Vehicle body front structure

Abstract

To provide a vehicle body front structure which rigidly receives a load input to a front side frame by a rear part of the front side frame, and can obtain smooth collapse of the front side frame, when an impact load from the front is input.SOLUTION: A vehicle body front structure includes a floor member, a front side frame 10, a dash board lower panel, and a load transmission block 11 which is an integral cast component. The load transmission block 11 has a frame fixing part 17, a floor fixing part 18, and a connection wall 19. The front part of the floor member is fixed to the frame fixing part 17. The front part of the floor member is fixed to the floor fixing part 18. The connection wall 19 extends generally along the dash board lower panel, and connects the frame fixing part 17 and the floor fixing part 18. On the upper face side of the connection wall 19, a plurality of upper side reinforcement ribs 20 which are erected upward and extend in a longitudinal direction are provided so as to be separated from each other in a vehicle width direction.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a vehicle front body structure. [Background technology]

[0002] In recent years, various efforts to provide access to sustainable transportation systems have been gaining momentum. To achieve this, we are focusing on further improving transportation safety and convenience through research into improving vehicle body rigidity.

[0003] 2. Description of the Related Art A known vehicle body front structure has a pair of front side frames disposed on the left and right sides of the front of the vehicle, with rear portions of the front side frames connected to a load supporting member (see, for example, Patent Document 1).

[0004] The vehicle front body structure described in Patent Document 1 is structured to be able to crush the front side frames in multiple stages according to the magnitude of an impact load input from the front. The rear parts of the left and right front side frames of this vehicle front body structure are connected to load support members positioned lower than the front side frames. In this vehicle front body structure, when an impact load is input from the front of the vehicle, the input load is reliably received by the load support members at the rear parts of the front side frames, thereby ensuring the crushing of the front side frames. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2004-82932 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the vehicle front body structure described in Patent Document 1, the load support member that receives the load when an impact load is input from the front is offset downward from the front side frame. Therefore, when an impact load is input, a large moment is likely to occur around the connection between the rear of the front side frame and the load support member. The occurrence of this moment may hinder the smooth collapse of the front side frame. Improvement in this respect is desired.

[0007] Therefore, the present invention aims to provide a vehicle front body structure that can rigidly receive the load input to the front side frame at the rear of the front side frame when an impact load is input from the front, thereby enabling the front side frame to be smoothly crushed. The present invention will also contribute to the development of a sustainable transport system. [Means for solving the problem]

[0008] In order to solve the above problems, the vehicle body front structure according to the present invention employs the following configuration. A vehicle body front structure according to one aspect of the present invention includes a floor member (e.g., floor member 12 in the embodiment) disposed below a vehicle interior (e.g., vehicle interior 2 in the embodiment), a front side frame (e.g., front side frame 10 in the embodiment) extending forward from a position higher than the floor member at the front of the vehicle interior, a dashboard lower panel (e.g., dashboard lower panel 13 in the embodiment) standing forward and upward from a front portion of the floor member to cover the front of the vehicle interior, and a load transfer block (e.g., load transfer block 14 in the embodiment) which is an integrally cast part connecting a rear portion of the front side frame and a front portion of the floor member. The load transfer block has a frame fixing portion (e.g., frame fixing portion 17 in the embodiment) to which a rear portion of the front side frame is fixed, a floor fixing portion (e.g., floor fixing portion 18 in the embodiment) to which a front portion of the floor member is fixed, and a connecting wall (e.g., connecting wall 19 in the embodiment) that extends approximately along the dashboard lower panel and connects the frame fixing portion and the floor fixing portion, and is characterized in that a plurality of upper reinforcing ribs (e.g., upper reinforcing rib 20 in the embodiment) that stand upward and extend in the fore-and-aft direction are provided on the upper surface side of the connecting wall at intervals in the vehicle width direction.

[0009] In the case of the vehicle body front structure configured as above, when an impact load is input from the front of the front side frame, the load is transmitted to the floor member via the load transmission block. At this time, the load input from the front side frame to the frame fixing portion of the load transmission block is transmitted to the floor fixing portion through the connecting wall that is inclined backward and downward. At this time, a compressive load acts on the upper surface side of the connecting wall, but this compressive load is received by the multiple upper reinforcing ribs provided on the upper surface side of the connecting wall. The multiple upper reinforcing ribs stand upward and extend in the front-rear direction, and are each arranged spaced apart in the vehicle width direction. As a result, the compressive load acting on the upper surface side of the connecting wall can be efficiently received. As a result, when an impact load is input from the front, the rear side of the front side frame is rigidly supported by the load support block, and the extended area on the front side is smoothly crushed.

