Support structure for onboard component

Abstract

A support structure (S) for an onboard component comprises a dash panel (11), a cowl panel (21) extending forward above the dash panel (11), a pair of strut towers (31R, 31L) located in front of the cowl panel (21), a connecting member (41), and a bracket (51). The connecting member (41) is located below the cowl panel (21) and apart from the dash panel (11) in the vehicle longitudinal direction, and is coupled to each of the pair of strut towers (31R, 31L). The bracket (51) is secured to the cowl panel (21) and the connecting member (41) and supports an onboard component (15) between the cowl panel (21) and the connecting member (41).

Description

Support structure for in-vehicle parts

[0001] The present invention relates to a support structure for an in-vehicle component.

[0002] Patent Document 1 discloses an electric vehicle including a motor compartment and a base panel that is provided in the motor compartment and divides the motor compartment into an upper space and a lower space. The base panel includes a flat plate portion. The rear end of the flat plate portion in the vehicle longitudinal direction is directly and horizontally connected to the front side of a dash panel by welding or the like.

[0003] JP 2009-137443 A

[0004] In the structure disclosed in Patent Document 1, a large force may be applied to the dash panel via the base panel in the event of a frontal collision.

[0005] An object of the present invention is to provide a support structure for vehicle-mounted components that can prevent excessive force from being applied to a dash panel during a frontal collision.

[0006] A support structure for an on-vehicle component according to one aspect of the present invention includes a dash panel that separates a power compartment from a passenger compartment, a cowl panel that extends forward from the front surface of the dash panel above the dash panel in the vehicle vertical direction, a pair of strut towers that are disposed in front of the cowl panel, a connecting member, and a bracket. The connecting member is disposed below the cowl panel in the vehicle vertical direction and spaced apart from the dash panel in the vehicle fore-and-aft direction, and is connected to each of the pair of strut towers. The bracket is fixed to the cowl panel and the connecting member, and supports the on-vehicle component between the cowl panel and the connecting member.

[0007] The above-described support structure for vehicle-mounted components can prevent excessive force from being applied to the dash panel during a frontal collision.

[0008] FIG. 1 is a perspective view showing a support structure for an on-vehicle component according to an embodiment. FIG. 2 is a perspective view showing a state in which a connecting member and a bracket have been removed from FIG. 1. FIG. 3 is a perspective view of the bracket and on-vehicle component of FIG. 1. FIG. 4 is a perspective view showing a state in which another on-vehicle component is placed on the mounting surface of the connecting member of FIG. 1. FIG. 5 is a cross-sectional view taken along line X1-X1 of FIG. 1, and a cross-sectional view showing a modified example of the support structure for an on-vehicle component according to an embodiment during a frontal collision. FIG. 6 is a plan view showing the connection state between a suspension arm disposed inside the strut tower of FIG. 1 and the strut tower housing. FIG. 7 is a perspective view of the suspension arm and its peripheral components of FIG. 5. FIG. 8 is a cross-sectional view taken along line X2-X2 of FIG. 6.

[0009] Hereinafter, with reference to the drawings, an example in which a support structure S for an on-vehicle component according to an embodiment is applied to a vehicle, such as an electric vehicle, that runs using an electric motor as a power source will be described. In each figure, FW indicates the front in the longitudinal direction of the vehicle, UP indicates the upper side in the vertical direction of the vehicle, and LH and RH indicate the left and right sides in the width direction of the vehicle, respectively. In the following description, the front, front side, rear side, and rear side in the longitudinal direction of the vehicle, the upper side, upper side, lower side, and lower side in the vertical direction of the vehicle, and the left side, left side, right side, and right side in the width direction of the vehicle will be simply referred to as the front side, front side, rear side, rear side, upper side, upper side, lower side, lower side, left side, left side, right, and right side, respectively. Furthermore, components having the same functions as those already described will be designated by the same reference numerals, and their description will be omitted.

[0010] 1 to 5, the support structure S includes a dash panel 11, a cowl panel 21, a pair of strut towers 31R, 31L, a connecting member 41, and a bracket 51. The connecting member 41 is connected to each of the pair of strut towers 31R, 31L. The bracket 51 is fixed to the cowl panel 21 and the connecting member 41 and supports the on-vehicle component 15.

[0011] As shown in FIG. 5, the dash panel 11 is a partition plate that separates the motor room MR, which is a power room, from the passenger compartment 1, and is provided between the motor room MR and the passenger compartment 1 in the longitudinal direction of the vehicle.

