Vehicle body structure

Abstract

To improve load transmission efficiency by reducing the angle of inclination in the transmission path of the forward impact load flowing from the rear of the front frame to the tunnel section. [Solution] In the lower central portion of the dash panel 2, a dash side inclined surface 27 is formed on the left and right sides of the tunnel opening side portion 2Aa of the tunnel opening 2A that bulges upward. The left and right pair of front frames 3 are provided with a rear front frame rear portion 32 which is a rearward-opening box-shaped hollow body that gradually widens towards the rear end, and left and right connecting portions 28 which connect the upper parts of the vehicle-width inner portions of these front frame rear portions 32 along the tunnel opening upper portion 2Ab. The left and right front frame rear portions 32 and the left and right connecting portions 28 are integrally formed, the vehicle-width inner portions of the front frame rear portions 32 are connected to the dash side inclined surface 27, and the left and right connecting portions 28 have an arch apex 28a that is convex upward in a front view and convex rearward in a plan view that is connected to the tunnel opening upper portion 2Ab.

Description

Technical Field

[0005]

[0001] The present invention relates to a vehicle body structure including a dash panel that partitions a passenger compartment and a front space of the passenger compartment in the vehicle front-rear direction, a pair of left and right front frames extending in the vehicle front direction on both left and right sides of the front space, a floor panel having a tunnel portion that is coupled to a rear end portion of the dash panel and bulges upward at the center in the vehicle width direction, and a pair of left and right side sills extending in the vehicle front-rear direction and coupled to outer ends of the floor panel on the vehicle exterior side.

Background Art

[0002] <l000009>In the lower part of a conventional vehicle body structure, as exemplified in Patent Document 1, a load transfer member having a closed cross section along the vehicle width direction, such as a dash cross, is provided between the dash panel. When a frontal collision of the vehicle (hereinafter referred to as "front collision") occurs, an underload path is formed at the vehicle body floor height to branch the frontal collision load from the front frame to, for example, a tunnel portion at the center in the vehicle width direction of the floor panel via the load transfer member.

[0003] Here, conventionally, the front frame is known to have a structure in which a closed cross section having a so-called monaka shape in a cross-sectional shape orthogonal to the vehicle front-rear direction formed by joining left and right sheet metal materials extends along the vehicle front-rear direction until the rear end portion with substantially the same thickness. In the lower part of the conventional vehicle body structure, the rear end portion of such a front frame is abutted against a small area on the front surface of the dash panel that extends along the vehicle width direction and the vertical direction.

[0004] However, in such a configuration, the distance between the rear end portion of the front frame and the front end portion of the tunnel portion tends to be wide in the vehicle width direction and the vertical direction. Therefore, the load transfer member that connects these vehicle body frames along the vehicle width direction of the dash panel may become longer and more complex, increasing the mass and the number of parts.

[0005] Furthermore, the bend angle in the vehicle width direction of the load transmission path along the dash panel, which extends from the rear end of the front frame in the vehicle width direction, becomes larger, which could be disadvantageous in terms of improving load transmission efficiency. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2019-171931 [Overview of the project] [Problems that the invention aims to solve]

[0007] This invention has been made in view of these problems, and aims to provide a vehicle body structure that can improve load transmission efficiency by reducing the angle of inclination in the vehicle width direction of the transmission path for frontal impact loads that flow along the longitudinal direction of the vehicle from the rear of the front frame to the tunnel section, while suppressing the lengthening and complexity of load transmission members that extend in the vehicle width direction along the dash panel, such as the dash cloth. [Means for solving the problem]

[0008] This invention relates to a vehicle body structure comprising: a dash panel that partitions the passenger compartment and the space in front of the passenger compartment in the longitudinal direction of the vehicle; a pair of left and right front frames extending in the longitudinal direction of the vehicle from their rear ends, which are connected to the front surface of the dash panel on both the left and right sides of the front space; and a floor panel whose front end is connected to the rear end of the dash panel and which has a tunnel section that bulges upward in the center in the vehicle width direction, wherein a tunnel opening is provided in the lower central portion of the dash panel in the vehicle width direction, bulging upward to connect the space below the tunnel section and the front space in the vehicle width direction, and the left and right sides of the tunnel opening of the dash panel are inclined backward as they approach the tunnel section on the center side in the vehicle width direction. The dash panel has an inclined surface, and the left and right front frames each have a rear front frame rear portion which is a rearward-opening box-shaped hollow body that gradually widens towards the rear end on both the left and right sides, and left and right connecting portions which connect the upper parts of the inner width portions of the left and right rear front frame portions along the upper edge of the tunnel opening of the tunnel opening, and the left and right rear front frame rear portions and the left and right connecting portions are integrally formed, the inner width portion of the rear front frame is connected to the dash panel inclined surface, and the left and right connecting portions are arch-shaped which is convex upward in a front view and convex rearward in a plan view, and the top of the arch is connected to the upper edge of the tunnel opening of the dash panel.

[0009] This invention makes it possible to improve load transmission efficiency by reducing the angle of inclination in the vehicle width direction of the transmission path for frontal impact loads that flow along the vehicle's longitudinal direction from the rear of the front frame to the tunnel section, while suppressing the lengthening and complexity of load transmission members that extend in the vehicle width direction along the dash panel, such as the dash cloth.

