JP6432568B2 - Front body structure of the vehicle - Google Patents

Description

  The present invention relates to a front body structure of a vehicle.

  The front body structure of the vehicle is spanned between a front frame extending in the front-rear direction, an apron rain positioned above the front frame and outside the vehicle width direction and extending in the front-rear direction, and the front frame and the apron rain. And a suspension housing in which the suspension is accommodated are known.

  The suspension housing has a suspension tower portion to which a suspension damper member is attached. The damper member extends so that the upper part is inclined inward in the vehicle width direction, and the suspension tower portion is also inclined inward in the vehicle width direction. For this reason, when the suspension tower receives a load in the vertical direction from the damper member, the suspension housing tends to receive a load inward in the vehicle width direction due to a component of the load facing inward in the vehicle width direction.

  On the other hand, the suspension housing (or suspension tower portion) and the vehicle body constituting member are connected by a tower bar (connecting member) or the left and right suspension housings are connected to each other, so that the suspension housing can be viewed from the inside in the vehicle width direction. What was supported is known (for example, patent document 1).

JP 2007-245859 A

  By the way, the rigidity of the connecting member is enhanced by configuring the connecting member with a closed cross-sectional shape or the like by using, for example, a pipe or a square member. However, the connecting portion to the connection partner member (suspension housing, dash panel, etc.) is formed in a flat shape so that another member such as a flange is interposed or along the connection partner member. That is, the connecting member does not have a continuous cross-sectional shape in the longitudinal direction, and the rigidity is likely to decrease due to the discontinuity of the cross-sectional shape at the connecting portion.

  That is, there is room for further improving the support rigidity of the suspension housing by the connection member from the viewpoint of suppressing the decrease in rigidity of the connection member at the connection portion.

  The present invention has been made in view of the above problems, and it is possible to improve the support rigidity of the suspension housing by the connecting member by suppressing the decrease in rigidity of the connecting member at the connecting portion. An object is to provide a front body structure.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention according to claim 1 of the present application is a front body structure of a vehicle, which extends in the front-rear direction, is positioned in the front-rear direction, and is positioned above the front frame and outside in the vehicle width direction. An apron rain that extends between the front frame and the apron rain, a suspension housing that divides the rear of the engine room, and a dash panel that extends in the vehicle width direction, toward the rear A connecting member that extends inward in the vehicle width direction and connects the suspension housing and the dash panel; and the connecting member extends substantially horizontally between the suspension housing and the dash panel. A member upper wall portion, and a connecting member vertical wall portion extending downward from one end portion in the vehicle width direction of the connecting member upper wall portion; Wood, in front of the connecting member on the wall, coupled to said suspension housing along the extending direction of the connecting member on the wall, at the front of the connecting member vertical wall, said connecting member vertical wall Connected to the suspension housing along the extending direction of the connecting portion, and connected to the dash panel along the extending direction of the connecting member upper wall portion at the rear of the connecting member upper wall portion, and the connecting member vertical wall It is connected to the dash panel along the extending direction of the connecting member vertical wall in the rear part of the part . The invention according to claim 2 is the invention according to claim 1, wherein the connecting member is connected to the suspension housing and the dash panel in the plate thickness direction at the connecting member upper wall. The connecting member vertical wall portion is connected in this thickness direction.

According to a third aspect of the present invention, there is provided a front frame extending in the front-rear direction, an apron rain positioned above the front frame and outside the vehicle width direction, extending in the front-rear direction, the front frame, and the apron The suspension housing spanned between the rain and the rear of the engine compartment is partitioned, the dash panel extending in the vehicle width direction, and extending obliquely inward in the vehicle width direction toward the rear, A connecting member that connects the suspension housing and the dash panel; the connecting member extending substantially horizontally between the suspension housing and the dash panel; and the connecting member upper wall portion A connecting member vertical wall portion extending downward from one end of the vehicle width direction of the connecting member, the connecting member includes the connecting member upper wall portion and the connecting member In front of the imaging member vertical wall portion, coupled to said suspension housing, the connecting member, the connecting member having said coupling member vertical wall and the upper wall portion and the connecting member is positioned outward in the vehicle width direction An inner member and a connecting member outer positioned on the inner side in the vehicle width direction, and these are joined in the vehicle width direction, and the connecting member inner includes an inner upper wall portion extending in a substantially horizontal direction; An inner vertical wall portion extending downward from an end portion of the inner upper wall portion is formed in an L-shaped cross section, and the connecting member outer is joined to the inner vertical wall portion from the inner side in the vehicle width direction. The connecting member upper wall portion is configured by the inner upper wall portion, and the connecting member vertical wall portion includes at least a portion connected to the suspension housing, and the inner vertical wall portion and the connecting member outer are connected to each other. Overlap Characterized in that it is configured in a double structure.

According to a fourth aspect of the present invention, in the front body structure of the vehicle according to the third aspect , the connecting member outer has a U-shaped cross-section in which a middle portion in the longitudinal direction is open at an inner side in the vehicle width direction. The connecting member is characterized in that a middle portion in the longitudinal direction is formed in a closed cross section by an inner vertical wall portion and the connecting member outer.

According to a fifth aspect of the present invention, in the vehicle front body structure according to any one of the first to fourth aspects, the suspension housing includes a suspension tower portion to which a suspension is attached, and the suspension. A connecting member attaching portion to which the connecting member is attached is provided at the rear of the tower portion, and the connecting member attaching portion extends in parallel with the connecting member upper wall portion, and the connecting member upper wall portion Is attached from above, and has a first surface portion and a second surface portion that extends in parallel with the connecting member vertical wall portion, and the connecting member vertical wall portion is attached from the inside in the vehicle width direction. It is characterized by.

According to a sixth aspect of the present invention, in the front body structure of the vehicle according to the fifth aspect , the suspension housing extends up and down over the rear surface portion of the connecting member mounting portion at the rear end. It has a rear wall part, The rib extended in an up-down direction is formed in the said housing rear wall part, It is characterized by the above-mentioned.

  According to the invention of each claim of the present application, the following effects can be obtained by the above configuration.

First, according to the first and second aspects of the present invention, the connecting member is arranged such that another member such as a flange is interposed along the connecting partner member in the connecting portion with the suspension housing and the connecting portion with the dash panel. It is connected without changing the shape. Therefore, since the connection member can continue the cross-sectional shape over the longitudinal direction including the connection part, there is no reduction in rigidity due to the discontinuity of the shape in the connection part. Therefore, the support rigidity by the connecting member can be improved, and the inward-turning deformation of the suspension housing can be more effectively suppressed.

