Vehicle front structure

Abstract

The invention provides a vehicle front structure. The vehicle front structure includes: a frame portion; a crash box; a bumper reinforcement; and a protruding portion protruding from an end portion of the bumper reinforcement toward a vehicle rear side. An end portion of the protruding portion includes a first inclined portion. The end portion of the bumper reinforcement extends in the vehicle width direction so as to bulge beyond the end portion of the crash box toward the outer side in the vehicle width direction. The first inclined portion is inclined outward toward the vehicle rear side from an inner side in the vehicle width direction of the end portion of the protruding portion when viewed in a plan view.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle front structure. BACKGROUND

[0002] Japanese Unexamined Patent Application Publication No. 2016-078492 (JP 2016-078492 A) discloses a vehicle front structure in which an extension portion is provided to a portion of a bumper reinforcement on the vehicle width direction outer side. In this vehicle front structure, when a so-called small overlap collision occurs, a load input to the portion of the bumper reinforcement on the vehicle width direction outer side is transmitted to a front side member by the extension portion. Meanwhile, a rear protrusion portion provided on the extension portion strikes a side surface of a crash box (vulnerable portion) provided on the front side of the front side member. The crash box is configured to thus undergo bending deformation toward the vehicle width direction inner side at an intermediate portion thereof in the extension direction, and thereby absorb a collision load. SUMMARY

[0003] As a measure when a small overlap collision occurs, a method is known in which a collision load input from an obstacle is transmitted to a rigid region of the vehicle, and a lateral force toward the counter collision side (the inner side in the vehicle width direction) is generated in the rigid region, thereby evading the obstacle. In this case, it is conceivable to use a crash box as a reaction force surface that generates the lateral force toward the counter collision side. However, in the vehicle front structure described in JP 2016-078492 A, since the crash box undergoes bending deformation under a collision load input from an obstacle, the crash box cannot be used as a reaction force surface.

[0004] In view of this fact, an object of the present application is to obtain a vehicle front structure that is capable of reducing damage to a crash box when a small overlap collision occurs, so that the crash box can be used as a reaction force surface that generates a lateral force toward the counter collision side.

[0005] The vehicle front structure according to the first embodiment includes: a frame portion arranged at the front of the vehicle on the outer side in the vehicle width direction and extending in the vehicle front-rear direction; a crash box extending from an end of the frame portion toward the vehicle front side, the end of the frame portion being the end of the frame portion on the vehicle front side; a bumper reinforcement connected to the vehicle front side of the crash box; and a protrusion protruding from the end of the bumper reinforcement toward the vehicle rear side. The end of the bumper reinforcement is the end of the bumper reinforcement on the outer side in the vehicle width direction. The end of the protrusion includes a first inclined portion. The end of the protrusion is the end of the protrusion on the vehicle rear side. The end of the bumper reinforcement extends in the vehicle width direction so as to bulge outward in the vehicle width direction beyond the end of the crash box, the end of the crash box being the end of the crash box on the outer side in the vehicle width direction. When viewed in plan, the first inclined portion is inclined outward from the inner side of the end of the protrusion in the vehicle width direction toward the vehicle rear side.

[0006] A vehicle front structure according to a first embodiment includes a crash box extending from an end portion of a frame portion toward the vehicle front, the end portion of the frame portion being the vehicle front end portion of the frame portion, and a bumper reinforcement extending in the vehicle width direction connected to the crash box. A protrusion is provided at an outer end portion of the bumper reinforcement in the vehicle width direction that protrudes toward the vehicle rear.

[0007] According to this configuration, in the event of a small overlap collision, the bumper reinforcement receives the collision load input from the obstacle, and the further input collision load causes the end portion of the bumper reinforcement on the outside in the vehicle width direction to bend and deform, so that the collision load is transmitted to the crash box through the protrusion.

[0008] Here, when viewed in a plan view, the protrusion has a first inclined portion that is inclined outwardly toward the rear side of the vehicle from the inner side of the end portion of the protrusion in the vehicle width direction. Therefore, when the bumper reinforcement is bent and deformed, the first inclined portion of the protrusion hits the side surface of the crash box on the outer side in the vehicle width direction. That is, the collision load transmitted from the bumper reinforcement is input through the first inclined portion. In this state, the first inclined portion is arranged to extend along the extension direction of the crash box and face the side surface of the crash box on the outer side in the vehicle width direction. Therefore, the input of local load into the crash box is suppressed and damage to the crash box can be reduced. As a result, the collision load can be transmitted from the crash box to the frame portion, and the crash box can be used as a reaction force surface for generating a lateral force toward the reverse collision side.

[0009] In the vehicle front structure according to the second aspect, in the configuration described in the first aspect, the first inclined portion may have a flat surface.

[0010] In the vehicle front structure according to the second aspect, the first inclined portion has a flat surface and thus makes a flat surface contact with the side surface of the crash box. Thus, the contact area between the first inclined portion and the crash box increases, and damage to the crash box can be effectively reduced.

[0011] In the vehicle front structure according to the third aspect, in the configuration described in the first aspect or the second aspect, a load receiving portion can be provided rearward in the vehicle front-rear direction of the crash box, and at least a portion of the load receiving portion can be arranged on the vehicle rear side with respect to the protruding portion, and at least a portion of the load receiving portion can extend outward in the vehicle width direction from a side surface of the crash box, which is a surface of the outer side in the vehicle width direction of the crash box.

