and formed in the vehicle body width direction. The first region 22 da extends along the upright section 15 a of the upper dash panel reinforcement member 15 .

The first region 22 da is joined to the upright section 15 a of the upper dash panel reinforcement member 15 by welding (for example, spot welding).

The second region 22 db is formed below the first region 22 da . The second region 22 db is a wall section extending substantially parallel to the first region 22 da . The second region 22 db is displaced to the rear of the vehicle body from the first region 22 da . The second region 22 db extends along the second flange 15 d of the upper dash panel reinforcement member 15 . The second region 22 db is joined to the second flange 15 d of the upper dash panel reinforcement member 15 by welding (for example, spot welding). For example, the second region 22 db , the second flange 15 d of the upper dash panel reinforcement member 15 and the upright section 6 b of the upper dash panel 6 are integrally joined in the second region 22 db.

A step section 22 f is formed between the first region 22 da and the second region 22 db.

As shown in FIG. 2 , the step section 22 f covers the corner portion 17 a of the closed cross section 17 formed by the upper dash panel reinforcement member 15 and the upper dash panel 6 . The step section 22 f extends in the vehicle body width direction. For example, the step section 22 f is formed on the fourth portion 22 d throughout the width in the vehicle body width direction. The step section 22 f has a bottom surface 22 fa directed downward. The bottom surface 22 fa is a surface formed in the vehicle body forward/rearward direction and extends in the vehicle body width direction.

In the corner reinforcement member 22 as described above, as shown in FIG. 4 , the first portion 22 a and the third portion 22 c are formed to be connected to each other. In other words, the first portion 22 a and the third portion 22 c are formed as one continuous surface. Accordingly, a continuous surface (see an arrow S 1 ) continuous from the first portion 21 a of the damper housing reinforcement member 21 to the first flange 15 b of the upper dash panel reinforcement member 15 via the first portion 22 a and the third portion 22 c of the corner reinforcement member 22 is formed.

Similarly, the second portion 22 b and the fourth portion 22 d (the second region 22 db ) are formed to be continuous with each other. In other words, the second portion 22 b and the fourth portion 22 d are formed as one continuous surface. Accordingly, a continuous surface (see an arrow S 2 ) continuous from the second portion 21 b of the damper housing reinforcement member 21 to the second flange 15 d of the upper dash panel reinforcement member 15 via the second portion 22 b and the fourth portion 22 d of the corner reinforcement member 22 is formed.

In addition, the first portion 22 a and the bottom surface 22 fa of the step section 22 f are formed to be continuous with each other.

In other words, the first portion 22 a and the bottom surface 22 fa of the step section 22 f are formed as one continuous surface. Accordingly, a continuous surface (see an arrow S 3 ) continuous from the first portion 21 a of the damper housing reinforcement member 21 to the upper dash panel reinforcement member 15 via the first portion 22 a of the corner reinforcement member 22 and the bottom surface 22 fa of the step section 22 f is formed.

Accordingly, a substantially L-shaped step structure that connects at least three surfaces (that is constituted by at least three continuous surfaces) is formed between the damper housing reinforcement member 21 and the upper dash panel reinforcement member 15 substantially perpendicular to the damper housing 5 .

Next, a joining structure between the damper housing reinforcement member 21 and the front side frame 3 will be described in detail.

FIG. 5 shows a configuration of the front side frame 3 .

As shown in FIG. 5 , the front side frame 3 has an inner panel 31 and an outer panel 32 .

The inner panel 31 has a standing wall 31 a , an upper wall 31 b and a lower wall 31 c . The standing wall 31 a extends in the upward/downward direction at a position separated from the outer panel 32 . The upper wall 31 b extends from the upper end portion of the standing wall 31 a toward the outer panel 32 . The lower wall 31 c extends from the lower end portion of the standing wall 31 a toward the outer panel 32 .

The inner panel 31 further has an upper flange 31 d and a lower flange 31 e . The upper flange 31 d extends upward from the end portion of the upper wall 31 b disposed at a side opposite to the standing wall 31 a . The lower flange 31 e extends downward from the end portion of the lower wall 31 c disposed at a side opposite to the standing wall 31 a.