[0010] In one aspect of this invention, the arch apex of the left and right connecting portion may be connected to the front end of the tunnel upper frame that extends in the front-rear direction as a tunnel strength member in the upper part of the tunnel portion. This invention makes it possible to establish a load transmission path from the rear of the front frame to the upper tunnel frame with a small angle of inclination in the vehicle width direction relative to the vehicle longitudinal direction, for forward impact loads flowing from the rear of the front frame to the rear of the vehicle.

[0011] In one aspect of this invention, the lower ends of the tunnel section on both sides in the vehicle width direction are provided with a pair of left and right tunnel side frames extending in the vehicle longitudinal direction, and the lower inner portion of the rear end of the front frame on each side is connected to the front end of the tunnel side frame.

[0012] This invention makes it possible to establish a load transmission path with a small angle of inclination in the vehicle width direction relative to the vehicle longitudinal direction, from the rear of the front frame to the tunnel side frame, which serves as a tunnel strength member, for forward impact loads flowing from the rear of the front frame to the rearward direction of the front frame on both the left and right sides. [Effects of the Invention]

[0013] According to this invention, it is possible to provide a vehicle body structure that can improve load transmission efficiency by reducing the angle of inclination in the vehicle width direction of the transmission path for frontal impact loads that flow along the vehicle longitudinal direction from the rear of the front frame to the tunnel section, while suppressing the lengthening and complexity of load transmission members that extend in the vehicle width direction along the dash panel, such as the dash cloth. [Brief explanation of the drawing]

[0014] [Figure 1] A perspective view of the main part of a vehicle equipped with the body structure of this embodiment, viewed from the front and right side of the vehicle body. [Figure 2] A side view of the main part of a vehicle equipped with the body structure of this embodiment, viewed from the right side. [Figure 3] Bottom view of the main part of a vehicle equipped with the body structure of this embodiment [Figure 4] Cross-sectional view of the central part of the vehicle body and the right side, along line AA in Figure 2. [Figure 5] Cross-sectional view of the main part of the vehicle along line BB in Figure 2. [Figure 6]Arrow view cross-sectional view of the main part of the vehicle along the C-C line in FIG. 2 [Figure 7] Arrow view cross-sectional view of the main part of the vehicle along the D-D line in FIG. 4, viewed from the front and right side of the vehicle body [Figure 8] Arrow view cross-sectional view of the main part of the vehicle along the D-D line in FIG. 4, viewed from the rear and left side of the vehicle body [Figure 9] (a) is an arrow view cross-sectional view of the main part of the vehicle along the E-E line in FIG. 4, (b) is an arrow view cross-sectional view of the main part of the vehicle along the F-F line in FIG. 4, and (c) is an arrow view cross-sectional view of the main part of the vehicle along the G-G line in FIG. 4

Mode for Carrying Out the Invention

[0015] As an embodiment of the present invention, an embodiment in which the vehicle body structure of the present invention is applied to a front-engine, rear-drive (FR) sports car will be described below with reference to the drawings. In the drawings, arrow F indicates the front of the vehicle, arrow U indicates the upper side of the vehicle, arrow W indicates the vehicle width direction, OUT indicates the outside in the vehicle width direction (also referred to as "outside the vehicle width"), and IN indicates the inside in the vehicle width direction (also referred to as "inside the vehicle width"). Since the vehicle body structure of the present embodiment has substantially the same structure on the left and right, the description will be centered on the structure on the right side of the vehicle. In the following description, the front, rear, right, left, upper, and lower directions indicate the respective directions based on the vehicle body unless otherwise specified, and "rain" indicates "rain reinforcement".

[0016] As shown in FIGS. 1 to 3, the vehicle body structure of the present embodiment mainly includes a floor panel 1 provided with a tunnel portion 10, a dash panel 2, a front frame (also referred to as a front side frame) 3, a side sill 4, a torque box 5, a front pillar 6, a hinge pillar 7, an apron frame 8, a dash rain 9, an upper tunnel frame 11, and a tunnel side frame 12.

[0017] Among these elements, the front frame 3, the side sill 4, the torque box 5, the front pillar 6, the hinge pillar 7, the apron frame 8, the dash rain 9, and the tunnel side frame 12 each have a pair on the left and right in the vehicle body structure.

[0018] Also, as shown in FIGS. 1 and 2, the vehicle of the present embodiment includes a subframe (also referred to as a "suspension cross member") 110 that supports a suspension for suspending the front wheels FW below and on both left and right sides of the power unit room PR. Note that the subframe 110 is illustrated only in FIGS. 1 and 2. Reference numeral 34 in FIG. 2 indicates an upper arm support frame that supports the inner end in the vehicle width direction of the upper arm 201 provided in the suspension so as to be swingable in the vertical direction, and reference numeral 111 indicates a lower arm support frame that supports the inner end in the vehicle width direction of the lower arm 202 provided in the suspension so as to be swingable in the vertical direction. The subframe 110 is configured in a grid shape by combining a plurality of frame members having a closed cross section along the extending direction, such as the upper arm support frame 34 and the lower arm support frame 111.

[0019] (Floor panel 1) [[ID=Z10]] As shown in FIG. 1, the floor panel 1 extends in the vehicle width direction and the front-rear direction at the lower part of the vehicle body and constitutes the floor surface of the passenger compartment CR. A tunnel portion 10 that bulges upward and extends in the front-rear direction is formed in the left-right central portion of the floor panel 1 inside the passenger compartment CR.