[0012] The vehicle front structure according to the third aspect includes a load receiving portion provided rearward in the vehicle front-rear direction of the crash box. At least a portion of the load receiving portion extends from a side surface of the outer side in the vehicle width direction of the crash box toward the outer side in the vehicle width direction at a position on the vehicle rear side with respect to the protruding portion. Thus, when the bumper reinforcement is bent and deformed and the end portion of the protruding portion on the vehicle rear side hits the load receiving portion, the protruding portion is guided by the load receiving portion so as to move toward the inner side in the vehicle width direction, so that the first inclined portion can hit the side surface of the crash box. Thus, when a small overlap collision occurs, stable load transmission can be achieved even when the protruding portion contacts the load receiving portion before the crash box due to a change in the amount of overlap between the vehicle and an obstacle.

[0013] In the vehicle front structure according to the fourth aspect, in the configuration described in any one of the first aspect to the third aspect, the protruding portion can have a second inclined portion, and the second inclined portion can be connected to a rear end of the first inclined portion in the vehicle front-rear direction, and the second inclined portion can be inclined outward in the vehicle width direction toward the vehicle front side.

[0014] In the vehicle front structure according to the fourth aspect, the protruding portion has a second inclined portion connected to a rear end of the first inclined portion in the vehicle front-rear direction and inclined outward in the vehicle width direction toward the vehicle front side. Thus, when the bumper reinforcement is bent and deformed, the first inclined portion of the protruding portion hits the side surface of the outer side in the vehicle width direction of the crash box, and the second inclined portion hits the load receiving portion. As a result, the contact area between the protruding portion and the load receiving portion increases, which allows stable load transmission by the load receiving portion.

[0015] In the vehicle front structure according to the fifth aspect, in the configuration described in the third aspect, the load receiving portion can be integrally provided in the frame portion.

[0016] In the vehicle front structure according to the fifth aspect, the load receiving portion is integrally formed in the frame portion. This can improve the efficiency of the transmission of the collision load from the load receiving portion to the frame portion.

[0017] In the vehicle front structure according to the sixth aspect, in the configuration described in the third aspect, the load receiving portion and the frame portion can each have an open cross section that is open toward the outer side in the vehicle width direction.

[0018] In the vehicle front structure according to the sixth aspect, the load receiving portion and the frame portion have an open cross section that is open toward the outer side in the vehicle width direction. Therefore, the load receiving portion and the frame portion can be molded by a mold with the open direction of the cross section as the demolding direction. This is advantageous for the manufacture of the load receiving portion and the frame portion, and reduces production costs.

[0019] In the vehicle front structure according to the seventh aspect, in the configuration described in the third aspect, the load receiving portion can include a first wall portion arranged at the vehicle rear side of the crash box and extending in the vehicle width direction, a second wall portion connected at the outer side in the vehicle width direction of the first wall portion and extending toward the vehicle front side, and a third wall portion connected at the vehicle front side of the second wall portion and extending from the side surface of the outer side in the vehicle width direction of the crash box toward the outer side in the vehicle width direction.

[0020] In the vehicle front structure according to the seventh aspect, when the bumper reinforcement is bent and deformed, the load input from the protruding portion into the third wall portion is transmitted to the first wall portion by the second wall portion. Therefore, since the second wall portion extending in the vehicle front-rear direction is arranged between the third wall portion and the first wall portion, it is possible to stabilize the input of the dispersion load toward the vehicle rear side of the frame portion, and improve the transmission efficiency of the collision load.

[0021] In the vehicle front structure according to the eighth aspect, in the configuration described in the seventh aspect, the load receiving portion can include a reinforcing rib connecting the second wall portion and the third wall portion to each other.

[0022] In the vehicle front structure according to the eighth aspect, the load receiving portion has a reinforcing rib connecting the second wall portion and the third wall portion to each other. Therefore, the strength of the third wall portion that receives the input of the collision load by the protruding portion is increased, and it is possible to improve the transmission efficiency of the collision load.

[0023] In the vehicle front structure according to the ninth aspect, in the configuration described in the seventh aspect or the eighth aspect, the load receiving portion can include a mounting portion of a suspension member that is disposed in front of the first wall portion and rearward of the third wall portion in the vehicle front-rear direction.

[0024] In the vehicle front structure according to the ninth aspect, the load receiving portion includes a mounting portion of a suspension member that is disposed in front of the first wall portion and rearward of the third wall portion in the vehicle front-rear direction. Therefore, when the bumper reinforcement is bent and deformed, a portion of the collision load input from the protruding portion into the third wall portion is transmitted to the mounting portion in the process of being transmitted from the third wall portion to the first wall portion. Subsequently, the portion of the collision load is transmitted to the suspension member by the mounting portion. Therefore, the collision load at the time of the small overlap collision can be quickly transmitted to the suspension member, so that the lateral force toward the counter collision side can be quickly generated.

[0025] In the vehicle front structure according to the tenth aspect, in the configuration described in any one of the seventh aspect to the ninth aspect, the load receiving portion can have a fourth wall portion that is connected to the inner side in the vehicle width direction of the first wall portion and extends toward the vehicle front side.

[0026] In the vehicle front structure according to the tenth aspect, the load receiving portion includes a fourth wall portion that is connected to the inner side in the vehicle width direction of the first wall portion and extends toward the vehicle front side. Therefore, the fourth wall portion is arranged on the inner side in the vehicle width direction of the crash box. Therefore, the crash box is inhibited from moving toward the inner side in the vehicle width direction by the collision load input from the outer side in the vehicle width direction by the protruding portion, which can stabilize the transmission path of the collision load. Furthermore, the reaction force obtained from the crash box is increased by the fourth wall portion, so that the efficiency of transmitting the collision load to the frame portion can be improved.