According to the invention described in claim 3 , the connecting member is configured to have an L-shaped cross section in the longitudinal direction, and the connecting member vertical wall portion is configured to have a double structure in a portion connected to the suspension housing. ing. Therefore, the rigidity of the connecting member can be further improved.

According to the invention described in claim 4 , since the connecting member has a closed cross section except for both end portions in the longitudinal direction, the rigidity of the connecting member can be further improved. .

According to the fifth aspect of the present invention, the connecting member can be connected to the connecting member mounting portion of the suspension housing while the cross-sectional shape thereof is continuous.

According to the invention described in claim 6 , since the rigidity in the vertical direction of the rear wall portion of the housing is improved, the out-of-plane deformation of the rear surface portion of the connecting member mounting portion is suppressed. Accordingly, the rigidity in the vertical direction of the connecting member mounting portion can be improved, and the input load in the vertical direction input to the suspension housing can be efficiently transmitted to the connecting member via the connecting member mounting portion. it can.

  That is, according to the vehicle front body structure of the vehicle according to the present invention, it is possible to improve the supporting rigidity of the suspension housing by the connecting member by suppressing the decrease in the rigidity of the connecting member at the connecting part.

1 is a perspective view showing a front body structure of a vehicle according to an embodiment of the present invention. It is sectional drawing in the II-II line of FIG. It is the perspective view which looked at the suspension housing periphery from the lower part. It is the perspective view which looked at the suspension housing from the upper part. It is the perspective view which looked at the suspension housing from the lower part. It is the perspective view which looked at the suspension housing from back. It is sectional drawing in the VII-VII line of FIG. It is a perspective view which shows the front part vehicle body structure of the vehicle which concerns on a modification. It is sectional drawing in the IX-IX line of FIG. It is the perspective view which looked at the connecting member from the outside of the vehicle width direction.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. In the following description, the front body structure 1 of the vehicle on one side (right side) in the vehicle width direction will be described, but it is bilaterally symmetric and the same applies to the other side (left side). In addition, the front / rear, inner / outer, and up / down directions shown in each figure are the vehicle front-rear direction, the vehicle width direction, and the vertical direction, respectively, unless otherwise specified. Is shown.

[Overall configuration of front body structure 1]
FIG. 1 shows a front body structure 1 of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the front body structure 1 includes a front frame 20 that extends in the front-rear direction, an apron rain 30 that is positioned above the front frame 20 and outside the vehicle width direction, and extends in the front-rear direction. 20 and an apron rain 30 are provided with a suspension housing 10 spanned in the vehicle width direction and a dash panel 40 that partitions the rear of the engine room E and extends in the vehicle width direction. The suspension housing 10 is connected to the dash panel 40 in the front-rear direction by a connecting member 50.

  FIG. 2 is a cross-sectional view taken along line II-II in FIG. 1 and shows a cross section of the suspension housing 10 parallel to the vehicle width direction and the vertical direction. As shown in FIG. 2, the suspension housing 10 is configured such that the suspension 70 is accommodated on the inner surface side. In the present embodiment, the suspension 70 is a double wishbone suspension, and includes a damper member 71 including a shock absorber and a coil spring, and an upper arm 72, which are attached to the inner surface side of the suspension housing 10. ing.

  FIG. 3 is a perspective view of the periphery of the suspension housing 10 as viewed from below. Referring also to FIG. 3, the upper arm 72 includes a pair of front and rear arm inner ends 721 and 721 disposed so as to sandwich the inner portion of the damper member 71 in the vehicle width direction, and a vehicle of the damper member 71. And an arm outer end portion 722 located on the outer side in the width direction, and these have a V-shape in plan view connected so as to straddle the damper member 71 from the outer side in the vehicle width direction.

  The pair of front and rear arm inner end portions 721 are attached to the suspension housing 10 so as to be rotatable about a rotation axis extending in the vehicle front-rear direction, and the arm outer end portion 722 is connected to a suspension component member (not shown) below. Has been. That is, the upper arm 72 is configured to be rotatable so that the arm outer end 722 moves up and down with the arm inner ends 721 and 721 as rotation reference points in response to an input in the vertical direction to the arm outer end 722. Has been.

  As shown in FIG. 2, a front suspension cross member 80 is installed between a pair of left and right front frames 20 and 20 (only one side is shown in FIG. 2). The front suspension cross member 80 has a pair of left and right cross member mounting arms 81, 81 extending upward and outward in the vehicle width direction at both ends in the vehicle width direction, and a pair of left and right front frames via the cross member mounting arm 81. 20 and 20 are attached to the lower surface.

  Hereinafter, each member will be specifically described.

[Front frame 20]
As shown in FIG. 2, the front frame 20 includes a frame outer 21 positioned on the outer side in the vehicle width direction and a frame inner 22 positioned on the inner side in the vehicle width direction, and these are joined in the vehicle width direction. ing.

  The frame outer 21 is formed in a substantially U-shaped cross-section having an opening in the vehicle width direction by bending a steel plate, and extends in the vehicle front-rear direction. The frame inner 22 is formed in a substantially U-shaped cross-section with an opening in the vehicle width direction by bending a steel plate, and extends in the vehicle front-rear direction.

  The frame outer 21 includes a side plate 210 that extends in the vertical direction, an upper plate 211 and a lower plate 212 that extend inward in the vehicle width direction from an upper end portion and a lower end portion of the side plate 210, and an upper flange 213 that extends upward from the left end portion of the upper plate 211. And a lower flange 214 extending downward from the left end portion of the lower plate 212.

  The frame inner 22 includes a side plate 220 that extends in the vertical direction, an upper plate 221 and a lower plate 222 that extend outward from the upper end and lower end of the side plate 220 in the vehicle width direction, and an upper flange 223 that extends upward from the right end of the upper plate 221. And a lower flange 224 extending downward from the right end portion of the lower plate 222.

  The frame outer 21 and the frame inner 22 are joined by, for example, spot welding or the like, with the upper flanges 213 and 223 and the lower flanges 214 and 224 in contact with each other, whereby the front frame 20 has a substantially rectangular closed cross section. It is configured. Referring also to FIG. 1, the upper flanges 213 and 223 partially have wide portions 213A and 223A in which the vertical width is expanded.

  The joints between the frame outer 21 and the frame inner 22, that is, the upper flanges 213 and 223 and the lower flanges 214 and 224 are located on the inner side in the vehicle width direction of the front frame 20 in the vehicle width direction. More specifically, the upper flanges 213 and 223 and the lower flanges 214 and 224 are located closer to the side plate 220 of the frame inner 22. That is, the frame outer 21 is configured to be wider in the vehicle width direction than the frame inner 22, and the cross member mounting arm 81 of the front suspension cross member 80 is attached to the lower plate 212 of the frame outer 21 configured to be wide. ing.

