JP5487786B2 - Front body structure of the vehicle - Google Patents

Description

  The present invention provides a vehicle having a pair of left and right suspensions that support the front wheels of the vehicle, a suspension tower (so-called suspension tower) that houses the suspension, and a hood that can be opened and closed between the left and right suspension towers. It relates to the front body structure.

2. Description of the Related Art Generally, a front body structure of a vehicle includes a pair of left and right suspensions that support the front wheels of the vehicle, a suspension tower that houses the suspensions, and a hood (agrees with a bonnet) that can be opened and closed between the left and right suspension towers. ing.
In such a front body structure of a vehicle, if a large-diameter tire is adopted as a front wheel for design reasons, the wheel center rises as compared with the case where a conventional tire is mounted due to the mounting of the large-diameter tire. The suspension mechanism is disposed relatively upward.

  For this reason, since the suspension tower for storing the suspension is disposed above, a sufficient gap for energy absorption cannot be secured between the hood and the suspension tower, and the vehicle and the pedestrian come into contact with each other. For example, when the head of a pedestrian falls over the hood and interferes with the hood, there is a problem that a sufficient stroke for energy absorption cannot be secured and the suspension tower interferes with the shock load remaining unabsorbed. Occur.

  In order to secure a gap for absorbing energy between the suspension tower and the hood, a structure in which the position of the hood is raised upward is conceivable. In this case, the forward view during operation is increased by raising the hood. This is not desirable because it not only deteriorates, but also aerodynamic performance deteriorates and the appearance of the design also deteriorates.

By the way, as a structure for protecting a pedestrian's head, there are structures disclosed in Patent Documents 1 and 2.
The structure disclosed in Patent Document 1 includes a hood provided with a hood outer panel and a hood inner panel, and absorbs shock between the hood outer panel and the hood inner panel at a portion corresponding to the suspension tower of the hood. A body is provided to absorb the energy by the shock absorber at the time of pedestrian collision and protect the pedestrian's head. When the pedestrian falls over the hood inner panel, the hood inner panel is attached to the top deck of the suspension tower. Since the structure is applied to the surface, the crash space required for shock absorption is reduced.
When the shock absorber described above is crushed by absorbing an impact, a crushed residue always occurs, and it is necessary to secure a crushed amount in anticipation of this crushed residue. In particular, when a large-diameter tire is employed, such a problem becomes even more remarkable.

In the structure disclosed in Patent Document 2, a panel member made of a synthetic resin that supports a fender panel is attached to an apron panel. The panel member includes a first branch portion that is opposed to the hood in the vertical direction, and an upper end of the fender panel. The lower surface of the part and the second bifurcated part facing in the up-down direction are integrally formed, and when a load from above is applied to the fender panel and the hood, the load is received by the panel member and the panel member is bent. It is configured to be deformed and absorb the above-described load.
However, the patent document 2 does not disclose a technical idea of transmitting a load from the upper portion of the hood to a lower surface portion that is lower than the height of the upper surface portion (so-called suspension) of the suspension tower.

JP-A-7-285466 JP 2007-182163 A

  In view of this, the present invention provides a suspension tower and a hood that are arranged close to each other in the vehicle vertical direction, and a low surface portion that is lower than the height of the upper surface portion of the suspension tower is provided on the side of the suspension tower. The surface portion is provided with an impact absorbing member that is erected up to a height above the suspension tower and that absorbs the load from above the hood. When the vehicle and the pedestrian collide, the safety of the pedestrian can be improved, and the gap between the suspension tower and the hood is small. Even in this case, by providing an impact absorbing member on the lower surface, a sufficient crash space (crushing amount) can be secured, and the structure of the hood can be changed. And an object without the provision of front body structure of a vehicle that can achieve both improvement and food weight gain prevention of pedestrian protection performance can be.

A vehicle front body structure according to the present invention includes a pair of left and right suspensions that support the front wheels of the vehicle, a suspension tower that houses the suspensions, and a hood that covers the left and right suspension towers so that they can be opened and closed. The suspension tower and the hood are arranged close to each other in the vertical direction of the vehicle, and the side portion of the suspension tower is lower than the height of the upper surface portion of the suspension tower. surface is formed, above the low surface portion is disposed upright from the low surface to a height of above the above suspension tower, and the shock-absorbing member is provided for absorbing a load from above the hood, the The lower surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle. The shock absorbing member is integrally formed with a mounting portion for attaching a fender panel. The shock absorbing member is provided only on the side of the suspension tower, and is attached to the hood. The second shock absorbing member is provided at a position overlapping the shock absorbing member in the vehicle width direction, and the second shock absorbing member is integrally formed with a hood inner rain provided on the lower surface of the hood. is there.

