Front body reinforcement structure

Abstract

The present invention relates to a front body reinforcement structure provided to improve a frontal collision response performance of a vehicle. The front body reinforcement structure includes front side members provided at left and right sides of a front body to extend in a front-rear direction of the body. A cross member is installed to be connected between the front side members at the left and right sides, the cross member having a shape curved in an arc shape. Further, support brackets are installed to be connected between left and right side portions of the cross member and the front side members to support the cross member at each of the front side members.

Description

TECHNICAL FIELD

[0001] The present application relates to a front body structure, and more particularly, to a front body structure capable of improving a frontal collision response performance of a vehicle. BACKGROUND

[0002] Generally, a front body of a vehicle is a frame structure which is provided at a front side of the vehicle to form an engine room, and includes a front end module which forms a front side of the engine room and on which a cooling module, a headlamp, etc. are mounted, a fender member which forms left and right portions of the engine room and provides a space in which wheels are installed, and an instrument panel which is provided at a rear of the engine room and is configured to partition a passenger compartment and the engine room.

[0003] Further, a front side member is provided at a lower side of the engine room at left and right sides of the engine room to extend in a front-rear length direction of the vehicle to reinforce a structural rigidity of the front body, and a sub frame is provided at a lower side of the front side member to mount and support an engine, a transmission, a suspension, etc. which are installed in the engine room.

[0004] A bumper beam is mounted at a front end portion of the front side member, and the bumper beam is provided to extend long in a width direction of the body, i.e. a left-right transverse direction of the body, to improve a frontal collision response performance of the vehicle. In particular, the bumper beam is connected to the front end portion of the front side member in a state in which a crash box is interposed between the bumper beam and the front end portion thereof.

[0005] When a vehicle having the above-described structure of the front body collides frontward with a collision object such as an obstacle or another vehicle in an overlap driving, in other words, when the collision object such as an overlap obstacle collides with an outer side of the body by being offset to one side in a vehicle width direction, the collision object can collide with an outer portion of the body which has a relatively low rigidity by avoiding the front side member. Therefore, since a frontal overlap collision such as a minimum impact collision is not effectively responded, a passenger can not be safely protected, and an excessive collision damage can be caused to the vehicle.

[0006] Accordingly, a technology of responding to an overlap collision such as a minimum collision by reinforcing an outer portion of the body has been proposed. For example, a structure in which a front end portion of a front fender member extends to a front end portion of the front side member and the front fender member is connected to the front side member by a connecting member has been proposed, or a structure in which a reinforcing member for preventing intrusion of a collision object is installed at an outer portion of the front side member has been proposed. However, a frontal overlap collision response performance is not very effective.

[0007] Further, a structure has been developed to protect the passenger room or cabin by greatly reinforcing the front pillar inner panel and the side seal during a small overlap. Although this structure is heavy in weight, it can achieve target performance upon collision according to the current Insurance Institute for Highway Safety (IIHS) crash evaluation standards. However, there is a need for an improved vehicle body reinforcement structure that can more safely protect passengers without excessively increasing the vehicle body weight.

[0008] Further, in the case of an electric vehicle, an increase in vehicle weight is inevitable due to the application of a large-capacity high-voltage battery, and a conventional response method is difficult to induce behavior in the avoidance direction, so it is necessary to improve the reinforcement structure of the vehicle body. An engine room is located at the front of a general vehicle, and a powertrain (e.g., an engine, a transmission, etc.) is installed in the engine room.

[0009] Recently, the use of electric vehicles, which are equipped with a battery on the vehicle body floor and provide a loading space at the front side of the vehicle body, is expanding instead of the use of internal combustion engine vehicles in which a conventional powertrain such as an engine, a transmission, etc. is installed in the engine room.