  The front frame 20 has an outer surface 20A formed by the side plate 210 of the frame outer 21 and a flange portion 20B formed by the wide portions 213A and 223A, and the housing inner end portion 10B of the suspension housing 10 is outside in the vehicle width direction. It is joined from.

[Apron Rain 30]
As shown in FIG. 1, the apron rain 30 extends in a direction inclined inward in the vehicle width direction as it advances forward. As shown in FIG. 2, the apron rain 30 is formed in a substantially U-shaped cross-section having a lower portion opened by bending a steel plate, and includes an upper plate 31 extending in the vehicle width direction, and a vehicle of the upper plate 31. An outer plate 32 extending downward from the outer end in the width direction, an inner plate 33 extending downward from an inner end in the vehicle width direction of the upper plate 31, and an outer flange extending outward in the vehicle width direction from the lower end of the outer plate 32 34 and an inner flange 35 extending inward in the vehicle width direction from the lower end portion of the inner plate 33.

[Dash panel 40]
As shown in FIG. 1, the dash panel 40 has a bulging portion 41 that bulges rearward in the vehicle front-rear direction at a substantially central portion in the vehicle width direction, and a tunnel of the floor panel below the bulging portion 41. It is continuous with a portion (not shown).

[Suspension housing 10]
As shown in FIG. 1, the suspension housing 10 includes a housing main body 11 that covers a right front wheel (not shown) from above in the vehicle width direction and a suspension tower portion 12 that bulges upward from the housing main body 11 in a tower shape. These are made of an aluminum alloy integrally formed by an aluminum die casting method.

  As shown in FIG. 2, the upper portion of the damper member 71 of the suspension 70 is accommodated on the inner surface side of the suspension tower portion 12. The damper member 71 extends so as to incline in the vehicle width direction as the central axis O1 advances upward. For this reason, the suspension tower portion 12 also inclines in the vehicle width direction. For this reason, when the suspension tower 12 receives a load from the damper member 71 in the axial direction, the suspension tower 12 easily receives a load inward in the vehicle width direction due to a component of the load directed inward in the vehicle width direction.

  The suspension tower portion 12 is joined to the apron rain 30 at the housing outer end portion 10A on the outer side in the vehicle width direction, and is joined to the front frame 20 at the housing inner end portion 10B on the inner side in the vehicle width direction. As described above, the suspension housing 10 is made of an aluminum alloy, and the front frame 20 and the apron rain 30 are steel plates. Therefore, an appropriate joining means such as SPR (self-piercing rivet) is employed for joining these dissimilar metals.

(Housing 11)
FIG. 4 is a plan view of the suspension housing 10 as viewed from above. As shown in FIG. 4, the housing body 11 includes a housing upper wall portion 110 that extends in the vehicle width direction and the vehicle front-rear direction, and a housing front wall portion 117 that extends downward from the front end portion and the rear end portion of the housing upper wall portion 110. And a housing rear wall portion 118 and a housing inner vertical wall portion 119 extending downward from the vehicle width direction inner end portion of the housing upper wall portion 110 and connected to the housing front wall portion 117 and the housing rear wall portion 118. doing.

  The housing upper wall portion 110 has a narrow width portion 111 having the smallest width in the front-rear direction at the middle portion in the vehicle width direction (more specifically, the center portion in the vehicle width direction), and is substantially X-shaped when viewed from above. It is formed in a shape. The housing upper wall portion 110 includes an inner upper wall portion 112 positioned inside the narrow width portion 111 in the vehicle width direction, and an outer upper wall portion 113 positioned outside in the vehicle width direction.

  The suspension tower portion 12 is formed so as to bulge upward at a portion including the narrow width portion 111 in the housing upper wall portion 110.

  The inner upper wall 112 has a front end edge portion 112a and a rear end edge portion 112b along the V-shape (see FIG. 3) of the upper arm 72 accommodated on the inner surface side (lower surface side) in plan view. It extends outward in the vehicle width direction toward the narrow portion 111. In other words, the inner upper wall portion 112 is formed so that the width in the front-rear direction gradually decreases as it goes outward in the vehicle width direction. This prevents interference between the upper arm 72 that rotates up and down and the housing upper wall portion 110 (inner upper wall portion 112).

  The inner upper wall 112 is divided by the suspension tower 12 into a front inner upper wall 112F positioned in the front and a rear inner upper wall 112R positioned in the rear in the vehicle front-rear direction. Referring also to FIG. 3, an arm inner end portion 721 on the front side of the upper arm 72 is attached to the front inner upper wall portion 112F. An arm inner end portion 721 on the rear side of the upper arm 72 is attached to the rear inner upper wall portion 112R.

  The outer upper wall portion 113 is formed such that the width in the front-rear direction gradually increases as it goes outward in the vehicle width direction. Specifically, in plan view, the front end edge portion 113a and the rear end edge portion 113b of the outer upper wall portion 113 extend outward in the vehicle width direction from the narrow width portion 111 so as to be substantially orthogonal to the apron rain 30. ing.

  The outer upper wall portion 113 is formed with an outer bulging portion 114 bulging upward. The outer bulging portion 114 is located on the side of the arm outer end portion 722 in plan view so as to avoid interference with the arm outer end portion 722 (indicated by the phantom line in FIG. 2) of the upper arm 72 rotated upward. It is formed to bulge upward so as to follow the shape.

  Here, the housing upper wall portion 110 is a vehicle connected to the highly rigid apron rain 30 from the outside in the vehicle width direction, and the vehicle continuing to the highly rigid housing inner vertical wall portion 119 via a curved portion. The surface rigidity is relatively high in the portion from the inner side in the width direction. On the other hand, the middle portion of the housing upper wall portion 110 in the vehicle width direction, particularly the central portion, is separated from the highly rigid apron rain 30 and the curved portion, and the surface rigidity is likely to be lower than both end portions in the vehicle width direction. .

  However, the housing upper wall portion 110 is formed with a narrow width portion 111 having the smallest width in the front-rear direction at a substantially central portion in the vehicle width direction. By reducing the width in the front-rear direction, deformation with respect to load input is suppressed, so that the surface rigidity can be improved. That is, by forming the narrow portion 111, the surface rigidity of the central portion of the housing upper wall portion 110 in the vehicle width direction can be improved. Further, by forming the suspension tower portion 12 in a portion including the narrow width portion 111, the vertical rigidity of the suspension tower portion 12 can be improved.