  When a vehicle and a pedestrian collide and the pedestrian falls over the hood, a load acts from above the hood, but the load from the top of the hood is received earlier than the suspension tower by the above-mentioned shock absorbing member. Since the load is absorbed, the safety of the pedestrian can be improved.

Even when the gap between the upper end of the suspension tower and the hood is small, the shock absorbing member is provided on the low surface portion, so that the length of the shock absorbing member in the vehicle vertical direction is sufficiently secured. It is possible to secure a sufficient crash space (in other words, the amount of collapse of the impact absorbing member), and in particular, even when a large-diameter tire is used, without increasing the position of the hood, Sufficient shock absorption can be performed.
Furthermore, it is possible to achieve both improvement of pedestrian protection performance and prevention of weight increase of the hood without changing the structure of the hood.

Further, above the low surface portion, fender support portion for supporting the fender panel for covering the side of the vehicle is provided, the shock absorbing member, since it is one provided so as to protrude upward from the fender support portion when receiving a load from full over de upper shock absorbing member described above under load before the fender support portion, because it absorbs the load, a pedestrian who falls onto the hood into contact with the vehicle Can improve safety.

Furthermore, the above-mentioned shock absorbing member, because the mounting portion for mounting a fender panel is one which is integrally formed, it is possible to reduce the load absorbing action of the full over de top, and the mounting of the fender panel, the compatibility of.

Furthermore, the shock absorbing member, since it is those provided only on the side of the suspension tower, by disposing only the shock absorbing member minimum required positions, and suppression of weight gain, low A crash space can be secured while achieving both cost reduction.

In addition, the aforementioned hood, it der that the second impact absorbing member provided at a position overlapping with the shock-absorbing member in the vehicle width direction, thus, the second shock absorbing member on the hood side Since it has been disposed, the vertical dimension of the shock absorbing member extending upward from the lower surface portion can be reduced. Thereby, the appearance fall at the time of food | hood open | release can be prevented.

Moreover, the second shock absorbing member, since it is an integrally formed in the hood in Narain provided on the lower surface of the hood, so to effectively utilize the existing components (hood in Narain) as a second shock absorbing member Thus, it is possible to achieve both reduction in the number of parts and assembly man-hours and cost reduction.

The vehicle front body structure according to the present invention is also provided with a pair of left and right suspensions that support the front wheels of the vehicle, a suspension tower that houses the suspensions, and a hood that opens and closes between the left and right suspension towers. In the vehicle front body structure, the suspension tower and the hood are arranged close to each other in the vehicle vertical direction, and the side of the suspension tower is positioned lower than the height of the upper surface of the suspension tower. A low-surface portion is formed on the low-surface portion, and an impact-absorbing member is provided on the low-surface portion so as to stand from the low-surface portion to a height above the suspension tower and absorb a load from above the hood. The lower surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle. A mounting portion for attaching a fender panel is formed integrally with the shock absorbing member, and the shock absorbing member is provided only on the side of the suspension tower, and the hood The second impact absorbing member is provided at a position overlapping the impact absorbing member in the vehicle width direction, and the low surface portion is formed of an apron rain having a closed cross-sectional structure extending in the vehicle front-rear direction.
The above configuration has the following effects.
That is, since the load from the upper part of the hood at the time of a pedestrian collision is received earlier than the suspension tower by the shock absorbing member and the load is absorbed, the safety of the pedestrian can be improved.

Even when the gap between the upper end of the suspension tower and the hood is small, the shock absorbing member is provided on the low surface portion, so that the length of the shock absorbing member in the vehicle vertical direction is sufficiently secured. It is possible to secure a sufficient crash space (in other words, the amount of collapse of the impact absorbing member), and in particular, even when a large-diameter tire is used, without increasing the position of the hood, Sufficient shock absorption can be performed.
Furthermore, it is possible to achieve both improvement of pedestrian protection performance and prevention of weight increase of the hood without changing the structure of the hood.

Further, the lower surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle, and the impact absorbing member is provided so as to protrude upward from the fender support portion. When the load from the upper part of the hood is received, the above-mentioned shock absorbing member receives the load earlier than the fender support part and absorbs the load, so the safety of a pedestrian who falls on the hood in contact with the vehicle It is possible to improve the performance.

Further, since the mounting portion for attaching the fender panel is integrally formed on the impact absorbing member, it is possible to achieve both the load absorbing action from the upper portion of the hood and the mounting of the fender panel.

Furthermore, since the shock absorbing member is provided only on the side of the suspension tower, the shock absorbing member is disposed only at the minimum necessary position, thereby suppressing the increase in weight and reducing the cost. Crash space can be secured while achieving compatibility with the system.