[0010] In a long-distance electric vehicle, the engine room or PE room in which the powertrain is installed is used as a space in which cargo can be loaded. Such a loading space is a front trunk at the front side of the vehicle body, and is referred to as a frunk. Therefore, there is a need for an improved vehicle body reinforcement structure that can be applied to a vehicle having a frunk in the front side of the vehicle body. SUMMARY

[0011] The present invention provides a front vehicle body reinforcement structure that can effectively improve the frontal collision response performance of a vehicle. In particular, the present invention provides a front vehicle body reinforcement structure that can effectively improve the frontal collision response performance of an electric vehicle having a frunk. Further, in another aspect, the present invention provides a front vehicle body reinforcement structure that can induce avoidance behavior of a vehicle to reduce passenger injury and damage to the vehicle and a battery when a small overlap collision occurs in a long-distance electric vehicle.

[0012] In an exemplary embodiment, the present invention provides a front vehicle body reinforcement structure that can include a front longitudinal beam provided on each of left and right sides of a front vehicle body to extend in a front-rear direction of the vehicle body, a cross bar installed to be connected between the front longitudinal beams of the left and right sides, the cross bar having a shape curved in an arc shape, and a support bracket installed to be connected between left and right side portions of the cross bar and the front longitudinal beams to support the cross bar at each of the front longitudinal beams.

[0013] Specifically, the crossbar can have a closed cross-sectional shape. Furthermore, each of the support brackets can have a closed cross-sectional shape. The crossbar can have a shape that bends forward or backward based on the vehicle's longitudinal direction. Two portions on the left and right sides of the crossbar, corresponding to predetermined length segments at the left and right ends of the crossbar connected to the front longitudinal beam, can have a shape that bends forward or backward from the remaining middle portion of the crossbar based on the vehicle's longitudinal direction to extend to the front longitudinal beam.

[0014] Furthermore, a middle section, serving as the remaining middle portion, can be provided in the left-right direction of the vehicle body; the inclined portion consists of two parts on the left and right sides of the crossbar, and the inclined portion can be configured to bend from the middle portion and extend in an inclined direction on the front or rear side of the vehicle body. The first end of each of the support brackets can be connected to the front longitudinal beam, and the second end of each of the support brackets can be connected to the portion that bends forward or backward from the remaining middle portion of the crossbar.

[0015] Additionally, each of the support brackets may be configured to extend between the front and rear sides of the vehicle body in an inclined direction opposite to the direction of the inclined portion of the crossbar. In each of the support brackets, the first end may be mounted as a cantilever connected to the front longitudinal beam, and the second end may be disposed below the curved portion of the crossbar, and the second end may be connected to the curved portion of the crossbar to support the curved portion of the crossbar from below. Each of the support brackets may have a closed cross-sectional shape.

[0016] When the curved portion of the crossbar is positioned above the second end of each of the support brackets, the second end of the support bracket and the curved portion of the crossbar can be engaged by bolts that vertically pass through the second end and the curved portion, and nuts that engage with the bolts. Additionally, a reinforcing member can be installed within the curved portion of the crossbar, and the bolts can be installed to pass through the second end of each of the support brackets, the curved portion of the crossbar, and the reinforcing member. A front luggage compartment can be installed above the crossbar and support brackets, such that the front luggage compartment can be supported on the crossbar and support brackets below the front luggage compartment.

[0017] The front body reinforcement structure according to an exemplary embodiment of the present invention may further include: a collision energy-absorbing box connected to the front end portion of each of the left and right front longitudinal beams; a bumper beam configured to extend in the left-right direction of the vehicle body, the bumper beam connected to the front end portions of the left and right collision energy-absorbing boxes; and a fender upper member having a rear end portion and a front end portion, the rear end portion connected to the dashboard and the front pillar, the front end portion connected to the front longitudinal beams and the collision energy-absorbing box. Attached Figure Description

[0018] The above and other features of the invention will now be described in detail with reference to exemplary embodiments and the accompanying drawings shown therein. The drawings given below are for illustrative purposes only and are therefore not restrictive of the invention, wherein:

[0019] Figure 1 This is a schematic diagram illustrating the problem of installing straight crossbars on the front vehicle body structure according to relevant technologies;

[0020] Figure 2 This is a perspective view of the front vehicle body reinforcement structure according to an exemplary embodiment of the present invention;

[0021] Figure 3 This is a perspective view illustrating a front body reinforcement structure according to another exemplary embodiment of the present invention;

[0022] Figure 4 It is along the exemplary embodiment of the present invention. Figure 2 The cross-sectional view presented by line AA;

[0023] Figure 5 This is a schematic diagram showing the location of the front trunk in a vehicle equipped with a front body reinforcement structure according to an exemplary embodiment of the present invention;

[0024] Figure 6 This is a schematic diagram illustrating the state in which the bow-shaped crossbar of the front body reinforcement structure supports the front luggage compartment according to an exemplary embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram illustrating the state of load path distribution in a vehicle with a front body reinforcement structure according to an exemplary embodiment of the present invention.

