Front-end structure for vehicles

Abstract

The present invention provides a front-end structure for a vehicle, comprising: a pair of front longitudinal beams; a front bumper crossbeam located in front of the pair of front longitudinal beams; a pair of bumper crossbeam extensions extending from both ends of the front bumper crossbeams toward both sides of the vehicle; and a pair of receiving members attached to the pair of front longitudinal beams. Specifically, each bumper crossbeam extension bends toward the rear of the vehicle, and each receiving member protrudes from the corresponding front longitudinal beam toward the bumper crossbeam extension.

Description

[0001] Cross-reference with related applications

[0002] This application claims priority and benefit to Korean Patent Application No. 10-2020-0055996, filed on May 11, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to a front-end structure for a vehicle, and more specifically, to a front-end structure for a vehicle for providing a continuous load path. Background Technology

[0004] The statements in this section are provided only as background information in relation to the present invention and do not constitute prior art.

[0005] The vehicle underwent crashworthiness testing under various scenarios, including frontal, side, rear, and rollover collisions. In recent years, the Insurance Institute for Highway Safety (IIHS) introduced the small overlap test, which simulates a small overlap frontal collision with a rigid obstacle. This small overlap test aims to have only a small portion (25% of the vehicle's total width) of the test vehicle traveling at 40 MPH (64 KPS) impact an obstacle in front of the driver's seat; it is known as the most stringent crash test.

[0006] Compared to internal combustion engine vehicles, environmentally friendly vehicles such as battery electric vehicles (BEVs), fuel cell electric vehicles (FCEVs), and hybrid electric vehicles (HEVs) include energy sources such as batteries and fuel cells, which have relatively large weights, increasing their overall weight. Furthermore, environmentally friendly vehicles may be affected by collision energy, which increases as much as their weight. Therefore, the weight of the body reinforcement structure may increase, leading to increased manufacturing costs, packaging costs, and so on.

[0007] At the same time, when the vehicle and the obstacle collide in the small overlap test, the vehicle exhibits rotational behavior or lateral displacement (or lateral behavior).

[0008] Figure 1 Free-body force diagrams of the vehicle's rotational behavior during a small overlap test are shown. In the small overlap test, obstacle 5 impacts the front bumper 2 of vehicle 1, moves along the front longitudinal beam 3 of vehicle 1, and subsequently impacts the front pillar 4 and tire (not shown) of vehicle 1.

[0009] Expression 1 below is the torque equation applied to vehicle 1 in the small overlap test.

[0010] ∑Mz=Fa(Ds+Da)=Iα… Expression 1

[0011] Here, ΣMz is the torque about the Z-axis (the vehicle's height axis), and I is the moment of inertia, which is proportional to the vehicle's mass and mass distribution. Since the weight of an environmentally friendly vehicle is greater than that of an internal combustion engine vehicle, the moment of inertia may increase. In Expression 1, "α" is the angular acceleration, and "Fa" is the load generated when obstacle 5 impacts the front pillar 4. According to Expression 1, "Fa" increases proportionally to the overlap "Da" between the front pillar 4 and obstacle 5. When obstacle 5 impacts the front bumper 2, obstacle 5 applies a large load along the longitudinal direction of vehicle 1, and the lateral load "Fy1" applied to the front bumper 2 of vehicle 1 is relatively small. Due to the increased overlap "Da" between the front pillar 4 and obstacle 5, the torque about the Z-axis relatively increases. That is, when the lateral load "Fy1" applied to vehicle 1 is relatively small in a small overlap test, the vehicle's rotational behavior "Mz" becomes significant.

[0012] In small overlap tests, when... Figure 1 When the vehicle rotates as shown, the amount of rotation increases. To counteract this, the weight of the reinforcing structure of the doorway adjacent to the front pillar can be relatively increased, which may be more detrimental to occupant safety. That is, when obstacle 5 collides with the vehicle's front pillar 4, the overlap between the front pillar 4 and obstacle 5 increases, resulting in an increase in the vehicle's angular acceleration during the collision, and therefore an increase in the torque about the Z-axis. Consequently, the rotation angle of this vehicle is significantly increased compared to that of an internal combustion engine vehicle.