[0012] The cowl panel 21 is a vehicle body member disposed above the dash panel 11 and extending forward from the front surface of the dash panel 11. As shown in Figure 5, the cowl panel 21 is fastened to the upper end 11A of the dash panel 11 with bolts 21A.

[0013] As shown in Figures 1 to 4, a pair of strut towers 31R, 31L are disposed in front of the cowl panel 21, on the left and right sides of the motor room MR. A motor 61 for driving the vehicle is disposed between the right strut tower 31R and the left strut tower 31L. Fixed shafts 63 are provided on left and right ends 62R, 62L of the motor 61, respectively, and extend outward in the vehicle width direction from those ends. The left and right fixed shafts 63 are supported by motor mounts 64R, 64L, respectively.

[0014] As shown in FIG. 2 , motor mount 64R is attached to strut tower 31R, and motor mount 64L is attached to strut tower 31L. Motor mount 64R has two upper legs 65U and two lower legs 65D at its right end. Upper legs 65U are fastened to a left side surface 32L of housing 32 of strut tower 31R with bolts 33. Lower legs 65D are fastened to a left side surface 39L of a right front side member 39, which extends in the vehicle longitudinal direction, at the lower right of motor room MR with bolts 35. The fastening points of upper legs 65U and lower legs 65D with bolts 33 and 35 are attachment points P1 of motor mount 64L. Although not visible in the figure, motor mount 64L also has two upper legs 65U and two lower legs 65D at its left end. The upper leg 65U is fastened to the right side surface of the housing 32 of the strut tower 31L by a bolt 33. Meanwhile, the lower leg 65D is fastened to the right side surface of the left front side member 39, which extends in the fore-and-aft direction of the vehicle in the lower left part of the motor room MR, by a bolt 35. The fastening points of the upper leg 65U and the lower leg 65D by the bolts 33 and 35 are attachment points P1 of the motor mount 64L.

[0015] As shown in FIGS. 1 to 5 , the connecting member 41, which is a plate-shaped member, is disposed between the strut towers 31R and 31L, below the cowl panel 21 and above the motor 61. The connecting member 41 has a mounting surface 41A between the strut towers 31R and 31L on which various on-board components can be placed. On the mounting surface 41A, on-board components 30A, 30B, and 30C (see FIG. 4 ), which are different from the on-board component 15, may be placed. The on-board component 30A is, for example, a 12V battery, and can be fixed and supported by a tray 46 installed on the mounting surface 41A using a fixing pin 47 (see FIG. 8 ). The on-board components 30B and 30C are, for example, a fusible link (FL) box, a PCT heater, a DC / DC converter, etc. The on-board components to be placed and supported on the mounting surface 41A are not particularly limited, and various on-board components can be selected.

[0016] The connecting member 41 is made of a metal panel material and has a generally rectangular, flat plate-like shape in a plan view that is longer in the vehicle width direction than in the vehicle front-rear direction. The shape of the connecting member 41 is not particularly limited and may be, for example, a lattice shape, a frame shape, a staircase shape, or the like. The constituent material of the connecting member 41 is also not particularly limited and may be, for example, a perforated metal, an expanded metal, a grating, or the like.

[0017] The connecting member 41 of this embodiment may be composed of a panel portion 42 that forms the mounting surface 41A and a support member 43 (see FIG. 3) that extends in the vehicle width direction along the rear edge of the panel portion 42. The connecting member 41 is disposed apart from the dash panel 11 (see FIG. 5). That is, a gap is provided between the rear edges of the panel portion 42 and the support member 43 and the front surface of the dash panel 11.

[0018] The support member 43 may have a fixing portion 44 to which the bracket 51 is fixed, and a protrusion 45 formed on the outside of the fixing portion 44 in the vehicle width direction (see FIG. 3). The fixing portion 44 has an inverted U-shaped cross section and is fastened to the bracket 51 at multiple points on its upper surface with bolts 44A. The protrusion 45 has a cross-sectional shape that protrudes in a mountain-like shape on the outside of the fixing portion 44 in the vehicle width direction, and extends along the vehicle width direction. The support member 43 is fastened to the rear edge portion of the panel portion 42 at multiple points on the protrusion 45 with bolts 48.

