Vehicle framework structure

Abstract

The vehicle frame structure comprises a pair of front side member portions formed on both sides in the vehicle width direction and each extending in the vehicle front-rear direction, a pair of shock absorbers formed on the vehicle front side of each of the pair of front side member portions, a cross member portion disposed between the pair of front side member portions and extending in the vehicle width direction, a first connection portion to which the shock absorbers are connected, a second connection portion to which the cross member portion is connected at a rear side of the vehicle relative to the first connection portion, and a left and right pair of connection portions configured to include an inclined portion inclined inward in the vehicle width direction from the vehicle front toward the vehicle rear between the first connection portion and the second connection portion.

Description

Technology Field

[0001] The present disclosure relates to a vehicle frame structure. Background Technology

[0002] Japanese Patent Publication No. 2020-23242 discloses a skeletal structure having a gusset connecting a front side member, an apron upper member, a crash box, and a cross member.

[0003] However, in the structure described in Japanese Patent Publication No. 2020-23242, it is difficult to transfer the load to the cross member during an offset collision or a micro-lap collision, so there is room for improvement in terms of effectively distributing the collision load. The problem to be solved

[0004] The present disclosure aims to obtain a vehicle frame structure capable of effectively distributing collision loads. means of solving the problem

[0005] The vehicle frame structure of the first embodiment has a pair of front side member portions formed on both sides in the vehicle width direction and each extending in the vehicle front-rear direction, a pair of shock absorbers formed on the vehicle front side of each of the pair of front side member portions, a cross member portion disposed between the pair of front side member portions and extending in the vehicle width direction, a first connection portion to which the shock absorbers are connected, a second connection portion to which the cross member portion is connected at a rear side of the vehicle relative to the first connection portion, and a pair of left and right connection portions configured to include an inclined portion inclined inward in the vehicle width direction from the vehicle front toward the vehicle rear between the first connection portion and the second connection portion.

[0006] In the vehicle frame structure of the first embodiment, a pair of front side members are formed on both sides in the width direction of the vehicle, and each front side member extends in the front-rear direction of the vehicle. Additionally, an impact absorber is formed on the front side of the front side member. Here, a cross member is formed between the front side members, and the cross member and the impact absorber are connected by a connecting member. Accordingly, the collision load can be distributed from the impact absorber to the cross member through the connecting member.

[0007] In addition, the connecting member is configured to include a first connecting portion to which the shock absorber is connected, a second connecting portion to which the cross member is connected at the rear side of the vehicle relative to the first connecting portion, and an inclined portion that is inclined inwardly in the vehicle width direction from the front of the vehicle toward the rear of the vehicle between the first connecting portion and the second connecting portion. Accordingly, the collision load is made to flow from the inclined portion through the second connecting portion to the cross member, thereby effectively dispersing the collision load. Furthermore, the term "inclination" as used here is not limited to an obliquely straight-line extension, but is a concept that broadly includes a configuration in which it is extended in a stepped or arc shape, such that the rear side of the vehicle is located inwardly in the vehicle width direction compared to the front side of the vehicle.

[0008] In the vehicle frame structure of the second embodiment, in the first embodiment, the inclined portion is formed at the entire (front) of the connecting portion.

[0009] In the vehicle frame structure of the second embodiment, an inclined portion is formed at the entire length of the connecting portion. Because of this, the collision load can be effectively transferred to the inclined portion compared to the case where the inclined portion is formed at the rear of the connecting portion.

[0010] In the vehicle frame structure of the third embodiment, in the first embodiment, the first connecting part is connected to the rear end of the shock absorbing part.

[0011] In the vehicle frame structure of the third embodiment, a collision load is transmitted from the rear end of the shock absorber to the connection part through the first connection part. Accordingly, the entire area of ​​the shock absorber can be utilized for absorbing the collision load. For example, when the shock absorber absorbs the impact by being compressed, the first connection part is connected to the rear end of the shock absorber, thereby suppressing the occurrence of residual compression of the shock absorber.