[0013] Figure 2 A free-body force diagram illustrating the lateral behavior of the vehicle during a small overlap test is shown. In the small overlap test, obstacle 5 impacts the front bumper 2 of vehicle 1, moves along the front longitudinal beam 3 of vehicle 1, and subsequently impacts the front pillar 4 and the tire (not shown). Figure 2 In the vehicle 1, one side of the front end of the front subframe 6 protrudes outward from the front longitudinal beam 3. Since the obstacle 5 impacts the protruding side of the front subframe 6 before colliding with the front pillar 4, the lateral load "Fy2" applied to the front subframe 6 may be greater than the lateral load "Fy1" applied to the front bumper 2. That is, as one side of the front end of the front subframe 6 protrudes outward, a relatively large lateral load "Fy2" is applied to the vehicle 1, causing the vehicle 1 to move laterally. As the overlap Da between the front pillar 4 and the obstacle 5 decreases, the moment ΣMz around the Z-axis can decrease. For example, when the overlap Da between the front pillar 4 and the obstacle 5 is 0, the moment ΣMz around the Z-axis can approach 0 (ΣMz=Fa(Ds+Da)=Iα=0).

[0014] exist Figure 1 and Figure 2In this context, "Ft" is the load generated when obstacle 5 impacts the tire (not shown), "Ds" is the lateral distance from the center of the vehicle to the front pillar 4, and "Dt" is the amount of overlap between the tire and obstacle 5.

[0015] As mentioned above, when a vehicle collides with an obstacle in a small overlap test, the amount of rotation of the vehicle is reduced if lateral behavior occurs. The weight of the reinforced structure of the doorway adjacent to the front pillar can be relatively reduced, which can be beneficial to the safety of the occupants.

[0016] Because environmentally friendly vehicles are heavier due to the battery, they can be advantageously responded to in small overlap tests by suppressing vehicle rotation and causing lateral behavior.

[0017] The information described above in the background section is provided to help understand the background of the inventive concept and may include any technical concepts known to those skilled in the art that are not considered prior art. Summary of the Invention

[0018] The present invention has solved the aforementioned problems arising in the prior art, while fully retaining the advantages achieved by the prior art.

[0019] One aspect of the present invention provides a front-end structure for a vehicle designed to suppress vehicle rotation and induce lateral behavior in a small overlap collision, thereby improving occupant safety.

[0020] According to one aspect of the invention, a front-end structure for a vehicle may include: a pair of front longitudinal beams; a front bumper crossbeam located in front of the pair of front longitudinal beams; a pair of bumper crossbeam extensions extending from both ends of the front bumper crossbeams toward the sides of the vehicle; and a pair of receiving members spaced apart from the pair of bumper crossbeam extensions toward the rear of the vehicle. Each bumper crossbeam extension may be bent toward each receiving member.

[0021] The front-end structure for the vehicle may further include a coupling pin that penetrates the front longitudinal beam and the receiving member. The end of the coupling pin may protrude toward the free end of the bumper beam extension.

[0022] The receiving component can be attached to the outer side of the front longitudinal beam to be adjacent to the bumper beam extension.

[0023] The receiving member may have a receiving recess that opens toward the free end of the bumper beam extension, and the receiving recess may have a shape that matches the shape of the free end of the bumper beam extension.

[0024] The receiving member may include a first receiving wall and a second receiving wall, which define a receiving recess. The first receiving wall may face the side of the vehicle, and the second receiving wall may face the front of the vehicle.

[0025] The first receiving wall can be approximately parallel to the axis of the front longitudinal beam, and the second receiving wall can be substantially perpendicular to the first receiving wall.

[0026] The receiving member may include: an attachment wall attached to the front longitudinal beam; a front support wall extending from the front end of the attachment wall toward the side of the vehicle; a rear support wall extending from the rear end of the attachment wall toward the side of the vehicle; and a side wall extending from the rear support wall toward the front of the vehicle.