In addition, since the second hood is provided in the hood so as to overlap the shock absorbing member in the vehicle width direction, the vertical dimension of the shock absorbing member extending upward from the lower surface portion is set. Can be small. Thereby, the appearance fall at the time of food | hood open | release can be prevented.
Moreover , since the apron rain of the closed section structure is formed on the lower surface portion, the load from above the hood can be transmitted to the apron rain with high rigidity to distribute the load and to improve the rigidity of the vehicle body. Can do.

  According to the present invention, the suspension tower and the hood are disposed close to each other in the vehicle vertical direction, and the low surface portion that is lower than the height of the upper surface portion of the suspension tower is provided on the side of the suspension tower, The surface is provided with an impact absorbing member that is erected up to a height above the suspension tower and absorbs the load from above the hood. When the vehicle and the pedestrian collide, the safety of the pedestrian can be improved, and the gap between the suspension tower and the hood is small. Even in this case, by providing an impact absorbing member on the lower surface, a sufficient crash space (crushing amount) can be secured, and the structure of the hood can be changed. It not, there is an effect that it is possible to achieve both the improvement and food weight gain prevention of pedestrian protection performance.

The perspective view which shows the front vehicle body structure of the vehicle of this invention Front view showing the front body structure of the vehicle Partial plan view of the main part of FIG. 3 is a cross-sectional view taken along line AA in FIG. BB cross-sectional view of FIG. CC sectional view taken along the line CC in FIG. Disassembled perspective view of fender support and impact absorbing member The perspective view which shows the reference example of the front part vehicle body structure of a vehicle Partial plan view of the main part of the front body structure of the vehicle DD sectional view of FIG. 9 EE arrow sectional view of FIG. Perspective view of shock absorbing member Front view showing another reference example of the front body structure of the vehicle Front view showing still another reference example of the front body structure of the vehicle

The load from the upper part of the hood is received faster than the suspension tower by the shock absorbing member, and the load is absorbed, thereby improving the safety of the pedestrian when the vehicle collides with the pedestrian, and the suspension Even when the gap between the tower and the hood is small, sufficient shock space is ensured for the shock absorbing member, and both pedestrian protection performance and hood weight increase prevention can be achieved without changing the hood structure. The vehicle body structure for the front part of the vehicle is provided with a pair of left and right suspensions that support the front wheels of the vehicle, a suspension tower that houses the suspensions, and a hood that can be opened and closed between the left and right suspension towers. in, the above suspension tower and the hood are disposed in proximity to the vehicle vertical direction, the suspension tower In the side portion, a lower surface portion is formed at a position lower than the height of the upper surface portion of the suspension tower, and the lower surface portion is provided upright from the lower surface portion to a height above the suspension tower. An impact absorbing member that absorbs a load from above the hood is provided, and the low surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle, and the impact absorbing member includes the fender. The shock absorbing member is integrally formed with a mounting portion for attaching a fender panel, and the shock absorbing member is provided only on the side of the suspension tower, and is attached to the hood. The second shock absorbing member is provided at a position overlapping the shock absorbing member in the vehicle width direction, and the second shock absorbing member is provided on the bottom surface of the hood. It was realized by configurations that are integrally formed on In'narein.

An embodiment of the present invention will be described in detail with reference to the drawings.
1 is a perspective view of the vehicle with the hood removed, FIG. 2 is a front view of the vehicle with the hood attached, and FIG. 3 is a partial plan view of the main part. The arrow F indicates the front of the vehicle, the arrow R indicates the rear of the vehicle, the arrow IN indicates the inside of the vehicle, and the arrow OUT indicates the outside of the vehicle. In the drawing, only the configuration on the right side of the vehicle is shown, but the left side of the vehicle is configured symmetrically with that on the right side.

  1 and 2, a front side frame 2 that extends in the front-rear direction of the vehicle is provided on the side of an engine room 1 as an engine room in which an engine or / and a motor is mounted. The front side frame 2 is a vehicle body rigid member having a front side closed section 5 that extends in the vehicle front-rear direction by joining and fixing a front side frame outer 3 and a front side frame inner 4.

Further, an apron reinforcement 6 extending in the front-rear direction of the vehicle is provided above the position where the front side frame 2 is disposed and outward in the vehicle width direction. The apron reinforcement 6 is a vehicle body rigid member that includes an apron rain closed section 9 that joins and fixes an apron rain inner 7 and an apron rain outer 8 and extends in the front-rear direction of the vehicle.
Further, at a predetermined position in the vehicle front-rear direction corresponding to the wheel center W2 (see FIG. 2), the apron reinforcement 6 and the front side frame 2 serve as a vehicle body strength member that houses a front suspension 20 described later. A suspension tower 10 (hereinafter simply referred to as a suspension tower) is provided.