[0012] In the vehicle frame structure of the fourth embodiment, in the first embodiment, the cross member is positioned on the rear side of the vehicle rather than the front end of the front side member.

[0013] In the vehicle frame structure of the fourth embodiment, compared to a structure in which the cross member is positioned further forward than the front side member, the buckling of the cross member is suppressed, and the collision load can be well distributed.

[0014] The vehicle frame structure of the fifth embodiment is configured such that, in the first embodiment, the connecting portion comprises a main body portion extending in the vehicle width direction and the vehicle front-rear direction and positioned above the front side member portion, and a longitudinal wall portion extending downward from the lower surface of the main body portion and facing the inner portion in the vehicle width direction of the front side member portion.

[0015] In the vehicle frame structure of the fifth embodiment, the main body of the connecting part is positioned above the front side member part, and the longitudinal wall of the connecting part faces the inner portion of the front side member part in the vehicle width direction. When the shock absorber part is deformed by a collision, the longitudinal wall comes into contact with the front side member part directly or through another member. In this way, by maintaining the connecting part in the front side member part from at least two directions, the breakage of the connecting part can be suppressed.

[0016] The vehicle frame structure of the sixth embodiment is configured such that, in the fifth embodiment, the portion of the longitudinal wall and the portion of the front side member in the vehicle width direction are fastened together.

[0017] In the vehicle frame structure of the sixth embodiment, the main body of the connecting part is positioned above the front side member part, and the longitudinal wall of the connecting part is connected directly or indirectly to the inner part of the front side member part in the vehicle width direction. By connecting the connecting part in this way, the breakage of the connecting part can be further suppressed.

[0018] In the vehicle frame structure of the seventh embodiment, in the fifth embodiment, a support bracket for supporting a radiator is formed on the upper surface of the main body part.

[0019] In the vehicle frame structure of the seventh embodiment, a bracket supporting a radiator is formed on the upper surface of the main body. Accordingly, compared to a structure in which a bracket is formed in the front side member, etc., the degree of design freedom can be improved.

[0020] In any one of the first to seventh embodiments, the vehicle frame structure of the eighth embodiment has a bumper reinforcement extending in the vehicle width direction mounted on the front end of the shock absorber, and a ring-shaped structure is formed by the bumper reinforcement, a pair of the shock absorbers, a pair of the connecting parts, and the cross member.

[0021] In the vehicle frame structure of the eighth embodiment, since a ring-shaped structure is formed by bumper reinforcement, shock absorber, connecting part, and cross member part, collision load can be effectively distributed in this ring-shaped structure.

[0022] In the vehicle frame structure of the ninth embodiment, in the eighth embodiment, the cross member connects the rear ends of the connecting members.

[0023] In the vehicle frame structure of the ninth embodiment, since the cross member section connects the rear ends of the connecting section, the space in front of the cross member section can be utilized widely.

[0024] In the vehicle frame structure of the 10th embodiment, in the 8th embodiment, protrusions are formed at both ends of the bumper reinforcement in the vehicle width direction that protrude toward the rear of the vehicle.

[0025] In the vehicle frame structure of the 10th embodiment, a lateral force can be generated from the protrusion to the cross member during a micro-lap collision, thereby allowing the vehicle to be moved away from the collision object.

[0026] In the vehicle frame structure of the 11th embodiment, in the first embodiment, the pair of front side members are integrally formed by casting, and the cross member and the connecting member are formed by an extended material separate from the front side members.