[0020] (Tunnel upper frame 11 + Tunnel side frame 12) The tunnel portion 10 at the center in the vehicle width direction of the floor panel is formed such that the orthogonal cross section in the front-rear direction bulges upward in a portal shape with a pair of left and right side portions 10a and an upper surface portion 10b connecting the upper ends of these side portions 10a in the vehicle width direction (see FIGS. 5 to 7).

[0021] An upper tunnel frame 11, which serves as a backbone frame extending in the longitudinal direction, is joined to the upper part of the tunnel section 10. The upper tunnel frame 11 is formed in a substantially U-shape with corners at both ends in the vehicle width direction and opening downwards in a cross section perpendicular to the longitudinal direction. The lower ends on both the left and right sides are joined to the upper parts of the left and right side sections 10a, respectively, thereby forming a closed cross section 11S that extends in the longitudinal direction from the front end to the rear end of the tunnel section 10 between the upper section 11 and the upper surface section 10b (see Figures 6 and 9).

[0022] As shown in Figures 1, 3, and 9(a), the lower ends on both the left and right sides of the tunnel section 10 are provided with tunnel side frames 12, which have a closed cross-section 12S extending in the front-rear direction. More specifically, the tunnel side frame 12 includes a straight section 121 that extends in the front-rear direction along the lower ends on both sides of the tunnel section 10 in the vehicle width direction, and a front end rising section 122 that rises further forward from the front end of the straight section 121 located at the front end of the tunnel section 10 in the front-rear direction, corresponding to the lower part of the inclined shape of the dash panel 2.

[0023] The straight section 121 comprises a tunnel side upper member 121a positioned on the inside (upper) side of the vehicle compartment CR, and a tunnel side lower member 121b positioned below the tunnel side upper member 121a on the outside (lower) side of the vehicle compartment CR. Between these members 121a and 121b, a straight closed section 121S is formed that extends linearly in the front-rear direction over substantially the entire length of the tunnel section 10.

[0024] As shown in Figures 3 and 9(b), the front end rise portion 122 comprises a front end upper member 122a positioned on the inside (above) side of the vehicle interior CR relative to the lower part of the dash panel 2, and a front end lower member 122b positioned on the outside (below) side of the vehicle interior CR relative to the lower part of the dash panel 2. The front end rise portion 122 is configured as front end closed sections 122sf and 122sr, with a front end front closed section 122sf and a front end rear closed section 122sr, respectively, located on the front and rear sides of the lower part of the dash panel 2. The front end front closed section 122sf is located between the front end lower member 122b and the lower part of the dash panel 2, while the front end rear closed section 122sr is located between the front end upper member 122a and the lower part of the dash panel 2. The front end front closed section 122sf is located on the front side of the lower part of the dash panel 2, but extends continuously in the front-rear direction with the linear closed section 121S via the front end rear closed section 122sr.

[0025] (Dash Panel 2) As shown in Figures 5 and 6, the dash panel 2 is a vertical wall-shaped plate member arranged along the vehicle width direction and the vehicle height direction so as to separate the passenger compartment CR from the power unit room PR, which is the space in front of it, in the front-rear direction. Specifically, the dash panel 2 has a main body portion 21 that extends along the vehicle height direction, a kick-up portion 22 that extends downward from the lower end of the main body portion 21 towards the rear of the vehicle, and left and right vehicle width outer edge flange portions 23. These main body portion 21, kick-up portion 22, and vehicle width outer edge flange portions 23 are each integrally formed by press molding a single flat plate. Furthermore, the rear end of the kick-up portion 22 of the dash panel 2 is connected to the front end of the floor panel 1 by welding or other means.

[0026] Furthermore, as shown in Figures 1 and 3, a tunnel opening 2A that bulges upward is formed in the central part of the lower part of the dash panel 2 in the vehicle width direction. This tunnel opening 2A is joined to the front end of the tunnel section 10 formed in the central part of the floor panel 1 in the vehicle width direction (see Figure 3). The space below the tunnel section 10 and the power unit room PR are in communication in the front-rear direction via the tunnel opening 2A.

[0027] As shown in Figure 7, the main body portion 21 of the dash panel 2 has forward-convex portions 25 on each side, separated by a tunnel opening 2A in the central part in the vehicle width direction, where the forward portions facing each of the left and right front seats form a forward-convex vertical wall surface in a plan view.

[0028] These left and right pairs of forward-protruding portions 25 each include a forward-protruding top portion 25a that is positioned along the vehicle width direction at a point that coincides with the axis of the front frame 3 in the vehicle width direction, and left and right shoulder portions 25b that slope outwards from both left and right ends of the forward-protruding top portion 25a, with the distance between them in the vehicle width direction gradually increasing towards the rear.

[0029] The left and right outer edge flange portions 23 of the dash panel 2 extend rearward from the outer edge portion in the vehicle width direction of the dash panel 2, are formed over substantially the entire length in the vertical direction of the outer edge portion in the vehicle width direction, and are joined to the side inner panel 70 and side sill inner 41, which will be described later.

[0030] The upper end of the main body portion 21 of the dash panel 2 extends forward (not shown), and a barrel-shaped cowl panel 14, as shown in Figure 1, is installed on its upper surface. The cowl panel 14 has the rigidity to support the lower part of the front windshield glass (not shown), which is inclined downward and forward via a filler, from below over substantially its entire width, and extends in the width direction over substantially the entire length of the dash panel 2.

[0031] (Front frame 3) As shown in Figures 1 to 7, the front frame 3 is a vehicle body rigidity member that extends in the front-to-rear direction from the front of the dash panel 2 on both the left and right sides of the power unit room PR located in front of the dash panel 2.