  Moreover, since the inner upper wall portion 112 is divided into the front inner upper wall portion 112F and the rear inner upper wall portion 112R, the respective widths in the front-rear direction are configured to be small, so that the surface rigidity is further increased. Yes. Further, the outer upper wall portion 113 is further enhanced in surface rigidity because the outer bulge portion 114 acts like a rib. Therefore, since the surface rigidity of the housing upper wall part 110 is further improved as a whole by the inner upper wall part 112 and the outer upper wall part 113, the vertical rigidity of the suspension tower part 12 can be further improved.

  As shown in FIG. 2, a housing outer flange portion 116 extending outward in the vehicle width direction is formed in the housing outer end portion 10 </ b> A at a height position lowered by one step from the housing upper wall portion 110 via the vertical wall portion 115. Has been.

  An apron rain 30 is joined to the housing outer end 10A from above, and the housing outer end 10A and the apron rain 30 constitute an apron frame 60 having a closed cross section extending in the vehicle front-rear direction. ing. Specifically, the outer flange 34 of the apron rain 30 is joined to the housing outer flange portion 116 from above, and the inner flange 35 of the apron rain 30 is joined to the portion of the outer upper wall portion 113 from the vertical wall portion 115. .

  The apron frame 60 having a closed cross section extending in the front-rear direction can effectively increase the rigidity of the suspension housing 10 at the outer portion in the vehicle width direction.

  As shown in FIG. 4, the housing front wall portion 117 has a pair of front wall slopes that are inclined rearward in the vehicle width direction toward the narrow width portion 111 on both sides in the vehicle width direction of the narrow width portion 111 in plan view. In addition to the portions 117a and 117a, there is a front wall curved portion 117b that is curved so as to connect between the pair of front wall inclined portions 117a and 117a. The vertical rigidity of the housing front wall 117 is enhanced by the front wall curved portion 117b. A housing front flange 117d extending forward is formed at the lower end of the housing front wall 117.

  Similarly, the housing rear wall portion 118 includes a pair of rear wall inclined portions 118a and 118a inclined forward in the vehicle width direction toward the narrow width portion 111 on both sides in the vehicle width direction of the narrow width portion 111 in plan view. And a rear wall curved portion 118b that is curved so as to connect between the pair of rear wall inclined portions 118a and 118a. The rear wall curved portion 118b increases the rigidity of the housing rear wall portion 118 in the vertical direction. A housing rear flange portion 118 d extending rearward is formed at the lower end portion of the housing rear wall portion 118.

  The narrow portion 111 is defined as a region connecting the upper edge portion of the front wall curved portion 117b and the upper edge portion of the rear wall curved portion 118b in the vehicle front-rear direction.

  A connecting member attaching portion 13 to which the connecting member 50 (see FIG. 1) is attached is formed on the rear inner upper wall portion 112R so as to bulge upward. The connecting member mounting portion 13 extends downward from a first surface portion 131 extending in a substantially horizontal direction, and an end portion on the inner side in the vehicle width direction of the first surface portion 131, and inclines inward in the vehicle width direction as it proceeds rearward in plan view. And a second surface portion 132. The rear surface 133 of the connecting member mounting portion 13 is configured by extending a rear wall inclined portion 118a of the housing rear wall portion 118 upward. Therefore, the connecting member mounting portion 13 is configured in a wedge shape in which the second surface portion 132 and the rear surface 133 are connected at an acute angle in a plan view.

  As shown in FIG. 4, the second surface portion 132 is a line connecting the center portion of the suspension tower portion 12 and the right side wall portion 41 </ b> R (see FIG. 1) of the bulging portion 41 of the dash panel 40 in plan view. It extends on L1.

  As shown in FIG. 1, the housing inner vertical wall portion 119 includes a front inner vertical wall portion 119 </ b> A located in front of the tower outer peripheral wall portion 126 of the suspension tower portion 12, and a rear inner vertical wall portion 119 located in the rear. A wall portion 119B is divided in the vehicle front-rear direction. The front inner vertical wall portion 119A extends downward from the inner end in the vehicle width direction of the front inner upper wall portion 112F. The rear inner vertical wall portion 119B extends downward from the inner end in the vehicle width direction of the rear inner upper wall portion 112R.

  Referring also to FIG. 2, the front inner vertical wall portion 119 </ b> A and the rear inner vertical wall portion 119 </ b> B are located on the inner side in the vehicle width direction with respect to the inner portion in the vehicle width direction of the tower outer peripheral wall portion 126 of the suspension tower portion 12. As it goes downward, it extends inclined toward the outer side in the vehicle width direction, and the substantially lower half is located on the outer side in the vehicle width direction with respect to the tower outer peripheral wall 126. The front inner vertical wall portion 119A and the rear inner vertical wall portion 119B are joined to the outer surface 20A of the front frame 20 from the outer side in the vehicle width direction at the lower end portion.

  FIG. 5 is a perspective view of the suspension housing 10 as viewed from below. As shown in FIG. 5, on the inner surface side of the suspension housing 10, adjacent to the front and rear of the suspension tower portion 12, a front vehicle width direction wall portion 140 and a rear vehicle width direction wall portion 150 extending in the vehicle width direction are provided. Is formed.

  The front-side vehicle width direction wall portion 140 is formed so as to protrude in a rib shape substantially on the inner surface side of the housing body 11, but also refer to FIG. 6, which is a perspective view of the suspension housing 10 viewed from the rear. Thus, the housing inner vertical wall portion 119 is exposed on the surface side with respect to the portion located inside the suspension tower portion 12 in the vehicle width direction.

  As shown in FIG. 2, the front vehicle width direction wall portion 140 has an outer end portion on the outer side in the vehicle width direction extending to the housing outer end portion 10 </ b> A, and an inner end portion on the inner side in the vehicle width direction is the housing. It extends to the inner end 10B. Therefore, the front vehicle width direction wall portion 140 extends continuously from the housing outer end portion 10A to the housing inner end portion 10B.

  In the housing outer end portion 10A, the front vehicle width direction wall portion 140 extends continuously from the lower surface side of the outer upper wall portion 113 to the upper surface side of the housing outer flange portion 116 via the vertical wall portion 115. As a result, the front vehicle width direction wall portion 140 extends in the vehicle width direction over the closed cross section of the apron frame 60.

  Similarly, as shown in FIG. 5, the rear vehicle width direction wall portion 150 is formed so as to protrude substantially toward the inner surface side of the housing main body 11. A portion where the vertical wall portion 119 is located on the inner side in the vehicle width direction than the suspension tower portion 12 is exposed on the surface side. Similarly to the front vehicle width direction wall portion 140, the rear vehicle width direction wall portion 150 extends continuously from the housing outer end portion 10A to the housing inner end portion 10B, and apron frame. It extends in the vehicle width direction over 60 closed sections.