The outer panel 32 is a wall section extending in the upward/downward direction. The outer panel 32 is disposed on the outer side in the vehicle body width direction with respect to the inner panel 31 and adjacent to the damper housing 5 . The outer panel 32 has a standing wall 32 a , an upper flange 32 b formed on the upper end portion of the standing wall 32 a , and a lower flange 32 c formed on the lower end portion of the standing wall 32 a . The standing wall 32 a is disposed substantially parallel to the standing wall 31 a of the inner panel 31 . The upper flange 32 b of the outer panel 32 is formed substantially parallel to the upper flange 31 d of the inner panel 31 . The upper flange 32 b of the outer panel 32 overlaps the upper flange 31 d of the inner panel 31 and is joined to the upper flange 31 d . The lower flange 32 c of the outer panel 32 is formed substantially parallel to the lower flange 31 e of the inner panel 31 . The lower flange 32 c of the outer panel 32 overlaps the lower flange 31 e of the inner panel 31 and is joined to the lower flange 31 e . Accordingly, the outer panel 32 is joined to the inner panel 31 and forms a closed cross section together with the inner panel 31 .

As shown in FIG. 5 , the outer panel 32 has an extension portion 34 . The extension portion 34 extends above a joint portion 35 which is between the upper flange 32 b of the outer panel 32 and the upper flange 31 d of the inner panel 31 . The extension portion 34 faces the damper housing reinforcement member 21 and the damper housing 5 in the vehicle body width direction.

As shown in FIG. 3 , the extension portion 34 of the outer panel 32 extends forward from a rear side of the damper housing reinforcement member 21 in the vehicle body forward/rearward direction. The lower end portion of the damper housing reinforcement member 21 is joined to the extension portion 34 of the outer panel 32 together with the damper housing 5 .

Specifically describing, a mark x in FIG. 3 designates a spot welding dot. As shown in FIG. 3 , a plurality of spot welding dots P 1 are formed on the extension portion 34 of the outer panel 32 . In the dots P 1 , the extension portion 34 of the outer panel 32 , the damper housing reinforcement member 21 , and the damper housing 5 are integrally joined by spot welding.

Meanwhile, a plurality of spot welding dots P 2 are also formed on the joint portion 35 between the upper flange 31 d of the inner panel 31 and the upper flange 32 b of the outer panel 32 . In the dots P 2 , the upper flange 31 d of the inner panel 31 , the upper flange 32 b of the outer panel 32 , and the damper housings 5 are integrally joined by spot welding. In other words, the damper housing 5 is joined to the front side frame 3 at two upper and lower rows at dots.

In addition, as shown in FIG. 3 , the plurality of spot welding dots P 1 formed on the extension portion 34 of the outer panel 32 and the plurality of spot welding dots P 2 formed on the joint portion 35 between the inner panel 31 and the outer panel 32 are disposed in a zigzag manner in the vehicle body forward/rearward direction. That is, the plurality of dots P 1 and the plurality of dots P 2 are disposed so as to be deviated from each other in the vehicle body forward/rearward direction and such that the dots P 1 and the dots P 2 are alternately disposed in the vehicle body forward/rearward direction. Accordingly, the plurality of dots P 1 and P 2 can be relatively densely disposed.

Next, the damper base 12 of the damper housing 5 will be described in detail.

FIG. 6 shows the damper base 12 of the damper housing 5 .

As shown in FIG. 6 , the damper base 12 is formed in a substantially rectangular shape when seen in a plan view. As described above, the damper base 12 is a portion that forms the upper end portion of the damper housing 5 . The damper base 12 has a front edge portion 12 a , a rear edge portion 12 b , a first side edge portion 12 c , and a second side edge portion 12 d.

The front edge portion 12 a and the rear edge portion 12 b are disposed to be separated from each other in the vehicle body forward/rearward direction and extend in the vehicle body width direction. The first side edge portion 12 c is an edge portion of the damper bases 12 on the inner side in the vehicle body width direction. The first side edge portion 12 c extends along the upper end portion of the wall surface 13 of the damper housing 5 in the vehicle body forward/rearward direction. The second side edge portion 12 d is an edge portion of the damper base 12 on the outer side in the vehicle body width direction. The second side edge portion 12 d extends along the upper member 4 in the vehicle body forward/rearward direction.

As shown in FIG. 6 , the damper base 12 has a damper attachment section (a damper seat surface section) 37 of the damper base 12 that is formed higher by one level. The damper attachment section 37 has an opening section 38 through which a shaft section of the damper D passes, and a hole 39 through which a fixing member (for example, a bolt) that fixes the damper D passes. The damper attachment section 37 is formed in a substantially triangular shape when seen in a plan view. Further, in the application, “a substantially triangular shape” includes a triangular shape having an arc-shaped corner portion and an arc-shaped side.