[0027] The front support wall can connect the front end of the attachment wall to the front end of the first receiving wall, the rear support wall can connect the rear end of the attachment wall to the rear end of the side wall, and the side wall can connect the front end of the rear support wall to the second receiving wall.

[0028] The receiving member may further include: a first reinforcing rib that connects the attachment wall and the first receiving wall; and a second reinforcing rib that connects the attachment wall and the rear support wall.

[0029] The front-end structure for the vehicle may further include a front subframe disposed between a pair of front longitudinal beams. The front subframe may include a front crossbeam extending in the width direction of the vehicle, and a receiving member may be positioned such that a load path can extend through the receiving member to the front crossbeam.

[0030] Other applications will become apparent from the description provided herein. It should be understood that the specification and specific embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0031] To better understand the present invention, various embodiments thereof will now be described by way of example with reference to the accompanying drawings, wherein:

[0032] Figure 1 The free-body force diagram of the rotational behavior of a vehicle in a small overlap test is shown in the prior art;

[0033] Figure 2 The free-body force diagram of the lateral behavior of a vehicle in a small overlap test is shown in the prior art;

[0034] Figure 3 A front-end structure for a vehicle according to an exemplary embodiment of the present invention is shown;

[0035] Figure 4 An enlarged view of a bumper beam extension and receiving member in a front-end structure for a vehicle according to an exemplary embodiment of the present invention is shown.

[0036] Figure 5 It shows in Figure 4 In the front-end structure shown, the bumper beam extension is deformed and accommodated in the receiving recess of the receiving member; and

[0037] Figure 6 A front-end structure for a vehicle according to another exemplary embodiment of the present invention is shown.

[0038] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way.

[0039] Explanation of reference numerals in the attached figures

[0040] 10: Front-end structure

[0041] 11: Front longitudinal beam

[0042] 13 front bumper crossbeam

[0043] 14: Receiving component

[0044] 16: Collision Energy Absorption Box

[0045] 18: Receiving recess

[0046] 21: Bumper beam extension

[0047] 31: First receiving wall

[0048] 32: First receiving wall

[0049] 41: Attached wall

[0050] 42: Front support wall

[0051] 43: Rear support wall

[0052] 44: Sidewall

[0053] 50: Front subframe

[0054] 51: Front crossbeam

[0055] 52: Rear crossbeam

[0056] 53, 54: Side view. Detailed Implementation

[0057] The following description is exemplary in nature only and is in no way intended to limit the invention or its application or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0058] The exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. For reference, the dimensions of elements, line thicknesses, etc., shown in the drawings referenced in the description of the exemplary embodiments of the present invention may be enlarged for ease of understanding. The terminology used to describe the inventive concept has been defined taking into account the function of the elements, and may be changed according to the intention of the user or operator based on practice, etc. Therefore, the terminology should be defined based on the entirety of this specification.

[0059] Terms such as first, second, A, B, (a), and (b) may be used to describe elements in exemplary embodiments of the invention. These terms are used only to distinguish one element from another, and the inherent characteristics, order, or sequence of the respective elements are not limited by these terms. Unless otherwise defined, all terms used herein (including technical or scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms such as those defined in commonly used dictionaries should be interpreted as having the same meaning as in the context of the relevant field and should not be interpreted as having an ideal or overly formal meaning unless expressly defined as having such a meaning in this application.

[0060] Reference Figures 3 to 5 According to an exemplary embodiment of the present invention, the front end structure 10 for a vehicle may include a pair of front longitudinal beams 11, a front bumper beam 13 located in front of the pair of front longitudinal beams 11, a pair of bumper beam extensions 21 extending from both ends of the front bumper beam 13 toward both sides of the vehicle, and a pair of receiving members 14 located behind the pair of bumper beam extensions 21.

[0061] Each front longitudinal beam 11 may extend in the longitudinal direction of the vehicle, and a pair of front longitudinal beams 11 may be spaced apart from each other in the width direction of the vehicle.

[0062] The front bumper assembly can be connected to the front of a pair of front longitudinal beams 11. The front bumper assembly may include a bumper cover and a front bumper crossbeam 13 connected to the bumper cover.