[0027] As described above, the vehicle front structure according to the present application can reduce damage to the crash box at the time of the small overlap collision, so that the crash box can be used as a reaction force surface for generating the lateral force toward the counter collision side. BRIEF DESCRIPTION OF DRAWINGS

[0028] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described hereinafter with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

[0029] Figure 1 is a view of a vehicle to which a vehicle front structure according to an embodiment is applied, as viewed from a left oblique front side, and is a perspective view schematically showing one example of a main portion of a vehicle front portion;

[0030] Figure 2is a view of a vehicle to which the vehicle front structure according to the embodiment is applied, as seen from above, and is a plan view schematically showing one example of a main portion of the vehicle front;

[0031] Figure 3 is a side view of the front portion of a vehicle to which the vehicle front structure according to the embodiment is applied, as viewed from the left side;

[0032] Figure 4 is an enlarged plan view of a load receiving portion and a crash box connected to the load receiving portion according to an embodiment, viewed from an upper side;

[0033] Figure 5 is an enlarged perspective view of a protrusion according to an embodiment, viewed from the right oblique rear side;

[0034] Figure 6A A plan view of the front portion of a vehicle schematically illustrating a collision pattern in a small overlap collision in which the amount of overlap with an obstacle is large, showing a state immediately after the collision;

[0035] Figure 6B A plan view of the front portion of a vehicle schematically illustrating a collision pattern in a small overlap collision in which the amount of overlap with an obstacle is large, showing a state in which the position of the obstacle has moved toward the rear side of the vehicle after the collision;

[0036] Figure 7A A plan view of the front portion of a vehicle schematically illustrating a collision pattern in a small overlap collision in which the amount of overlap with an obstacle is small, showing a state immediately after the collision;

[0037] Figure 7B A plan view of the front portion of a vehicle schematically illustrating a collision pattern in a small overlap collision in which the amount of overlap with an obstacle is small, showing a state in which the position of the obstacle has moved toward the rear side of the vehicle after the collision;

[0038] Figure 8 is an enlarged plan view showing a first modification example of the protrusion according to the embodiment and corresponds to Figure 4 ;

[0039] Figure 9 is an enlarged perspective view showing a second modification of the protrusion according to the embodiment and corresponds to Figure 5 ;as well as

[0040] Figure 10 is an enlarged perspective view showing a third modified example of the protrusion according to the embodiment and corresponds to Figure 5 . DETAILED DESCRIPTION

[0041] A vehicle front structure according to an embodiment will be described below using the drawings. In the drawings, the arrow "front" shown as needed indicates the front side in the vehicle front-rear direction, while the arrow "up" indicates the upper side in the vehicle vertical direction. The arrow "left" indicates the left side in the vehicle width direction, and in this embodiment, the outer side in the vehicle width direction. In the following description, when a simple direction of front-rear, up-down, and left-right is given, these directions indicate the front and rear in the vehicle front-rear direction, the upper and lower in the vehicle vertical direction, and the left and right in the vehicle left-right direction (vehicle width direction), unless otherwise indicated.

[0042] In this specification, the number of each element is not limited to one, and a plurality of elements can be present, unless otherwise indicated. In the drawings, substantially the same elements are denoted by the same reference numerals, and repetitive description will be omitted in this specification.

[0043] Overall configuration of vehicle front

[0044] First, a vehicle 12 to which a vehicle front structure 10 according to an embodiment is applied will be described. The vehicle 12 has, for example, a power unit including an electric motor, an engine, or the like as a drive source, and travels using power generated by the power unit. The drive source of the vehicle 12 is not particularly limited. For example, the vehicle 12 can be a gasoline vehicle (a vehicle having only a gasoline engine as a drive source), or can be a hybrid electric vehicle (HEV). Alternatively, the vehicle 12 can be a plug-in hybrid electric vehicle (PHEV), or can be a battery electric vehicle (BEV) or a fuel cell electric vehicle (FCEV).

[0045] Figure 1 is a perspective view of the vehicle 12 viewed from the left oblique front side, while Figure 2 is a plan view of the vehicle 12 viewed from the upper side. In Figure 1 and Figure 2 , the main portions of the frame in the front portion of the vehicle 12 are schematically shown. As shown in these drawings, in the front portion of the vehicle 12, a front side member 16, a suspension member 60, a crash box 70, a bumper reinforcement 80, and the like are provided as frame portions.

[0046] The front side members 16 are arranged in the front portion of the vehicle at the left and right sides that are the outer sides in the vehicle width direction, and extend along the vehicle front-rear direction, respectively. A power unit (not shown) is mounted between the left and right front side members 16. This power unit is supported from the lower side by the suspension member 60. The suspension member 60 is mounted at the lower side of the left and right front side members 16. At the front end portion and the rear end portion of the suspension member 60, both ends in the vehicle width direction are mounted on the left and right front side members 16 from the lower side.

[0047] On the front side of the left and right front side members 16, a crash box 70 capable of absorbing impact energy extends in the vehicle front-rear direction. On the front end of the left and right crash boxes 70, a bumper reinforcement 80 as a frame portion of a front bumper extends in the vehicle width direction.

[0048] Although the front side members 16 and the crash boxes 70 are described herein as separate components, a configuration in which these components are integrated can be employed.