  Further, in the outer upper wall portion 113, a pair of front and rear central vehicle width direction wall portions 160, 160 are formed between the outer bulge portion 114 and the vertical wall portion 115 so as to protrude to the inner surface side. The vehicle width direction wall portion 160 extends continuously to the upper surface side of the housing outer flange portion 116. Therefore, the central vehicle width direction wall portion 160 extends in the vehicle width direction from the outer bulging portion 114 over the closed cross section of the apron frame 60.

  Further, in the housing inner end portion 10B, the lower end portion of the housing front wall portion 117 is exposed from the housing front flange portion 117d to the inner surface side of the suspension housing 10, and similarly, the lower end portion of the housing rear wall portion 118 is It is exposed to the inner surface side of the suspension housing 10 from the housing rear flange portion 118d.

  Accordingly, a U-shaped front cross-sectional portion 14 having an opening on the inner surface side (vehicle width direction outer side or lower side) of the suspension housing 10 is formed at a position adjacent to the front side of the suspension tower portion 12. The front cross-sectional portion 14 has a front vertical cross-sectional portion 141 extending in the vertical direction and a front vehicle width cross-sectional portion 142 extending outward from the upper end portion in the vehicle width direction.

  The front vertical cross section 141 is configured by a front vehicle width direction wall section 140, a housing front wall section 117, and a housing front inner vertical wall section 119A having a U-shaped cross section with an opening in the vehicle width direction outer side. The front vehicle width direction cross section 142 is configured by a front vehicle width direction wall section 140, a housing front wall section 117, and a housing upper wall section 110 in a U-shaped cross section that is open on the lower side.

  Similarly, at the position adjacent to the rear side of the suspension tower 12, a U-shaped rear cross-sectional portion 15 is formed in which the inner surface side (the vehicle width direction outer side or lower side) of the suspension housing 10 is opened. The rear cross-sectional portion 15 includes a rear vertical cross-sectional portion 151 that extends in the vertical direction, and a rear vehicle cross-sectional portion 152 that extends outward from the upper end portion in the vehicle width direction.

  The rear vertical cross section 151 is configured by a rear vehicle width direction wall 150, a housing rear wall 118, and a housing rear inner vertical wall 119B in a U-shaped cross section that is open on the outer side in the vehicle width direction. . The rear vehicle width direction cross-sectional portion 152 is configured by a rear vehicle width direction wall portion 150, a housing rear wall portion 118, and a housing upper wall portion 110 in a U-shaped cross section having an opening on the lower side.

  In other words, the front vertical cross section 141 and the rear vertical cross section 151 are also formed in a U-shaped cross section in the housing inner end portion 10B. As shown in FIG. 2, the front vertical cross section 141 is joined to the outer surface 20 </ b> A of the front frame 20 from the outside in the vehicle width direction at the lower end. Although illustration is omitted, the rear vertical section 151 is similarly joined to the outer surface 20A of the front frame 20 from the outside in the vehicle width direction at the lower end. In other words, the lower ends of the front vertical section 141 and the rear vertical section 151 overlap the front frame 20 in a vehicle side view.

  Therefore, in the housing inner end portion 10B, in addition to the front vehicle width direction wall portion 140 and the rear vehicle width direction wall portion 150, the housing front wall portion 117 and the housing rear wall portion 118 extend over the joint portion with the front frame 20. It extends. Thereby, there is no reduction in rigidity due to the lack of the front vehicle width direction wall portion 140, the rear vehicle width direction wall portion 150, the housing front wall portion 117, and the housing rear wall portion 118 at the joint portion with the front frame 20, The bending rigidity of the suspension housing 10 in the vehicle width direction can be improved.

  Furthermore, in the housing inner end portion 10B, the front vertical section 141 and the rear vertical section 151 are joined to the outer surface 20A of the front frame 20 while maintaining a highly rigid U-shaped cross section. As a result, the bending rigidity in the vehicle width direction can be further improved. Accordingly, it is possible to effectively suppress the inward deformation of the suspension housing 10 (suspension tower portion 12).

  Moreover, in the housing outer end portion 10A, the front vehicle width direction cross section 142 and the rear vehicle width direction cross section 152 extend to the vertical wall portion 115, and further, the vehicle width direction front side wall portion 140 and the vehicle width direction rear side wall. The portion 150 extends within the closed cross section of the apron frame 60. As a result, the rigidity in the vertical direction of the suspension housing 10 at the outer end portion 10A of the housing can be improved.

  As shown in FIG. 5, the pair of central vehicle width direction wall portions 160 extend from the outer bulging portion 114 to the housing outer flange portion 116 with the vertical wall portion 115 interposed therebetween. As a result, the vertical rigidity of the suspension housing 10 can be further improved.

  A front upper arm mounting portion 143 and a rear upper arm mounting portion 153 are provided at the upper ends of the front vertical cross section 141 and the rear vertical cross section 151. The front upper arm mounting portion 143 and the rear upper arm mounting portion 153 are configured as holes that penetrate in the vehicle front-rear direction. Referring also to FIG. 3, the arm inner end 721 of the upper arm 72 is rotatably supported by the front upper arm mounting portion 143 and the rear upper arm mounting portion 153 via an appropriate fastening member. It has become.

  As shown in FIG. 1, the housing front wall portion 117 includes a pair of rib-shaped front wall vertical direction wall portions extending upward from the housing front flange portion 117d on both sides of the front upper arm mounting portion 143 in the vehicle width direction. 117c and 117c are formed.

  Accordingly, the front wall portion 117 of the housing is effectively enhanced in the vertical rigidity by the front wall curved portion 117b and the pair of front wall vertical direction wall portions 117c and 117c. It is possible to effectively resist the load in the vertical direction that is input from the portion 721 to the front upper arm mounting portion 143.

  As shown in FIG. 6, the housing rear wall portion 118 includes a pair of rib-like rear wall vertical walls extending upward from the housing rear flange portion 118 d on both sides in the vehicle width direction of the rear upper arm mounting portion 153. Portions 118c and 118c are formed.

  Therefore, the rear wall 118 of the housing is effectively enhanced in the vertical rigidity by the rear wall curved portion 118b and the pair of rear wall vertical walls 118c, 118c. It is possible to effectively resist the load in the vertical direction input from the portion 721 to the rear upper arm mounting portion 153.

  As shown in FIG. 5, in the front vehicle width direction cross-section portion 142, a pair of front side front-rear direction walls that partition the front vehicle width direction cross-section portion 142 in the vehicle width direction on both sides in the vehicle width direction across the suspension tower portion 12. Portions 144 and 144 are formed.