[0026] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present simplified representations of various features to illustrate the basic principles of the invention. Specific design features of the invention disclosed herein (including, for example, specific dimensions, orientations, positions, and shapes) will be determined in part by the specific target application and the environment in which it is used. Throughout these figures, the same reference numerals denote the same or equivalent parts of the invention. Detailed Implementation

[0027] It should be understood that the term "vehicle" or "of vehicles" or other similar terms as used herein generally includes motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, boats including various vessels, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-fossil energy sources). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as both gasoline power and electric power.

[0028] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “described” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated feature, value, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other features, values, steps, operations, elements, components, and / or groups thereof. As described herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0029] Unless otherwise stated or obvious from the context, the term "about" as used herein is understood to mean within the normal tolerance range in the field, such as within an average of 2 standard deviations. "Approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. All numerical values ​​provided herein are modified using the term "approximately" unless clearly stated from the context.

[0030] The invention will be described in detail below, and those skilled in the art will readily implement it in conjunction with the accompanying drawings. However, the invention is not limited to the embodiments disclosed herein and may be implemented in other forms.

[0031] This invention relates to a front body reinforcement structure that effectively improves the frontal collision response performance of a vehicle. More specifically, this invention can be applied to electric vehicles and relates to a front body reinforcement structure applicable to electric vehicles equipped with a front luggage compartment serving as the loading space at the front of the vehicle body. Furthermore, this invention relates to a front body reinforcement structure that facilitates the vehicle's evasive behavior to reduce passenger injury and damage to the vehicle and battery in long-range electric vehicles during small overlap collisions as per the Insurance Institute for Highway Safety (IIHS).

[0032] As an existing small overlap frontal crash response structure, the design used to protect the passenger compartment (e.g., the vehicle interior) by significantly reinforcing the inner panel of the front pillars and side seals may increase the risk of neck and chest injuries to passengers. Therefore, a method of installing a front trunk crossbar across the two front longitudinal beams on either side of the front of the vehicle body in a lateral direction could be considered. However, when a simplified straight front trunk crossbar is installed at a right angle between the two front longitudinal beams on either side of the vehicle body, the front trunk crossbar can achieve a certain degree of crash compensation. However, the load direction and joint stiffness of the front trunk crossbar are still easily affected, therefore, the front trunk crossbar may struggle to exhibit sufficient crash response performance.

[0033] Figure 1 This is a schematic diagram illustrating a comparative example of a front body reinforcement structure, wherein the front trunk crossbar is positioned approximately at right angles to the two front longitudinal beams, specifically intersecting the front trunk crossbar in a straight line shape between the two front longitudinal beams on either side of the body. Figure 1 As shown, when the straight crossbar 2 is connected perpendicularly to the front longitudinal beam 1, the crossbar 2 is arranged at a right angle relative to the load direction during a frontal collision (e.g., the front-rear direction of the vehicle body) (see left figure). Therefore, the load path cannot be properly distributed (see right figure).

[0034] Specifically, in the case of a small overlap collision, when a load is applied to the front of the vehicle body in the longitudinal direction, the crossbar 2 buckles prematurely, thereby reducing the impact of load distribution and failing to achieve the target collision response effect. When a larger, unoptimized crossbar is installed between the front longitudinal beams 1 for the above reasons, the weight of the vehicle body will inevitably increase, leading to increased production costs due to reduced material costs and fuel efficiency. Therefore, this invention employs a crossbar with a shape that maximizes the distribution of load paths and load distribution effects.

