Vehicle front structure

Abstract

The objective is to obtain a vehicle front structure that can further improve rigidity against loads input to the suspension tower section via the front wheels and suspension. [Solution] By providing a first rib group 60 and a second rib group 66, each consisting of multiple first ribs 58 and second ribs 64, to the front pillar lower section 26 on the integrally cast member 32, the rigidity of the integrally cast member 32 itself can be improved. As a result, the rigidity can be further improved against loads applied to the suspension tower section 20 in the vehicle's longitudinal and vertical directions.

Description

Technical Field

[0004] , , ,

[0005] , ,

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

Background Art

[0002] Patent Document 1 discloses a technology related to a vehicle front structure including a cast body formed by die casting. In this prior art, the cast body is integrally formed from a suspension tower portion that supports the upper end portion of the front wheel suspension to a front pillar that constitutes the front end portion of the door opening. A wheelhouse portion provided on the rear side of the vehicle of the front wheel is formed between the suspension tower portion and the front pillar. A first rib and a second rib are formed in the wheelhouse portion, and the second rib is formed to incline downward toward the vehicle as it goes from the upper end portion of the suspension tower portion toward the rear side of the vehicle. Further, the first rib is formed radially from the center side of the front wheel between a plurality of second ribs.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above prior art, it is described that the cast body is reinforced by forming the first rib and the second rib, but further improvement is required from the viewpoint of rigidity with respect to the load input to the suspension tower portion (suspension tower portion) via the front wheel and the suspension.

[0005] In consideration of the above facts, an object of the present invention is to obtain a vehicle front structure capable of further improving the rigidity with respect to the load input to the suspension tower portion via the front wheel and the suspension.

Means for Solving the Problems

[0006] The front vehicle structure according to the first embodiment comprises: a main body portion integrally molded including a vertical wall portion that extends from a suspension tower portion supporting the upper end of the front wheel suspension to the front pillar lower portion and extends in the vehicle longitudinal direction and the vehicle vertical direction; a first skeletal portion comprising a group of first ribs, which are provided in the main body portion in the vehicle longitudinal direction from the upper end of the suspension tower portion to the upper end of the front pillar lower portion and are erected from the vertical wall portion along the vehicle width direction and spaced apart from each other; and a second skeletal portion comprising a group of second ribs, which are connected to the front end of the first skeletal portion in the main body portion and are provided in the vehicle longitudinal direction towards the rear and downward in the vehicle vertical direction to the front pillar lower portion, and are erected from the vertical wall portion along the vehicle width direction and spaced apart from each other, wherein the first skeletal portion and the second skeletal portion are connected to the front pillar lower portion.

[0007] The vehicle front structure according to the first embodiment comprises a main body, a first frame, and a second frame. The main body is integrally molded from the suspension tower portion supporting the upper end of the front wheel suspension to the lower front pillar portion, and comprises vertical wall portions extending in the longitudinal and vertical directions of the vehicle. The first frame and the second frame are provided on the main body.

[0008] Here, the first skeletal section is provided in the longitudinal direction of the vehicle, extending from the upper end of the suspension tower to the upper end of the front pillar lower section, and consists of a group of first ribs, including a plurality of first ribs erected along the vehicle width direction from the vertical wall section that constitutes the main body and spaced apart from each other. The second skeletal section is connected to the front end of the first skeletal section and extends towards the rear in the longitudinal direction of the vehicle, sloping downward in the vertical direction of the vehicle, up to the front pillar lower section, and consists of a group of second ribs, including a plurality of second ribs erected along the vehicle width direction from the vertical wall section and spaced apart from each other.

[0009] In this way, by providing the first and second skeletal sections, each composed of a group of ribs including multiple ribs, to the front pillar lower section, it is possible to improve the rigidity of the main body itself. As a result, in this embodiment, the rigidity can be further improved against loads applied to the suspension tower section in the longitudinal and vertical directions of the vehicle.

[0010] Furthermore, in this embodiment, the first and second structural parts are connected to the front pillar lower section. In other words, in this embodiment, a so-called truss structure is seemingly formed by the first structural part, the second structural part, and the front pillar lower section. In such a truss structure, bending moments are less likely to occur and deformation is suppressed because each part supports the others.

[0011] Furthermore, in this embodiment, the load input to the suspension tower section via the front wheels and suspension can be distributed through two paths: one that transmits the load to the front pillar lower section via the first frame section along the vehicle's longitudinal direction, and another that transmits the load to the rocker section via the second frame section, moving towards the rear in the vehicle's longitudinal direction and downward in the vehicle's vertical direction, through a connection point where the front pillar lower section is connected to the rocker. As a result, the load-bearing capacity of the main body can be improved when a large load is input via the front wheels and suspension.