[0032] The front frame 3 consists of a rear front frame portion 32 that extends forward from the front of the dash panel 2 to the front of the vehicle, and a front front frame portion 31 that extends further forward from the front position of the rear front frame portion 32.

[0033] The rear portion 32 of the front frame is provided as a rearward expansion portion that gradually widens on both the left and right sides and downward relative to the front portion 31 of the front frame as it approaches the rear end, and the rear end portion 32r is joined to the front surface of the dash panel 2.

[0034] On the other hand, as shown in Figures 2 and 3, the lower part of the front end of the rear part 32 of the front frame is located on the central axis of the front frame 3, and a vertical wall-shaped rib 32f is formed which can abut the rear end of the front part 31 of the front frame from the front.

[0035] The front part 31 of the front frame comprises a front extension portion 33 and a front main body portion 34 of the front frame, both of which are arranged in parallel on the upper and lower sides and are aligned along the front-rear direction. The front main body portion 34 of the front frame extends linearly along the central axis of the front frame 3 in the longitudinal direction. As shown in Figure 4, the inner frame panel 341 on the inside in the vehicle width direction and the outer frame panel 342 on the outside in the vehicle width direction are joined together to form a closed cross section 34S along the longitudinal direction, which has a so-called monaka (clamshell) shape in the cross section perpendicular to the longitudinal direction. The front main body portion 34 of the front frame is connected to the rear of the front frame 32 with its rear end abutting against the vertical wall-shaped rib 32f (see Figures 2 and 3) at the lower part of the front end (lower front end) of the rear of the front frame rear portion 32 from the front. As a result, as shown in Figure 2, the front main body portion 34 of the front frame extends forward from the lower front end of the rear of the front frame 32 to the front end of the front frame 3. In other words, the rear of the front frame 32 and the front main body portion 34 of the front frame are arranged in series along the central axis of the front frame 3.

[0036] Furthermore, the front main body portion 34 of the front frame serves not only as part of the front frame 3, but also as the upper arm support frame (34) provided on the subframe 110, as shown in Figure 2.

[0037] The forward extension portion 33 extends forward from the upper part of the front end (upper front end) of the rear front portion 32 of the front frame to the front end of the front frame 3 and is positioned directly above the front main body portion 34 of the front frame, supporting the front main body portion 34 of the front frame from directly above and supporting the interior side of the suspension housing 65.

[0038] (Rear of front frame 32) As shown in Figure 4, the rear part 32 of the front frame comprises an upper wall portion 32a, a rearward expanding outer portion 32b that widens outward relative to the front part 31 of the front frame towards the rear, a rearward expanding inner portion 32c that widens inward relative to the front part 31 of the front frame towards the rear, and a rearward expanding lower portion 32d that widens downward relative to the front part 31 of the front frame towards the rear.

[0039] (Rear end portion 32r of the rear part 32 of the front frame) The rearward-extended outer portion 32b connects the outer ends in the vehicle width direction of the upper wall portion 32a and the rearward-extended lower portion 32d in the vertical direction, while the rearward-extended inner portion 32c connects the inner ends in the vehicle width direction of the upper wall portion 32a and the rearward-extended lower portion 32d in the vertical direction.

[0040] As a result, as shown in Figure 4, the rear portion 32 of the front frame is surrounded all around in a cross-sectional view in the front-rear direction by the upper wall portion 32a, the rearward-expanding outer portion 32b, the rearward-expanding inner portion 32c, and the rearward-expanding lower portion 32d, and its internal space 32S (see Figure 7) opens toward the rear, and is formed as a trumpet-shaped box-like hollow body in which both sides and the bottom in the vehicle width direction gradually widen toward the rear.

[0041] As shown in Figures 5 to 9(a), (b), and (c), particularly in Figure 7, the rear end portion 32r of the rear front frame 32 is located immediately behind the rear end portion of the front front main body portion 34 of the front front frame 31 and comprises a rear central portion 32er that defines the front surface of the internal space 32S that opens toward the rear, a rear upper edge portion 32ar as the rear end of the upper wall portion 32a, a rear outer edge portion 32br as the rear end of the rear enlarged outer portion 32b (see Figures 5 and 6), a rear inner edge portion 32cr as the rear end of the rear enlarged inner portion 32c and a rear lower edge portion 32dr as the rear end of the rear enlarged lower portion 32d (see Figures 9(a), (b), and (c)).

[0042] As shown in Figure 7, the rear central portion 32er is positioned forward and spaced apart from the front convex portion 25a of the dash panel 2, separated by a rear opening space. As shown in Figures 5 and 6, the rear upper portion 32ar extends in the vehicle width direction across the front convex portion 25a and the left and right shoulder portions 25b of the dash panel 2, and is joined to these front convex portion 25a and left and right shoulder portions 25b. As shown in Figure 7, the rear outer portion 32br and the rear inner portion 32cr, i.e., the left and right rear side portions 32br and 32cr, extend rearward along the left and right shoulder portions 25b of the dash panel 2, and are joined to the left and right shoulder portions 25b.

[0043] As shown in Figure 9(a), the lower rear edge portion 32dr extends in the vehicle width direction across the front convex top portion 25a and the left and right shoulder portions 25b of the dash panel 2. As shown in Figures 9(a) and 9(c), the portion excluding the inner end in the vehicle width direction is joined to the torque box 5 which extends in the vehicle width direction. As shown in Figures 9(a) and 9(b), the inner end in the vehicle width direction (the lower inner portion of the rear end of the front frame 3) is joined to the front end rising portion 122 (front end) of the tunnel side frame 12.