For example, the damper attachment section 37 having a substantially triangular shape is disposed to protrude outward in the vehicle body width direction when seen in a plan view. Specifically describing, the damper attachment section 37 has a first side 37 a , a second side 37 b , and a third side 37 c . The first side 37 a extends along the first side edge portion 12 c of the damper base 12 . The second side 37 b extends diagonally rearward from the front end portion of the first side 37 a toward the on the outer side in the vehicle body width direction. The third side 37 c extends diagonally forward from the rear end portion of the first side 37 a toward the on the outer side in the vehicle body width direction. The third side 37 c extends between the first side 37 a and the second side 37 b and connects between the first side 37 a and the second side 37 b.

As shown in FIG. 6 , a ridge portion 40 is formed in a region between the front edge portion 12 a of the damper base 12 and the damper attachment section 37 . The ridge portion 40 is a step portion formed on the upper surface of the damper base 12 to form a step difference in the upward/downward direction. The ridge portion 40 extends along at least a portion of the contour of the damper base 12 . In the embodiment, the ridge portion 40 extends along the second side 37 b of the damper attachment section 37 . Accordingly, the rigidity of the region between the front edge portion 12 a of the damper base 12 and the damper attachment section 37 is increased.

Meanwhile, as shown in FIG. 3 , a rear end portion 37 e of the damper attachment section 37 is joined to the upper dash panel 6 . Specifically describing, the upper dash panel 6 has an overhanging section 42 that overhangs forward toward the damper attachment section 37 . The overhanging section 42 has a shape corresponding to a contour of the damper attachment section 37 when seen in a plan view. The overhanging section 42 overlaps above the damper base 12 . The overhanging section 42 is joined to the rear end portion of the damper attachment section 37 . In other words, the region between the rear edge portion 12 b of the damper base 12 and the damper attachment section 37 is covered with the overhanging section 42 of the upper dash panel 6 and the rigidity is increased by the overhanging section 42 .

Next, a ridge portion 52 formed on the damper housing reinforcement member 21 will be described.

FIG. 7 shows the ridge portion 52 formed on the damper housing reinforcement member 21 .

As shown in FIG. 7 , the damper housing reinforcement member 21 has the ridge portion 52 protruding inward in the vehicle body width direction (i.e., toward an inner side of the engine compartment 7 ). The ridge portion 52 extends in the upward/downward direction. For example, the ridge portion 52 extends between the vicinity of the corner reinforcement member 22 and the vicinity of the front side frame 3 in the upward/downward direction. Accordingly, the rigidity of the vehicle body front structure 1 in the upward/downward direction is increased.

FIG. 8 is a side view showing the inner side of the vehicle body front structure 1 when seen from the inside in the vehicle body width direction.

Further, in FIG. 8 , for the convenience of description, illustration of the upper dash panel 6 and the upper dash panel reinforcement member 15 will be omitted.

As shown in FIG. 8 , the second portion 22 b and the fourth portion 22 d of the corner reinforcement member 22 are formed at substantially the same position in the vehicle body forward/rearward direction with respect to the ridge portion 52 of the damper housing reinforcement member 21 . In other words, the second portion 22 b and the fourth portion 22 d of the corner reinforcement member 22 and the ridge portion 52 of the damper housing reinforcement member 21 are aligned with each other in the vehicle body width direction.

Accordingly, the rigidity of the vehicle body front structure 1 in the vehicle body width direction is increased.

Next, an annular skeleton 61 installed on the vehicle body front structure 1 will be described.

FIG. 9 shows the annular skeleton 61 installed on the vehicle body front structure 1 .

As shown in FIG. 9 , the vehicle body front structure 1 includes the front side frames 3 , the damper housing reinforcement members 21 , and the corner reinforcement members 22 , which are installed at left and right sides as a pairs.

The vehicle body front structure 1 further includes a front sub-frame 62 that extends between the pair of front side frames 3 . Specifically describing, the front sub-frame 62 has a base section 62 a , a first connecting section 62 b , a second connecting section 62 c , a third connecting section 62 d , and a fourth connecting section 62 e.

The base section 62 a is disposed below the front side frames 3 . The base section 62 a extends between the pair of front side frames 3 in the vehicle body width direction. The base section 62 a has a first end portion and a second end portion as end portions of the base section 62 a in the vehicle body width direction.

The first connecting section 62 b extends from the first end portion of the base section 62 a toward one of the front side frames 3 . The first connecting section 62 b connects the first end portion of the base section 62 a and the front side frame 3 .

FIG. 10 specifically shows a connecting section between the first connecting section 62 b and the front side frame 3 .