[0019] The bracket 51 supports the on-vehicle component 15 and is fixed to the cowl panel 21 and the connecting member 41 (see FIGS. 3 and 5). That is, the connecting member 41 is fixed to the cowl panel 21 located above the connecting member 41 via the bracket 51. The on-vehicle component 15 is supported on an upper surface of the bracket 51 fixed to the fixing portion 44, and may be fastened and fixed by, for example, a bolt. The on-vehicle component 15 is, for example, a VDC (Vehicle Dynamics Control).

[0020] The bracket 51 may be composed of a first member 52 having a first flange 53, a first wall portion 54, and a first corner portion 55, and a second member 56 having a second flange 57, a second wall portion 58, and a second corner portion 59 (see FIGS. 3 and 5 ). The first member 52 and the second member 56 each have an L-shape in side view. The first wall portion 54 and the second wall portion 58 are arranged to be approximately parallel to the dash panel 11. The first wall portion 54 is fastened to the second wall portion 58 by a bolt 54B. The arrangement of the first wall portion 54 and the second wall portion 58 is not limited to the above, and they do not have to be arranged parallel to the dash panel 11. The configuration of the first wall portion 54 and the second wall portion 58 is not limited to the above, and the first wall portion 54 and the second wall portion 58 may be composed of a single member.

[0021] First flange 53 may extend in the vehicle fore-and-aft direction and be fixed to cowl panel 21 at fixing points 22 by welding or the like (see FIG. 5 ). Fixing points 22 may be provided between first wall portion 54 and second wall portion 58 and dash panel 11 in the vehicle fore-and-aft direction (see FIG. 5 ). In first member 52, first wall portion 54 and first flange 53 are disposed at a substantially right angle, and a first corner portion 55 is formed between an upper end portion 54A of first wall portion 54 and a front end portion of first flange 53 (see FIG. 5 ).

[0022] The second flange 57 may extend in the vehicle front-rear direction and may be fastened to the support member 43 with bolts 44A (see FIG. 5). In the second member 56, the second wall portion 58 and the second flange 57 are disposed at a substantially right angle, and a second corner portion 59 is formed between a lower end portion 58A of the second wall portion 58 and the rear end portion of the second flange 57 (see FIG. 5).

[0023] The thickness of the upper end 54A of the first wall portion 54 may be thinner than the thickness of the lower end 58A of the second wall portion 58. In this case, the strength of the upper end 54A of the first wall portion 54 is lower than the strength of the lower end 58A of the second wall portion 58. Furthermore, the thickness of the first flange 53, the first wall portion 54, and the first corner portion 55 may be thinner than the thickness of the second flange 57, the second wall portion 58, and the second corner portion 59. The second flange 57 fixed to the fixing portion 44 and the convex portion 45 may be positioned to overlap in the vehicle longitudinal direction (see FIGS. 3 and 5 ). That is, in the vehicle longitudinal direction, the region forming the width of the second flange 57 and the region forming the width of the convex portion 45 are positioned to partially overlap. More specifically, in the vehicle longitudinal direction, the rear edge of the second flange 57 is located rearward of the front edge of the convex portion 45, and the front edge of the second flange 57 is located forward of the rear edge of the convex portion 45. The shape and material of the bracket 51 are not limited to those shown in the figure.

[0024] The connecting member 41 is connected to the strut towers 31R and 31L. The right edge 41a of the connecting member 41 is fastened to the front support portion 34A and the rear support portion 34B by bolts 37. The front support portion 34A protrudes leftward from the front portion of the left side surface 32L of the housing 32 of the right strut tower 31R. The rear support portion 34B protrudes leftward from the rear portion of the left side surface 32L. Similarly, the left edge 41b of the connecting member 41 is fastened to the front support portion 34A and the rear support portion 34B by bolts 37. The front support portion 34A protrudes rightward from the front portion of the right side surface of the housing 32 of the left strut tower 31L. The rear support portion 34B protrudes rightward from the rear portion of the right side surface.

[0025] The upper surface 34a of each support portion 34A, 34B is provided with a bolt hole 36 through which a bolt 37 is inserted. The bolt fastening points between the connecting member 41 and the two front support portions 34A are the front connection points p1 between the connecting member 41 and the strut towers 31R, 31L. Similarly, the fastening points between the connecting member 41 and the two rear support portions 34B are the rear connection points p2 between the connecting member 41 and the strut towers 31R, 31L. Hereinafter, the front connection points p1 and the rear connection points p2 will be collectively referred to as "connection points." Note that in this embodiment, the connecting member 41 and the strut towers 31R, 31L are connected by bolt fastening, but they may also be connected by welding. In the case of welding, the weld points serve as the connection points.