[0027] In the vehicle frame structure of the 11th embodiment, the number of parts can be reduced by integrally forming a pair of front side members by casting. In addition, by forming the cross member and the connecting member by a whole material separate from the front side member, the breaking of the connecting member and the cross member together with the front side member can be prevented. Effects of the invention

[0028] As explained above, according to the vehicle frame structure related to the present disclosure, collision loads can be effectively distributed. Brief explanation of the drawing

[0029] Exemplary embodiments of the present disclosure will be described in detail based on the following drawings. FIG. 1 is a plan view showing the main parts of a vehicle frame structure related to an embodiment. FIG. 2 is a schematic front view of the main part of the vehicle frame structure related to the embodiment, viewed from the front side of the vehicle. FIG. 3 is a schematic perspective view of the main part of the vehicle frame structure related to the embodiment, viewed obliquely from above. Specific details for implementing the invention

[0030] The vehicle frame structure related to the embodiment will be explained with reference to the drawings.

[0031] FIG. 1 is a plan view showing the main parts of a vehicle frame structure related to an embodiment. In addition, the arrows FR, UP, and RH in each drawing represent the vehicle's forward direction, vehicle's upward direction, and vehicle's right direction, respectively. In the following description, when the directions of front-rear, up-down, and left-right are used without special notation, they represent the front-rear direction of the vehicle's front-rear direction, the up-down direction of the vehicle's up-down direction, and the left-right direction of the vehicle's left-right direction (width direction), respectively.

[0032] As shown in FIG. 1, the entire vehicle (10) to which the vehicle frame structure of the present embodiment is applied has an entire frame section (11) formed integrally by casting (die casting). The entire frame section (11) is composed of a left and right pair of front side member sections (12), a suspension tower section (14), a dash section (16), and a front pillar lower section (18).

[0033] The front side member portion (12) is formed on both sides in the vehicle width direction and extends in the vehicle front-rear direction. Additionally, the rear ends of the front side member portion (12) are connected in the vehicle width direction by a dash portion (16).

[0034] A suspension tower section (14) is formed between the front and rear ends of the front side member section (12). An unillustrated suspension is positioned below the suspension tower section (14).

[0035] In this embodiment, as an example, the left and right suspension towers (14) are connected in the vehicle width direction by a connecting bar (20), but this is not limited to this configuration, and the left and right suspension towers (14) may be configured not to be connected.

[0036] At both ends of the vehicle width direction of the dash section (16), a front pillar lower section (18) is formed. The front pillar lower section (18) extends in the vertical direction of the vehicle, and an unillustrated front pillar upper is mounted on the upper part of the front pillar lower section (18). Additionally, the lower part of the front pillar lower section (18) is connected to an unillustrated rocker that extends in the front-rear direction of the vehicle.

[0037] On the front side of the vehicle of the front side member (12), a crash box (26) as a shock absorbing part is formed by interposing a connecting bracket (24) as a connecting part. The crash box (26) is formed on the front side of each of the left and right pairs of front side members (12), and in this embodiment, as an example, the crash box (26) is formed in a closed cross-section shape by a steel plate.

[0038] The crash box (26) extends in the front-rear direction of the vehicle, and a plurality of unillustrated concave beads are formed on the wall of the crash box (26). Then, when a frontal collision of the vehicle (10) occurs, a collision load is input to the crash box (26), causing the crash box (26) to deform at the concave beads and absorb at least a portion of the collision load. Also, the location and shape of the concave beads are not particularly limited.

[0039] The front section of the crash box (26) is equipped with a bumper reinforcement (28). The bumper reinforcement (28) is a frame member that extends in the vehicle width direction and has a closed cross-section structure.

[0040] The bumper reinforcement (28) is composed of a main body (28A) and a protrusion (28B), and the main body (28A) has a roughly round shape with the central part in the vehicle width direction protruding toward the front of the vehicle when viewed in a planar view.

[0041] At both ends of the bumper reinforcement (28) in the vehicle width direction, protrusions (28B) are formed that protrude toward the rear of the vehicle. Each protrusion (28B) is formed in a roughly triangular shape when viewed from a plane, with the vertex of the triangle facing the rear of the vehicle and also facing inward in the vehicle width direction. Thus, in the event of a micro-wrap collision in which a collision body collides with the crash box (26) and the front side member (12) in the vehicle width direction, the ends of the bumper reinforcement (28) are bent so that the protrusions (28B) come into contact with the front side member (12), thereby generating a lateral force toward the vehicle (10) in the vehicle width direction. In particular, it is preferable that the position where the protrusions (28B) of the bumper reinforcement (28) come into contact during a micro-wrap collision be set to a position corresponding to the connecting bracket (24).