[0063] The front bumper crossbeam 13 can be connected to a pair of front longitudinal beams 11 via a pair of impact energy-absorbing boxes 16. The front end of each impact energy-absorbing box 16 and the front bumper crossbeam 13 can be joined by welding, fasteners, etc., and the rear end of each impact energy-absorbing box 16 and the front part of the front longitudinal beam 11 can be joined by welding, fasteners, etc. In particular, the longitudinal axis of the impact energy-absorbing box 16 can be aligned with the longitudinal axis of the corresponding front longitudinal beam 11, so that the impact energy-absorbing box 16 and the corresponding front longitudinal beam 11 can extend from the front bumper crossbeam 13 toward the rear of the vehicle along the longitudinal direction of the vehicle.

[0064] Each bumper beam extension 21 can extend from each end of the front bumper beam 13 toward the side of the vehicle, and the bumper beam extension 21 can be bent toward the rear of the vehicle. In particular, the bumper beam extension 21 can be bent toward the rear of the vehicle such that its free end 21a can face the front longitudinal beam 11 and / or the receiving member 14.

[0065] A pair of receiving members 14 may be respectively disposed behind a pair of bumper beam extensions 21. Specifically, the pair of receiving members 14 may be spaced apart from the pair of bumper beam extensions 21 facing rearwards of the vehicle. Each receiving member 14 may be attached (fixed) to a corresponding front longitudinal beam 11 and / or a corresponding impact energy absorption box 16. For example, the receiving member 14 may be attached to the front of the front longitudinal beam 11 or the rear of the impact energy absorption box 16. As another example, such as Figures 3 to 6 The receiving member 14 shown can be attached to the junction of the front longitudinal beam 11 and the impact energy absorption box 16, thus, the receiving member 14 can be attached to both the front portion of the front longitudinal beam 11 and the rear portion of the impact energy absorption box 16. Each receiving member 14 can protrude from the corresponding front longitudinal beam 11 and / or the corresponding impact energy absorption box 16 toward the exterior of the vehicle. In particular, the receiving member 14 can protrude from the corresponding front longitudinal beam 11 and / or the corresponding impact energy absorption box 16 toward the bumper crossbeam extension 21.

[0066] The receiving member 14 may have a receiving recess 18 that opens toward the free end 21a of the bumper beam extension 21. When the bumper beam extension 21 deforms toward the front longitudinal beam 11, the receiving recess 18 can receive the free end 21a of the bumper beam extension 21. In a small overlap collision, when the bumper beam extension 21 deforms toward the front longitudinal beam 11, the free end 21a of the bumper beam extension 21 can be accommodated in the receiving recess 18, so that the free end 21a of the bumper beam extension 21 can be received by the receiving member 14. In particular, the receiving recess 18 may have a shape corresponding to the shape of the free end 21a of the bumper beam extension 21.

[0067] The receiving member 14 may include a first receiving wall 31 and a second receiving wall 32 defining a receiving recess 18. The first receiving wall 31 may face the side of the vehicle, and the second receiving wall 32 may face the front of the vehicle. The first receiving wall 31 may be substantially parallel to the axis of the front longitudinal beam 11 (or the longitudinal axis of the vehicle), and the second receiving wall 32 may be substantially parallel to the width axis of the vehicle. The second receiving wall 32 may be substantially perpendicular to the first receiving wall 31. When the free end 21a of the bumper beam extension 21 contacts the first receiving wall 31 and the second receiving wall 32, the free end 21a of the bumper beam extension 21 may be received by the receiving recess 18.