[0044] More specifically, the lower rear end portion 32dr of the rear front portion 32 of the front frame extends along the vehicle width direction at the height of the torque box 5 joined to the lower front portion 21 of the main body portion 21 of the dash panel 2, and as shown in Figure 9(b), the portion excluding the inner end in the vehicle width direction is joined so as to abut against the vertical wall-shaped front portion 5f of the torque box 5 from the front.

[0045] On the other hand, the inner width end of the rear end portion 32dr of the rear end portion 32r of the rear front portion 32 of the front frame is joined to the vertical wall portion 122bf that forms the front surface of the front lower member 122b of the front end rising portion 122 of the tunnel side frame 12, as shown in Figure 9(b), by abutting it from the front.

[0046] This configuration ensures that, during a frontal collision, the lower rear end portion 32dr of the rear section 32 of the front frame is supported by the torque box 5 and the rising front end portion 122 of the tunnel side frame 12, while the frontal impact load from the front frame 3 is transmitted and distributed to the tunnel side frame 12 and the side sill 4.

[0047] The rear portion 32 of the front frame and the forward extension portion 33 of the front portion 31 of the front frame, as described above, are integrally formed as part of the cast object 100. As a result, the front frame 3 is constructed through the cooperation of the front main body portion 34 of the front frame, which is made of steel plate, and the rear portion 32 and forward extension portion 33 of the front frame, which are made of the cast object 100. The cast object 100 described above will be explained later.

[0048] Furthermore, as shown in Figure 3, a crash can 37, which serves as an impact absorbing member, is attached to the front end of the front main body portion 34 of the front frame 3 via a set plate 35 and a bracket 36, and a bumper beam 38, which has a closed cross-section extending in the vehicle width direction, is connected between the front ends of the left and right pair of crash cans 37.

[0049] (Side sill 4) As shown in Figures 1 and 4, the side sill 4 is provided so as to extend in the longitudinal direction of the vehicle body along the vehicle width end of the floor panel 1, and is positioned outside and below the front frame 3 in the vehicle width direction. The side sill 4 mainly comprises a side sill inner 41, a side sill outer 42, and a side sill rain 43. The side sill outer 42 is located outside the side sill inner 41 in the vehicle width direction and comprises a side sill upper outer 421 provided at the top of the side sill 4 and a side sill lower outer 422 provided at the bottom. Each of these side sill 4 elements 41, 421, 422, and 43 is formed by press-forming a metal panel material.

[0050] Between the side sill lower outer 422 and the side sill inner 41, a side sill lower closed section 422S is formed over the entire widthwise area of ​​the lower part of the side sill 4. Between the side sill upper outer 421, the side sill inner 41, and the side sill lower outer 422, a side sill upper closed section 421S is formed over the entire widthwise area of ​​the upper part of the side sill 4 (see Figure 4). Both the side sill upper closed section 421S and the side sill lower closed section 422S extend over the entire length in the front-rear direction and are formed adjacent to each other on the upper and lower sides of the side sill 4.

[0051] Furthermore, the front portion of the side sill 4 extends forward beyond the front pillar base 6A, which will be described later, and the front end of the side sill 4 is provided with a plate-shaped closing member 50 that closes both the upper opening 421A, in which the upper closed section 421S of the side sill opens forward, and the lower opening 422A, in which the lower closed section 422S of the side sill opens forward (see Figures 5 to 7).

[0052] (Torque Box 5) As shown in Figures 3 and 4, the torque box 5 is a pair of left and right body strength members that are joined to the lower front surface of the main body portion 21 of the dash panel 2 and have a closed cross section 5S extending in the vehicle width direction between them and the lower front surface, and on each side they connect the front end rising portion 122 of the tunnel side frame 12 and the front end of the side sill 4 in the vehicle width direction.

[0053] (Front pillar 6) As shown in Figures 1 and 2, the front pillar 6 extends along the downward-front direction by joining the front pillar outer 6a and the front pillar inner 6b at the side edges corresponding to the left and right sides of the opening for arranging the front windshield glass (not shown), which is inclined downward-front. The front pillar 6 has a closed front pillar section 6S and is a vehicle body strength member that supports the front windshield glass from both the left and right sides via a filler.

[0054] (Hinge Pillar 7) As shown in Figures 1, 2, and 5-8, the hinge pillar 7 extends vertically between the front lower end portion (hereinafter referred to as the "front pillar base") 6A, which forms the base of the front pillar 6, and the side sill 4 on both the left and right sides of the dash panel 2. The hinge pillar 7 is a vehicle body strength member having a hinge pillar closed section 7S that extends vertically by joining a hinge pillar inner 71 and a hinge pillar outer 72.

[0055] (Cowl Side Rain 60) Incidentally, as shown in Figure 1, a cowl side rain 60 is provided near the front and inner side of the upper part of the hinge pillar 7, extending forward from the top of the hinge pillar 7. The cowl side rain 60 is constructed in a substantially closed cross-section extending in the front-rear direction, consisting of an inner panel 61 (see Figure 5) that forms the inner and bottom walls of the vehicle width, an outer panel (not shown) that forms the outer wall of the vehicle width, and an upper panel 63 that forms the top wall.