[0026] The attachment point P1 of the motor mounts 64R, 64L is located rearward of the front coupling point p1 and forward of the rear coupling point p2. Furthermore, the attachment point P1 of the upper ends of the motor mounts 64R, 64L and the upper leg 65U is located above the front coupling point p1 and the rear coupling point p2, more specifically, above the upper surfaces 34a of the two support portions 34A, 34B. Furthermore, the attachment point P1 of the lower ends of the motor mounts 64R, 64L and the lower leg 65D is located below the front coupling point p1 and the rear coupling point p2, more specifically, below the upper surfaces 34a of the two support portions 34A, 34B. In other words, the front coupling point p1, the rear coupling point p2, and the right edge 41a of the connecting member 41 connected thereto are positioned so as to straddle the upper leg 65U of the motor mount 64R. Similarly, the front connecting point p1, the rear connecting point p2, and the left edge 41b of the connecting member 41 connected thereto are arranged to straddle the upper leg 65U of the motor mount 64L.

[0027] A suspension arm 71 is connected to the front section 31a and rear section 31b of the right strut tower 31R. A suspension arm 71 is also connected to the front section 31a and rear section 31b of the left strut tower 31L. Because the configuration of the suspension arm 71 and its surrounding components is the same for both strut towers 31R, 31L, only the right side will be described below, and the description of the left side will be omitted.

[0028] As shown in Figures 6 and 7, the suspension arm 71 is a V-shaped upper link of a double wishbone suspension, and is also called an A-arm. The suspension arm 71 supports a wheel (not shown). A suspension strut 72 is disposed inside the V-shape of the suspension arm 71.

[0029] The front end 71A of the suspension arm 71 is connected to the front portion 31a of the strut tower 31R via a mounting bolt 74a. The rear end 71B of the suspension arm 71 is connected to the rear portion 31b of the strut tower 31R via a mounting bolt 74b. That is, both end portions 71A, 71B of the suspension arm 71 are connected to the front portion 31a and rear portion 31b of the strut tower 31R, and the front portion 31a and rear portion 31b are connected via a single suspension arm 71. The mounting bolts 74a and 74b are inserted into bushings (not shown) press-fitted into the end portions 71A, 71B of the suspension arm 71. The mounting bolts 74a and 74b are located above the upper surfaces 34a of the supports 34A, 34B, i.e., above the front connecting point p1 and the rear connecting point p2.

[0030] As shown in Figure 6, the front connection point p1 between the connecting member 41 and the strut tower 31R is located rearward of the front fixed point r1 of the suspension arm 71, more specifically, rearward of the front end of the front fixed point r1. The rear connection point p2 between the connecting member 41 and the strut tower 31R is located forward of the rear fixed point r2 of the suspension arm 71, more specifically, forward of the rear end of the rear fixed point r2. That is, connection points p1 and p2 are located between the fixed points r1 and r2 of the suspension arm 71 in the vehicle longitudinal direction, more specifically, between the front end of the front fixed point r1 and the rear end of the rear fixed point r2. Here, the front fixed point r1 includes the mounting bolt 74a, and the rear fixed point r2 includes the mounting bolt 74b. The front end of the front fixing point r1 is the fastening point of the mounting bolt 74a on the front wall 38a of the housing 32 of the strut tower 31R, i.e., the center point of the through hole for the mounting bolt 74a provided in the front wall 38a. The rear end of the rear fixing point r2 is the fastening point of the mounting bolt 74b on the rear wall 38b of the housing 32 of the strut tower 31R, i.e., the center point of the through hole for the mounting bolt 74b provided in the rear wall 38b.

[0031] Two first reinforcing panels 91, 92 and one second reinforcing panel 93 are provided inside the housing 32 of the strut tower 31R, aligned in the vehicle front-rear direction.