[0068] In a minor overlap collision, the bumper beam extension 21 can rotate toward the front longitudinal beam 11. Since the free end 21a of the bumper beam extension 21 is accommodated in the receiving recess 18, the free end 21a of the bumper beam extension 21 can contact the first receiving wall 31 and the second receiving wall 32, thus the bumper beam extension 21 can be received or adjusted by the receiving recess 18. Specifically, when a rigid obstacle 5 impacts the front surface of the bumper beam extension 21, the bumper beam extension 21 can deform to rotate about the pivot point 25 (see...). Figure 5 (as indicated by arrow R in the diagram), and the pivot point 25 can be located at the junction between the bumper beam extension 21 and the impact energy absorption box 16. (As shown by arrow R in the diagram) Figure 5 As shown by the dashed line, when the bumper beam extension 21 rotates (deforms) toward the front longitudinal beam 11, the free end 21a of the bumper beam extension 21 can contact the first receiving wall 31. Therefore, the rotation of the bumper beam extension 21 can be suppressed by the first receiving wall 31. The free end 21a of the bumper beam extension 21 can contact the second receiving wall 32. Therefore, the load F1 applied by the rigid obstacle 5 can act on the second receiving wall 32, and the contact reaction force F2 can act on the free end 21a of the bumper beam extension 21 through the second receiving wall 32.

[0069] According to an exemplary embodiment, the receiving member 14 may include: an attachment wall 41 attached (fixed) to the front longitudinal beam 11 and / or the impact energy absorption box 16, a front support wall 42 extending from the front end of the attachment wall 41 toward the side of the vehicle, a rear support wall 43 extending from the rear end of the attachment wall 41 toward the side of the vehicle, and a side wall 44 extending from the rear support wall 43 toward the front of the vehicle.

[0070] For example, the attachment wall 41 can be directly attached (fixed) to the outer side of the front portion of the front longitudinal beam 11 or the outer side of the rear portion of the impact energy absorption box 16 using fasteners, welding, etc. Here, the term "outer" refers to the direction towards the external space of the vehicle. As another example, the attachment wall 41 can be attached (fixed) to the outer side of the front portion of the front longitudinal beam 11 and the outer side of the rear portion of the impact energy absorption box 16 using fasteners, welding, etc. In particular, the attachment wall 41 can have a shape corresponding to the shape of the outer side of the front portion of the front longitudinal beam 11 and / or the shape of the outer side of the rear portion of the impact energy absorption box 16, so that the attachment wall 41 can closely contact the outer side of the front portion of the front longitudinal beam 11 and / or the outer side of the rear portion of the impact energy absorption box 16.

[0071] The front support wall 42 can extend horizontally from the front end of the attachment wall 41 toward the side of the vehicle, and the axis of the front support wall 42 can be perpendicular to the axis of the front longitudinal beam 11. That is, the axis of the front support wall 42 can be parallel to the width axis of the vehicle. Specifically, the front support wall 42 can connect the front end of the attachment wall 41 and the front end of the first receiving wall 31.

[0072] The rear support wall 43 may extend obliquely from the rear end of the attachment wall 41 at a predetermined angle, and the axis of the rear support wall 43 may be obliquely inclined relative to the longitudinal axis of the vehicle at a predetermined angle. The rear support wall 43 may be obliquely inclined from the rear end of the attachment wall 41 toward the front of the vehicle at a predetermined angle. Specifically, the rear support wall 43 may connect the rear end of the attachment wall 41 and the rear end of the side wall 44.

[0073] The side wall 44 can extend from the rear support wall 43 toward the front of the vehicle. Specifically, the side wall 44 can extend in the longitudinal direction of the vehicle, and the axis of the side wall 44 can be perpendicular to the axis of the front support wall 42. Specifically, the side wall 44 can connect to the front end of the rear support wall 43 and the second receiving wall 32.

[0074] The receiving member 14 may further include a plurality of reinforcing ribs 45 and 46 for increasing rigidity. The plurality of reinforcing ribs 45 and 46 may be disposed within the cavity of the receiving member 14. The plurality of reinforcing ribs 45 and 46 may include a first reinforcing rib 45 connecting the attachment wall 41 and the first receiving wall 31 and a second reinforcing rib 46 connecting the attachment wall 41 and the rear support wall 43.

[0075] The first reinforcing rib 45 can be tilted at a predetermined angle to connect the attachment wall 41 and the first receiving wall 31, and the second reinforcing rib 46 can be tilted at a predetermined angle to connect the attachment wall 41 and the rear support wall 43.