[0010] The connecting wall may be provided with a panel fixing portion (for example, the panel fixing portion 23 in the embodiment) that is fixed to the dashboard lower panel above the upper reinforcing rib.

[0011] In this case, the panel fixing portion of the connecting wall is fixed to the dashboard lower panel above the upper reinforcing rib of the connecting wall. Therefore, when an impact load is input, part of the load is received by the dashboard lower panel. As a result, the impact load transmitted to the connecting wall of the load transfer block is distributed to a path that passes through the panel fixing portion and a path that passes through the floor fixing portion, and is transmitted to the load support member at the front of the passenger compartment. Therefore, when this configuration is adopted, it is possible to prevent the load from concentrating at the fixing point of the floor fixing portion.

[0012] An upper surface of the floor fixing part is provided with an upper extension rib (e.g., upper extension rib 26 in the embodiment) that is continuous with the upper reinforcing rib, and a lower surface of the floor fixing part is provided with a lower rib (e.g., lower rib 27 in the embodiment) having rib elements (e.g., rib element 27a in the embodiment) that protrude downwardly and extend in multiple directions, and the protruding height of the upper extension rib may be set higher than the protruding height of the lower rib.

[0013] In this case, when an impact load is input from the front, the upper extension rib of the floor fixing part can reliably receive the compressive load acting on the joint between the connecting wall and the floor fixing part. In addition, in this configuration, the protruding height of the upper extension rib on which the compressive load acts is made higher than the protruding height of the lower rib on which the tensile load acts. Therefore, when this configuration is adopted, the deformation and deflection of the connecting wall and the floor fixing part can be efficiently restricted, and the effective thickness of the lower rib, which has multiple rib elements extending in multiple directions, can be made thinner.

[0014] It is desirable that the lower rib, which is disposed in a region adjacent to the end of the floor fixing portion in the vehicle width direction, is set so that the extension direction of the rib element does not face in the vehicle width direction.

[0015] In this case, in the region where the rib element does not face the vehicle width direction, when an impact load is input from the vehicle width direction, that portion is easily deformed in the vehicle width direction. Therefore, when an impact load is input from the side of the vehicle, the outer region of the floor fixing part in the vehicle width direction can be smoothly deformed, and the input impact can be efficiently absorbed. Effect of the Invention

[0016] The vehicle body front structure according to the present invention is provided with a plurality of upper reinforcing ribs that stand upward and extend in the front-rear direction and are spaced apart in the vehicle width direction on the upper surface side of the connecting wall of the load transfer block. Therefore, when an impact load is input from the front side of the front side frame, the compressive load acting on the upper surface side of the connecting wall of the load transfer block can be efficiently received by the plurality of upper reinforcing ribs. Therefore, when the vehicle body front structure according to the present invention is adopted, when an impact load is input from the front, the load input to the front side frame can be rigidly received by the rear part of the front side frame, and the front side frame can be smoothly crushed. Therefore, the energy of the input impact load can be efficiently absorbed by the smooth crushing of the front side frame. [Brief description of the drawings]

[0017] [Figure 1] FIG. 2 is a perspective view of the front part of the vehicle according to the embodiment. [Diagram 2] FIG. 2 is a side view of the front part of the vehicle according to the embodiment. [Diagram 3] FIG. 2 is a perspective view of the load transmission block according to the embodiment, seen from the rear upper side. [Figure 4] 4 is a cross-sectional view of the front part of the vehicle corresponding to the cross section IV-IV in FIG. 3 . [Diagram 5] FIG. [Figure 6] FIG. 2 is a perspective view of the load transmission block according to the embodiment, seen from below. [Figure 7] 5 is a cross-sectional view of the load transmission block taken at a position slightly shifted in the vehicle width direction from the cross-section of FIG. 4. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, in the appropriate places of the drawings, an arrow FR pointing forward of the vehicle, an arrow UP pointing upward of the vehicle, and an arrow LH pointing to the left side of the vehicle (left side when facing forward) are indicated.