[0049] On the other hand, on the rear side of the left and right front side members 16, a wheel house 14 in which a wheel (not shown) is arranged is provided, and the right and left wheel houses 14 are connected to each other by a cross member 15.

[0050] Further, on the vehicle width direction outer side and the vehicle height direction upper side of each front side member 16, an apron upper member 17 is arranged. The apron upper member 17 is a frame portion constituting a frame of the upper lateral side of the front portion of the vehicle 12. The apron upper member 17 extends in the vehicle front-rear direction along the front side member 16, and a rear end portion of the apron upper member 17 is coupled to a front pillar 19. In the apron upper member 17, a suspension support cover 18 is integrally formed. On the vehicle front-rear direction rear side of each wheel house 14, a rocker 11 extending in the vehicle front-rear direction and constituting a frame of the side portion of the vehicle body is provided.

[0051] In this embodiment, the left and right front side members 16, the left and right wheel houses 14, the cross member 15, the apron upper member 17, and the suspension support cover 18 are integrally molded by casting using an aluminum alloy, a magnesium alloy, or the like as a material.

[0052] Therefore, each of the front side member 16, the left and right wheel houses 14, the cross member 15, the apron upper member 17, and the suspension support cover 18 has an open cross section that is open in a direction of demolding during casting. In this embodiment, one side and the other side in the vehicle width direction can be the direction of demolding. Therefore, the cross section of each member is an open cross section that is open at least toward one side in the vehicle width direction.

[0053] All or some of the front side member 16, the left and right wheel houses 14, the cross member 15, the apron upper member 17, and the suspension support cover 18 can be formed as separate components.

[0054] Hereinafter, the configuration of each of the front side member 16, the suspension member 60, the crash box 70, and the bumper reinforcement 80 as the main portions of the present application will be described in detail.

[0055] Front side member

[0056] Figure 3A side view of the front portion of the vehicle 12 viewed from the left side. The front side member 16 extends in the vehicle front-rear direction as described above. The front side member 16 includes an upper wall portion 16A, a lower wall portion 16B, an inner wall portion 16C, and a partition wall portion 16D, and has an open cross section of a substantially E shape that is open toward the vehicle width direction outer side. The upper wall portion 16A constitutes an upper wall of the front side member 16. The lower wall portion 16B constitutes a lower wall of the front side member 16. The inner wall portion 16C constitutes an inner wall that connects the vehicle width direction inner side end of the upper wall portion 16A and the vehicle width direction inner side end of the lower wall portion 16B to each other. The partition wall portion 16D rises from a vehicle height direction middle portion of the inner wall portion 16C toward the vehicle width direction outer side, and partitions the inside space of the front side member 16 into upper and lower two portions. Hereinafter, in the front side member 16, the configuration including the upper side of the partition wall portion 16D is referred to as an upper layer portion 20U, and the configuration including the lower side of the partition wall portion 16D is referred to as a lower layer portion 20D.

[0057] The cross section of the upper layer portion 20U and the lower layer portion 20D of the front side member 16 cut along the vehicle width direction is a substantially U-shaped cross section that is open toward the vehicle width direction outer side. The inside space of the upper layer portion 20U is partitioned into a plurality of chamber portions R1 by a plurality of ribs 22 provided along the vehicle front-rear direction. In each rib 22, a substantially U-shaped notch (omitted reference sign) that is open toward the vehicle width direction outer side is formed. Like the upper layer portion 20U, the inside space of the lower layer portion 20D is partitioned into a plurality of chamber portions R2 by a plurality of ribs 24 provided along the vehicle front-rear direction. In each rib 24, a substantially U-shaped notch (omitted reference sign) that is open toward the vehicle width direction outer side is formed.

[0058] Here, the arrangement positions of the ribs 22 in the upper layer portion 20U and the ribs 24 in the lower layer portion 20D of the front side member 16 are offset along the extension direction (vehicle front-rear direction) of the front side member 16, and the ribs 22 and the ribs 24 are offset, for example, by 1 / 2 wavelength.

[0059] In each of the chamber portions R1, R2 of the upper layer portion 20U and the lower layer portion 20D, a bead 26 extending in a direction intersecting the extension direction is formed between the ribs 22, 24 arranged one in front of the other. In the present embodiment, the bead 26 is provided to serve as a starting point of deformation when the front side member 16 is axially compressed by a collision load input in the vehicle front-rear direction. Therefore, each bead 26 extends in a direction orthogonal to the extension direction (load input direction) of the front side member 16. The bead 26 is, for example, a concave groove. The region of the front side member 16 in which the bead 26 is formed is weak, the plate thickness is smaller than that of other regions, and the rigidity is lower than that of other regions.

[0060] As one example, the recessed ring 26 provided in each of the chamber portions R1 of the upper layer portion 20U continuously extends to the upper wall portion 16A and the inner wall portion 16C of the front side member 16. The position of the recessed ring 26 provided in each of the chamber portions R1 of the upper layer portion 20U coincides with the position of the rib 24 of the lower layer portion 20D along the vehicle front-rear direction. On the other hand, the recessed ring 26 provided in each of the chamber portions R2 of the lower layer portion 20D continuously extends to the lower wall portion 16B and the inner wall portion 16C of the front side member 16. The position of the recessed ring 26 provided in each of the chamber portions R2 of the lower layer portion 20D coincides with the position of the rib 22 of the upper layer portion 20U along the vehicle front-rear direction.