As shown in FIG. 10 , a fixing member 64 is accommodated between the inner panel 31 and the outer panel 32 of the front side frame 3 . The first connecting section 62 b is fixed to the front side frame 3 by being fixed to the fixing member 64 . In addition, the first connecting section 62 b is connected to the damper housing reinforcement member 21 via the front side frame 3 by being fixed to the fixing member 64 .

As shown in FIG. 9 , the second connecting section 62 c extends from the second end portion of the base section 62 a toward the other front side frame 3 . The second connecting section 62 c connects the second end portion of the base section 62 a and the front side frame 3 . Further, a configuration of the connecting section between the second connecting section 62 c and the front side frame 3 is substantially the same as that of the connecting section between the first connecting section 62 b and the front side frame 3 . That is, the second connecting section 62 c is connected to the damper housing reinforcement member 21 via the front side frame 3 by being fixed to the fixing member 64 .

The third connecting section 62 d and the fourth connecting section 62 e extend rearward from the first and second end portions of the base section 62 a . The third connecting section 62 d and the fourth connecting section 62 e are connected to the floor frame 11 . Further, instead of the floor frame 11 or in addition to the floor frame 11 , the front sub-frame 62 may be connected to a tunnel frame 66 . Here, the floor frame 11 is a member extending from below the passenger compartment 8 in the vehicle body forward/rearward direction to form a skeleton of a lower section of the passenger compartment. In addition, the tunnel frame 66 is a member extending in the vehicle body forward/rearward direction and forming a floor tunnel in the passenger compartment 8 . Each of the floor frame 11 and the tunnel frame 66 is an example of the frame member extending behind the upper dash panel 6 in the vehicle body forward/rearward direction.

As shown in FIG. 9 , the annular skeleton 61 that surrounds upper, lower, left and right sides of the engine compartment 7 is formed by the pair of damper housing reinforcement members 21 , the pair of corner reinforcement members 22 , the upper dash panel reinforcement member 15 , and the front sub-frame 62 . The annular skeleton 61 is fixed to at least one of the floor frame 11 and the tunnel frame 66 via the front sub-frame 62 . Accordingly, the rigidity of the vehicle body front structure 1 is increased.

The corner reinforcement member 22 of the vehicle body front structure 1 according to the above-mentioned embodiment has the first portion 22 a , the second portion 22 b , the third portion 22 c , and the fourth portion 22 d , together with the step section 22 f having substantially an L shape. The first portion 22 a faces the damper housing reinforcement member 21 in the vehicle body width direction and is joined to the damper housing reinforcement member 21 . The second portion 22 b extends from the rear end portion of the first portion 22 a toward the inner side of the vehicle body in the vehicle body width direction. The third portion 22 c faces the upper dash panel reinforcement member 15 from below and is joined to the upper dash panel reinforcement member 15 . The fourth portion 22 d extends downward from the rear end portion of the third portion 22 c . The first portion 22 a and the third portion 22 c are formed as a continuous surface. The second portion 22 b and the fourth portion 22 d are formed as a continuous surface. The bottom surface 22 fa of the step section 22 f and the first portion 22 a are formed as a continuous surface.

For this reason, a substantially L-shaped step structure that is connected by at least three continuous surfaces, instead of a substantially L-shaped step structure that is connected by one surface (constituted by one continuous surface), is formed between the damper housing reinforcement member 21 and the upper dash panel reinforcement member 15 which is substantially perpendicular to the damper housing reinforcement member 21 . For this reason, the corner reinforcement member 22 can respond to not only a load of a damper input in the upward/downward direction (a load in one direction) but also a load of a damper input in the vehicle body forward/rearward direction and a load in the vehicle body width direction by distributing the load.

Accordingly, for example, an effect such as installation of an assembly tower bar can be exhibited. For this reason, the rigidity around the damper housing 5 can also be increased by the corner reinforcement member 22 having a relatively light weight. Accordingly, the rigidity of the vehicle body front structure 1 can be efficiently increased.

Further, according to this configuration of the embodiment, the lower end portion of the damper housing reinforcement member 21 is joined to the front side frame 3 . For this reason, the rigidity of the vehicle body front structure 1 can be further increased.

In addition, according to this configuration, since the corner reinforcement member 22 is relatively small, the probability of generating a portion in which joining (welding) in the vehicle body front structure is difficult can be decreased.

In the embodiment, the outer panel 32 of the front side frame 3 has the extension portion 34 extending above the joint portion 35 between the outer panel 32 and the inner panel 31 , and the lower end portion of the damper housing reinforcement member 21 is joined to the extension portion 34 of the outer panel 32 together with the damper housing 5 .