[0042] (Connection bracket (24))

[0043] Next, details of the connecting bracket (24), which is the main part of the present disclosure, will be described. The connecting bracket (24) is formed as a pair on the left and right sides, and each has a main body part (40) that extends in the vehicle width direction and the vehicle front-rear direction and is positioned above the front side member part (12). In addition, the connecting bracket (24) is formed by a whole material separately from the front frame part (11).

[0044] The main body (40) is configured to include a first connection part (40A) formed on the outer side in the vehicle width direction and a second connection part (40B) formed on the rear side of the vehicle and on the inner side in the vehicle width direction, which is further from the first connection part (40A).

[0045] The first connection part (40A) is formed in a roughly rectangular shape when viewed in a planar view and is positioned above the rear end of the crash box (26). Specifically, as shown in FIGS. 2 and 3, the first connection part (40A) overlaps the upper surface of the crash box (26) and is fastened to the upper surface of the crash box (26) by bolts and nuts not shown. That is, the crash box (26) is connected to the first connection part (40A) of the connection bracket (24).

[0046] As shown in FIG. 1, the second connecting portion (40B) is approximately triangular in shape when viewed from a planar view, and the cross member portion (30), which will be described later, is connected to the second connecting portion (40B). In addition, in the main body portion (40), an inclined portion (40C) is formed between the first connecting portion (40A) and the second connecting portion (40B).

[0047] The inclined portion (40C) is formed on the entire main body portion (40) and slopes inward in the vehicle width direction from the front of the vehicle toward the rear of the vehicle. Thus, the connecting bracket (24) is formed in a shape such that its length in the vehicle front-to-back direction becomes shorter as it moves from the outer side in the vehicle width direction toward the inner side in the vehicle width direction.

[0048] As shown in FIGS. 2 and 3, a longitudinal wall portion (42) extends downward from the lower surface of the main body portion (40). The longitudinal wall portion (42) extends in the vertical direction of the vehicle and in the front-rear direction of the vehicle, and is positioned to face the inner portion of the front side member portion (12) in the vehicle width direction. The longitudinal wall portion (42) and the inner portion of the front side member portion (12) in the vehicle width direction may be connected.

[0049] As shown in FIG. 2, the connection portion with the crash box (26) in the front side member portion (12) is shaped such that the crash box (26) can be inserted, and, for example, has a cross-section approximately U-shaped with the upper side of the vehicle open. In addition, the longitudinal wall portion (42) of the connecting bracket (24) is arranged on the outer side of the front side member portion (12) in the vehicle width direction.

[0050] As shown in FIG. 3, a support bracket (32) for supporting an unillustrated radiator is formed on the upper surface of the connecting bracket (24). The support bracket (32) is configured to include a mounting portion (32A) in the shape of a rectangular frame and flange portions (32B) extending from both the left and right sides of the mounting portion (32A).

[0051] The mounting portion (32A) has a plurality of elastically deformable bulge portions formed on the inner side, and the radiator is elastically supported by these bulge portions. Additionally, a gap is formed between the flange portion (32B) on the inner side in the vehicle width direction and the second connection portion (40B) of the main body portion (40), and the cross member portion (30) is inserted into this gap, and the flange portion (32B), the cross member portion (30), and the second connection portion (40B) are configured to be fastened together by bolts and nuts not shown.

[0052] As shown in FIG. 1, the cross member (30) is formed from a whole material, similar to the connecting bracket (24), and is a member with a closed cross-section structure extending in the vehicle width direction. Additionally, the cross member (30) is positioned between a pair of front side member (12) and is positioned on the rear side of the vehicle rather than the front end of the front side member (12). More specifically, the cross member (30) connects the rear ends of the connecting bracket (24).