[0032] The first reinforcing panel 91 includes a first wall 91a, a second wall 91b, and a third wall 91c, each extending substantially vertically, and a fourth wall 91d extending substantially horizontally. The first wall 91a extends along the vehicle width direction inner wall 32a of the housing 32 and is joined to the vehicle width direction inner wall 32a. The second wall 91b extends outward in the vehicle width direction from a front end edge 94b of the first wall 91a, extends along the front side wall 38a of the housing 32, and is joined to the front side wall 38a. The third wall 91c extends outward in the vehicle width direction from a rear end edge 94a of the first wall 91a and faces the second wall 91b in the vehicle front-rear direction. The fourth wall 91d extends outward in the vehicle width direction from the upper end of the first wall 91a and is connected at its front and rear ends to the upper end edges of the second wall 91b and the third wall 91c.

[0033] The first reinforcing panel 92 includes a first wall 92a, a second wall 92b, and a third wall 92c, each extending generally vertically, and a fourth wall 92d extending generally horizontally. The first wall 92a extends along the vehicle width direction inner wall 32a of the housing 32 and is joined to the vehicle width direction inner wall 32a. The second wall 92b extends outward in the vehicle width direction from a rear end edge 95a of the first wall 92a, extends along the rear side wall 38b of the housing 32, and is joined to the rear side wall 38b. The third wall 92c extends outward in the vehicle width direction from a front end edge 95b of the first wall 92a and faces the second wall 92b in the vehicle front-rear direction. The fourth wall 92d extends outward in the vehicle width direction from the upper end edge of the first wall 92a and is connected at its front and rear ends to the upper end edges of the second wall 92b and the third wall 92c.

[0034] The second reinforcing panel 93 has a U-shaped cross section and includes a first wall 93a, a second wall 93b, and a third wall 93c, each extending substantially vertically. The first wall 93a extends along the vehicle width direction inner wall 32a of the housing 32 and is joined to the vehicle width direction inner wall 32a. The second wall 93b extends outward in the vehicle width direction from a front end edge 96b of the first wall 93a, extends along the third wall 91c of the first reinforcing panel 91, and is joined to the third wall 91c. The third wall 93c extends outward in the vehicle width direction from a rear end edge 96a of the first wall 93a, extends along the third wall 92c of the first reinforcing panel 92, and is joined to the third wall 92c.

[0035] The tip portion 71A of the suspension arm 71 is housed inside the first reinforcing panel 91 so as to be rotatable around the axis of the mounting bolt 74a. The tip portion 71B of the suspension arm 71 is housed inside the first reinforcing panel 92 so as to be rotatable around the axis of the mounting bolt 74b. The first reinforcing panel 91, the front wall 38a of the housing 32, the second reinforcing panel 93, and the tip portion 71A of the suspension arm 71 are fastened together by the mounting bolt 74a. The first reinforcing panel 92, the rear wall 38b of the housing 32, the second reinforcing panel 93, and the tip portion 71B of the suspension arm 71 are fastened together by the mounting bolt 74b.

[0036] 6 , the front end of the mounting bolt 74a inserted into the tip portion 71A of the suspension arm 71 is supported by the second wall 91b of the first reinforcing panel 91 and the front wall 38a of the housing 32. In addition, the rear end of the mounting bolt 74a is supported by the third wall 91c of the first reinforcing panel 91 and the second wall 93b of the second reinforcing panel 93.

[0037] The rear end of the mounting bolt 74b inserted into the tip portion 71B of the suspension arm 71 is supported by the second wall 92b of the first reinforcing panel 92 and the rear wall 38b of the housing 32. The front end of the mounting bolt 74b is supported by the third wall 92c of the first reinforcing panel 92 and the third wall 93c of the second reinforcing panel 93.

[0038] In this way, the first reinforcing panel 91 reinforces the front end of the front fixing point r1 of the suspension arm 71 and its vicinity, improving the support rigidity of the front end of the mounting bolt 74a. The first reinforcing panel 92 reinforces the rear end of the rear fixing point r2 of the suspension arm 71 and its vicinity, improving the support rigidity of the rear end of the mounting bolt 74b. Furthermore, the second reinforcing panel 93 reinforces the third wall 91c of the first reinforcing panel 91 to improve the support rigidity of the rear end of the mounting bolt 74a, and reinforces the third wall 92c of the first reinforcing panel 92 to improve the support rigidity of the front end of the mounting bolt 74b.

[0039] 8, the upper leg 65U of the motor mount 64R is supported by and fastened to the vehicle width direction inner wall 32a of the housing 32 of the strut tower 31R and to a first wall 93a (see FIG. 6) of the second reinforcing panel 93 with bolts 33. In other words, the second reinforcing panel 93 reinforces the attachment point P1 of the motor mount 64R and the vicinity thereof, improving the support rigidity of the motor mount 64R.