[0012] In this context, "connection" means that the first and second structural members appear to form a truss structure in relation to the front pillar lower section, and does not necessarily mean connection by bolts or the like. For this reason, for example, it is sufficient that the first and second structural members are directly or indirectly connected to the front pillar lower section in a continuous manner, and it is also acceptable for the first and second structural members and the front pillar lower section to be in contact with each other.

[0013] The vehicle front structure according to the second embodiment comprises a main body portion integrally molded including a vertical wall portion that extends from a suspension tower portion supporting the upper end of the front wheel suspension to the front pillar lower portion and extends in the vehicle longitudinal direction and the vehicle vertical direction; a first skeletal portion provided in the main body portion in the vehicle longitudinal direction from the upper end of the suspension tower portion to the upper end of the front pillar lower portion and composed of a first bead formed to protrude from the vertical wall portion in the thickness direction of the vertical wall portion; and a second skeletal portion provided in the main body portion that is connected to the front end of the first skeletal portion and is inclined toward the downward side in the vehicle vertical direction as it moves toward the rear side in the vehicle longitudinal direction and composed of a second bead formed to protrude from the vertical wall portion in the thickness direction of the vertical wall portion, wherein the first skeletal portion and the second skeletal portion are coupled to the front pillar lower portion.

[0014] The vehicle front structure according to the second embodiment comprises a main body, a first frame, and a second frame. The main body is integrally molded from the suspension tower portion supporting the upper end of the front wheel suspension to the lower front pillar portion, and comprises vertical wall portions extending in the longitudinal and vertical directions of the vehicle. The first frame and the second frame are provided on the main body.

[0015] Here, the first frame section is provided in the longitudinal direction of the vehicle, extending from the upper end of the suspension tower section to the upper end of the front pillar lower section, and is composed of a first bead formed to protrude from the vertical wall section constituting the main body section in the thickness direction of the said vertical wall section. The second frame section is connected to the front end of the first frame section and is provided inclined downward in the vertical direction of the vehicle as it moves towards the rear in the longitudinal direction of the vehicle, and is composed of a second bead formed to protrude from the vertical wall section constituting the main body section in the thickness direction of the said vertical wall section.

[0016] In this manner, by providing a first and second skeletal section, each composed of beads that protrude from the main body in the thickness direction of the vertical wall, it is possible to improve the rigidity of the main body itself. As a result, in this embodiment, the rigidity can be further improved against loads applied to the suspension tower section in the longitudinal and vertical directions of the vehicle.

[0017] Furthermore, in this embodiment, the first and second skeletal sections are connected to the front pillar lower section. In other words, in this embodiment, the first skeletal section, the second skeletal section, and the front pillar lower section visually form a so-called truss structure. As a result, the rigidity of the first and second skeletal sections is further improved, as is the rigidity of the main body itself.

[0018] Furthermore, in this embodiment, the load input to the suspension tower section via the front wheels and suspension can be distributed through two paths: one that transmits the load to the front pillar lower section via the first frame section along the vehicle's longitudinal direction, and another that transmits the load to the rocker side via the second frame section, moving towards the rear in the vehicle's longitudinal direction and downward in the vehicle's vertical direction, through the connection point where the front pillar lower section is connected to the rocker. As a result, the load-bearing capacity of the main body can be improved when a large load is input via the front wheels and suspension.

[0019] In this context, "connection" means, as in Claim 1, that the first and second structural members constitute a truss structure in relation to the front pillar lower section, and does not necessarily mean connection by bolt fastening or the like. For this reason, for example, it is sufficient that the first and second structural members are directly or indirectly connected to the front pillar lower section in a continuous manner, and the first and second structural members and the front pillar lower section may be in contact with each other.

[0020] Regarding the "bead" mentioned here, "formed to protrude in the thickness direction of the vertical wall portion" includes both the case where the vertical wall portion is thickened, that is, the portion where the bead is formed is thicker than its peripheral portion, and the case where it protrudes with substantially no change in the plate thickness of the vertical wall portion.

[0021] The vehicle front structure according to the third aspect is the vehicle front structure according to the first aspect, in which, in at least one of the first rib group and the second rib group, a plurality of connecting ribs connecting the plurality of ribs constituting the first rib group and the second rib group are provided.

[0022] In the vehicle front structure according to the third aspect, for example, the first rib group constituting the first skeleton portion is configured to include a plurality of connecting ribs connecting the plurality of first ribs. Thereby, the first rib group in this aspect can further improve the rigidity of the first rib group as compared with the case where the connecting ribs are not provided, and can improve the load transmission effect with respect to the load input along the vehicle longitudinal direction.

[0023] Further, the second rib group constituting the second skeleton portion is configured to include a plurality of connecting ribs connecting the plurality of second ribs. Thereby, the second rib group in this aspect can further improve the rigidity of the second rib group as compared with the case where the connecting ribs are not provided, and can improve the load transmission effect with respect to the load input along the vehicle longitudinal direction and the vehicle vertical direction.