[0053] As shown in FIG. 1, a ring-shaped structure is formed by a bumper reinforcement (28), a pair of crash boxes (26), a pair of connecting brackets (24), and a cross member (30).

[0054] (action)

[0055] Next, the operation of the vehicle frame structure related to the present embodiment will be explained.

[0056] In the vehicle frame structure related to the present embodiment, a pair of front side member sections (12) are formed on both sides in the width direction of the vehicle, and each front side member section (12) extends in the front-rear direction of the vehicle. Additionally, a crash box (26) is formed on the front side of the front side member section (12). Furthermore, a cross member section (30) is formed between the front side member sections (12), and the cross member section (30) and the crash box (26) are connected by a connecting bracket (24). Accordingly, the collision load can be distributed from the crash box (26) to the cross member section (30) through the connecting bracket (24).

[0057] Additionally, the connecting bracket (24) is configured to include a first connecting portion (40A) to which the crash box (26) is connected, a second connecting portion (40B) to which the cross member portion (30) is connected at the rear side of the vehicle relative to the first connecting portion (40A), and an inclined portion (40C) inclined inwardly in the vehicle width direction from the front of the vehicle toward the rear of the vehicle between the first connecting portion (40A) and the second connecting portion (40B). Accordingly, the collision load is made to flow from the inclined portion (40C) through the second connecting portion (40B) to the cross member portion (30), thereby effectively dispersing the collision load.

[0058] That is, in a structure where the inclined portion (40C) is not formed, most of the collision load input to the crash box (26) is transferred to the rear side of the vehicle, making it difficult to disperse the collision load and difficult to release the collision load to the opposite side of the collision. In contrast, in this embodiment, the collision load can be effectively transferred from the crash box (26) and the front side member portion (12) to the cross member portion (30) by means of the inclined portion (40C), thereby dispersing the collision load.

[0059] In addition, in this embodiment, an inclined portion (40C) is formed on the entire connecting bracket (24). Thus, compared to the case where the inclined portion (40C) is formed on the rear part of the connecting bracket (24), the collision load can be effectively transferred to the inclined portion.

[0060] In addition, in this embodiment, the collision load is transmitted from the rear end of the shock absorber to the connecting bracket (24) through the first connecting part (40A). Accordingly, the entire area of ​​the crash box (26) can be used to absorb the collision load. For example, when the crash box (26) absorbs the impact by being crushed, the first connecting part (40A) is connected to the rear end of the crash box (26), thereby suppressing the occurrence of residual crushing of the shock absorber.

[0061] In addition, in this embodiment, compared to a structure in which the cross member (30) is positioned further forward than the front side member (12), the buckling of the cross member (30) is suppressed, and the impact load can be well distributed.

[0062] In addition, in this embodiment, the main body portion (40) of the connecting bracket (24) is positioned above the front side member portion (12), and the longitudinal wall portion (42) of the connecting bracket (24) faces the inner portion of the front side member portion (12) in the vehicle width direction. By maintaining the connecting bracket (24) in at least two directions in this way, the breaking of the connecting bracket (24) can be suppressed.

[0063] In addition, in this embodiment, the longitudinal wall portion (42) of the connecting bracket (24) and the inner portion of the front side member portion (12) in the vehicle width direction are connected. By connecting the connecting bracket (24) to the front side member portion (12) in this way, the breaking of the connecting bracket (24) can be further suppressed.

[0064] In addition, in this embodiment, a support bracket (32) that supports a radiator is formed on the upper surface of the main body (40). Accordingly, compared to a structure in which a support bracket is formed on the front side member (12), etc., the degree of design freedom can be improved.

[0065] In addition, in this embodiment, since a ring-shaped structure is formed by the bumper reinforcement (28), crash box (26), connecting bracket (24), and cross member part (30), the collision load can be effectively distributed through this ring-shaped structure.