[0040] The second reinforcing panel 93 extends vertically inside the housing 32 of the strut tower 31R. The upper end of the second reinforcing panel 93 is located above the mounting bolts 74a and 74b. As shown in Figures 7 and 8, the lower end of the second reinforcing panel 93 is located below the front connecting point p1 and the rear connecting point p2, more specifically, below the upper surfaces 34a of the two support portions 34A and 34B.

[0041] The support portions 34A, 34B are joined not only to the housing 32 of the strut tower 31R but also to the second reinforcing panel 93. The second reinforcing panel 93 also contributes to improving the support rigidity of the connecting member 41 via the support portions 34A, 34B.

[0042] Next, the support structure for vehicle-mounted components according to the embodiment in the event of a frontal collision will be described.

[0043] When a collision impact is applied to the front surface of the connecting member 41, the connecting member 41 can move backward toward the dash panel 11 behind it to fill the gap between the front surface of the dash panel 11. This allows for absorbing part of the collision impact. Furthermore, when a collision impact is applied to the front surface of the connecting member 41, the bracket 51 fixed to the connecting member 41 can deform toward the dash panel 11 behind it. This allows for absorbing part of the collision impact. Therefore, excessive force can be prevented from being applied to the dash panel 11 located behind the connecting member 41 and the bracket 51.

[0044] Deformation of the bracket 51 will be described in detail. The first flange 53 of the bracket 51 may extend in the vehicle longitudinal direction, and the first wall portion 54 of the bracket 51 may extend in the vehicle vertical direction. In this case, a first corner portion 55 formed between the first flange 53 and the first wall portion 54 has a shape that is more easily bent than the first wall portion 54 in response to an input force in the vehicle longitudinal direction. Similarly, the second flange 57 may extend in the vehicle longitudinal direction, and the second wall portion 58 may extend in the vehicle vertical direction. In this case, a second corner portion 59 formed between the second flange 57 and the second wall portion 58 has a shape that is more easily bent than the second wall portion 58 in response to an input force in the vehicle longitudinal direction. Therefore, when the bracket 51 deforms toward the dash panel 11, the first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58. At this time, the first corner portion 55 deforms so that the angle formed between the first flange 53 and the first wall portion 54 becomes smaller. Furthermore, the second corner portion 59 deforms to reduce the angle between the second flange 57 and the second wall portion 58. Therefore, the bracket 51 deforms into a generally Z-shape in side view. The first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58, thereby absorbing part of the impact of the collision and mitigating the deformation of the first wall portion 54 and the second wall portion 58. If the first wall portion 54 and the second wall portion 58 deform, the vehicle component 15 supported by the bracket 51 is more likely to collide with the vehicle components 30A, 30B, and 30C on the mounting surface 41A or surrounding components and be damaged. Therefore, the first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58, thereby mitigating the deformation of the first wall portion 54 and the second wall portion 58 and preventing excessive force from being applied to the vehicle component 15 supported by the bracket 51.

[0045] The effects of the support structure S for an in-vehicle component according to the embodiment will be described.

[0046] (1) The support structure S includes a dash panel 11 that separates the power compartment MR from the passenger compartment 1, a cowl panel 21 that extends forward from the front surface of the dash panel 11 above the dash panel 11 in the vehicle vertical direction, a pair of strut towers 31R, 31L that are disposed in front of the cowl panel 21, a connecting member 41, and a bracket 51. The connecting member 41 is disposed below the cowl panel 21 in the vehicle vertical direction and spaced apart from the dash panel 11 in the vehicle longitudinal direction, and is connected to each of the pair of strut towers 31R, 31L. The bracket 51 is fixed to the cowl panel 21 and the connecting member 41 and supports the on-board component 15 between the cowl panel 21 and the connecting member 41. Therefore, in the event of a frontal collision, the connecting member 41 can retract toward the dash panel 11 to fill the gap between the front surface of the dash panel 11 and the connecting member 41. This allows the connecting member 41 to absorb part of the impact of the collision. Furthermore, when a collision impact is applied to the front surface of the connecting member 41, the bracket 51 fixed to the connecting member 41 can deform toward the dash panel 11 behind it, thereby absorbing part of the impact of the collision. Therefore, excessive force can be prevented from being applied to the dash panel 11 located behind the connecting member 41 and the bracket 51.