[0056] The outer panel (not shown) of the cowl side rain 60 is joined from the inside of the vehicle width to the side inner panel 70 that extends forward from the main body of the hinge pillar inner 71. In other words, the cowl side rain 60 is indirectly supported by the hinge pillar 7 near the upper part of the hinge pillar 7. Furthermore, the inner panel 61 of the cowl side rain 60 is joined to the left and right ends of the bucket-shaped cowl panel 14 (see Figure 1) located at the upper end of the dash panel 2, and supports the cowl panel 14 from both its left and right ends.

[0057] (Apron frame 8) As shown in Figures 1 to 3, the apron frame 8 extends in the longitudinal direction at a position that is outward and upward in the vehicle width direction relative to the pair of left and right front frames 3 described above, which extend in the longitudinal direction, and supports the outer side of the suspension housing 65.

[0058] The rear end of the apron frame 8 is joined to the front end of the cowl side rain 60, which is adjacent to the upper part of the hinge pillar 7 on the inward side in the vehicle width direction. As a result, the apron frame 8 extends forward from the cowl side rain 60 near the front pillar base 6A and is joined to the upper part of the hinge pillar 7 from the inward side in the vehicle width direction via the cowl side rain 60.

[0059] More specifically, as shown in Figures 1 to 3, the apron frame 8 comprises an apron frame main body portion 81 and an upper plate member 82 located above the apron frame main body portion 81. In other words, as shown in Figures 2 and 3, the apron frame 8 is divided into an apron rear region 8R extending forward from the cowl side rain 60 and an apron front region 8F extending further forward from the front end of the apron rear region 8R.

[0060] (Suspension housing 65) As shown in Figures 1 and 2, the suspension housing 65 spans the front frame 3 and the apron frame 8 in the vehicle width direction and is supported collaboratively. The suspension housing 65 is spaced forward of the hinge pillar 7 and the dash panel 2, and the front suspension is housed below it. Furthermore, the top of the suspension housing 65 is provided with a suspension top section 65a, to which a damper (not shown) provided for the front suspension is attached from below.

[0061] (Brace Rain 90) Furthermore, as shown in Figures 1, 2, and 5-7, the front of the hinge pillar 7 and the lower part of the apron frame 8 are connected by a first bracing rain 91 and a second bracing rain 92, which act as a bracing rain 90 that connects them in a diagonal bracing manner when viewed from the side of the vehicle.

[0062] The first brace rain 91 and the second brace rain 92 both extend from the lower part of the apron frame 8 to the front of the hinge pillar 7, sloping backward as they go downward.

[0063] The first diagonal brace rain 91 connects the front upper portion of the pillar outer panel and the lower part of the apron frame 8 in a diagonal brace manner near the cowl side rain 60, and a first diagonal closed section 91S is formed between it and the outer panel (not shown) of the cowl side rain 60 (see Figure 1).

[0064] As shown in Figures 2 and 5, the second bracing rain 92 is located further inward and forward in the vehicle width direction than the first bracing rain 91, that is, it connects the lower part of the front apron region 8F of the apron frame 8 to the lower end of the hinge pillar 7 (closed section 7S of the hinge pillar) directly below the apron frame 8.

[0065] More specifically, the second brace rain 92 is integrally formed with an apron support portion 93 that hangs vertically downward from the rear end of the apron frame 8, and a brace body portion 94 that connects the apron support portion 93 and the lower part of the front region 8F of the apron in a brace-like manner.

[0066] The apron support portion 93 hangs down until its lower end is at the height of the side sill 4, and is joined to the front surface of the vertical wall-shaped lid member 50 provided at the front end of the side sill 4, and the lid member 50 The brace body 94 connects the apron support 93 and the apron frame 8 in a diagonal brace configuration. Specifically, the rear end of the brace body 94 is connected to the upper portion of the apron support 93, extending from the upper end to the middle of the vertical direction (see Figure 2). On the other hand, the upper end of the brace body 94 is connected to the lower part of the apron rear region 8R along its entire length in the front-rear direction, and the front end of the brace body 94 is connected to the rear end of the apron front region 8F, which is located in front of the suspension housing 65.

[0067] Here, the apron support portion 93 of the second bracing rain 92 extends vertically directly below the rear end of the apron frame 8, as described above. Between this apron support portion 93 and the rearward extended outer portion 32b (outer part of the vehicle width) of the rear part 32 of the front frame, which is the rearward extension portion described above, a connecting portion 18 is integrally formed to connect them in the vehicle width direction (see Figure 5).

[0068] (Cast object 100) Furthermore, as shown in Figures 1 to 4, the aforementioned cast object 100 comprises the parts other than the rear front frame 32 and the upper plate member 82 of the apron frame 8, the second bracing rain 92, the suspension housing 65, and the connecting portion 18.

[0069] Furthermore, the cast object 100 includes left and right connecting portions 28 that connect the upper parts of the rearward enlarged inner portions 32c (inner width portions) of the tunnel opening 2A of the dash panel 2, which are connected to the left and right tunnel opening side edges 2Aa of the tunnel opening 2A of the dash panel 2, along the upper edge 2Ab of the tunnel opening 2A of the dash panel 2. The left and right connecting portions 28 are integrally formed with the inner width portions of the left and right rear front frame 32. The cast object 100, also called a Gigacast, is made of aluminum alloy and is integrally molded as a relatively large single part equipped with the above-mentioned elements (modules) provided at the front of the vehicle body.