  The housing front wall 117 and the front vehicle width direction wall 140 are connected in the front-rear direction by a pair of front front and rear direction walls 144 and 144. Therefore, even when a load is input, the housing front wall 117 and the front vehicle width The change of the space | interval of the front-back direction with the direction wall part 140 is suppressed. Therefore, deformation of the U-shaped cross section of the front vehicle width direction cross section 142 is suppressed, and the rigidity of the front vehicle width direction cross section 142 in the vertical direction and the vehicle longitudinal direction is improved.

  Similarly, in the rear vehicle width direction cross section 152, a pair of rear front and rear direction wall portions 154 partitioning the rear vehicle width direction cross section 152 in the vehicle width direction on both sides in the vehicle width direction across the suspension tower portion 12. , 154 are formed.

  The housing rear wall 118 and the rear vehicle width direction wall 150 are connected in the front-rear direction by a pair of rear front-rear direction walls 154, 154. The change of the space | interval of the front-back direction with the side vehicle width direction wall part 150 is suppressed. Therefore, the deformation of the U-shaped cross section of the rear vehicle width direction cross section 152 is suppressed, and the rigidity of the rear vehicle width direction cross section 152 in the vertical direction and the vehicle longitudinal direction is improved.

  The pair of front side front-rear direction wall portions 144 and 144 are connected so as to be substantially orthogonal to the pair of front wall inclined portions 117a and 117a. Similarly, the pair of rear side front-rear direction wall portions 154 and 154 are connected so as to be substantially orthogonal to the pair of rear wall inclined portions 118a and 118a. Here, the pair of front wall inclined portions 117a, 117a and the pair of rear wall inclined portions 118a, 118a are respectively suspended in the front-rear direction among the wall portions constituting the U-shaped front cross-sectional portion 14 and rear cross-sectional portion 15. The housing front wall 117 and the housing rear wall 118 are formed on the opposite side of the tower 12. Accordingly, the pair of front side front and rear direction wall portions 144 and 144 and the pair of rear side front and rear direction wall portions 154 and 154 are arranged around the suspension tower portion 12 so as to surround the suspension tower portion 12.

  That is, a truss structure in which the suspension tower 12 and the pair of front side front and rear direction walls 144 and 144 are arranged in a substantially triangular shape is formed on the front side of the suspension tower 12. A truss structure in which the suspension tower portion 12 and the pair of rear side front and rear direction wall portions 154 and 154 are arranged in a substantially triangular shape is configured. Thereby, the rigidity in the vehicle width direction and the front-rear direction around the suspension tower portion 12 can be further effectively improved.

(Suspension tower 12)
As shown in FIG. 6, the suspension tower portion 12 has an upper surface portion of a tower upper wall portion 120 to which a damper member 71 (see FIG. 2) is attached, and a suspension top wall portion at a central portion of the tower upper wall portion 120. And a tower top wall portion 127 that is offset upward through 122, and further, through a tower bending portion 128 that curves downward from the outer peripheral portion of the tower upper wall portion 120. A tower outer peripheral wall 126 extending downward is formed.

  A plurality of suspension fastening portions 121 to which the upper end portion of the damper member 71 is fastened and fixed are formed on the tower upper wall portion 120. The respective suspension fastening portions 121 are formed at substantially equal intervals at three locations on the circumference around the central axis O1 (see FIG. 2) of the damper member 71.

  As shown in FIG. 2, the tower outer peripheral wall 126 extends substantially downward in the vertical direction from the inner end in the vehicle width direction of the tower upper wall 120, and extends to the flange portion 20 </ b> B of the front frame 20 in the vehicle width direction. It is joined from the outside. FIG. 7 is a cross-sectional view in a substantially horizontal direction along the line VII-VII in FIG. 1, and shows the vicinity of the housing inner end 10B. As shown in FIG. 7, the tower outer peripheral wall 126 is formed in a U-shaped cross section that is open on the outer side in the vehicle width direction.

As described above, the front vertical cross section 141 and the rear vertical cross section 151 are joined to the outer surface 20 </ b> A of the front frame 20 adjacent to the front and rear of the suspension tower 12. Therefore, the housing inner end portion 10B includes outer joint portions 10B ₁ and 10B ₁ (lower end portions of the front and rear vertical cross-sectional portions 141 and 151) joined to the outer surface 20A of the front frame 20, and a flange of the front frame 20. The inner joint portion 10B ₂ (the lower end portion of the tower outer peripheral wall portion 126) joined to the portion 20B is configured to be alternately arranged in the vehicle front-rear direction.

The outer joint portion 10B ₁ and the inner joint portion 10B ₂ are each located in the vehicle width direction outer side than the flange portion 20B of the front frame 20, is assembled from the outside in the vehicle width direction relative to the front frame 20 joined It has come to be.

The suspension housing 10, the outer joint portion 10B ₁ and the inner joint portion 10B ₂ alternating in the longitudinal direction of the vehicle, by joining the front frame 20, to improve the bending rigidity of the vehicle width direction of the suspension housing 10 it can.

Moreover, the outer joint portion 10B ₁ and the inner joint portion 10B ₂ is located in the vehicle width direction outer side than the flange portion 20B of the respective front frame 20. In this arrangement, when the suspension housing 10 is assembled to the front frame 20, it is only necessary to move the suspension housing 10 from the outside to the inside in the vehicle width direction, and in order to get over the flange portion 20B of the front frame 20 in the vertical direction. There is no need to move it.

  Therefore, the suspension housing 10 can be easily assembled to the front frame 20 while improving the bending rigidity of the suspension housing 10 in the vehicle width direction.

Further, the front frame 20 has the flange portion 20B located on the inner side in the vehicle width direction. Thus, it is possible to enlarge the vehicle width direction of the spacing between the outer joint portion 10B ₁ and the inner joint portion 10B _2, can be further improves the flexural rigidity of the vehicle width direction of the suspension housing 10. Further, the tower outer peripheral wall 126 can be easily expanded inward in the vehicle width direction, and the moment of inertia of the section of the tower outer peripheral wall 126 can be increased, so that the bending rigidity of the suspension tower 12 in the vehicle width direction is further increased. Can be improved.

  Further, as shown in FIG. 2, the tower outer peripheral wall portion 126 extends substantially downward in the vertical direction and is joined to the flange portion 20 </ b> B of the front frame 20. This arrangement enables the tower outer peripheral wall 126 to be connected to the flange portion 20B at a short distance, so that the tower outer peripheral wall 126 can be made compact and the surface rigidity of the tower outer peripheral wall 126 is improved. Can be made.