  3 is a plan view of the main part of FIG. 2, FIG. 4 is a cross-sectional view taken along line AA in FIG. 3, FIG. 5 is a cross-sectional view taken along line BB in FIG. As shown in FIG. 5, the lower portion 10 a on the outer side in the vehicle width direction of the suspension tower 10 is joined and fixed to the apron rain inner 7, and the lower portion 10 b on the inner side in the vehicle width direction of the suspension tower 10 is The top deck 10c as the upper surface portion of the suspension tower 10 is fixed to the outer side of the upper joint portion of the front side frame outer 3 and the front side frame inner 4 in the front side frame 2 from the upper surface portion of the apron rain inner 7. Is disposed at a position close to the hood 30 (described later) in the vertical direction of the vehicle.

On the other hand, as shown in FIG. 2, a wheel hub 12 that supports the front wheel 11 is provided, and a knuckle 13 is attached to the wheel hub 12 via a bearing.
The lower part of the knuckle 13 is connected to the vehicle outer side end of the lower arm 14 (suspension arm) via a joint and a support bush, and the lower part of the shock absorber 16 (so-called strut) is connected to the upper part of the knuckle 13 via a bracket 15. Has been.

  The lower arm 14, the shock absorber 16, the upper seat 17, the lower seat 18, the coil spring 19, and the stabilizer (not shown) constitute a strut type front suspension 20 that supports the front wheel 11. The upper seat 17, the lower seat 18, and the coil spring 19 are housed in the above-described suspension tower 10.

In FIG. 2, when a large-diameter tire is used as the front wheel 11, the front wheel 11 is indicated by a virtual line, each element 10, 12 to 20 is indicated by a solid line, and each element when a conventional tire is used is illustrated. For convenience, each virtual line β is shown.
That is, the wheel center W2 in the case of using a large-diameter tire rises to a higher position with respect to the wheel center W1 of the conventional tire, whereby the front suspension 20 is also shown by a solid line in FIG. 2 with respect to the position of the previous virtual line β. As shown, the suspension tower 10 that houses the front suspension 20 is also disposed upward as shown by a solid line in FIG. 2 with respect to the previous virtual line β, and the top deck 10c of the suspension tower 10 is a hood described later. 30 and close.

In FIG. 1, a wheel apron front 21 that connects the apron reinforcement 6 and the front side frame 2 is provided at the front of the suspension tower 10, and the apron reinforcement 6 and the front side frame at the rear of the suspension tower 10. 2 is provided. The rear part of the wheel apron front 21 and the front part of the wheel apron rear 22 are connected and fixed to the front and rear walls of the suspension tower 10, respectively. Here, the wheel apron rear 22 also acts as a reinforcement that prevents the suspension tower 10 from falling inward.
Further, as shown in FIG. 1, a shroud panel 23 is joined and fixed to front portions of the apron reinforcement 6 and the wheel apron front 21, and the shroud panel 23 has an opening portion for the purpose of reducing the weight. 24 is formed.

Further, as shown in FIG. 1, a fender panel 27 is attached to a substantially horizontal upper surface portion of the apron rain inner 7 using brackets 25 and 26 as fender support portions.
One bracket 25 as a fender support portion is provided at a position corresponding to the front of the suspension tower 10, and the other bracket 26 as a fender support portion is provided at a position corresponding to the rear of the suspension tower 10 (FIG. 1, FIG. 1). 3).

As shown in FIG. 2, the above-described fender panel 27 is a vehicle body outer plate that covers the upper portion of the front wheel 11, and the portion where the fender panel 27 is supported by the brackets 25 and 26 is shown in FIGS. As shown, a vertical wall 27b extending downward from the upper end 27a and a substantially horizontal mounting piece 27c extending inward in the vehicle width direction from the vertical wall 27b are integrally formed in an L shape when viewed from the front of the vehicle. Has been.
The brackets 25 and 26 (fender support portions) described above are configured as shown in an enlarged perspective view in FIG.

That is, the front bracket 25 as a fender support portion provided at the front corresponding position of the suspension tower 10 includes an inverted L-shaped main surface portion 25b having a support portion 25a for supporting the attachment piece 27c of the fender panel 27 on the upper and lower sides. Side walls 25c and 25d and a plurality of lower flanges 25e and 25e are integrally formed.
Similarly, a rear bracket 26 as a fender support portion provided at a position corresponding to the rear of the suspension tower 10 has an inverted L-shaped main surface portion 26b having a support portion 26a for supporting the mounting piece 27c of the fender panel 27 on the upper side. The left and right side walls 26c, 26d are integrally formed with a plurality of lower flanges 26e, 26e.

  As shown in FIGS. 1 and 4, the lower flange 25 e of the front bracket 25 is welded and fixed to the upper surface of the apron rain inner 7, while the upper support 25 a of the bracket 25 has bolts and nuts. The attachment piece 27c of the fender panel 27 is fixed using an attachment member 28 such as.