[0019] FIG. 1 is a perspective view of the front part of a vehicle 1 according to this embodiment, and FIG. 2 is a side view of the front part of the vehicle 1 as viewed from the left side. 1 and 2, reference numeral 2 denotes a passenger compartment in which passengers ride, and reference numeral 3 denotes a front compartment in front of the passenger compartment 2, in which a drive motor, engine, etc. are housed. Front side frames 10 extending substantially along the front-rear direction of the vehicle body are disposed on both sides of the front compartment 3 in the vehicle width direction. The rear ends of the left and right front side frames 10 are connected to a framework member at the front of the passenger compartment 2 via load transmission blocks 11, which will be described in detail later.

[0020] Side sills 4 extending substantially along the front-rear direction of the vehicle body are disposed on the left and right side portions of the lower portion of the vehicle interior 2. A floor panel 5 disposed below the vehicle interior 2 is mounted on the left and right side sills 4. The floor panel 5 is reinforced by a plurality of reinforcing frames (not shown) extending in the front-rear and width directions of the vehicle body. In this embodiment, the floor panel 5 and these reinforcing frames are collectively referred to as a floor member 12. The left and right front side frames 10 extend forward from a position above the floor member 12.

[0021] The front part of the passenger compartment 2 is separated from the front compartment 3 by a dashboard lower panel 13. The lower end of the dashboard lower panel 13 is connected to the front edge of the floor member 12, and stands upright at an angle forward and upward from the front part of the floor member 12. The upper part of the dashboard lower panel 13 is connected to a cowl top panel 14 and other frame members.

[0022] A front pillar 6 constituting the front edge of the front door opening is connected to the front end of the left and right side sills 4. An upper member 7 extending substantially along the front-rear direction of the vehicle body is connected to the front side of the upper part of each front pillar 6 at a position outside the vehicle width direction of the front compartment 3. The upper member 7 curves downward from the left and right front pillars 6 to the front of the vehicle body, and its front end extends to a position outside the front end of the front side frame 10. The front end of each upper member 7 is connected to the front end of the corresponding left and right front side frame 10 via a connecting member (not shown). Damper housing portions 15 at the upper left and right portions of a load transmission block 11, which will be described in detail later, are connected to base portions (rear regions) of the left and right upper members 7. The damper housing portions 15 support the upper portions of dampers of front suspensions (not shown).

[0023] Fig. 3 is a perspective view of the load transmission block 11 as viewed from above the rear, and Fig. 4 is a cross-sectional view of the front part of the vehicle corresponding to the cross section IV-IV in Fig. 3. Each of the left and right front side frames 10 fixed to the load transmission block 11 is formed into a rectangular (square) frame shape as shown in Figures 1 and 4. The rear end of the front side frame 10 is inserted into a frame fixing portion 17 of the load transmission block 11, which will be described later, and in this state is fixed to the frame fixing portion 17 by a plurality of bolts 35A, 35B (fastening members). The front side frame 10 is formed from, for example, aluminum or an iron-based metal.

[0024] The front side frame 10 is a framework member that supports drivetrain components and suspension members arranged in the front compartment 3, and absorbs the energy of an impact load by collapsing in the front-rear direction when an impact load is input from the front of the vehicle. As shown in FIG. 2, a plurality of beads 21 extending in the up-down direction are provided on the left and right side walls of the front side frame 10. The plurality of beads 21 are arranged on the side walls of the front side frame 10 at intervals in the front-rear direction. The plurality of beads 21 encourage the front side frame 10 to undergo bellows-like collapsing deformation when an impact load is input. The beads 21 extending in the vertical direction are provided only from the intermediate region to the front region in the front-rear direction of the side wall of the front side frame 10. A plurality of beads 22 extending in the front-rear direction are provided in the rear region of the side wall of the front side frame 10. The beads 22 extending in the front-rear direction restrict deformation of the rear region of the front side frame 10 at the initial stage of collapse when an impact load is input.