[0035] Figure 2 This is a perspective view of the front vehicle body reinforcement structure according to an exemplary embodiment of the present invention; Figure 3 This is a perspective view illustrating a front body reinforcement structure according to another exemplary embodiment of the present invention. Figure 2 Exemplary implementations and Figure 3 The exemplary implementation is identical to each other in terms of components, except for the crossbar 21 and the support bracket 26.

[0036] In other words, the only differences are between the crossbars 21 and support brackets 26 of the components of the front body reinforcement structure of the vehicle, and there are no differences between the front longitudinal beam 11, the collision energy absorption box 15, the bumper beam 16, the subframe 18, the upper fender member 19, etc., between the two exemplary embodiments. As shown, the front longitudinal beam 11 can be configured to extend in the longitudinal direction of the vehicle body on the left and right sides of the front body, and the cross section of the front longitudinal beam 11 can have a closed section in the shape of an "□", in other words, a closed section in the shape of a square or rectangle.

[0037] The front longitudinal beams 11 on each of the left and right sides may include front internal members (made of) arranged on the inner side based on the width direction of the vehicle body (i.e., the left-right lateral direction of the vehicle body). Figure 4 (represented by reference numeral "12" in the attached figures) and the front external member (made of...) positioned on the outer side based on the width direction of the vehicle body. Figure 4 (Referring to "13" in the attached figures). The front inner member 12 and the front outer member 13 can be connected to each other to form a closed cross section in the shape of "□" or a square.

[0038] The front end portion of the front longitudinal beam 11 on each of the left and right sides can be connected to the front end portion of the subframe 18 forming the lower part of the vehicle body, and an extension member (not shown) extending in the vehicle width direction can be installed in the front end portion of the front longitudinal beam 11. The extension member can also be connected to the front end portion of the subframe 18, and a collision energy absorption box 15 having a cross-section with a "□" or square shape can be connected to the front end portion of the front longitudinal beam 11 and the extension member.

[0039] Furthermore, the end portion of the bumper beam 16, which extends in the width direction of the vehicle body (e.g., the left-right lateral direction of the vehicle body), can be connected to the front end portion of the collision energy absorption box 15 on each of the left and right sides. Therefore, the bumper beam 16 has an arrangement that intersects the left and right sides of the two collision energy absorption boxes 15 at the front end of the vehicle body, and the bumper beam 16 can be supported on the two front longitudinal beams 11 with the two collision energy absorption boxes 15 inserted between the bumper beam 16 and the two front longitudinal beams 11.

[0040] Furthermore, the front pillar 17 can be connected to the dashboard (not shown), each of the upper fender members 19 can be connected to the dashboard and the front pillars 17 on the left and right sides of the vehicle body, and the front end portion of each of the upper fender members 19 can be connected to the extension member of the front longitudinal beam 11 and the impact energy absorption box 15. Figure 2 and Figure 3 In the figure, reference numeral 20 indicates a connecting bracket installed between the upper mudguard member 19 and the front longitudinal beam 11.

[0041] Meanwhile, the front vehicle body reinforcement structure according to an exemplary embodiment of the present invention may include an arc-shaped crossbar 21, which is arranged to extend longitudinally in the left-right lateral direction of the vehicle body between two front longitudinal beams 11 on the left and right sides of the vehicle body. In the front vehicle body reinforcement structure according to an embodiment of the present invention, the arc-shaped crossbar 21 may have an arc shape that curves to the front or rear side based on the front-rear direction of the vehicle body and has a bilaterally symmetrical shape.

[0042] Furthermore, two sections on the left and right sides of the crossbar 21 (each of the two sections corresponding to a predetermined length of the left and right ends of the crossbar 21 connected to the front longitudinal beam 11) have a shape that curves from the remaining middle section of the crossbar 21 in the same direction on the front or rear side of the vehicle body to extend to the front longitudinal beam. Therefore, the overall shape of the crossbar 21 can have an arcuate shape that curves to the front or rear side.