On the other hand, as shown in FIGS. 2 and 3, a hood 30 (which agrees with the hood) is provided to cover the left and right suspension towers 10 and 10 (however, only the suspension tower 10 on the right side of the vehicle is shown in the drawing) so as to be opened and closed. As shown in FIGS. 2, 4, 5, and 6, the hood 30 includes a hood outer panel 31 and a hood inner rain 32 that is integrally provided on the lower surface (back surface) of the hood outer panel 31. .
The hood inner rain 32 is formed with a plurality of openings 32a for the purpose of reducing the weight.

  As shown in FIGS. 2 and 4 to 6, the top deck 10 c of the suspension tower 10 and the hood 30 described above are disposed close to each other in the vertical direction of the vehicle. As described above, when a large-diameter tire is used for the front wheel 11, this proximity state becomes prominent.

Moreover, as shown in these drawings, a low surface portion 33 is formed at a position lower than the height of the top deck 10c of the suspension tower 10 on the lateral side of the suspension tower 10 in the vehicle width direction. In this embodiment, the low surface portion 33 is constituted by an apron reinforcement 6 having a closed section 9 structure extending in the front-rear direction of the vehicle.
More specifically, the substantially horizontal upper surface portion of the apron rain inner 7 constituting the apron reinforcement 6 is set as the lower surface portion 33 so that the existing parts can be used effectively, and the rigidity can be increased when a load is input from above the hood 30. The apron reinforcement 6 having a high value is configured to achieve load distribution.

  As shown in FIGS. 1, 3, and 5, between the front and rear brackets 25, 26, the low surface portion 33 is located at a predetermined position corresponding to the outer side in the vehicle width direction of the suspension tower 10 from the low surface portion 33 to the suspension tower 10. There is provided an impact absorbing member 40 that is erected up to a height above the top deck 10c.

The shock absorbing member 40 is configured as shown in an enlarged perspective view in FIG.
That is, the shock absorbing member 40 includes an inverted L-shaped main surface portion 40b having a mounting portion 40a for mounting the mounting piece 27c of the fender panel 27, left and right side walls 40c and 40d, a plurality of flanges 40e and 40e, Each is integrally formed with a projecting portion 40f projecting further upward than the mounting portion 40a.

As shown in FIGS. 1 and 5, the lower flange 40 e of the shock absorbing member 40 is welded or bonded to the apron rain inner 7, while the upper portion of the shock absorbing member 40 is attached to the mounting portion 40 a. The fixing member 27c of the fender panel 27 is fixed by using a mounting member 34 such as a bolt or a nut, and the protruding portion 40f protrudes further upward with respect to the mounting piece 27c.
The above-described shock absorbing member 40 can be configured by using a metal plate or a synthetic resin. When the shock absorbing member 40 is made of metal, the flange 40e may be fixed to the apron rain inner 7 by welding. When the shock absorbing member 40 is made, the flange 40e may be bonded and fixed to the apron rain inner 7.

  As shown in FIGS. 2 and 4, the upper end line TOP of the protruding portion 40 f in the above-described shock absorbing member 40 exists at a height position above the suspension tower 10.

  The above-described impact absorbing member 40 is for absorbing a load from above the hood 30 when the vehicle collides with the pedestrian and the pedestrian falls on the hood 30. The upper end of the hood 30 is set to a height higher than the top deck 10c of the suspension tower 10, so that the load from the upper portion of the hood 30 is received earlier than the suspension tower 10 by the impact absorbing member 40. The load from the upper portion of the hood 30 when the pedestrian falls is absorbed.

  Further, the upper end of the protruding portion 40f of the above-described shock absorbing member 40 is configured to protrude further upward than the upper ends of the front and rear brackets 25 and 26 as the fender support portions, and the load from the upper portion of the hood 30 At the time of input, the shock absorbing member 40 receives a load before the front and rear brackets 25 and 26 and absorbs the load.

  Further, as shown in FIGS. 1 and 3, the shock absorbing member 40 described above is provided only on the outer side in the vehicle width direction of the suspension tower 10, and the shock absorbing member 40 is placed only at the minimum necessary position. It arrange | positions and it is comprised so that coexistence with suppression of a weight increase and cost reduction can be aimed at.

As shown in FIGS. 2, 4, 5, and 6, the hood 30 described above is overlapped with the shock absorbing member 40 in the vehicle width direction and is positioned at a position facing the shock absorbing member 40 in the vertical direction. Two impact absorbing members 50 are provided. The second shock absorbing member 50 is formed integrally with a hood inner rain 32 provided on the lower surface of the hood 30. The second shock absorbing member 50 is formed so as to extend in the front-rear direction of the vehicle. By effectively using the component (hood inner rain 32) as the second shock absorbing member 50, both the reduction in the number of components and the reduction in cost are achieved.
In FIG. 1, reference numeral 35 denotes a dash cross member provided at the front portion of the dash lower panel (dash panel) so as to extend in the vehicle width direction. By connecting these, the rigidity of the front vehicle body is improved.