[0070] To elaborate on the cast object 100, as shown in Figure 9(a), the inner rear edge portions 32cr of the left and right rear front frame portions 32 of the cast object 100, which are the inner parts of the vehicle width, are connected to the inclined surface 27 of the side of the dash. On the other hand, as shown in Figure 4, the left and right connecting portions 28 are arched in shape, convex upward in a front view and convex rearward in a plan view, along the upper edge portion 2Ab of the tunnel opening of the dash panel 2, and their apex (hereinafter referred to as the "arch apex") 28a is connected to the upper edge portion 2Ab of the tunnel opening. The lower surface of the barrel-shaped cowl panel 14 is joined to the upper surface of the left and right connecting section 28. In this way, the cowl panel 14 is supported by the left and right connecting section 28. As shown in Figures 4 and 9(a), the left and right connecting portions 28 are configured with a closed cross section 28S that extends in the vehicle width direction between them and the front surface of the upper edge portion 2Ab of the tunnel opening of the dash panel 2.

[0071] As shown in Figure 9(a), the closed cross section 28S of the arch apex 28a of the left and right connecting section 28 with the dash panel 2 and the closed cross section 11S of the tunnel upper frame 11 extend continuously in the front-rear direction via the dash panel 2. Furthermore, as shown in Figure 6, the arch apex 28a of the left and right connecting sections 28 is connected to the front end of the tunnel upper frame 11 that extends in the front-rear direction over the upper part of the tunnel section 10.

[0072] More specifically, since the front end of the tunnel upper frame 11 is joined to the front surface of the upper edge 2Ab of the tunnel opening of the dash panel 2 from the inside of the passenger compartment CR, the arch apex 28a of the left and right connection parts 28 and the front end of the tunnel upper frame 11 are connected on both the front and rear sides via the dash panel 2.

[0073] (Dash Rain 9) As shown in Figures 7 and 8, the dash rain 9 is joined to the inner surface of the cabin CR of the dash panel 2, forming a closed cross section 9S between it and the inner surface of the cabin CR. The closed section 9S is configured to extend continuously downward from the rear end of the front frame 3 towards the hinge pillar 7 and the side sill inner 41 directly below it, overlapping with the rear end of the rear enlarged outer portion 32b (outer edge portion) of the rear portion 32 of the box-shaped hollow front frame when viewed from the rear of the vehicle, and overlapping with the side sill inner 41 when viewed from above the vehicle.

[0074] The outer edge flange portion (not shown) of the dash rain 9 in the vehicle width direction is joined to the hinge pillar inner 71 and the side sill inner 41 directly below it via the outer edge flange portion 23 of the dash panel 2. As a result, the closed section 9S of the dash rain 9 is connected in the vehicle width direction to the side sill closed sections 421S, 422S and the hinge pillar closed section 7S above them.

[0075] As shown in Figures 1 to 3, the vehicle body structure of this embodiment comprises a dash panel 2 that separates the passenger compartment CR and the power unit room PR (front space) of the passenger compartment CR in the front-rear direction, a pair of left and right front frames 3 that extend in the front direction of the vehicle from their rear ends which are connected to the front of the dash panel 2 on both the left and right sides of the power unit room PR, and a floor panel 1 having a tunnel section 10 whose front end is connected to the rear end of the dash panel 2 and which bulges upward in the center in the width direction of the vehicle.

[0076] Furthermore, as shown in Figure 4, the vehicle body structure of this embodiment is provided with a tunnel opening 2A that bulges upward in the lower center of the dash panel 2 in the vehicle width direction, connecting the lower space of the tunnel section 10 (see Figure 3) and the power unit room PR in the front-rear direction. As shown in Figures 4 to 7, the left and right tunnel opening side edges 2Aa of the tunnel opening 2A of the dash panel 2 are formed with inclined surfaces 27 on the dash side, which are inclined towards the rear as they get closer to the tunnel section 10 on the vehicle width direction center. As shown in Figures 5 to 7, the left and right pair of front frames 3 each have a rear front frame rear section 32 which is a rearward-opening box-shaped hollow body that gradually widens towards the rear end on each side, and as shown in Figures 4, 6, and 9(a), these left and right rear front frame rear sections 32 In this configuration, the upper parts of the rearward-extended inner portions 32c (inner width portion) of the tunnel opening 2A of the dash panel 2 are connected to the left and right tunnel opening side portions 2Aa, and the left and right connecting portions 28 connect them along the upper tunnel opening portion 2Ab of the tunnel opening 2A of the dash panel 2. The left and right rear portions 32 of the front frame and the left and right connecting portions 28 are integrally formed. As shown in Figures 4 and 9(a), the inner portion (32c) in the vehicle width direction of the rear portion 32 of the front frame is connected to the dash side inclined surface 27, and the left and right connecting portions 28 have an arch shape that is convex upward in a front view and convex rearward in a plan view, and as shown in Figures 4, 6 and 9(a), the arch apex 28a is connected to the upper tunnel opening portion 2Ab of the dash panel 2.

[0077] This configuration makes it possible to improve load transmission efficiency by reducing the bending angle in the vehicle width direction of the transmission path for the front impact load that flows along the vehicle longitudinal direction from the rear of the front frame 32 to the tunnel section 10, while suppressing the lengthening and complexity of load transmission members that extend in the vehicle width direction along the dash panel 2, such as the dash cloth.