[0025] Fig. 5 is a bottom view of the left half region of the load transmission block 11. Fig. 6 is a perspective view of the left half region of the load transmission block 11 as viewed from below and front. Fig. 7 is a cross-sectional view of the load transmission block 11 cut at a position slightly shifted in the vehicle width direction from the cross-section of Fig. 4. The load transmission block 11 is formed symmetrically as shown in Fig. 3. The load transmission block 11 is provided with a damper housing portion 15, a frame fixing portion 17, a connection wall 19, and a floor fixing portion 18 in each of its left and right regions. The load transmission block 11 having these elements is integrally cast from, for example, aluminum. In other words, the load transmission block 11 is an integrally cast part having the above-mentioned components.

[0026] As described above, the damper housing portion 15 is a portion that supports the upper portion of the damper of the front suspension, and is disposed above the front side frame 10 and on the outer side of the front side frame 10 in the vehicle width direction, as shown in Fig. 1. The damper housing portion 15 is formed in a downward bowl shape (a downward cylindrical shape with a bottom), and the damper is disposed on the lower side (inside) of the bowl-shaped portion. The top of the damper housing portion 15 supports the upper portion of the damper of the front suspension.

[0027] As described above, the damper housing portion 15 is connected to the base portions of the corresponding left and right upper members 7 by bolting or the like. In addition, the cowl top panel 14 is mounted on the left and right damper housing portions 15 connected to the upper members 7. The left and right end portions of the cowl top panel 14 are connected to the corresponding left and right damper housing portions 15 by bolting or the like.

[0028] The frame fixing portion 17 is connected to the lower side of the side wall 15s on the inner side in the vehicle width direction of the damper housing portion 15. The frame fixing portion 17 is a portion for fixing the rear portion of the front side frame 10, and is formed in a block shape of a substantially rectangular parallelepiped extending in the front-rear direction of the vehicle body. As shown in FIG. 4, the block portion of the frame fixing portion 17 is provided with a recess 30 having a square shape in a front view into which the rear portion of the front side frame 10 is inserted. The recess 30 opens toward the front side of the vehicle, and a rib 31 for receiving a load is protruding from the bottom of the recess 30 on the opposite side to the opening side. The rib 31 is a load supporting wall protruding toward the front side of the vehicle from the bottom wall 30a of the recess 30, and two rib pieces intersect to form an X-shape in a front view. The front end surface of the rib 31 is formed so as to be flat over the entire area. When the front side frame 10 is inserted into the recess 30, the front end surface of the rib 31 faces the rear end surface of the front side frame 10 with a small gap therebetween. If the rear of the front side frame 10 attempts to move backward when an impact load is input from the front, the rear end face of the front side frame 10 abuts against the front surface of the rib 31. This restricts the front side frame 10 from being displaced backward excessively.

[0029] Further, a load support wall 32 that is continuous with the upper opening edge of the recess 30 is provided on the front side of the block portion of the frame fixing portion 17. The load support wall 32 is a flat wall that is perpendicular to the front-rear direction of the vehicle body and stands vertically upward from the upper opening edge of the recess 30.

[0030] A bracket 33 having a substantially L-shape in side view is fixed by welding or the like to the upper surface of the front side frame 10 near the rear. An upright piece 33a of the bracket 33 abuts against the front surface of the load support wall 32 of the frame fixing part 17 and is fixed to the load support wall 32 in this state by a bolt 34 (fastening member). The shaft portion of the bolt 34 extends along the fore-and-aft direction of the vehicle body, and by fastening to the load support wall 32, the bolt 34 restricts displacement of the front side frame 10 in the fore-and-aft direction of the vehicle body.

[0031] In addition, the rear part of the front side frame 10 inserted into the recess 30 of the frame fixing part 17 is fastened and fixed to the bottom wall and one side wall of the recess 30 by a plurality of bolts 35A, 35B (fastening members). The bolt 35A penetrates the bottom wall of the recess 30 and is fastened to a cylindrical nut 36 made of an iron-based metal protruding from the upper surface of the bottom wall. Similarly, the bolt 35B penetrates the side wall of the recess 30 and is fastened to a cylindrical nut 36 made of an iron-based metal protruding from the inner surface of the side wall.