Alternatively, the inner joint portion 10B ₂ may be formed in the housing inner vertical wall portion 119, and the outer joint portion 10B ₁ may be formed in the tower outer peripheral wall portion 126. That is, as shown in FIG. 8, the housing inner vertical wall portion 119 extends substantially downward in the vertical direction and is joined to the flange portion 20B of the front frame 20, and as the tower outer peripheral wall portion 126 advances downward, the vehicle width direction You may form so that it may incline and extend outside, and you may join to the outer surface 20A of the front frame 20. FIG.

In this case, the end 10B in the housing, it is possible to dispose the outer joint portion 10B ₁ and the inner joint portion 10B ₂ alternately in the longitudinal direction of the vehicle, improving the flexural rigidity of the vehicle width direction of the suspension housing 10 it can. Further, the moving outer joint 10B ₁ and the inner joint portion 10B _2, since the position in the vehicle width direction outer side than the flange portion 20B of the front frame 20, relative to the front frame 20, a suspension housing 10 in the vertical direction It can be assembled by moving from the outside in the vehicle width direction.

[Connection member 50]
Referring to FIG. 1, the connecting member 50 extends in the front-rear direction so as to connect the suspension housing 10 and the dash panel 40, and more specifically, the inner side in the vehicle width direction as it advances rearward in the vehicle front-rear direction. Extending so as to incline toward FIG. 9 is a cross-sectional view taken along line IX-IX in FIG. 1, and shows a cross section orthogonal to the extending direction at a substantially central portion of the connecting member 50 in the longitudinal direction. As shown in FIG. 9, the connecting member 50 includes a connecting member inner 51 positioned on the inner side in the vehicle width direction and a connecting member outer 52 positioned on the outer side in the vehicle width direction.

  The connecting member inner 51 is formed in an L-shaped cross section by bending a steel plate, and has an inner upper wall portion (connecting member upper wall portion) 511 extending in a substantially horizontal direction, and a vehicle width of the inner upper wall portion 511. An inner vertical wall portion (connecting member vertical wall portion) 512 extending downward from the inner side in the direction. The inner upper wall portion 511 extends in parallel with the first surface portion 131 (see FIG. 4) of the connecting member attachment portion 13. The inner vertical wall portion 512 extends in parallel with the second surface portion 132 (see FIG. 4) of the connecting member mounting portion 13.

  The connecting member outer 52 is formed in a U-shaped cross section that is opened in the vehicle width direction by bending a steel plate, and includes an outer vertical wall portion 521 extending in the vertical direction, an upper end portion of the outer vertical wall portion 521, and Outer upper wall portion 522 and outer lower wall portion 523 that extend inward in the vehicle width direction from the lower end portion, outer upper flange 524 that extends upward from the left end portion of outer upper wall portion 522, and downward from the left end portion of outer lower wall portion 523 And an outer lower flange 525 extending to the front.

  The connecting member outer 52 is joined to the inner vertical wall portion 512 from the outer side in the vehicle width direction by, for example, spot welding, by an outer upper flange 524 and an outer lower flange 525. The connecting member inner 51 and the connecting member outer 52 are approximately A rectangular closed cross section is formed.

  FIG. 10 is a perspective view of the single connecting member 50 viewed from the outside in the vehicle width direction (the connecting member outer 52 side). Referring to FIG. 10, the connecting member inner 51 is formed in a substantially L-shaped cross section over the longitudinal direction. The inner upper wall portion 511 is bent slightly upward at the connecting portion to the dash panel 40, and is easily along the surface extending in the vertical direction of the dash panel 40.

  On the other hand, the connecting member outer 52 is formed in a U-shaped cross section only in the middle in the longitudinal direction except for both ends in the longitudinal direction (vehicle longitudinal direction), and the outer vertical wall portion 521 is formed in the inner ends in the longitudinal direction. It is comprised so that the vertical wall part 512 may be followed.

  The connecting member 50 includes an inner upper wall portion 511 extending in a substantially horizontal direction at both ends in the longitudinal direction, and a double portion extending downward by overlapping the inner vertical wall portion 512 and the outer vertical wall portion 521. It has a character-shaped cross section.

  The connecting member 50 includes a plurality of connecting member mounting holes 50a penetrating the inner upper wall portion 511 in the plate thickness direction (vertical direction), an inner vertical wall portion 512, and an outer vertical wall portion 521 at both ends in the longitudinal direction. A plurality of connecting member mounting holes 50b penetrating in the plate thickness direction (vehicle width direction) are formed, and the connecting member mounting portion of the suspension housing 10 is connected by an appropriate fastening member via the connecting member mounting holes 50a and 50b. 13 and a bulging portion 41 of the dash panel 40 are detachably attached. In addition, in each figure, the to-be-attached parts, such as the internal thread part, in the connection member attaching part 13 of the suspension housing 10 and the bulging part 41 of the dash panel 4 are omitted.

  Accordingly, the connecting member 50 is formed in an L-shaped cross section by the connecting member inner 51 at both ends in the longitudinal direction, and the vertical wall portion extending in the vertical direction further includes the inner vertical wall portion 512 and the outer vertical wall portion 521. It has a double structure. On the other hand, the connecting member 50 is formed in an L-shaped cross section by the connecting member inner 51 in the middle part excluding both ends in the longitudinal direction, and further, the closed cross section is formed by the inner vertical wall portion 512 and the connecting member outer 52. It is configured.

  The first surface portion 131 of the connecting member mounting portion 13 extends in parallel to the inner upper wall portion 511 of the connecting member 50, and the second surface portion 132 extends in parallel to the inner vertical wall portion 512 of the connecting member 50. Thus, the connecting member 50 is connected at the connecting portion with the suspension housing 10 without interposing other members such as flanges or changing the shape along the suspension housing 10.

  Accordingly, the connecting member 50 includes the connecting portion connected to the suspension housing 10 (the connecting member attaching portion 13), and the cross-sectional shape thereof can be continuous over the longitudinal direction. There is no reduction in rigidity. Therefore, the support rigidity of the suspension housing 10 by the connecting member 50 can be improved.

  Since the connecting member 50 is connected to the suspension housing 10 and the dash panel 40 with a substantially L-shaped cross section by the connecting member inner 51, the connecting member 50 has high rigidity and can support the suspension housing 10 suitably.