[0076] The front subframe 50 can be positioned between a pair of front longitudinal beams 11, and the front subframe 50 can support the electric motor (or electric engine) 55, power electronics equipment, transmission, suspension, etc.

[0077] The front subframe 50 may include a front crossbeam 51 facing forward of the vehicle, a rear crossbeam 52 spaced from the front crossbeam 51 facing rearward of the vehicle, and a pair of side sections 53 and 54 disposed between the front crossbeam 51 and the rear crossbeam 52. The front crossbeam 51 and the rear crossbeam 52 may extend in the width direction of the vehicle, and the longitudinal axis of the front crossbeam 51 and the longitudinal axis of the rear crossbeam 52 may be parallel to the width direction of the vehicle.

[0078] The front of the motor 55 can be connected to the front crossbeam 51 via multiple mounting brackets 56.

[0079] The ends of the front crossbeam 51 can be respectively mounted to the front of the corresponding front longitudinal beam 11, and the front crossbeam 51 can extend in the width direction of the vehicle. Therefore, the front crossbeam 51 can define a load path through which the load is transmitted in the width direction of the vehicle, and the load path can extend in the length direction of the front crossbeam 51.

[0080] A front crossbeam 51 may be located between a pair of receiving members 14, and each end of the front crossbeam 51 may be mounted to the front of the front longitudinal beam 11 using fasteners, welding, elastic bushings, etc. When the receiving member 14 is attached to the corresponding front longitudinal beam 11 and / or the corresponding impact energy absorption box 16, the receiving member 14 may face the corresponding end of the front crossbeam 51, thus defining a load path extending in the width direction of the vehicle. In particular, each end of the front crossbeam 51 may be configured to face the corresponding receiving member 14 through the corresponding front longitudinal beam 11 and / or the corresponding impact energy absorption box 16. Specifically, the left end of the front crossbeam 51 can be mounted to the front of the left front longitudinal beam 11 via a left elastic bushing or the like, and the left receiving member 14 can be attached (fixed) to the front of the left front longitudinal beam 11 and / or the rear of the left impact energy absorption box 16, so that the front of the left front longitudinal beam 11 and / or the rear of the left impact energy absorption box 16 can be inserted between the left receiving member 14 and the left end of the front crossbeam 51. Therefore, the left receiving member 14 can be connected to the left end of the front crossbeam 51 via the left front longitudinal beam 11 and / or the left impact energy absorption box 16. The right end of the front crossbeam 51 can be mounted to the front of the right front longitudinal beam 11 via a right elastic bushing or the like, and the right receiving member 14 can be attached (fixed) to the front of the right front longitudinal beam 11 and / or the rear of the right impact energy absorption box 16, so that the front of the right front longitudinal beam 11 and / or the rear of the right impact energy absorption box 16 can be inserted between the right receiving member 14 and the right end of the front crossbeam 51. Therefore, the right receiving member 14 can be connected to the right end of the front crossbeam 51 via the right front longitudinal beam 11 and / or the right impact energy absorption box 16.

[0081] Reference Figure 3 In the small overlap test, the lateral load generated by the collision with obstacle 5 can be transmitted in the width direction of the vehicle through the bumper beam extension 21, the receiving member 14 and the front beam 51, thus suppressing the rotation of the vehicle and causing the lateral behavior of the vehicle.

[0082] Figure 6 A front-end structure for a vehicle according to another exemplary embodiment of the present invention is shown. (Refer to...) Figure 6The front-end structure 10 for the vehicle may further include a connecting pin 60 passing through the front portion of the front longitudinal beam 11 and the receiving member 14. The connecting pin 60 may extend in the width direction of the vehicle and may have a pointed end 61. The end 61 of the connecting pin 60 may pass through the first receiving wall 31 of the receiving member 14 and be located in the receiving recess 18. That is, the end 61 may protrude from the first receiving wall 31 of the receiving member 14 toward the free end 21a of the bumper beam extension 21. When the bumper beam extension 21 deforms, the free end 21a is received in the receiving recess 18 of the receiving member 14, and the free end 21a may engage with the end 61 of the connecting pin 60, thereby more firmly engaging the deformed free end 21a of the bumper beam extension 21 to the receiving member 14.