[0024] In this aspect, a plurality of connecting ribs are provided in at least one of the first rib group constituting the first skeleton portion and the second rib group constituting the second skeleton portion. That is, in this aspect, there are cases where a plurality of connecting ribs are provided in the first rib group, cases where a plurality of connecting ribs are provided in the second rib group, and cases where a plurality of connecting ribs are provided in the first rib group and the second rib group respectively.

[0025] Here, considering the balance of rigidity in the plurality of connecting ribs, when the connecting rib is provided in the first rib group or the second rib group, the case where the connecting rib is provided in both the first rib group and the second rib group can make better use of the function of improving the rigidity as the apparent truss structure composed of the first skeleton part, the second skeleton part, and the front pillar lower part than the case where the connecting rib is provided in the first rib group or the second rib group.

[0026] The vehicle front structure according to the fourth aspect is the vehicle front structure according to any one of the second aspect or the third aspect, wherein at least one of the first rib group and the second rib group has at least a part of the plurality of connecting ribs formed in a truss shape.

[0027] In the vehicle front structure according to the fourth aspect, for example, in the plurality of connecting ribs connecting the plurality of ribs constituting the first rib group and the second rib group respectively, at least a part is formed in a truss shape, so that the rigidity of the rib group can be further improved compared to the case where the connecting rib is provided substantially orthogonally to the rib. Also, in the first rib group and the second rib group, it is possible to further improve the rigidity when all of the plurality of connecting ribs are formed in a truss shape rather than when a part of the plurality of connecting ribs is formed in a truss shape.

[0028] Moreover, considering the balance of rigidity in the plurality of connecting ribs formed in a truss shape, when the truss-shaped connecting rib is provided in the first rib group or the second rib group, the case where the truss-shaped connecting rib is provided in both the first rib group and the second rib group can make better use of the function of improving the rigidity as the apparent truss structure composed of the first skeleton part, the second skeleton part, and the front pillar lower part than the case where the truss-shaped connecting rib is provided in the first rib group or the second rib group.

[0029] The vehicle front structure according to the fifth aspect is the vehicle front structure according to any one of the second aspect to the fourth aspect, wherein in at least one of the first rib group and the second rib group, the plurality of ribs are formed thicker than the plurality of connecting ribs. [[ID=十七]]

[0030] In the vehicle front structure according to the fifth embodiment, the multiple ribs (first rib, second rib) constituting the rib group (first rib group, second rib group) are formed to be thicker than the multiple connecting ribs, thereby improving the rigidity of the rib group and suppressing the weight increase caused by forming multiple connecting ribs. Note that the thickness of the first rib, second rib, and connecting rib does not necessarily have to be constant along the longitudinal direction of the vehicle. [Effects of the Invention]

[0031] As described above, the vehicle front structure according to the present invention can further improve rigidity against loads input to the suspension tower section via the front wheels and suspension. [Brief explanation of the drawing]

[0032] [Figure 1] This is a perspective view of a vehicle to which the vehicle front structure according to this embodiment is applied, viewed from the left front and above. [Figure 2] This is a side view showing the main parts of the front structure of the vehicle according to this embodiment. [Figure 3] This is a side view corresponding to Figure 2, which shows a modified example 1. [Figure 4] This is a perspective view of the vehicle from the left front and above, showing variation 2. [Figure 5] This is a side view corresponding to Figure 2, showing a modified example 3. [Modes for carrying out the invention]

[0033] The vehicle front structure according to an embodiment of the present invention will be described below with reference to the drawings. In each figure, the arrow FR indicates the front side in the longitudinal direction of the vehicle, and the arrow UP indicates the upper side in the vertical direction of the vehicle. The arrow RH indicates the right side in the vehicle width direction, and in this embodiment, it indicates the outer side in the vehicle width direction. Hereafter, when simply referring to the longitudinal, vertical, and left-right directions, unless otherwise specified, they refer to the longitudinal direction of the vehicle, the vertical direction of the vehicle, and the left-right direction of the vehicle (vehicle width direction).

[0034] <Configuration of the front structure of the vehicle> First, the configuration of the vehicle front structure according to this embodiment will be described.

[0035] Figure 1 shows the front section (vehicle front) 11 of a vehicle 12 to which the vehicle front structure 10 according to this embodiment is applied. This vehicle 12 is, although not shown, an electric vehicle or a fuel cell vehicle that runs on power generated by a power unit.

[0036] The vehicle 12 shown in Figure 1 has wheel wells 14 on both the left and right sides of the front of the vehicle 11, where the front wheels 13 are positioned. The right wheel well 14 and the left wheel well 14 are connected by a cross member 16. An apron upper member 18 extends from the upper end of each wheel well 14 along the longitudinal direction of the vehicle, and a suspension tower (hereinafter referred to as "suspension tower") 20 is provided on the inside of the apron upper member 18 in the vehicle width direction to support the upper end of the suspension 19 of the front wheel 13.