The operation of the front body structure of the vehicle configured as described above will be described.
When the vehicle and the pedestrian collide and the pedestrian falls over the upper portion of the hood 30, a load from above is applied to the hood 30 as shown by an arrow a in FIG.
When a load from above is applied to the hood 30, the second shock absorbing member 50 first comes into contact with the shock absorbing member 40 facing in the vertical direction earlier than the hood 30 comes into contact with the top deck 10 c of the suspension tower 10. Since a certain initial load is applied by the shock absorbing member 40, the shock absorbing member 40 is crushed as indicated by a virtual line α in FIG. The head impact on the head of the pedestrian who has fallen on the hood 30 can be reduced, the pedestrian can be protected, and safety can be ensured.

  As described above, the front body structure of the vehicle of the first embodiment shown in FIGS. 1 to 7 includes a pair of left and right front suspensions 20 and 20 that support the front wheel 11 of the vehicle (however, only the configuration on the right side of the vehicle is shown in the drawings). And a hood 30 that covers the left and right suspension towers 10 and 10 so as to be openable and closable, the vehicle body structure including the suspension tower 10 and the suspension tower 10. The hood 30 is disposed close to the vehicle in the vertical direction, and on the side portion of the suspension tower 10 (specifically, on the outer side in the vehicle width direction), the top surface portion of the suspension tower 10 (see the top deck 10c). A low surface portion 33 is formed at a position lower than the height, and the low surface portion 33 is erected from the low surface portion 33 to a height above the suspension tower 10 and is located above the hood 30. In which the shock absorbing member 40 for absorbing the load is provided (see FIG. 2).

According to this configuration, the low surface portion 33 is formed on the side portion of the suspension tower 10 at a position lower than the height of the upper surface portion (top deck 10 c), and is erected from the low surface portion 33 to a height above the suspension tower 10. An impact absorbing member 40 is provided so as to be disposed.
When the vehicle and the pedestrian collide and the pedestrian falls over the hood 30, a load is applied from above the hood 30. The load from the upper portion of the hood 30 is applied from the suspension tower 10 by the shock absorbing member 40 described above. As soon as it is received and the load is absorbed, the safety of the pedestrian can be improved.

Even when the gap between the upper end portion of the suspension tower 10 (see the top deck 10c) and the hood 30 is small, the shock absorbing member 40 is provided on the low surface portion 33. A sufficient length in the vertical direction can be ensured, and thereby, a crash space (in other words, a collapse amount of the shock absorbing member 40) can be secured sufficiently, particularly when a large-diameter tire is employed. However, it is possible to sufficiently absorb the shock without raising the position of the hood 30.
Furthermore, both improvement of pedestrian protection performance and prevention of weight increase of the hood 30 can be achieved without changing the structure of the hood 30. That is, since the position and structure of the hood 30 are not changed, the above-described various effects can be obtained while ensuring the forward visibility and maintaining the aerodynamic resistance.

In addition, the lower surface portion 33 is provided with a fender support portion (see brackets 25 and 26) that supports a fender panel 27 that covers a side portion of the vehicle, and the shock absorbing member 40 includes the fender support portion (bracket 25). , 26) so as to protrude upward (see FIGS. 1, 4, 5, and 6).
According to this configuration, when the load from the upper portion of the hood 30 is received, the above-described shock absorbing member 40 receives the load earlier than the fender support portion (see brackets 25 and 26) and absorbs the load. The safety of a pedestrian who falls on the hood 30 in contact with the vehicle can be improved.

Further, the shock absorbing member 40 is integrally formed with a mounting portion 40a for attaching the fender panel 27 (see FIG. 7).
According to this configuration, since the mounting portion 40a is integrally formed with the impact absorbing member 40, both the load absorbing action from the upper portion of the hood 30 and the mounting of the fender panel 27 can be achieved.

Further, the shock absorbing member 40 is provided only on the side portion of the suspension tower 10 (specifically, the side portion on the outer side in the vehicle width direction) (see FIGS. 1 and 3).
According to this configuration, by disposing the shock absorbing member 40 only at the minimum necessary position, it is possible to secure a crash space while achieving both suppression of weight increase and cost reduction.