[0061] At the end portion of the front side member 16 on the vehicle front side, a high rigidity portion 30 is formed, which is strengthened in rigidity against a collision load input along the vehicle front-rear direction, as compared with other regions of the front side member 16. At the high rigidity portion 30, the positions of the ribs 22 of the upper layer portion 20U and the ribs 24 of the lower layer portion 20D of the front side member 16 coincide with each other along the extending direction of the front side member 16 (the vehicle front-rear direction). In the upper layer portion 20U and the lower layer portion 20D, a reinforcing rib 32 is formed, which is coupled to the intermediate portion in the vehicle height direction of the corresponding rib 22, 24. The reinforcing rib 32 extends from the corresponding rib 22, 24 toward the vehicle front side along the vehicle front-rear direction, and is coupled to a first wall portion 41 of a load receiving portion 40 described later.

[0062] With the above-described configuration, the front side member 16 constitutes an impact absorbing portion that absorbs a collision load input along the vehicle front-rear direction when a full overlap collision or a partial overlap collision of the vehicle 12 occurs. That is, when a collision load along the vehicle front-rear direction is input to the front end portion of the front side member 16, the collision load is quickly transmitted to the ribs 22, 24 arranged in the foremost row in the upper layer portion 20U and the lower layer portion 20D through the reinforcing rib 32 of the high rigidity portion 30. Thereafter, in the upper layer portion 20U and the lower layer portion 20D, the plurality of chamber portions R1, R2 arranged in rows are sequentially broken from the vehicle front side, thereby generating a breaking load. In this process, the collision load is absorbed.

[0063] Since the arrangement positions of the ribs 22 in the upper layer portion 20U and the ribs 24 in the lower layer portion 20D of the front side member 16 are offset along the extending direction of the front side member 16 (the vehicle front-rear direction), the breaking of the chamber portions R1 of the upper layer portion 20U and the breaking of the chamber portions R2 of the lower layer portion 20D are alternately performed during the collision. Therefore, the timing at which the breaking load is generated in the upper layer portion 20U and the lower layer portion 20D can be staggered, and the number of times of absorbing the collision load by the generation of the breaking load can be increased. As a result, the load difference between the breaking loads generated by the time lag can be reduced.

[0064] Furthermore, the concave rings 26 provided in the chambers R1 and R2 of the upper and lower sections 20U and 20D serve as a starting point for deformation when a collision load is input. Therefore, the chambers R1 and R2 can deform with the concave rings 26 as a starting point, which stabilizes the fracture mode.

[0065] Load bearing part

[0066] like Figure 3 As shown, a load-bearing portion 40 is provided on the front side of the front longitudinal member 16. In this embodiment, the front longitudinal member 16 and the load-bearing portion 40 are integrally formed by casting, and the load-bearing portion 40 forms a portion of the end portion of the front longitudinal member 16 on the vehicle front side. Therefore, like the front longitudinal member 16, the load-bearing portion 40 has an open cross-section taken along the vehicle height direction, opening outward in the vehicle width direction. The front longitudinal member 16 and the load-bearing portion 40 do not necessarily need to be integrally formed; they can also be separate components.

[0067] The load-bearing portion 40 has a structure including a first wall portion 41, a second wall portion 42, a third wall portion 43, a fourth wall portion 44, and a fifth wall portion 45. The first wall portion 41 extends in the vehicle width direction, has a plate thickness direction oriented in the vehicle front-rear direction, and has a main surface facing the vehicle front-rear direction. On the main surface constituting the rear surface of the first wall portion 41, the vehicle front end portions of the upper wall portion 16A, the lower wall portion 16B, the inner wall portion 16C, and the partition wall portion 16D of the front longitudinal beam 16 are connected. On the main surface constituting the rear surface of the first wall portion 41, a reinforcing rib 32 extending from the high-rigidity portion 30 of the front longitudinal beam 16 is connected. On the other hand, on the main surface constituting the front surface of the first wall portion 41, a portion of the vehicle rear side of the crash box 70 to be described later is connected.

[0068] The second wall portion 42 is connected to the outer side of the first wall portion 41 in the vehicle width direction and extends from the outer portion of the first wall portion 41 in the vehicle width direction toward the front side of the vehicle. The second wall portion 42 extends in the vehicle front-rear direction, with the plate thickness direction oriented in the vehicle width direction, and has a main surface facing the vehicle width direction. The main surface on the inner side in the vehicle width direction is arranged to face the side surface (outer wall portion 70D) of the crash box 70 in the vehicle width direction. The second wall portion 42 is joined to the outer wall portion 70D of the crash box 70 by a fastening member 92. The fastening member 92 is, for example, a weld nut welded to the inner surface of the second wall portion 42 and a bolt that penetrates the second wall portion 42 and the outer wall portion 70D of the crash box 70 and engages with the weld nut.

[0069] The third wall portion 43 is connected to the vehicle front side of the second wall portion 42 and extends from the portion of the vehicle front side of the second wall portion 42 toward the vehicle width direction outer side. That is, the third wall portion 43 extends from the side surface (outer wall portion 70D) of the crash box 70 on the vehicle width direction outer side toward the vehicle width direction outer side. The third wall portion 43 extends in the vehicle width direction, the plate thickness direction is oriented in the vehicle front-rear direction, and has a main surface facing the vehicle front-rear direction. The main surface on the vehicle front side is arranged to face the end portion on the vehicle width direction outer side of the bumper reinforcement 80 which will be described later.