[0037] An upper member 22 is provided on the rear side of the suspension tower 20 and on the outside in the vehicle width direction of the suspension tower 20, extending in the vehicle vertical direction and the vehicle longitudinal direction. A front side member 24 is provided on the lower side of the suspension tower 20 and the upper member 22, extending in the vehicle vertical direction and the vehicle longitudinal direction, and a front pillar lower 26 is provided on the rear side of the upper member 22 and the front side member 24, extending in the vehicle vertical direction and the vehicle longitudinal direction.

[0038] Furthermore, a connection portion 30 is provided on the lower side of the front pillar lower 26 to which the front end portion 28A of a rocker 28, which extends outward in the vehicle width direction and in the vehicle longitudinal direction (not shown) of the floor panel, is connected. The front end portion 28A of the rocker 28 can be connected via this connection portion 30 by means of bolts, welding, etc.

[0039] In this embodiment, the left and right wheel houses 14, including the suspension tower 20 and front side members 24, the left and right upper members 22 and cross members 16 are integrally formed as a single cast member (main body) 32 by casting using, for example, an aluminum alloy or a magnesium alloy.

[0040] In other words, the wheelhouse 14, including the suspension tower 20 and front side member 24, the upper member 22, the cross member 16, and the front pillar lower 26 are each part of the integrally cast member 32. For this reason, in the following description, they will be referred to as the suspension tower section 20, the front side member section 24, the wheelhouse section 14, the upper member section 22, the cross member section 16, and the front pillar lower 26, respectively.

[0041] In this embodiment, the integrally cast member 32 is formed by sliding the mold outward in the vehicle width direction when forming the outer surfaces in the vehicle width direction of, for example, the wheelhouse portion 14 and the upper member portion 22, due to the structure of the mold. For this reason, the wheelhouse portion 14 and the upper member portion 22 in this embodiment are formed so that the outer surfaces in the vehicle width direction are open.

[0042] (Wheel arch area) First, the wheelhouse portion 14 in this embodiment will be described.

[0043] As described above, the wheelhouse portion 14 is composed of a suspension tower portion 20 and a front side member portion 24. As shown in Figure 1, the wheelhouse portion 14 includes a vertical wall portion 34 that extends in the longitudinal and vertical directions of the vehicle on the inside of the fender panel of a vehicle (not shown). The vertical wall portion 34, above the front side member portion 24 which will be described later, is formed in a curved shape that bulges inward in the vehicle width direction, following the shape of the suspension tower portion 20.

[0044] Furthermore, a rectangular tubular connecting portion 36 is provided at the front end of the wheelhouse portion 14, extending in the vertical direction of the vehicle. The beam member 38 and the crash box 40, which extend in the longitudinal direction of the vehicle, are connected via this connecting portion 36. The front end of the crash box 40 is connected to the front bumper 42, which extends in the width direction of the vehicle.

[0045] On the other hand, as mentioned above, an apron upper member portion 18 is provided at the upper end of the wheelhouse portion 14, and a front side member portion 24 extends in the longitudinal direction of the vehicle from the lower part of the wheelhouse portion 14.

[0046] As shown in Figure 2, the front side member portion 24 is composed of an upper wall portion 44 that forms the upper end of the front side member portion 24 and a lower wall portion 46 that forms the lower end of the front side member portion 24, both extending along the longitudinal direction of the vehicle. Between the upper wall portion 44 and the lower wall portion 46, multiple lateral wall portions 48 extend along the longitudinal direction of the vehicle. The upper wall portion 44, the lower wall portion 46, and the lateral wall portions 48 are each erected from the vertical wall portion 34 toward the outside in the vehicle width direction.

[0047] Furthermore, on the front side member portion 24A, multiple vertical ribs 50 are provided between the upper wall portion 44 and the lower wall portion 46, along the vertical direction of the vehicle, and these vertical ribs 50 are arranged along the longitudinal direction of the vehicle.

[0048] On the other hand, on the rear 24B side of the front side member section 24, multiple inclined ribs 52 that slope upward towards the rear of the vehicle and multiple inclined ribs 54 that slope downward towards the rear of the vehicle are provided between the upper wall section 44 and the lower wall section 46, and these are connected to each other, forming an apparent truss structure.

[0049] Furthermore, approximately cylindrical or columnar bosses 56 are provided at the intersections of the inclined ribs 52, 54 and the side wall portion 48. These bosses 56 serve as bases to which ejection pins (not shown) that are used to release the integral cast member 32, including the wheelhouse 14, from the mold during molding, make contact. For this reason, the bosses 56 are positioned offset in the vehicle's longitudinal direction so as not to overlap vertically, in order to release the integral cast member 32 from the mold in a balanced manner.

[0050] Furthermore, the position of the boss 56 can be appropriately changed by adjusting the mass balance of the integrally cast member 32. In addition, the boss 56 may be used not only as a base for the ejector pin to contact, but also as a base for fastening to other parts.