[0078] As shown in Figures 6 and 9(a), in this embodiment of the invention, the arch apex 28a of the left and right connecting portion 28 is connected to the front end of the tunnel upper frame 11 that extends in the front-rear direction as a tunnel strength member over the upper part of the tunnel portion 10.

[0079] This configuration allows for the transfer of a frontal impact load flowing from the rear of the front frame 32 to the upper tunnel frame 11, with a load transfer path having a small angle of inclination in the vehicle width direction relative to the longitudinal direction.

[0080] In this embodiment of the invention, as shown in Figures 3 and 4, the tunnel section 10 is provided with a pair of left and right tunnel side frames 12 extending in the front-rear direction at the lower ends on both sides in the vehicle width direction, and as shown in Figures 4 to 7 and Figures 9(a) and 9(b), the vehicle width-inward portion of the lower rear end portion 32dr of the rear end portion 32r of the rear end portion 32r of the rear portion 32 of the front frame rear portion 32 is connected to the front end rising portion 122 of the tunnel side frame 12 on both the left and right sides.

[0081] This configuration allows for the transfer of a forward-projecting load flowing from the rear 32 of the front frame to the tunnel side frame 12, which acts as a tunnel strength member, on both the left and right sides, with a small bending angle in the vehicle width direction relative to the longitudinal direction.

[0082] In particular, as described above, in the configuration in which the arch apex 28a of the left and right connecting portion 28 is connected to the front end of the tunnel upper frame 11 that extends in the longitudinal direction over the upper part of the tunnel portion 10, it is possible to integrally establish two-tiered load transmission paths, each with a small angle of inclination in the vehicle width direction relative to the longitudinal direction, from the rear portion 32 of the front frame to the tunnel side frame 12 and the tunnel upper frame 11, respectively.

[0083] In the correspondence between the structure of this invention and the embodiments described above, The vehicle compartment of this invention corresponds to the vehicle compartment CR, and similarly, The forward space is designed to accommodate the power unit room PR. The dashboard panel is compatible with Dashboard Panel 2. The front frame is compatible with front frame 3. The front end corresponds to the front end rise portion 122, The tunnel section corresponds to tunnel section 10, The floor panel corresponds to floor panel 1. The tunnel opening corresponds to tunnel opening 2A. The tunnel opening side corresponds to tunnel opening side 2Aa, The inclined surface of the dashboard panel corresponds to the inclined surface 27 on the side of the dashboard. The rear of the front frame corresponds to the rear of the front frame 32. The upper part of the tunnel opening corresponds to the upper part of the tunnel opening 2Ab, The left and right connection parts correspond to the left and right connection parts 28. The arch apex corresponds to the arch apex 28a, The tunnel upper frame corresponds to the tunnel upper frame 11. The tunnel side frame corresponds to the tunnel side frame 12. The rear end of the front frame corresponds to the rear end 32r, The lower end corresponds to the lower rear edge portion 32dr. The front end of the tunnel side frame corresponds to the front end 122 of the tunnel side frame 12, This invention is not limited to the configuration of the embodiments described above, and many other embodiments can be obtained. [Explanation of symbols]

[0084] 1…Floor panel 2…Dash panel 3…Front frame 2A...Tunnel opening 2Aa... Side of the tunnel opening 2Ab... Upper part of the tunnel opening 10...Tunnel section 11…Tunnel upper frame 12...Tunnel side frame 27...Sloping surface on the side of the dash 28…Left and right connection points 28a... Arch apex 32…Rear of the front frame 32r…Rear end 32dr... Lower rear end 122... Front end rise CR…Car interior PR...Power Unit Room

Claims

1. A dashboard panel that separates the passenger compartment from the space in front of the passenger compartment in the front-to-rear direction of the vehicle, A pair of left and right front frames extending forward from their rear ends, which are connected to the front of the dash panel on both the left and right sides of the aforementioned front space, A vehicle body structure comprising a floor panel having a tunnel section that bulges upward in the center in the vehicle width direction, with the front end of the floor panel being connected to the rear end of the dashboard panel, A tunnel opening is provided in the lower central portion of the dashboard panel in the vehicle width direction, which bulges upward to connect the lower space of the tunnel section and the front space in the vehicle's longitudinal direction. On the left and right sides of the tunnel opening of the aforementioned dash panel, inclined surfaces of the dash panel are formed that slope backward as they approach the tunnel section on the vehicle width side. The pair of front frames on the left and right sides each have a rear section that forms a rearward-opening, box-shaped hollow body that gradually widens towards the rear end, These front frames are provided with left and right connecting parts that connect the upper parts of the inner width portions of the rear of the left and right front frames along the upper edge of the tunnel opening, and the left and right rear of the front frames and the left and right connecting parts are integrally formed. The inner portion of the rear of the front frame in the vehicle width direction is connected to the inclined surface of the dash panel, and the left and right connecting portions are arch-shaped, convex upward in a front view and convex rearward in a plan view, with the top of the arch connected to the upper edge of the tunnel opening of the dash panel. The body structure of a vehicle.

2. The arch apex of the left and right connecting portion is connected to the front end of the tunnel upper frame, which extends in the front-rear direction as a tunnel strength member in the upper part of the tunnel section. The vehicle body structure according to claim 1.

3. The lower ends on both sides in the vehicle width direction of the tunnel section are provided with a pair of left and right tunnel side frames extending in the vehicle's longitudinal direction. On both the left and right sides, the lower inner portion of the rear end of the front frame is connected to the front end of the tunnel side frame. The vehicle body structure according to claim 1 or 2.

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