[0070] The fourth wall portion 44 is connected to the vehicle width direction inner side of the first wall portion 41 and extends from the portion of the vehicle width direction inner side of the first wall portion 41 toward the vehicle front side. In other words, the fourth wall portion 44 is connected to the inner side of the first wall portion 41 and extends from the inner portion of the first wall portion 41, the inner side being one side in the vehicle width direction of the first wall portion 41. The fourth wall portion 44 extends in the vehicle front-rear direction, the plate thickness direction is oriented in the vehicle width direction, and has a main surface facing the vehicle width direction. The main surface on the vehicle width direction outer side is arranged to face the side surface (inner wall portion 70C) of the crash box 70 on the vehicle width direction inner side. As with the second wall portion 42, the fourth wall portion 44 is joined to the inner wall portion 70C of the crash box 70 by the fastening member 92 (see FIG. 6). Figure 4 ).

[0071] By the second wall portion 42 and the fourth wall portion 44, the crash box 70 is connected to the end portion of the front side rail 16 on the vehicle front side. By being joined to the second wall portion 42 and the fourth wall portion 44, the portion of the crash box 70 on the vehicle rear side is strengthened in rigidity against a collision load input in the vehicle width direction. The load receiving portion 40 and the crash box 70 can be joined together by welding.

[0072] Here, in the load receiving portion 40, a reinforcement rib 46 is provided which suppresses bending deformation of the third wall portion 43 when a collision load input in the vehicle front-rear direction is input. The reinforcement rib 46 rises from the main surface on the vehicle width direction outer side of the second wall portion 42 and connects the second wall portion 42 and the third wall portion 43 to each other. In the present embodiment, a plurality of reinforcement ribs 46 are provided along the vehicle height direction.

[0073] As Figure 3As shown, the plurality of reinforcing ribs 46 includes reinforcing ribs 46 formed along the upper wall portion 16A, the lower wall portion 16B, and the partition wall portion 16D of the front side member 16 when viewed from the lateral side. These reinforcing ribs 46 are formed along with the upper wall portion 16A, the lower wall portion 16B, and the partition wall portion 16D of the front side member 16 in the collision load input direction which is the vehicle front-rear direction. Therefore, among the collision load input into the third wall portion 43, the dispersion load which has been distributed toward the vehicle rear side is quickly transmitted to the upper wall portion 16A, the lower wall portion 16B, and the partition wall portion 16D of the front side member 16 by the reinforcing ribs 46.

[0074] The plurality of reinforcing ribs 46 includes at least one reinforcing rib 46 which is arranged at a level in the vehicle front-rear direction which overlaps the bumper reinforcement 80 and the protrusion 82 which will be described later, and in the present embodiment, two reinforcing ribs 46 are arranged at a level in the vehicle front-rear direction which overlaps the bumper reinforcement 80 and the protrusion 82. The interval T1 between these two reinforcing ribs 46 is set to be smaller than the interval T2 between reinforcing ribs 46 which are adjacent to each other in a region which does not overlap the bumper reinforcement 80 and the protrusion 82 in the vehicle front-rear direction. Therefore, from the viewpoint of reinforcing the rigidity of the third wall portion 43 against the collision load input from the bumper reinforcement 80 and the protrusion 82, the arrangement of the two reinforcing ribs 46 is an effective arrangement.

[0075] The load receiving portion 40 has vertical ribs 48 which intersect the plurality of reinforcing ribs 46. The vertical ribs 48 rise from the main surface of the second wall portion 42 on the vehicle width direction outer side, and extend in the vehicle height direction. The vertical ribs 48 are formed respectively at the vehicle rear side end of the second wall portion 42 and the intermediate portion in the vehicle front-rear direction of the second wall portion 42. The vertical rib 48 provided at the vehicle rear side end of the second wall portion 42 is integrally formed in the vehicle width direction outer side end of the first wall portion 41 of the load receiving portion 40.

[0076] A plurality of cylindrical ejector pin seats 50 rise from the main surface of the second wall portion 42 on the vehicle width direction outer side. When the load receiving portion 40 is formed by casting, the ejector pin seats 50 strike the ejector pins provided on the fixed mold side of the mold. That is, in a state in which the mold is opened during casting, the ejector pins on the fixed mold side strike the ejector pin seats 50 and press the load receiving portion 40 to cause it to be demolded. The ejector pin seats 50 are set to be thicker than the plate thickness of the third wall portion 43, the reinforcing ribs 46, and the vertical ribs 48.

[0077] In the present embodiment, the plurality of bosses 50 includes bosses 50 arranged at a horizontal level overlapping the bumper reinforcement 80 and the protrusion 82 in the vehicle front-rear direction, bosses 50 arranged at an intersection between the third wall portion 43 of the load-receiving portion 40 and the reinforcing rib 46, and bosses 50 arranged at an intersection between the reinforcing rib 46 and the vertical rib 48. Thus, from the viewpoint of reinforcing the rigidity of the third wall portion 43 against a collision load input from the bumper reinforcement 80 and the protrusion 82, the arrangement of the bosses 50 is an effective arrangement.

[0078] On the other hand, the fifth wall portion 45 is connected at a vehicle lower side of the first wall portion 41 and extends toward a vehicle front side from a portion of the first wall portion 41 at the vehicle lower side. The fifth wall portion 45 extends in the vehicle front-rear direction, the plate thickness direction is oriented in the vehicle height direction, and has a major surface facing the vehicle height direction. A portion of the vehicle rear side of the crash box 70 is arranged on the major surface constituting an upper surface of the fifth wall portion 45. The mounting portion 52 fixed to the suspension member 60 is provided on the fifth wall portion 45.