Further, the hood 30 is provided with a second shock absorbing member 50 at a position overlapping the shock absorbing member 40 in the vehicle width direction (see FIG. 5).
According to this configuration, since the second shock absorbing member 50 is disposed on the hood 30 side, the vertical dimension of the shock absorbing member 40 extending upward from the low surface portion 33 can be reduced. Thereby, the appearance fall at the time of opening of the food | hood 30 can be prevented.

The second shock absorbing member 50 is integrally formed with a hood inner rain 32 provided on the lower surface of the hood 30 (see FIG. 5).
According to this configuration, since an existing part (see the hood inner rain 32) is effectively used as the second shock absorbing member 50, it is possible to achieve both reduction in the number of parts and assembly man-hours and cost reduction. .

Further, the low surface portion 33 is constituted by an apron reinforcement 6 having a closed section 9 structure extending in the vehicle front-rear direction (see FIG. 5).
According to this configuration, since the low surface portion 33 is configured by the apron reinforcement 6 having a closed cross-section 9 structure, the load from above the hood 30 is transmitted to the apron reinforcement 6 having high rigidity to distribute the load. This can improve the rigidity of the vehicle body.

[Reference example]
8 to 12 show a reference example of the front body structure of the vehicle, FIG. 8 is a perspective view showing a state in which the hood 30 is removed, FIG. 9 is a plan view of a main part with the hood 30 attached, FIG. Is a sectional view taken along the line D-D in FIG. 9, FIG. 11 is a sectional view taken along the line E-E in FIG. 9, and FIG. 12 is a perspective view of the shock absorbing member.

In the first embodiment shown in FIG. 1 to FIG. 7, the shock absorbing member 40 is provided with the mounting portion 40 a for attaching the fender panel 27, but in this reference example shown in FIG. 8 to FIG. An impact absorbing member 60 that does not have a mounting portion for attaching the panel 27 is used.
As shown in the perspective view of FIG. 12, the shock absorbing member 60 includes an inverted L-shaped main surface portion 60b having a load receiving portion 60a at the upper end, left and right side walls 60c and 60d, and a lower portion. A plurality of flanges 60e are integrally formed.

As shown in FIGS. 8 and 11, the plurality of flanges 60 e below the shock absorbing member 60 are welded or adhesively fixed to the apron rain inner 7.
The impact absorbing member 60 can be configured using a metal plate or a synthetic resin. When the impact absorbing member 60 is made of metal, the flange 60e may be fixed to the apron rain inner 7 by welding. When the shock absorbing member 60 is used, the flange 60e may be bonded and fixed to the apron rain inner 7.

Also in this reference example , the above-described shock absorbing member 60 is erected from the lower surface portion 33, and the upper end of the shock absorbing member 60 protrudes upward from the front and rear brackets 25 and 26 and from the top deck 10 c of the suspension tower 10. Is also arranged up to a higher height (see FIGS. 8 and 10).

Further, as shown in FIG. 9, the shock absorbing member 60 is provided only on the outer side of the suspension tower 10 in the vehicle width direction, and the shock absorbing member 60 is disposed only at the minimum necessary position. Thus, it is configured to achieve both suppression of weight increase and cost reduction.
Further, unlike the first embodiment, the above-described shock absorbing member 60 does not have the attachment portion of the fender panel 27, and therefore is formed considering only the shock energy absorption characteristics without considering the fender panel support rigidity. be able to. For this reason, the design freedom of the shock absorbing member 60 can be improved.

Also in the front body structure of the vehicle of the reference example shown in FIGS. 8 to 12, a pair of left and right front suspensions 20 that support the front wheels 11 of the vehicle (see the previous figure), and a suspension tower 10 that houses the front suspension 20 , And a hood 30 that covers the left and right suspension towers 10 so as to be openable and closable, wherein the suspension tower 10 and the hood 30 are arranged close to each other in the vehicle vertical direction. A low surface portion 33 is formed on a side portion of the suspension tower 10 (specifically, a lateral portion on the outer side in the vehicle width direction) at a position lower than the height of the upper surface portion (top deck 10c) of the suspension tower 10. Is provided so as to stand from the lower surface portion 33 to a height above the suspension tower 10 and provided with an impact absorbing member 60 that absorbs the load from above the hood 30. There (see Figure 10).

According to this configuration, the low surface portion 33 is formed on the side portion of the suspension tower 10 at a position lower than the height of the upper surface portion (top deck 10 c), and is erected from the low surface portion 33 to a height above the suspension tower 10. The shock absorbing member 60 is provided as provided.
When a vehicle and a pedestrian collide and the pedestrian falls over the hood 30, a load is applied from above the hood 30. The load from the upper portion of the hood 30 is applied from the suspension tower 10 by the shock absorbing member 60 described above. As soon as it is received and the load is absorbed, the safety of the pedestrian can be improved.