[0047] (2) In the support structure S, the bracket 51 includes a first flange 53 fixed to the cowl panel 21 and extending in the vehicle fore-and-aft direction, a second flange 57 fixed to the connecting member 41 and extending in the vehicle fore-and-aft direction, and a first wall portion 54 and a second wall portion 58 connected to the first flange 53 and the second flange 57. According to the above configuration, the first corner portion 55, which is a portion between the first flange 53 and the first wall portion 54, bends more easily than the first wall portion 54 in response to an input in the vehicle fore-and-aft direction. Similarly, the second corner portion 59, which is a portion between the second flange 57 and the second wall portion 58, bends more easily than the second wall portion 58. Therefore, when the bracket 51 deforms toward the dash panel 11 during a frontal collision, the first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58. The first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58, and thus can absorb part of the impact of the collision and mitigate the deformation of the first wall portion 54 and the second wall portion 58. This can prevent excessive force from being applied to the on-vehicle component 15 supported by the bracket 51.

[0048] (3) In the support structure S, the fixing point 22 between the bracket 51 and the cowl panel 21 is located between the dash panel 11 and the first wall portion 54 and the second wall portion 58, which are wall portions in the vehicle longitudinal direction. Therefore, the fixing point 22 is located near the fastening point of the cowl panel 21 and the dash panel 11 by the bolt 21A. Therefore, the rigidity of the portion of the first flange 53 around the fixing point 22 is high against an impact force in the vehicle longitudinal direction. Therefore, when the bracket 51 deforms toward the dash panel 11 during a frontal collision, deformation of the portion of the first flange 53 around the fixing point 22 can be suppressed. By suppressing deformation of the portion around the fixing point 22, the first corner portion 55 and the second corner portion 59 deform before the first wall portion 54 and the second wall portion 58, absorbing part of the impact of the collision and mitigating deformation of the first wall portion 54 and the second wall portion 58. This further suppresses excessive force from being applied to the vehicle component 15 supported by the bracket 51.

[0049] (4) In the support structure S, the strength of the upper end 54A of the first wall portion 54 is lower than the strength of the lower end 58A of the second wall portion 58. According to the above configuration, the first corner 55 having the upper end 54A has lower rigidity than the second corner 59 having the lower end 58A in response to an input in the vehicle longitudinal direction. Therefore, when the bracket 51 deforms toward the dash panel 11 during a frontal collision, the first corner 55 deforms before the second corner 59. The first corner 55, located above the on-board component 15, deforms before the second corner 59, absorbing part of the impact of the collision, thereby mitigating the deformation of the second corner 59, located near the on-board component 15. This prevents excessive force from being applied to the on-board component 15 supported by the second flange 57 extending from the second corner 59.

[0050] (5) In the support structure S, the connecting member 41 has a protrusion 45 extending along the vehicle width direction at a position overlapping the second flange 57 in the vehicle longitudinal direction. Therefore, the protrusion 45 increases the rigidity of the portion of the second flange 57 around the fastening point between the bracket 51 and the connecting member 41. Therefore, when the bracket 51 deforms toward the dash panel 11 during a frontal collision, deformation of the portion of the second flange 57 around the fastening point can be suppressed. By suppressing deformation of the portion around the fastening point, the first corner 55 and the second corner 59 deform before the first wall 54 and the second wall 58, absorbing part of the impact of the collision and mitigating deformation of the first wall 54 and the second wall 58. This suppresses excessive force from being applied to the vehicle component 15 supported by the bracket 51.

[0051] (6) In the support structure S, the connecting member 41 has a mounting surface 41A on which the other on-vehicle components 30A, 30B, and 30C are placed, and suspension arms 71 that support the wheels are connected to the front and rear of each of the pair of strut towers 31R and 31L. The connecting member 41 is joined to the highly rigid strut towers to which the suspension arms 71 are connected at the front and rear. This makes it possible to suppress deformation of the mounting surface 41A of the connecting member 41 during a frontal collision, and to suppress the application of excessive force to the on-vehicle components 30A, 30B, and 30C (FL box, PCT heater, DC / DC converter, VDC, etc.) that are placed on the connecting member 41.