[0051] (Upper Members Club) In this embodiment, the upper member portion 22 is located between the suspension tower portion 20 and the front pillar lower portion 26 of the wheelhouse portion 14, along the longitudinal direction of the vehicle, and above the front side member portion 24. In other words, the front pillar lower portion 26, which extends in the vertical and longitudinal directions of the vehicle, is provided on the rear side of the upper member portion 22 and the front side member portion 24.

[0052] Furthermore, the upper member portion 22 has a vertical wall portion 34 that is connected to the wheelhouse portion 14 on the inside in the vehicle width direction and extends in the vehicle longitudinal direction and the vehicle vertical direction. In this embodiment, a plurality of (here, two) first ribs 58 are erected from the vertical wall portion 34 along the vehicle width direction and extend substantially linearly along the vehicle longitudinal direction from the upper end portion 34A of the vertical wall portion 34, from the upper end portion 20A of the suspension tower portion 20 to the upper end portion 26A of the front pillar lower portion 26. In this embodiment, the first rib group (first skeletal portion) 60 is formed by including these first ribs 58. The rib 58A provided above the first rib 58 constitutes the upper end of the integrally cast member 32.

[0053] Here, a rear wall portion 32A, which constitutes the rear end of the integrally cast member 32, is provided between the upper member portion 22 and the front pillar lower portion 26. The rear end of the first rib group 60 is connected to this rear wall portion 32A, and the first rib group 60 and the front pillar lower portion 26 are continuously connected (joined) via the rear wall portion 32A. The front pillar lower portion 26 may also be connected to the rear wall portion 32A via bolts or the like.

[0054] Furthermore, in the first rib group 60, multiple first connecting ribs 62 are arranged along the vehicle's longitudinal direction, substantially perpendicular to the first ribs 58 which are spaced apart from each other, and connecting the first ribs 58 vertically to each other. The first ribs 58 are thicker than the first connecting ribs 62. In this embodiment, "subtly perpendicular" means not only perfectly perpendicular, but also includes cases where the angle deviates from perfect perpendicularity, including errors.

[0055] Furthermore, multiple (two in this case) second ribs 64 are erected from the vertical wall portion 34 along the vehicle width direction, connected to the front end portion 60A of the first rib group 60. These second ribs 64 are inclined toward the lower side in the vehicle vertical direction as they move toward the rear side in the vehicle longitudinal direction, specifically toward the connection portion 30 that connects to the front end portion 28A of the rocker 28 provided below the front pillar lower portion 26, and extend in a substantially straight line from the front end portion 60A of the first rib group 60 to the front pillar lower portion 26. In this embodiment, the second rib group (second skeletal portion) 66 is formed including these second ribs 64. The rib 64A provided below the second rib 64 constitutes the upper end of the wheelhouse portion 14.

[0056] The rear end of the second rib group 66 is connected to the rear wall portion 32A of the integrally cast member 32, similar to the first rib group 60. The second rib group 66 and the front pillar lower portion 26 are continuously connected (joined) via this rear wall portion 32A.

[0057] Furthermore, in the second rib group 66, multiple second connecting ribs 68 are arranged along the vehicle's vertical and longitudinal directions, connecting to the second ribs 64, which are spaced apart from each other, at approximately perpendicular angles. The second ribs 64 are thicker than the second connecting ribs 68.

[0058] Thus, in this embodiment, the front end 60A of the first rib group 60 and the front end 66A of the second rib group 66 are connected, the first rib group 60 extends along the longitudinal direction of the vehicle, and the second rib group 66 extends downwards towards the rear of the vehicle.

[0059] Furthermore, the rear ends of the first rib group 60 and the second rib group 66 are connected to the front pillar lower section 26 via the rear wall portion 32A of the integrally cast member 32. In other words, in this embodiment, the so-called skeletal structure formed by the first rib group 60, the second rib group 66 and the front pillar lower section 26 forms a triangular shape in a side view of the vehicle, thus forming an apparent truss structure.

[0060] Here, the front pillar lower portion 26 is provided on the rear side of the upper member 22 and the front side member 24, as described above. The upper end portion 26A of the front pillar lower portion 26 is connected to the front end of the roof side rail, which supports the upper end of the front door and extends in the longitudinal direction of the vehicle (not shown in the figure). Also, a connection portion 30 is provided on the lower side of the front pillar lower portion 26 to which the front end portion 28A of the rocker 28 is connected, as described above.

[0061] <Function and effect of the vehicle's front structure> Next, the operation and effects of the vehicle front structure according to this embodiment will be described.

[0062] In this embodiment, as shown in Figure 1, the suspension tower section 20, the front side member section 24, the upper member section 22, and the front pillar lower section 26 are integrally formed as an integral cast member 32, and the integral cast member 32 is provided with a first rib group 60 as a first skeletal section and a second rib group 66 as a second skeletal section.