[0032] A reinforcing wall 37 (bulkhead) is provided inside the rear region of the front side frame 10, extending horizontally to connect the left and right side walls of the front side frame 10. The reinforcing wall 37 extends from the rear end of the front side frame 10 to a position forward of the connection between the front side frame 10 and the frame fixing part 17 by the bracket 33 and the bolt 34. The reinforcing wall 37 extends in the front-rear direction so as to straddle the connection between the front side frame 10 and the frame fixing part 17 by the bolts 35A, 35B and the connection between the bracket 33 and the bolt 34.

[0033] The floor fixing portion 18 of the load transfer block 11 extends in the vehicle width direction so as to follow the front edge of the floor member 12. The floor fixing portion 18 is formed in the shape of a long plate having sufficient thickness in both the upper and lower directions. A bulging portion 18e that bulges in a trapezoidal shape toward the rear of the vehicle body is provided on the outer portion of the floor fixing portion 18 in the vehicle width direction. A plurality of fastening holes 38 that penetrate in the vertical direction are formed in almost the entire area of ​​the floor fixing portion 18, including the bulging portion 18e. The fastening holes 38 penetrate in the vertical direction. A shaft portion of a bolt 39 (see FIG. 2) for fastening and fixing the floor fixing portion 18 to the floor member 12 can be inserted into each fastening hole 38. The left and right regions of the load transfer block 11, which are symmetrical on the left and right sides, are connected to each other at a floor fixing part 18 in the left region and a floor fixing part 18 in the right region. Specifically, as shown in Fig. 3, the floor fixing part 18 in the left region and the floor fixing part 18 in the right region are connected to each other by a connecting block part 40 at approximately the center in the vehicle width direction.

[0034] The connecting wall 19 of the load transfer block 11 extends substantially along the front surface of the dashboard lower panel 13 disposed at the front of the passenger compartment 2, and connects the frame fixing part 17 to the floor fixing part 18 below it. The connecting wall 19 is formed in a plate shape with sufficient thickness, similar to the above-mentioned floor fixing part 18. The connecting wall 19 smoothly continues to the floor fixing part 18 below so as to form a continuous plate shape.

[0035] The upper end of the connecting wall 19 is connected to the rear lower end of the block portion of the frame fixing portion 17. The connecting wall 19 has a width in the vehicle width direction that expands downward from the connection portion with the frame fixing portion 17 as an apex. In other words, the connecting wall 19 is formed to have a substantially isosceles triangle shape when viewed from the front. The lower end region of the connecting wall 19 where the width expands in a divergent manner is continuous with (connected to) the floor fixing portion 18.

[0036] A plurality of upper reinforcing ribs 20 standing upward and extending in the front-rear direction (diagonally front-rear direction) are provided on the upper surface side of the connecting wall 19. The plurality of upper reinforcing ribs 20 are formed on the upper surface side of the connecting wall 19 so as to be spaced apart in the vehicle width direction and to be parallel to each other.

[0037] As shown in Figs. 3 and 4, the upper surface of the upper region of the connecting wall 19, which is narrower in the vehicle width direction, is formed with a panel fixing portion 23 which is partially recessed in a stepped shape and has a flat upper surface. In contrast, the dashboard lower panel 13, which is disposed facing the upper rear side of the load transmission block 11, is provided with a curved wall 24 having a generally L-shaped cross section at a position facing the panel fixing portion 23 on the connecting wall side. This curved wall 24 may be formed integrally with the dashboard lower panel 13, or may be formed as a separate component and connected to the dashboard lower panel 13. One surface of the curved wall 24 is placed over the upper surface of the panel fixing portion 23 formed on the connecting wall of the load transmission block 11. In this state, the panel fixing portion 23 is fastened and fixed to the curved wall 24 (dashboard lower panel 13) by bolts 25 (fastening members).

[0038] Here, as described above, the panel fixing portion 23 is formed on the upper surface of the upper region of the connecting wall 19 where the width in the vehicle width direction is narrowed, and the upper reinforcing rib 20 extending in the front-rear direction is disposed immediately below the panel fixing portion 23 on the upper surface of the connecting wall 19. In other words, the panel fixing portion 23 is located in a front-upper position of a part of the upper reinforcing rib 20.

[0039] 3, 4 and 7, an upper extension rib 26 that continues to the upper reinforcement rib 20 on the connecting wall 19 is provided on the upper surface side of the floor fixing part 18. Each upper extension rib 26 extends in the front-rear direction so as to be continuous with the corresponding upper reinforcement rib 20.