[0043] Figure 2 An example is shown where both ends of the crossbar 21 are bent towards the front. Figure 3 Another example is shown where both ends of the crossbar 21 are bent to the rear. As shown, the crossbar 21 in an exemplary embodiment of the invention may include a middle portion 22 and an inclined portion 24, the middle portion 22 being configured to extend longitudinally in the width direction of the vehicle body (i.e., in the left-right lateral direction of the vehicle body), the inclined portion 24 being bent from the middle portion 22 to the front or rear side of the vehicle body, the inclined portion 24 being disposed on the left and right sides of the middle portion 22 to extend longitudinally in the inclined direction of the front or rear side of the middle portion 22.

[0044] Specifically, the middle portion 22 of the crossbar 21 can be longitudinally positioned between the two front longitudinal beams 11 on the left and right sides of the vehicle body in a direction perpendicular to the front-rear direction of the vehicle body. The portion that bends forward or backward from the middle portion 22 to extend longitudinally becomes the inclined portion 24 on the left and right sides of the middle portion 22, and the distal end of the inclined portion 24 can be fixed to the front longitudinal beam 11.

[0045] Furthermore, the front vehicle body reinforcement structure according to an exemplary embodiment of the present invention may further include a support bracket 26, which is mounted to connect each of the left and right portions of the crossbar 21 to each of the front longitudinal beams 11 on the left and right sides of the vehicle body. A first end of the support bracket 26 may be cantilevered and integrally connected to the front longitudinal beam 11. Figure 4 It is along Figure 2 The cross-sectional view shown by line AA in the figure shows that the support bracket 26 is installed in a cantilever form.

[0046] Reference Figure 4The front longitudinal beam 11 may include a front inner member 12 disposed on the inner side and a front outer member 13 disposed on the outer side. As shown, the front inner member 12 may be connected to the front outer member 13 to form a front longitudinal beam 11 with a closed cross-sectional shape. The first end of the support bracket 26 may be connected to the inner surface of the front longitudinal beam 11, or more specifically, it may be connected to the inner surface of the front inner member 12 by welding or the like.

[0047] The support bracket 26 forms part of the cantilever design, wherein a first end of the support bracket 26 can be connected to the inner surface of the front longitudinal beam 11. Specifically, a second end of the support bracket 26 opposite to its first end can be connected and positioned below the crossbar 21. In other words, as... Figure 4 As shown, the support bracket 26 can support the curved portion 23 between the middle portion 22 and the inclined portion 24 of the crossbar 21, which is placed on the second end of the support bracket 26. When the curved portion 23 of the crossbar 21 is positioned on the second end of the support bracket 26, the vertically stacked curved portions 23 and the support bracket 26 can be integrally connected by bolts 27 and nuts 28 passing through them. In particular, instead of bolts 27 and nuts 28, the upper crossbar 21 and the lower support bracket 26 can be integrally connected to each other by welding or the like.

[0048] Figure 4 The crossbar 21 is shown to be formed from a component with a quadrilateral closed cross-section (i.e., a tube with a quadrilateral cross-section). Furthermore, see reference... Figure 4 The reinforcing member 29 can be installed in at least a portion of the second end of the crossbar 21 that connects to the support bracket 26, i.e., within the bent portions 23 on the left and right sides of the crossbar 21. Specifically, bolts 27 can be installed through the reinforcing member 29. The reinforcing member 29 can prevent deformation of the crossbar 21 due to bolting.

[0049] like Figure 2 and Figure 3 As shown, two support brackets 26 can also be installed, such that the first of the two support brackets 26 is installed in the curved portion 23 of each of the left and right sides of the crossbar 21, and the second of the two support brackets 26 is installed in the front longitudinal beam 11 of each of the left and right sides of the vehicle body. In particular, the crossbar 21 and the support brackets 26 can be installed in a symmetrical structure within the vehicle body. Figure 2 and Figure 3 As shown, the inclined portion 24 of the crossbar 21 can be configured to be inclined from the middle portion 22 toward the left and right front longitudinal beams 11 of the vehicle body in an outward direction on the front or rear side of the vehicle body.