[0079] The mounting portion 52 has a mounting block 54 formed on a major surface constituting a lower surface of the fifth wall portion 45. The mounting block 54 is arranged to protrude from the lower surface of the fifth wall portion 45 toward the vehicle lower side and face an end portion of the vehicle front side and an end portion of the vehicle width direction outer side of the suspension member 60. The end portion of the vehicle front side of the vehicle width direction outer side of the suspension member 60 is joined to the fifth wall portion 45 by the mounting block 54 and a fastening member 94. The fastening member 94 is, for example, a bolt that penetrates the suspension member 60 and engages with an internal thread of the mounting block 54. A configuration in which the mounting block 54 is provided on the suspension member 60 side can be employed, or a configuration in which the mounting block 54 is a separate member can be employed.

[0080] Here, Figure 4 An enlarged plan view of the load-receiving portion 40 as viewed from the upper side. As Figure 4 shown, the mounting portion 52 is arranged in front of the first wall portion 41 and behind the third wall portion 43 in the vehicle front-rear direction as viewed in plan. In other words, the mounting portion 52 is arranged at the vehicle front side of the first wall portion 41 and at the vehicle rear side of the third wall portion 43 as viewed in plan. Thus, a portion of a collision load input into the third wall portion 43 from the protrusion 82, which will be described later, is transmitted to the mounting portion 52 in the process of being transmitted from the third wall portion 43 to the first wall portion 41. Subsequently, this portion of the collision load is rapidly transmitted to the suspension member 60 by the mounting portion 52. In Figure 4 the example shown, the mounting portion 52 is arranged on the vehicle width direction inner side with respect to the second wall portion 42, but a configuration in which the mounting portion 52 is arranged on the vehicle width direction outer side with respect to the second wall portion 42 can be employed.

[0081] Suspension member

[0082] As Figure 2 and Figure 3 shown, a suspension member 60 is mounted on the vehicle lower side of the left and right front side members 16. The suspension member 60 includes a pair of side members 62 extending along the vehicle front-rear direction, and a pair of cross members 64 coupling the vehicle front side end portions of the side members 62 to each other and coupling the vehicle rear side end portions of the side members 62 to each other. That is, as seen in a plan view, the suspension member 60 has a rectangular frame shape. The suspension member 60 is a frame portion of a suspension (not shown) that supports the vehicle 12, and supports a power unit (not shown) from the lower side. The vehicle front side end portions, which are the vehicle width direction outer side end portions of the suspension member 60, are mounted on the load receiving portion 40 by the mounting portion 52.

[0083] At the vehicle front side end portions, which are the vehicle width direction outer side end portions of the suspension member 60, there are provided spacing members 66 extending toward the vehicle front side. The vehicle front side end portions of each of the spacing members 66 are connected to a lower shock absorber (not shown) extending in the vehicle width direction. The lower shock absorber functions to absorb and thereby reduce impact energy in the event of a head-on collision with a pedestrian, and is made of a foamed resin material, a plastic resin material, or the like. As Figure 4 shown, the positions at which the spacing members 66 are connected to the lower shock absorber are disposed on the vehicle width direction outer side relative to the positions at which the crash box 70 is connected to the bumper reinforcement 80, as seen in a plan view.

[0084] The crash box

[0085] As Figure 3 and Figure 4 shown, the crash box 70 has an upper wall portion 70A, a lower wall portion 70B, an inner wall portion 70C, and an outer wall portion 70D, and extends toward the vehicle front side from the vehicle front side end portions of the front side members 16. The crash box 70 is a tubular member oriented axially along the vehicle front-rear direction, and has a rectangular closed cross section in a direction orthogonal to the extending direction. The crash box 70 is configured to plastically deform in compression when subjected to an axial compression load equal to or greater than a predetermined value along the vehicle front-rear direction, and thereby absorb a collision load.

[0086] The crash box according to the present application is a member having an impact absorbing function for a front side load, and can be integrally formed with a front side member (frame portion), or can be a separate body.

[0087] The upper wall portion 70A constitutes an upper surface of the crash box 70, and an end portion of the upper wall portion 70A on the vehicle front side protrudes further toward the front side than the inner wall portion 70C and the outer wall portion 70D and is joined to an upper surface of the bumper reinforcement 80 by fastening members 96. The lower wall portion 70B constitutes a lower surface of the crash box 70, and like the upper wall portion 70A, an end portion thereof on the vehicle front side protrudes and is joined to a lower surface of the bumper reinforcement 80 by the fastening members 96. Each fastening member 96 is, for example, a bolt that penetrates the upper wall portion 70A, the bumper reinforcement 80, and the lower wall portion 70B, and a nut that is joined to the bolt. A configuration in which the front end portion of the crash box 70 is joined to the bumper reinforcement 80 by welding can be employed.

[0088] The inner wall portion 70C constitutes a side surface on the vehicle width direction inner side of the crash box 70, and an end portion thereof on the vehicle rear side is joined to the fourth wall portion 44 of the load receiving portion 40. The outer wall portion 70D constitutes a side surface on the vehicle width direction outer side of the crash box 70, and an end portion thereof on the vehicle rear side is joined to the third wall portion 43 of the load receiving portion 40. The outer wall portion 70D is arranged to face the protruding portion 82 of the bumper reinforcement 80, which will be described later, in the vehicle width direction.