According to the configuration, the spot welding dots P 1 and P 2 can be formed at the two upper and lower rows at the joint portion 35 between the outer panel 32 and the inner panel 31 and the extension portion 34 of the outer panel 32 . Accordingly, the rigidity of the damper housing 5 with respect to a falling-down behavior can be further increased.

In addition, according to this configuration, in the two upper and lower rows at the joint portion 35 between the outer panel 32 and the inner panel 31 and the extension portion 34 of the outer panel 32 , the welding dots P 1 and P 2 can be formed in a zigzag manner. When the welding dots P 1 and P 2 can be formed in a zigzag manner, the dots can be densely disposed in comparison with the case in which the welding dots are formed a row. When the welding dots can be densely disposed, a coupling strength between the damper housing 5 and the front side frame 3 can be further increased. Accordingly, the rigidity of the vehicle body front structure 1 can be further increased.

In the embodiment, the rear end portion 37 e of the damper attachment section 37 is joined to the upper dash panel 6 . Meanwhile, the ridge portion 40 , which is extending along at least a portion of the contour of the damper attachment section 37 , is formed between the front edge portion 12 a of the damper base 12 and the damper attachment section 37 .

When the rear end portion 37 e of the damper attachment section 37 is joined to the upper dash panel 6 , out-of-plane deformation in the region between the rear edge portion 12 b of the damper base 12 and the damper attachment section 37 can be suppressed. In addition, when the ridge portion 40 is formed between the front edge portion 12 a of the damper base 12 and the damper attachment section 37 , out-of-plane deformation in the region between the front edge portion 12 a of the damper base 12 and the damper attachment section 37 can be suppressed. Accordingly, the rigidity of the vicinity of the damper attachment section 37 can be increased as a whole.

In the embodiment, the damper housing reinforcement member 21 has the ridge portion 52 which is protruding toward the inner side of the engine compartment 7 and which is extending in the upward/downward direction.

For this reason, the rigidity of the damper input with respect to the load in the upward/downward direction can be increased by the ridge portion 52 of the damper housing reinforcement member 21 . Accordingly, a material required for the reinforcement member can be reduced to achieve reduction in weight.

In the embodiment, the second portion 22 b and the fourth portion 22 d of the corner reinforcement member 22 are formed at substantially same position with each other in the vehicle body forward/rearward direction with respect to the ridge portion 52 of the damper housing reinforcement member 21 .

For this reason, the second portion 22 b and the fourth portion 22 d of the corner reinforcement member 22 and the ridge portion 52 of the damper housing reinforcement member 21 are aligned with each other in the vehicle body width direction, and the rigidity in the vehicle body width direction can be further increased. In addition, according to this configuration, since the rigidity can be increased without increasing a cross sectional area or a plate thickness of the reinforcement member, reduction in weight of the vehicle body front structure 1 can be achieved.

In the embodiment, the step section 22 f of the corner reinforcement member 22 covers the corner portion 17 a of the closed cross section 17 formed by the upper dash panel reinforcement member 15 and the upper dash panel 6 . The step section 22 f extends in the vehicle body width direction and is disposed substantially perpendicular to the damper housing 5 . For this reason, the rigidity in the vehicle body width direction can be further increased.

In the embodiment, the annular skeleton 61 is formed by the pair of damper housing reinforcement members 21 , the pair of corner reinforcement members 22 , the upper dash panel reinforcement member 15 , and the front sub-frame 62 , and the annular skeleton 61 is fixed to at least one of the floor frame 11 and the tunnel frame 66 via the front sub-frame 62 .

For this reason, the rigidity of the vicinity of the damper housing 5 is increased by the annular skeleton 61 . In addition, as the annular skeleton 61 is fixed to at least one of the floor frame 11 and the tunnel frame 66 , the rigidity of the vehicle body front structure 1 can be increased as a whole.

Further, the aspect of the present invention is not limited to the embodiment and various design changes may be made without departing from the scope of the present invention.

1 Vehicle body front structure

3 Front side frame

5 Damper housing

6 Upper dash panel

7 Engine compartment

8 Passenger compartment

11 Floor frame

12 Damper base

13 Wall surface of damper housing

15 Upper dash panel reinforcement member

17 a Corner portion of closed cross section

21 Damper housing reinforcement member

22 Corner reinforcement member

22 a First portion

22 b Second portion

22 c Third portion

22 d Fourth portion

22 f Step section

31 Inner panel

32 Outer panel

34 Extension portion

35 Joint portion

37 Damper attachment section

40 Ridge portion of damper base

52 Ridge portion of damper housing reinforcement member

61 Annular skeleton

62 Front sub-frame

66 Tunnel frame