Even when the gap between the upper end portion (top deck 10c) of the suspension tower 10 and the hood 30 is small, the shock absorbing member 60 is provided on the low surface portion 33. The length of the direction can be sufficiently secured, and thereby, the crash space (in other words, the amount of collapse of the shock absorbing member 60) can be secured sufficiently, especially when a large-diameter tire is employed. The shock can be sufficiently absorbed without raising the position of the hood 30.
Furthermore, both improvement of pedestrian protection performance and prevention of weight increase of the hood 30 can be achieved without changing the structure of the hood 30.

Also in this reference example shown in FIGS. 8 to 12, the other configurations, operations, and effects are almost the same as those in the first embodiment. Therefore, in FIGS. Are given the same reference numerals, and detailed description thereof is omitted, but the shock absorbing member 60 may have the structure shown in FIGS. 13 and 14.
That is, the impact absorbing member 60 shown in FIG. 13 sets the length of the load receiving portion 60a at the upper end in the vehicle width direction to be larger than the length of the main surface portion 60b in the vehicle width direction. In the middle in the vertical direction, a notch 61 is integrally formed as a deformation promoting portion to further improve the shock absorbing performance.

  The impact absorbing member 60 shown in FIG. 14 sets the length in the vehicle width direction of the load receiving portion 60a at the upper end to be larger than the length in the vehicle width direction of the main surface portion 60b, and when the impact absorbing member 60 is deformed, The load receiving portion 60a is extended inward in the vehicle width direction so as not to interfere with the mounting piece 27c of the fender panel 27, and the length in the vehicle width direction is expanded. The shock absorbing member 60 is configured to avoid interference with the fender panel 27 as much as possible.

In each reference example shown in FIGS. 13 and 14, other configurations, operations, and effects are the same as those in the reference examples shown in FIGS. 8 to 12. These parts are denoted by the same reference numerals, and detailed description thereof is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The suspension tower of the present invention corresponds to the suspension tower 10 of the embodiment,
Similarly,
The upper surface of the suspension tower corresponds to the top deck 10c,
The fender support part that supports the fender panel corresponds to the brackets 25 and 26,
Apron Rain corresponds to Apron Reinforcement 6,
The suspension corresponds to the strut type front suspension 20,
The present invention is not limited to the configuration of the above-described embodiment.

6 ... Apron Reinforcement (Apron Rain)
10. Suspension tower (suspension tower)
10c ... Top deck 11 ... Front axle 20 ... Front suspension (suspension)
25, 26 ... Bracket (fender support)
27 ... Fender panel 30 ... Hood 32 ... Hood inner rain 33 ... Low surface portion 40 ... Shock absorbing member 40a ... Mounting portion 50 ... Second shock absorbing member

Claims (2)

A pair of left and right suspensions that support the front wheels of the vehicle;
A suspension tower for storing the suspension;
A vehicle front body structure provided with a hood that covers the left and right suspension towers so as to be openable and closable,
The suspension tower and the hood are arranged close to the vehicle vertical direction,
On the side of the suspension tower, a lower surface portion is formed at a position lower than the height of the upper surface portion of the suspension tower,
The low surface portion is provided with an impact absorbing member disposed upright from the low surface portion to a height above the suspension tower, and absorbing a load from above the hood ,
The lower surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle,
The shock absorbing member is provided so as to protrude upward from the fender support portion,
The shock absorbing member is integrally formed with a mounting portion for attaching a fender panel,
The shock absorbing member is provided only on the side of the suspension tower,
The hood is provided with a second shock absorbing member at a position overlapping the shock absorbing member in the vehicle width direction,
The front vehicle body structure of a vehicle, wherein the second shock absorbing member is integrally formed with a hood inner rain provided on a lower surface of the hood . A pair of left and right suspensions that support the front wheels of the vehicle;
A suspension tower for storing the suspension;
And a hood that can be opened and closed between the left and right suspension towers.
A vehicle front body structure,
The suspension tower and the hood are arranged close to the vehicle vertical direction,
On the side of the suspension tower, a lower surface portion is formed at a position lower than the height of the upper surface portion of the suspension tower,
The low surface portion is provided with an impact absorbing member disposed upright from the low surface portion to a height above the suspension tower, and absorbing a load from above the hood,
The lower surface portion is provided with a fender support portion that supports a fender panel that covers a side portion of the vehicle,
The shock absorbing member is provided so as to protrude upward from the fender support portion,
The shock absorbing member is integrally formed with a mounting portion for attaching a fender panel,
The shock absorbing member is provided only on the side of the suspension tower,
The hood is provided with a second shock absorbing member at a position overlapping the shock absorbing member in the vehicle width direction,
The low surface portion is composed of an apron rain having a closed cross-sectional structure extending in the vehicle longitudinal direction.
The front body structure of the vehicle.

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