[0050] Specifically, similar to the inclined portion 24 of the crossbar 21, the longitudinal direction of the support bracket 26 can also be inclined in the longitudinal direction from the front longitudinal beam 11 toward the inside of the vehicle body. The support brackets 26 on the left and right sides of the vehicle body can be configured to be inclined in the outward direction from the crossbar 21 toward the front longitudinal beam 11 on the front or rear side of the vehicle body.

[0051] However, the longitudinal direction of the inclined portion 24 of the crossbar 21 and the longitudinal direction of the support bracket 26 become the opposite of the inclined direction of the front and rear sides of the vehicle body based on the middle portion 22 of the crossbar 21, which is longitudinally arranged in the lateral direction of the left and right sides of the vehicle body. Therefore, the inclined portion 24 and the support bracket 26 on each of the left and right sides of the vehicle body form an X-shaped reinforcement structure by inserting the middle portion 22 between the inclined portion 24 and the support bracket 26, which supports the load in the vertical and longitudinal directions. In addition, the connection portions between the two ends of the crossbar 21 and the front longitudinal beams 11 on the left and right sides of the vehicle body can be arranged rearward relative to the collision energy absorption box 15 to absorb collision energy.

[0052] at the same time, Figure 5 This is a schematic diagram illustrating the location of the front trunk in a vehicle with a front body reinforcement structure according to an exemplary embodiment of the present invention. Figure 6 This is a schematic diagram showing the state in which the crossbar of the front vehicle body reinforcement structure according to the present invention supports the front luggage compartment. As shown, the front luggage compartment 30 can be installed above the crossbar 21. In other words, the crossbar 21 can be installed below the front luggage compartment 30 (which is the loading space on the front side of the vehicle body), and can support the front luggage compartment 30 above the crossbar 21 while being connected between the front longitudinal beams 11 on both sides of the vehicle body.

[0053] Therefore, as Figure 7 As shown, according to the front body reinforcement structure of the present invention, the load applied during a head-on collision can be transferred from the collision energy absorption box 15 by distributing multiple load paths including the front longitudinal beam 11, the upper fender member 19, the crossbar 21, the support bracket 26, and the subframe 18 which is the lower part of the vehicle body.

[0054] Furthermore, since the load transmitted along the crossbar 21 can be transferred to the surrounding structure, including the support bracket 26, collision energy can be distributed and absorbed to effectively reduce passenger injury. In the case of a small overlap / offset collision, load distribution can be achieved because the transmitted load can be transferred along the crossbar 21 to the opposing front longitudinal beam 11. Therefore, deformation of the passenger compartment or passenger cabin can be minimized, and the lateral load in the left-right direction can be increased compared to the load in the longitudinal direction of the vehicle body, thereby promoting the lateral behavior of the vehicle.

[0055] In terms of durability and stiffness, the lateral and torsional stiffness of the vehicle body can be increased because the two front longitudinal beams 11 on the left and right sides of the vehicle body can be connected to the crossbar 21 and the support bracket 26 in an X-shape. When the crossbar 21 is located at the same position or near its mounting part at the mounting part of the subframe 18 of the front wheel in the longitudinal direction, the input point stiffness and durability of the subframe 18 can be increased.

[0056] Furthermore, a front luggage compartment 30 can be positioned above the crossbar 21, which serves as a reinforcing structure supporting the vehicle body, thereby supplementing the supporting rigidity of the front luggage compartment 30 and improving its durability. Regarding assemblability, a method is employed where the crossbar 21 is directly engaged with the support bracket 26 by mounting it on the support bracket, thereby minimizing the number of engagement points on the crossbar 21 and facilitating the engagement process.

[0057] As described above, the front body reinforcement structure according to the present invention can effectively improve the frontal collision response performance of a vehicle, improve the frontal collision response performance of an electric vehicle with a front trunk, and induce vehicle avoidance behavior in the event of a small overlap collision in a long-distance electric vehicle, thereby reducing passenger injury and damage to the vehicle and battery.

[0058] Although exemplary embodiments of the invention have been described in detail, the scope of the invention is not limited to these exemplary embodiments, and various modifications and improvements devised by those skilled in the art using the basic concept of the invention as defined by the appended claims further fall within the scope of the invention.