[0040] As shown in Figs. 5 to 7, a lower rib 27 that protrudes downward is provided on the underside of the floor fixing part 18. The lower rib 27 has a plurality of rib elements 27a that protrude downward and extend in multiple directions, and the rib elements 27a are connected to each other. Some of the rib elements 27a are connected to the peripheral wall part 18a that forms the outer contour of the floor fixing part 18. The rib elements 27a of the lower rib 27 are connected to the other rib elements 27a and the peripheral wall part 18a to form a high-strength structural part including a truss structure, a tubular structure, or the like, on the underside of the floor fixing part 18. The lower rib 27 is also formed continuously on the lower surface side of the connecting wall 19 .

[0041] Also, as shown in FIG. 7, the protruding height H1 of the upper extension rib 26 provided on the upper surface side of the floor fixing part 18 is set to be higher than the height of the lower rib 27 provided on the lower surface side of the floor fixing part 18.

[0042] As shown in FIG. 5, the lower rib 27 arranged in an area adjacent to the side end of the floor fixing part 18 is set so that the rib element 27a does not face in the vehicle width direction.

[0043] <Effects of the embodiment> As described above, the vehicle body front structure of this embodiment includes the load transfer block 11, which is an integrally cast part having the frame fixing part 17, the floor fixing part 18, and the connection wall 19. The connection wall 19 extends substantially along the dashboard lower panel 13 and connects the frame fixing part 17 and the floor fixing part 18. A plurality of upper reinforcing ribs 20 are provided on the upper surface side of the connection wall 19, which is spaced apart in the vehicle width direction and stands upward and extends in the front-rear direction. Therefore, when an impact load is input from the front side of the front side frame 10, the compressive load acting on the upper surface side of the connection wall 19 of the load transfer block 11 can be efficiently received by the plurality of upper reinforcing ribs 20. Therefore, the movement of the front side frame 10 due to the moment acting on the front side frame 10 due to the input of the impact load can be suppressed by the load transfer block 11 and the floor member 12. As a result, the rear side of the front side frame 10 is rigidly supported by the load transfer block 11, and the extension area on the front side of the front side frame 10 can be smoothly crushed. Therefore, when the vehicle body front structure of this embodiment is adopted, the energy of the input impact load can be efficiently absorbed by the front side frame 10 smoothly collapsing.

[0044] In particular, in the vehicle body front structure of this embodiment, the damper housing portion 15 is integrally formed on the upper portion of the frame fixing portion 17 of the load transmission block 11, and the damper housing portion 15 is connected to the upper member 7, which is a framework member of the side of the vehicle body. Therefore, when an impact load is input from the front of the vehicle, the displacement of the rear portion of the front side frame 10 can be more rigidly suppressed. Therefore, when this configuration is adopted, the extension region of the front side frame 10 can be more smoothly crushed when an impact load is input from the front of the vehicle. Furthermore, in this embodiment, since the damper housing portion 15 is formed integrally with the load transmission block 11, the number of components of the vehicle can be reduced compared to when the damper housing is provided as a separate part, thereby enabling reduction in product costs and simplification of assembly.

[0045] Furthermore, in the vehicle body front structure of this embodiment, the connecting wall 19 of the load transfer block 11 is provided with a panel fixing portion 23 that is fixed to the dashboard lower panel 13 above the upper reinforcing rib 20. Therefore, when an impact load is input from the front, part of the load is received by the dashboard lower panel 13 at a position above the upper reinforcing rib 20. As a result, the impact load transmitted to the connecting wall 19 of the load transfer block 11 is distributed to a path that passes through the panel fixing portion 23 and a path that passes through the floor fixing portion 18, and is transmitted to the load support member at the front of the vehicle compartment. Therefore, when this configuration is adopted, it is possible to avoid concentration of the load at the fixing point of the floor fixing portion 18.