[0052] (7) In the support structure S, the connection points of the connecting members 41 to the pair of strut towers 31R, 31L are located rearward of the front fixing points of the suspension arms connected to the front ends of the strut towers and forward of the rear fixing points of the suspension arms connected to the rear ends of the strut towers. The area of ​​the strut tower between the front and rear fixing points, more specifically the area between the front end of the front fixing point and the rear end of the rear fixing point, has higher rigidity than the outer areas. This support structure ensures that the connection points are more reliably located in the area between the fixing points, further reducing deformation of the support surface during a frontal collision.

[0053] (8) In the support structure S, a motor mount is attached to each of the pair of strut towers 31R, 31L, supporting the vehicle drive motor 61 located below the connecting member 41. The connection points of each strut tower include a front connection point and a rear connection point, and the motor mount is located between the front and rear connection points of each strut tower. The left and right strut towers 31L, 31R are connected to each other via the motor 61 and motor mounts 64R, 64L, improving the rigidity of the portions of the strut towers 31R, 31L near the attachment points P1 of the strut towers 31R, 32L. Furthermore, in the support structure S, the motor mounts 64R, 64L are located between the front connection point p1 and the rear connection point p2 of each strut tower 31R, 31L. The area between the front connection point p1 and the rear connection point p2 of the strut towers 31R, 31L is reinforced by the motor mounts 64R, 64L, so that crushing deformation of this area in the event of a frontal collision is suppressed.

[0054] The above-described embodiments are merely examples described to facilitate understanding of the invention. The technical scope of the invention is not limited to the specific technical matters disclosed in the above-described embodiments, but also includes various modifications, changes, alternative technologies, etc. that can be easily derived therefrom.

[0055] S Support structure MR Motor room (power room) 1 Vehicle interior 11 Dash panel 15 On-vehicle component 21 Cowl panel 22 Fixing point 30A, 30B, 30C On-vehicle component (other on-vehicle component) 31R, 31L Strut tower 31a Front portion 31b Rear portion p1 Front connecting point (connecting point) p2 Rear connecting point (connecting point) 41 Connecting member 41A Mounting surface 45 Convex portion 51 Bracket 53 First flange 54 First wall portion (wall portion) 54A Upper end portion 57 Second flange 58 Second wall portion (wall portion) 58A Lower end portion 61 Motor 64 Motor mount 71 Suspension arm r1 Front fixing point r2 Rear fixing point

Claims

1. A support structure for an on-vehicle component comprising: a dash panel that separates a power compartment from a passenger compartment; a cowl panel that extends forward from a front surface of the dash panel above the dash panel in the vertical direction of the vehicle; a pair of strut towers that are arranged in front of the cowl panel; connecting members that are arranged below the cowl panel in the vertical direction of the vehicle and spaced apart from the dash panel in the fore-and-aft direction of the vehicle and connected to each of the pair of strut towers; and a bracket that is fixed to the cowl panel and the connecting member and supports the on-vehicle component between the cowl panel and the connecting member.

2. A support structure for an on-vehicle component as described in claim 1, wherein the bracket has: a first flange fixed to the cowl panel and extending in the fore-and-aft direction of the vehicle; a second flange fixed to the connecting member and extending in the fore-and-aft direction of the vehicle; and a wall portion connected to the first flange and the second flange.

3. The support structure for an on-vehicle component according to claim 2, wherein a fixing point between the bracket and the cowl panel is provided between the wall portion and the dash panel in the vehicle longitudinal direction.

4. The support structure for an in-vehicle component according to claim 2, wherein the strength of the upper end of the wall portion is lower than the strength of the lower end of the wall portion.

5. A support structure for an on-vehicle component as described in claim 2, wherein the connecting member has a protrusion extending along the vehicle width direction at a position overlapping with the second flange in the vehicle fore-and-aft direction.

6. A support structure for an on-vehicle part as described in claim 1, wherein the connecting member has a support surface on which other on-vehicle parts are placed, and a suspension arm supporting a wheel is connected to the front and rear of each of the pair of strut towers.

7. A support structure for an on-vehicle component as described in claim 6, wherein the connection point of the connecting member with the pair of strut towers is located rearward of the front fixed point of the suspension arm connected to the front portion of the strut tower and forward of the rear fixed point of the suspension arm connected to the rear portion of the strut tower.

8. A support structure for an on-vehicle component as described in claim 7, wherein a motor mount is attached to each of the pair of strut towers to support a motor for driving the vehicle, the connection points in each of the pair of strut towers include a front connection point and a rear connection point, and in each of the pair of strut towers, the motor mount is located between the front connection point and the rear connection point.