[0063] The first rib group 60 extends continuously in a substantially straight line along the vehicle's longitudinal direction from the upper end 20A side of the suspension tower section 20 to the upper end 26A side of the front pillar lower section 26, and is composed of a plurality of first ribs 58 that are erected along the vehicle's width direction from the vertical wall section 34 that constitutes the integrally cast member 32 and are spaced apart from each other.

[0064] Furthermore, the second rib group 66 is connected to the front end portion 60A of the first rib group 60 and extends substantially in a straight line to the front pillar lower portion 26, inclining downward in the vehicle's vertical direction as it moves towards the rear in the vehicle's longitudinal direction. It is composed of a plurality of second ribs 64 that are erected along the vehicle's width direction from the vertical wall portion 34 and spaced apart from each other.

[0065] In this way, by providing the first rib group 60 and the second rib group 66, each consisting of multiple first ribs 58 and second ribs 64, to the front pillar lower section 26 on the integrally cast member 32, it is possible to improve the rigidity of the integrally cast member 32 itself. As a result, in this embodiment, the rigidity can be further improved against loads applied to the suspension tower section 20 in the vehicle's longitudinal and vertical directions, thereby improving the handling stability and NVH performance of the vehicle 12 during driving.

[0066] Furthermore, in this embodiment, the first rib group 60, the second rib group 66, and the front pillar lower portion 26 form an apparent truss structure. In such a truss structure, bending moments are less likely to occur and deformation is suppressed because each part supports the others. Conversely, the rigidity of the first rib group 60 and the second rib group 66 is further improved, as is the rigidity of the integrally cast member 32 itself.

[0067] Furthermore, in this embodiment, the load input to the suspension tower section 20 via the front wheels 13 and suspension 19 can be distributed through two paths: one that transmits the load to the front pillar lower section 26 side along the vehicle longitudinal direction via the first rib group 60, and another that transmits the load to the rocker side via the second rib group 66, moving towards the rear in the vehicle longitudinal direction and downward in the vehicle vertical direction, and then through the connection section 30 where the front pillar lower section 26 is connected to the rocker. As a result, the load-bearing capacity of the integrally cast member 32 can be improved when a large load is input via the front wheels 13 and suspension 19.

[0068] In this embodiment, the first rib group 60 is configured to include a plurality of first connecting ribs 62 that are substantially perpendicular to the plurality of first ribs 58 and connect the plurality of first ribs 58 to each other vertically on the vehicle. As a result, the rigidity of the first rib group 60 in this embodiment can be further improved compared to the case in which the first connecting ribs 62 are not provided, and the load transmission effect can be improved with respect to loads applied along the longitudinal direction of the vehicle.

[0069] Furthermore, in this embodiment, the second rib group 66 is configured to include a plurality of second connecting ribs 68 that are substantially perpendicular to the plurality of second ribs 64 and connect the plurality of second ribs 64 to each other. As a result, the rigidity of the second rib group 66 in this embodiment can be further improved compared to the case in which the second connecting ribs 68 are not provided, and the load transmission effect can be improved for loads applied along the longitudinal and vertical directions of the vehicle.

[0070] Furthermore, in this embodiment, the first rib 58 is thicker than the first connecting rib 62, and the second rib 64 is thicker than the second connecting rib 68. This improves the rigidity of the first rib group 60, which is composed of multiple first ribs 58, and the second rib group 66, which is composed of multiple second ribs 64, while suppressing the increase in weight caused by forming multiple first connecting ribs 62 and second connecting ribs 68.

[0071] Furthermore, the thickness of the multiple first ribs 58 and second ribs 64 does not need to be approximately the same; their thicknesses may differ. Also, the thickness of the first ribs 58 and second ribs 64 does not necessarily need to be approximately constant along the longitudinal direction of the vehicle; they may be made thicker towards the rear of the vehicle. The same applies to the multiple first connecting ribs 62 and second connecting ribs 68.

[0072] (Modified version of this embodiment) In this embodiment, in the first rib group 60, the plurality of first connecting ribs 62 are formed substantially perpendicular to the plurality of first ribs 58, and in the second rib group 66, the plurality of second connecting ribs 68 are formed substantially perpendicular to the plurality of second ribs 64; however, the shapes of the first rib group 60 and the second rib group 66 are not limited to these.

[0073] For example, as a modified example 1, as shown in Figure 3, the first rib group (first skeletal part) 70 may consist of multiple first connecting ribs 74 that connect multiple first ribs 72 to each other, formed in a truss shape, and the second rib group (second skeletal part) 76 may consist of multiple second connecting ribs 80 that connect multiple second ribs 78 to each other, formed in a truss shape.

[0074] In this way, by forming multiple first connecting ribs 74 and second connecting ribs 80 that connect the first ribs 72 and the second ribs 78 in a truss shape, it is possible to further improve the rigidity of the first rib group 70 and the second rib group 76 compared to when the first connecting ribs 62 and the second connecting ribs 68 are provided substantially perpendicular to the first rib 58 and the second rib 64, as shown in Figure 2.