[0066] In addition, in this embodiment, since the cross member (30) connects the rear ends of the connecting bracket (24), the space in front of the cross member (30) can be utilized widely. Specifically, the space between the cross member (30) and the bumper reinforcement (28) can be utilized widely.

[0067] In addition, in this embodiment, since protrusions (28B) are formed at both ends of the bumper reinforcement (28), a lateral force can be generated from the protrusions (28B) to the cross member (30) during a micro-lap collision, thereby allowing the vehicle (10) to move away from the collision object.

[0068] In addition, in this embodiment, the number of parts can be reduced by integrally forming a pair of front side member parts (12) by casting. Also, by forming the connecting bracket (24) and the cross member part (30) by a whole material separate from the front side member part (12), the connecting bracket (24) and the cross member part (30) can be prevented from breaking together with the front side member part (12).

[0069] Although the vehicle frame structure related to the present disclosure has been described above, it is understood that it can be implemented in various forms without departing from the gist of the present disclosure. For example, in the present embodiment, the connecting bracket (24) has an inclined portion (40C) formed on the front end of the main body part (40), but is not limited to this and may have an inclined portion formed on other parts. That is, it may have an inclined portion formed on the rear end of the main body part (40).

[0070] In addition, in this embodiment, the first connection part (40A) is connected to the rear end of the crash box (26), but is not limited thereto. For example, the first connection part (40A) may be connected to the center of the front and rear direction of the crash box (26). However, from the perspective of eliminating residual deformation of the crash box (26), it is preferable that the first connection part (40A) be connected to a position close to the rear end of the crash box (26).

[0071] In addition, in this embodiment, as shown in FIGS. 2 and 3, the connecting bracket (24) is structured to have a longitudinal wall portion (42), but is not limited to this. For example, the connecting bracket may be formed with only a flat main body portion (40) without having a longitudinal wall portion (42).

[0072] In addition, in this embodiment, the entire frame (11) including the front side member (12) is die-cast, and the connecting bracket (24) and the cross member (30) are formed from a solid material, but this is not limited thereto. For example, the front side member (12) and the connecting bracket (24) may be integrally formed by casting. In this case, only the cross member (30) is formed from a separate solid material. Also, the connecting bracket (24) and the cross member (30) may be integrally formed by casting. Also, the connecting bracket (24) and the cross member (30) may be integrally formed from a solid material.

[0073] Regarding the above embodiment, the following supplementary information is disclosed.

[0074] (Appendix 1)

[0075] A pair of front side member sections formed on both sides in the vehicle width direction and each extending in the vehicle front-rear direction, and

[0076] A pair of shock absorbers formed on the front side of each of the pair of front side members, and

[0077] A cross member portion disposed between the pair of the above-mentioned front side member portions and extending in the vehicle width direction, and

[0078] A pair of left and right connecting parts comprising: a first connecting part to which the shock absorber is connected; a second connecting part to which the cross member is connected at the rear side of the vehicle relative to the first connecting part; and an inclined part inclined inwardly in the vehicle width direction from the front of the vehicle toward the rear of the vehicle between the first connecting part and the second connecting part.

[0079] Vehicle frame structure having

[0080] (Appendix 2)

[0081] The above-mentioned inclined portion is a vehicle frame structure described in Appendix 1, formed on the entirety of the above-mentioned connecting portion.

[0082] (Appendix 3)

[0083] The above-mentioned first connecting portion is a vehicle frame structure described in Appendix 1 or 2, which is connected to the rear end of the shock absorbing portion.

[0084] (Appendix 4)

[0085] The above cross member is a vehicle frame structure described in any one of Appendix 1 to 3, which is positioned on the rear side of the vehicle relative to the front end of the above front side member.