  In addition, since the connecting member 50 is configured by the connecting member outer 52 to have a closed cross section except for both end portions in the longitudinal direction, the rigidity of the connecting member 50 is further enhanced. Ten deformations in the vehicle longitudinal direction and the vehicle width direction can be suppressed. Furthermore, since the vertical wall part is comprised by the double structure regarding the L-shaped cross section of the both ends of a longitudinal direction, the connection member 50 can raise further the rigidity of the up-down direction in the connection part to a connection other member. ing.

  Therefore, since the connecting member 50 can firmly support the suspension housing 10 in the vehicle front-rear direction and the vehicle width direction, the suspension housing 10 is more preferably tilted inward in the vehicle width direction and deformed in the vehicle front-rear direction. To be suppressed.

  In addition, the rear surface portion 133 of the connecting member mounting portion 13 is continuous with the housing rear wall portion 118, and the housing rear wall portion 118 has improved vertical rigidity by the vertical wall portion 118c. Therefore, the connecting member mounting portion 13 is suppressed from out-of-plane deformation of the rear surface portion 133. Thus, the vertical rigidity of the connecting member mounting portion 13 can be improved, and the input load in the vertical direction input from the suspension 70 to the suspension housing 10 is applied to the connecting member 50 via the connecting member mounting portion 13. It can be transmitted efficiently.

  In the above embodiment, the suspension housing 10 is formed by the aluminum die casting method. However, the suspension housing 10 may be formed of a cast or forged product made of a light alloy other than iron or aluminum, and press forming a steel plate. Or may be formed by joining a plurality of members, for example, by welding. Further, the suspension tower portion structure may be formed of CFRP (carbon fiber reinforced plastic).

  Various modifications and changes may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

  As described above, according to the vehicle front body structure according to the present invention, it is possible to improve the supporting rigidity of the suspension housing by the connecting member by suppressing the decrease in the rigidity of the connecting member at the connecting part. Therefore, it may be suitably used in this kind of manufacturing technology field.

DESCRIPTION OF SYMBOLS 1 Front vehicle body structure 10 Suspension housing 11 Housing main body 110 Housing upper wall part 117 Housing front wall part 118 Housing rear wall part 12 Suspension tower part 120 Tower upper wall part 121 Sus fastening part 122 Sustop vertical wall part 126 Tower outer peripheral wall part DESCRIPTION OF SYMBOLS 13 Connecting member attaching part 14 Front side cross-section part 140 Front side vehicle width direction wall part 141 Front side vertical direction cross-section part 142 Front side vehicle width direction cross-section part 143 Front side upper arm attaching part 15 Rear side cross-section part 150 Rear side vehicle width direction wall part 151 Rear Side vertical cross section 152 Rear vehicle width direction cross section 153 Rear upper arm mounting portion 20 Front frame 20A Outer surface 20B Flange portion 21 Frame outer 22 Frame inner 30 Apron rain 40 Dash panel 41 Swelling portion 50 Connecting member 51 Connecting portion Inner 52 connecting member outer 60 apron frame 70 suspension 71 damper member 72 Upper arm

Claims (6)

A front frame extending in the front-rear direction;
An apron rain located above the front frame and outside the vehicle width direction and extending in the front-rear direction;
A suspension housing spanned between the front frame and the apron rain;
A dash panel that partitions the rear of the engine room and extends in the vehicle width direction,
A slant extending inward in the vehicle width direction toward the rear, and coupling the suspension housing and the dash panel;
The connecting member includes a connecting member upper wall portion extending substantially horizontally between the suspension housing and the dash panel, and a connecting member vertical wall portion extending downward from one end of the connecting member upper wall portion in the vehicle width direction. Have
The connecting member is connected to the suspension housing along the extending direction of the connecting member upper wall portion at a front portion of the connecting member upper wall portion, and at the front portion of the connecting member vertical wall portion, the connecting member The connecting member is connected to the suspension housing along the extending direction of the vertical wall part, and connected to the dash panel along the extending direction of the connecting member upper wall part at the rear part of the connecting member upper wall part, A vehicle front body structure connected to the dash panel along the extending direction of the connecting member vertical wall at the rear of the vertical wall .   The connecting member is connected to the suspension housing and the dash panel in the plate thickness direction at the connecting member upper wall portion, and is connected in the plate thickness direction at the connecting member vertical wall portion. The front body structure of the vehicle according to claim 1. A front frame extending in the front-rear direction;
An apron rain located above the front frame and outside the vehicle width direction and extending in the front-rear direction;
A suspension housing spanned between the front frame and the apron rain;
A dash panel that divides the rear of the engine room and extends in the vehicle width direction,
A connecting member extending obliquely inwardly in the vehicle width direction and connecting the suspension housing and the dash panel;
With
The connecting member includes a connecting member upper wall portion extending substantially horizontally between the suspension housing and the dash panel, and a connecting member vertical wall portion extending downward from one end of the connecting member upper wall portion in the vehicle width direction. Have
The connecting member is connected to the suspension housing at a front portion of the connecting member upper wall portion and the connecting member vertical wall portion,
The connecting member is located on the inner side in the vehicle width direction and includes a connecting member inner having the connecting member upper wall portion and the connecting member vertical wall portion, and a connecting member outer located on the outer side in the vehicle width direction. And these are joined in the vehicle width direction,
The connecting member inner is formed in an L-shaped cross section including an inner upper wall portion extending in a substantially horizontal direction and an inner vertical wall portion extending downward from an end portion of the inner upper wall portion,
The connecting member outer is joined to the inner vertical wall portion from the outside in the vehicle width direction,
The connecting member upper wall portion is configured by the inner upper wall portion,
The front body structure of a vehicle, wherein at least a portion connected to the suspension housing has a double structure in which the inner vertical wall portion and the connecting member outer overlap each other. The connecting member outer is formed in a U-shaped cross-section in which a middle part in the longitudinal direction is opened on the inner side in the vehicle width direction,
The connecting member is a longitudinal direction of the intermediate portion is configured to closed section by said coupling member outer and the inner vertical wall,
The front body structure of the vehicle according to claim 3 . The suspension housing is
A suspension tower, to which the suspension is attached,
A connecting member attaching portion to which the connecting member is attached at the rear of the suspension tower portion;
The connecting member mounting portion is
A first surface portion that extends in parallel with the connecting member upper wall portion and to which the connecting member upper wall portion is attached from above;
A second surface portion extending in parallel with the connecting member vertical wall portion, the connecting member vertical wall portion being attached from the inside in the vehicle width direction,
The front body structure of a vehicle according to any one of claims 1 to 4 . The suspension housing has a housing rear wall portion that extends vertically across a rear surface portion of the connecting member attachment portion at a rear end portion,
Ribs extending in the vertical direction are formed on the rear wall portion of the housing.
The front body structure of the vehicle according to claim 5 .

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