[0075] Furthermore, in the first connecting rib 74 and second connecting rib 80 shown in Figure 3, considering the molten metal flow during the molding of the integrally cast member 32, it is not necessarily required that all of them be formed in a truss shape. At least a portion of the first rib group 70 and the second rib group 76 may be formed in a truss shape.

[0076] Furthermore, the first connecting rib 74 of the first rib group 70 and the second connecting rib 80 of the second rib group 76 do not necessarily need to be formed in a truss shape; the connecting ribs of either the first rib group 70 or the second rib group 76 may be formed in a truss shape.

[0077] Furthermore, in this embodiment, as shown in Figure 2, in the first rib group 60 and the second rib group 66, the first rib group 60 extends substantially linearly along the vehicle's longitudinal direction from the upper end 20A side of the suspension tower section 20 to the upper end 26A side of the front pillar lower section 26. The second rib group 66 is connected to the front end 60A of the first rib group 60 and extends substantially linearly, inclined downward in the vehicle's vertical direction as it moves towards the rear in the vehicle's longitudinal direction.

[0078] However, in this embodiment, it is sufficient that the first rib group 60, the second rib group 66 and the front pillar lower portion 26 are connected, so the shape of the first rib group 60 and the second rib group 66 is not limited to this.

[0079] For example, as a modified example 2, as shown in Figure 4, the second rib 86 constituting the second rib group 84 may be formed in a curved shape to match the shape of the wheelhouse portion 82. In other words, as shown in Figure 2, it is not necessary for the multiple second ribs 64 constituting the second rib group 66 to be formed substantially parallel to each other. The same applies to the multiple first ribs 90 constituting the first rib group 88 as to the second rib group 84.

[0080] By the way, in the above embodiment, for example, as shown in Figure 2, the first frame is composed of a first rib group 60 including a plurality of first ribs 58, and the second frame is composed of a second rib group 66 including a plurality of second ribs 64. However, the number of first ribs 58 in the first rib group 60 and the number of second ribs 64 in the second rib group 66 do not have to be the same. For example, by making the number of second ribs 64 in the second rib group 66 greater than the number of first ribs 58 in the first rib group 60, it becomes more effective against vertical input to the suspension tower 20.

[0081] Furthermore, as an example of modification 3, as shown in Figure 5, the first structural component may be a first bead 92 formed to protrude in the thickness direction of the vertical wall portion 34 constituting the integrally cast member 32, and extending in the vehicle longitudinal direction from the upper end 20A side of the suspension tower portion 20 to the upper end 26A side of the front pillar lower portion 26. Alternatively, the second structural component may be a second bead 94 formed to protrude in the thickness direction of the vertical wall portion 34, connected to the front end 92A of the first bead 92, and inclined downward in the vehicle vertical direction as it moves towards the rear in the vehicle longitudinal direction, extending to the front pillar lower portion 26.

[0082] As a result, in the configuration shown in Modification 3, it is possible to obtain substantially the same effect as when the first rib group 60 is configured as the first skeletal part and the second rib group 66 as the second skeletal part, as shown in Figure 2. In addition, in the case of the first bead 92 and the second bead 94, the molten metal flow during the molding of the integral cast member 32 is improved compared to when ribs are provided. In this embodiment, one first bead 92 and one second bead 94 are provided, but of course, multiple beads may be provided.

[0083] Here, the first bead 92 is formed protruding in the thickness direction of the vertical wall portion 34. The first bead 92 may be made thicker than the surrounding wall thickness by the amount it protrudes in the thickness direction of the vertical wall portion 34, or it may be formed in a shape that protrudes without changing the thickness of the surrounding wall. The second bead 94 is the same as the first bead 92.

[0084] Furthermore, in this embodiment, as shown in Figure 2, the so-called skeletal structure formed by the first rib group 60, the second rib group 66, and the front pillar lower portion 26 forms a triangular shape in a side view of the vehicle, and a triangular area 96 is provided inside the first rib group 60, the second rib group 66, and the front pillar lower portion 26.

[0085] In this triangular area 96, for example, although not shown in the figure, ribs may extend from the second connecting rib 68 of the second rib group 66 to the front pillar lower section 26. In addition, maintenance openings, for example, may be formed in the triangular area 96. By forming such openings, it becomes possible to reduce the weight of the vehicle 10.

[0086] <Supplementary explanation of the above embodiment> In this embodiment, as shown in Figure 1, an example was described in which the integrally cast member 32 consists of the left and right wheelhouse portions 14 and the cross member portion 16, formed integrally by casting. However, the embodiment is not limited to this example.