[0046] In addition, in the vehicle body front structure of this embodiment, an upper extension rib 26 continuing from the upper reinforcing rib 20 is provided on the upper surface of the floor fixing part 18 of the load transfer block 11, and a lower rib 27 is provided on the lower surface of the floor fixing part 18. The lower rib 27 is structured such that rib elements 27a protruding downward extend in multiple directions. For this reason, when an impact load is input from the front, the upper extension rib 26 of the floor fixing part 18 can reliably receive the compressive load acting on the joint between the connecting wall 19 and the floor fixing part 18. In addition, the lower rib 27 can increase the rigidity of the floor fixing part 18 in various directions. Furthermore, in this embodiment, the protruding height of the upper extension rib 26 is set to be higher than the protruding height of the lower rib 27. Therefore, the upper extension rib 26 can efficiently regulate the deformation and bending of the connecting wall 19 and the floor fixing part 18 when an impact load is input from the front, and the actual thickness of the lower rib 27, in which multiple rib elements 27a extend in multiple directions, can be made thin. Therefore, the rigidity of the joint between the connecting wall 19 and the floor fixing part 18 can be kept high while keeping the actual thickness of the floor fixing part 18 thin.

[0047] Furthermore, in the vehicle body front structure of this embodiment, the lower rib 27 disposed in the area close to the end of the floor fixing part 18 in the vehicle width direction is set so that the extension direction of the rib element 27a does not face the vehicle width direction. Therefore, when an impact load is input from the side of the vehicle 1, the outer area of ​​the floor fixing part 18 in the vehicle width direction can be smoothly deformed to efficiently absorb the input impact.

[0048] The present invention is not limited to the above embodiment, and various design changes are possible without departing from the spirit of the present invention. For example, in the above embodiment, only one panel fixing portion 23 is provided on the upper portion of each connecting wall 19 of the load transmission block 11, but multiple panel fixing portions 23 may be provided on each connecting wall 19.

[0049] Further, in the above embodiment, the damper housing portion 15 is formed integrally with the load transmission block 11, but the damper housing portion 15 does not necessarily have to be provided integrally with the load transmission block 11.

[0050] In the above embodiment, the load transmission block 11 is integrally formed with a left region block to which the left front side frame 10 is fixed and a right region block to which the right front side frame 10 is fixed. However, the load transmission block may be configured such that the left region block and the right region block are separate parts.

[0051] Furthermore, in the above embodiment, the upper extension rib 26 and the lower rib 27 are provided on the floor fixing portion 18 of the load transfer block 11, but it is not necessary to provide the upper extension rib 26 or the lower rib 27. Also, a rib having multiple rib elements extending in multiple directions may be provided on both the upper and lower surfaces of the floor fixing portion 18. [Explanation of symbols]

[0052] 2…Vehicle compartment 10…Front side frame 11...Load transfer block 12…Floor material 13…Dashboard lower panel 17…Frame fixing part 18…Floor fixing part 19…Connecting wall 20…Upper reinforcing rib 23…Panel fixing part 26…Upper extension rib 27…Lower rib 27a…Rib element

Claims

1. A floor member disposed below the vehicle interior; a front side frame extending forward from a position higher than the floor member at the front of the vehicle compartment; a dashboard lower panel that stands upward and forward from a front portion of the floor member to cover the front of the vehicle interior; a load transfer block which is an integrally cast part connecting the rear portion of the front side frame and the front portion of the floor member; The load transfer block is a frame fixing portion to which a rear portion of the front side frame is fixed; A floor fixing portion to which the front portion of the floor member is fixed; a connecting wall that extends substantially along the dashboard lower panel and connects the frame fixing portion and the floor fixing portion, A vehicle body front structure, characterized in that a plurality of upper reinforcing ribs standing upward and extending in the fore-and-aft direction are provided on the upper surface side of the connecting wall and spaced apart in the vehicle width direction.

2. 2. The vehicle body front structure according to claim 1, wherein the connecting wall is provided with a panel fixing portion that is fixed to the dashboard lower panel above the upper reinforcing rib.

3. An upper extension rib that is continuous with the upper reinforcement rib is provided on the upper surface of the floor fixing portion, A lower rib is provided on the lower surface of the floor fixing portion, the lower rib having a plurality of rib elements protruding downward and extending in multiple directions, 3. The vehicle body front structure according to claim 1, wherein a protruding height of the upper extension rib is set to be higher than a protruding height of the lower rib.

4. The vehicle body front structure according to claim 3, characterized in that the lower rib, which is arranged in an area adjacent to the vehicle width direction end of the floor fixing portion, is set so that the extension direction of the rib element does not face the vehicle width direction.

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