[0086] (Appendix 5)

[0087] A vehicle frame structure described in any one of Appendix 1 to 4, wherein the above connecting portion is configured to include a main body portion extending in the vehicle width direction and the vehicle front-rear direction and positioned above the front side member portion, and a longitudinal wall portion extending downward from the lower surface of the main body portion and facing the inner portion in the vehicle width direction of the front side member portion.

[0088] (Appendix 6)

[0089] The above-mentioned longitudinal wall portion is fastened to the inner portion in the width direction of the above-mentioned front side member portion, and is a vehicle frame structure described in Appendix 5.

[0090] (Note 7) A vehicle frame structure described in Note 5, wherein a support bracket for supporting a radiator is formed on the upper surface of the main body portion.

[0091] (Appendix 8)

[0092] The front end of the above-mentioned shock absorber is equipped with a bumper reinforcement extending in the vehicle width direction, and

[0093] A vehicle frame structure described in any one of Appendix 1 to 7, wherein a ring-shaped structure is formed by the bumper reinforcement, a pair of the shock absorbers, a pair of the connecting parts, and the cross member.

[0094] (Appendix 9)

[0095] The above cross member is a vehicle frame structure described in Appendix 8, which connects the rear ends of the above connecting members.

[0096] (Appendix 10)

[0097] A vehicle frame structure described in Appendix 8 or 9, wherein protrusions protruding toward the rear of the vehicle are formed at both ends of the above bumper reinforcement in the vehicle width direction.

[0098] (Appendix 11)

[0099] One pair of the above-mentioned front side members are integrally formed by casting, and

[0100] A vehicle frame structure described in any one of Appendix 1 to 10, wherein the cross member portion and the connecting portion are formed by a whole material separate from the front side member portion.

Claims

Claim 1 A vehicle frame structure having a pair of left and right connecting parts, each comprising: a pair of front side member parts formed on both sides in the vehicle width direction and each extending in the vehicle front-rear direction; a pair of shock absorbing parts formed on the vehicle front side of each of the pair of front side member parts; a cross member part disposed between the pair of front side member parts and extending in the vehicle width direction; a first connecting part to which the shock absorbing part is connected; a second connecting part to which the cross member part is connected at a rear side of the vehicle relative to the first connecting part; and an inclined part inclined inward in the vehicle width direction from the vehicle front toward the vehicle rear between the first connecting part and the second connecting part. Claim 2 In claim 1, the inclined portion is a vehicle frame structure formed on the entire connecting portion. Claim 3 In claim 1, the first connecting portion is connected to the rear end of the shock absorbing portion, forming a vehicle frame structure. Claim 4 In claim 1, the cross member is positioned on the rear side of the vehicle relative to the front end of the front side member, forming a vehicle frame structure. Claim 5 A vehicle frame structure according to claim 1, wherein the connecting portion comprises a main body portion extending in the vehicle width direction and the vehicle front-rear direction and positioned above the front side member portion, and a longitudinal wall portion extending downward from the lower surface of the main body portion and facing the inner portion in the vehicle width direction of the front side member portion. Claim 6 In claim 5, the vehicle frame structure is fastened to the inner portion in the width direction of the front side member. Claim 7 In claim 5, a vehicle frame structure having a support bracket formed on the upper surface of the main body portion to support a radiator. Claim 8 A vehicle frame structure according to any one of claims 1 to 7, wherein a bumper reinforcement extending in the vehicle width direction is mounted on the front end of the shock absorber, and a ring-shaped structure is formed by the bumper reinforcement, a pair of the shock absorbers, a pair of the connecting parts, and the cross member. Claim 9 In claim 8, the cross member is a vehicle frame structure that connects the rear ends of the connecting members. Claim 10 In claim 8, a vehicle frame structure having protrusions formed at both ends of the bumper reinforcement in the vehicle width direction that protrude toward the rear of the vehicle. Claim 11 A vehicle frame structure according to claim 1, wherein one pair of the front side members are integrally formed by casting, and the cross member and the connecting member are formed by a whole material separate from the front side members.

Images