[0083] According to the above exemplary embodiment of the present invention, the receiving member 14 can protrude from the front longitudinal beam 11 to be adjacent to the bumper crossbeam extension 21. In a small overlap test, when the obstacle 5 impacts the front end of the vehicle, the bumper crossbeam extension 21 can deform to contact the receiving member 14, and the bumper crossbeam extension 21 and the front longitudinal beam 11 can be directly connected, thus forming a triangular continuous load path between the bumper crossbeam extension 21, the receiving member 14, and the front longitudinal beam 11. The front crossbeam 51 of the front subframe 50 can define the load path in the width direction of the vehicle, and each end of the front crossbeam 51 can be connected to the receiving member 14 through the front portion of the front longitudinal beam 11, thereby applying a lateral load in the width direction of the vehicle. Therefore, in a small overlap frontal collision, lateral behavior of the vehicle can be induced. As described above, in a small overlap frontal collision, the front-end structure for a vehicle according to an exemplary embodiment of the present invention can use the bumper beam extension 21, the receiving member 14, and the front beam 51 of the front subframe 50 to suppress vehicle rotation and induce lateral behavior of the vehicle, thereby improving the safety of occupants in environmentally friendly vehicles such as battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs).

[0084] Although the invention has been described above with reference to exemplary embodiments and accompanying drawings, the invention is not limited thereto, and various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims

1. A front end structure for a vehicle, the front end structure comprising: a pair of front side members; a front bumper cross member located in front of the pair of front side members; a pair of bumper cross member extensions respectively extending from both ends of the front bumper cross member toward both sides of the vehicle; and a pair of receiving members respectively spaced apart from each other toward a rear of the vehicle from the pair of bumper cross member extensions, wherein the pair of bumper cross member extensions are respectively curved toward the pair of receiving members, the front end structure further comprising a coupling pin penetrating a respective one of the pair of front side members and a respective one of the pair of receiving members, wherein an end portion of the coupling pin protrudes toward a free end of one of the pair of bumper cross member extensions. one of the pair of receiving members is attached to an outer side surface of a front portion of a respective one of the pair of front side members so as to be adjacent to one of the pair of bumper cross member extensions.

2. The front end structure for a vehicle according to claim 1, wherein one of the pair of receiving members has a receiving recess that is open toward a free end of a respective one of the pair of bumper cross member extensions, 3. The front end structure for a vehicle according to claim 1, wherein the receiving recess has a shape that matches a shape of the free end of the respective bumper cross member extension. the receiving member includes a first receiving wall and a second receiving wall that define the receiving recess, 4. The front end structure for a vehicle according to claim 3, wherein the first receiving wall faces a side of the vehicle, the second receiving wall faces a front of the vehicle. the first receiving wall is parallel to an axis of the pair of front side members, 5. The front end structure for a vehicle according to claim 4, wherein the second receiving wall is perpendicular to the first receiving wall. the receiving member includes:

6. The front end structure for a vehicle according to claim 5, wherein an attachment wall attached to a respective one of the pair of front side members; a front support wall extending from a front end of the attachment wall toward a side of the vehicle; a rear support wall extending from a rear end of the attachment wall toward the side of the vehicle; and a side wall extending from the rear support wall toward a front of the vehicle. the front support wall connects a front end of the attachment wall and a front end of the first receiving wall, 7. The front end structure for a vehicle according to claim 6, wherein the rear support wall connects a rear end of the attachment wall and a rear end of the side wall, the side wall connects a front end of the rear support wall and the second receiving wall. the receiving member further includes:

8. The front end structure for a vehicle according to claim 6, wherein a first reinforcing rib connecting the attachment wall and the first receiving wall; and a second reinforcing rib connecting the attachment wall and the rear support wall.

9. The front end structure for a vehicle according to claim 1, further comprising a front subframe disposed between the pair of front side members, the front subframe includes a front cross member extending in a width direction of the vehicle, wherein the pair of receiving members are configured to extend a load path to the front cross member. ​

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