Claims

1. A front body reinforcement structure comprising: front side members provided at left and right sides of a front body to extend in a front-rear direction of the body; a cross member installed to be connected between the front side members at the left and right sides, the cross member having a shape curved in an arc shape; and support brackets installed to be connected between left and right side portions of the cross member and the front side members to support the cross member at each of the front side members; wherein two portions on the left and right sides of the cross member respectively corresponding to predetermined length sections of left and right ends of the cross member connected to the front side members have shapes curved forward or rearward from a middle portion of the cross member in the front-rear direction of the body to extend to the front side members; wherein the cross member includes a middle portion provided to extend longitudinally in a width direction of the body, inclined portions curved from the middle portion to front or rear sides of the body and provided at left and right sides of the middle portion to extend longitudinally in inclined directions of the front or rear sides of the middle portion, distal ends of the inclined portions being fixed to the front side members, and a curved portion curved forward or rearward from the middle portion between the middle portion and the inclined portions; wherein the inclined portions and the support brackets are inclined in the front-rear direction from the front side members toward inner sides of the body in length directions of the inclined portions; each of the support brackets is provided to extend between the front and rear sides of the body in an inclined direction opposite to a direction of the inclined portions of the cross member; and in case of a small overlap / offset collision, a load received by the front side members is transmitted to the opposite front side members along the cross member; wherein a first end portion of each of the support brackets is coupled to the front side member, and a second end portion of each of the support brackets is coupled to the curved portion; wherein in each of the support brackets, the first end portion is installed in a form of a cantilever coupled to the front side member, and the second end portion is provided below the curved portion of the cross member, the second end portion being coupled to the curved portion of the cross member to support the curved portion of the cross member from below the curved portion of the cross member.

2. The front body reinforcement structure according to claim 1, wherein The cross member has a closed cross-sectional shape.

3. The front body reinforcement structure according to claim 2, wherein Each of the support brackets has a closed cross-sectional shape.

4. The front body reinforcement structure according to claim 1, wherein Each of the support brackets has a closed cross-sectional shape.

5. The front body reinforcement structure according to claim 4, wherein When the curved portion of the cross member is provided above the second end portion of each of the support brackets, the second end portion of the support bracket and the curved portion of the cross member are engaged by a bolt vertically passing through the second end portion and the curved portion and a nut engaged with the bolt.

6. The front body reinforcement structure according to claim 5, wherein A reinforcing member is installed within the curved portion of the cross member, and the bolt is installed to pass through the second end portion of each of the support brackets, the curved portion of the cross member, and the reinforcing member.

7. The front body reinforcement structure according to claim 1, wherein A front trunk is installed above the cross member and the support brackets to support the front trunk provided below the cross member and the support brackets.

8. A front body reinforcement structure comprising: front side members provided at left and right sides of a front body to extend in a front-rear direction of the body; a cross member installed to be connected between the front side members at the left and right sides, the cross member having a shape curved in an arc shape; and a support bracket mounted to be connected between the left and right side portions of the cross bar and the front side members to support the cross bar at each of the front side members; a crash box coupled to the front end portion of each of the left and right front side members; a bumper beam provided to extend in the left and right directions of the vehicle body, the bumper beam being coupled to the front end portion of the crash box on the left and right sides; and a fender upper member having a rear end portion coupled to the instrument panel and the front pillar and a front end portion coupled to the front side member and the crash box; wherein the cross bar includes a middle portion provided to extend longitudinally in the width direction of the vehicle body, an inclined portion curved from the middle portion to the front or rear side of the vehicle body and provided on the left and right sides of the middle portion to extend longitudinally in an inclined direction on the front or rear side of the middle portion, a distal end of the inclined portion being fixed to the front side member, and a curved portion curved forward or rearward from the middle portion between the middle portion and the inclined portion; wherein the length direction of the inclined portion and the support bracket is inclined in the front and rear directions from the front side member toward the inner side of the vehicle body, each of the support brackets is provided to extend between the front and rear sides of the vehicle body in an inclined direction opposite to the direction of the inclined portion of the cross bar, and in the case of a small overlap / offset collision, a load received by the front side member is transmitted along the cross bar to the opposite front side member.

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