[0087] For example, although not shown in the diagram, a right-side cast member, in which the right half of the right-side wheelhouse portion 14 and cross member portion 16 are integrally formed by casting, and a left-side cast member, in which the left half of the left-side wheelhouse portion 14 and cross member portion 16 are integrally formed by casting, may be joined together at a joint to form a single unit. In this case, since the cast member can be made smaller than the integral cast member 32, it is possible to reduce the costs associated with the mold mechanism, including the mold equipment.

[0088] Here, the connecting portion is formed such that, for example, the tip of the right half of the cross member portion 16 and the tip of the left half of the cross member portion 16 overlap in the vehicle's longitudinal direction or in the vehicle's vertical direction. Alternatively, the tip of the right half of the cross member portion 16 and the tip of the left half of the cross member portion 16 may be in contact with each other and connected by a separate member.

[0089] Furthermore, in this embodiment, the front side member 24 is molded integrally with the wheelhouse portion 14, but it is not necessarily required that they be molded integrally. The front side member 24 may be fixed as a separate component to the lower side of the wheelhouse portion 14. In this case, it becomes possible to use different materials for the wheelhouse portion 14 and the front side member 24, and to change the manufacturing method, such as extrusion molding.

[0090] Furthermore, in this embodiment, the front pillar lower portion 26 is molded integrally with the integral cast member 32, but it is not necessarily required that they be molded integrally. Of course, the front pillar lower portion 26 may be fixed as a separate component to the rear side of the integral cast member 32. In this case, it becomes possible to use different materials for the front pillar lower portion 26 and the integral cast member 32, and it also becomes possible to change the manufacturing method of the front pillar lower portion 26, such as press molding.

[0091] Although one embodiment of the present invention has been described above, the present invention is not limited to these embodiments, and various modifications may be used in appropriate combinations with one embodiment, and of course, the invention can be implemented in various forms without departing from the spirit of the present invention. [Explanation of symbols]

[0092] 10. Front structure of the vehicle 11 Front of the vehicle 12 vehicles 13 Front Wheel 19 Suspension 20. Suspension tower section (suspension tower, suspension tower, main body section) 22 Upper Member Section (Upper Member, Main Body Section) 26 Front pillar lower section 32. One-piece cast component (main body) 34 Vertical wall section 58. First Rib 60 First rib group (first skeletal section) 62. First connecting rib (connecting rib) 64. Second Rib 66 Second rib group (second skeletal section) 68 Second connecting rib (connecting rib) 70 First rib group (first skeletal section) 72. First Rib 74. First connecting rib (connecting rib) 76. Second rib group (second skeletal section) 78. Second Rib 80 Second connecting rib (connecting rib) 84. Second rib group (second skeletal section) 86. Second Rib 88 First rib group (first skeletal section) 90 First Rib 92. First bead (first skeletal section) 94. Second bead (second skeletal section)

Claims

1. A main body portion is integrally molded, including a vertical wall portion that extends from the suspension tower portion supporting the upper end of the front wheel suspension to the lower front pillar portion, and extends in the vehicle's longitudinal and vertical directions, The main body comprises a first skeletal section consisting of a first rib group including a plurality of first ribs that are provided in the vehicle longitudinal direction from the upper end of the suspension tower to the upper end of the front pillar lower section, and are erected from the vertical wall along the vehicle width direction and spaced apart from each other, The main body is connected to the front end of the first frame, and is provided up to the front pillar lower section, inclined downward in the vehicle's vertical direction as it moves towards the rear in the vehicle's longitudinal direction, and is composed of a second rib group including a plurality of second ribs erected along the vehicle's width direction from the vertical wall and spaced apart from each other, It consists of, The first and second skeletal sections are connected to the lower front pillar section, forming a front vehicle structure.

2. A main body portion is integrally molded, including a vertical wall portion that extends from the suspension tower portion supporting the upper end of the front wheel suspension to the lower front pillar portion, and extends in the vehicle's longitudinal and vertical directions, The main body portion includes a first skeletal portion which is provided in the vehicle longitudinal direction from the upper end of the suspension tower portion to the upper end of the front pillar lower portion and is formed by a first bead that protrudes from the vertical wall portion in the thickness direction of the vertical wall portion, The main body is connected to the front end of the first frame, and is provided in a manner that slopes downward in the vertical direction of the vehicle as it moves towards the rear in the longitudinal direction of the vehicle, and is composed of a second bead formed to protrude from the vertical wall in the thickness direction of the vertical wall, It consists of, The first and second skeletal sections are connected to the lower front pillar section, forming a front vehicle structure.

3. The front vehicle structure according to claim 1, wherein at least one of the first rib group and the second rib group is provided with a plurality of connecting ribs that connect a plurality of ribs constituting the first rib group and the second rib group, respectively.

4. The vehicle front structure according to claim 3, wherein at least a portion of the plurality of connecting ribs is formed in a truss shape in at least one of the first group of ribs and the second group of ribs.

5. The vehicle front structure according to claim 3, wherein in at least one of the first rib group and the second rib group, the plurality of ribs are formed to be thicker than the plurality of connecting ribs.

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