[0089] Bumper reinforcement

[0090] The bumper reinforcement 80 is a hollow beam-like frame portion and extends along the vehicle width direction. The bumper reinforcement 80 extends along the vehicle width direction such that an end portion thereof on the vehicle width direction outer side bulges toward the vehicle width direction outer side beyond an end portion of the crash box 70 on the vehicle width direction outer side and is connected to the crash box 70. As viewed in a plan view, a middle portion of the bumper reinforcement 80 in the vehicle width direction is gently curved so as to be convex toward the vehicle front side.

[0091] Here, the protruding portion 82 that protrudes toward the vehicle rear side is provided at the end portion on the vehicle width direction outer side of the bumper reinforcement 80. Although the bumper reinforcement 80 and the protruding portion 82 are described here as separate components, a configuration in which these components are integrally formed can be employed.

[0092] Figure 5 A perspective view of the protruding portion 82 provided at the end portion on the vehicle width direction left side of the bumper reinforcement 80 as viewed from the right oblique rear side. As Figure 5As shown, the protrusion 82 is a solid block formed using an aluminum alloy, magnesium alloy, or the like, and has an upper surface portion 82A, a lower surface portion 82B, an inner surface portion 82C, an outer surface portion 82D, and a first inclined portion 82E. The upper surface portion 82A constitutes the upper surface of the protrusion 82. The lower surface portion 82B constitutes the lower surface of the protrusion 82. The inner surface portion 82C constitutes the inner side surface of the protrusion 82 in the vehicle width direction. The outer surface portion 82D constitutes the outer side surface of the protrusion 82 in the vehicle width direction. The first inclined portion 82E is a flat surface and constitutes the rear surface of the protrusion 82.

[0093] The protrusion 82 has a connecting end portion 84 that extends inward in the vehicle width direction from the end portion of the inner surface portion 82C on the vehicle front side. The connecting end portion 84 is inserted through an opening formed in the vehicle width direction end portion of the bumper reinforcement 80 and is joined to the bumper reinforcement 80 via a fastening member 98. The fastening member 98 is, for example, a bolt that penetrates the bumper reinforcement 80 and the connecting end portion 84, and a nut that engages the bolt. A configuration in which the connecting end portion 84 is omitted and the protrusion 82 is joined to the bumper reinforcement 80 by welding may be employed.

[0094] In the event of a small overlap collision involving vehicle 12, the protrusion 82 rapidly transmits the collision load input to the outer end of the bumper reinforcement 80 in the vehicle width direction to the crash box 70. Specifically, in the event of a small overlap collision, the bumper reinforcement 80 collides with obstacle B at a position further outward in the vehicle width direction than the crash box 70. Simultaneously, the outer end of the bumper reinforcement 80 in the vehicle width direction bends and deforms from the starting point of the collision with obstacle B toward the rear of the vehicle and inward in the vehicle width direction. As a result, the rearward end of the protrusion 82 strikes the outer wall portion 70D of the crash box 70, rapidly transmitting the collision load.

[0095] Here, as seen in the plan view, the protrusion 82 extends obliquely toward the vehicle rear side and the inner side in the vehicle width direction. On the other hand, as seen in the plan view, the first inclined portion 82E is inclined from the end portion on the inner side in the vehicle width direction toward the vehicle rear side and the outer side in the vehicle width direction. Therefore, in the event of a small overlap collision, when the end portion on the outer side in the vehicle width direction of the bumper reinforcement 80 is bent and deformed, the first inclined portion 82E of the protrusion 82 strikes the outer wall portion 70D of the crash box 70. In this state, as seen in the plan view, the first inclined portion 82E is arranged to extend along the outer wall portion 70D of the crash box 70 and face the outer wall portion 70D. The end portion of the first inclined portion 82E on the vehicle rear side (the rear end portion of the protrusion 82) strikes the third wall portion 43 (see FIG. 4 ) of the load-bearing portion 40. Figure 6B and Figure 7B (the position of the solid line in the figure).

[0096] Since the first inclined portion 82E has a flat surface, the area in contact with the outer wall portion 70D of the collision box 70 is large, which suppresses the generation of local stress in the outer wall portion 70D. Therefore, at least immediately after the collision, the collision box 70 is configured not to deform under the collision load input from the protruding portion 82, and the outer wall portion 70D of the collision box 70 is able to function as a reaction force surface.

[0097] Effects and advantages

[0098] Next, the effects and advantages of the vehicle front structure 10 according to the embodiment will be described, and reference will be made to Figures 6A to 7B The transfer path of the collision load at the time of a small overlap collision will be described in detail.

[0099] The vehicle front structure 10 according to the embodiment includes a collision box 70 that extends from a front end portion of a front side member 16, which is a frame portion of the vehicle 12, extending in the vehicle front-rear direction, toward the vehicle front side, and a bumper reinforcement 80 that is provided on the vehicle front side of the collision box 70 so as to extend in the vehicle width direction. An end portion of the bumper reinforcement 80 on the vehicle width direction outer side is provided with a protruding portion 82 that protrudes toward the vehicle rear side.

[0100] According to this configuration, at the time of a small overlap collision, the collision load input from the obstacle B is received by the bumper reinforcement 80, and the further input collision load causes the end portion of the bumper reinforcement 80 on the vehicle width direction outer side to be bent and deformed, so that the collision load is transferred to the outer wall portion 70D of the collision box 70 through the protruding portion 82.

[0101] Here, the protruding portion 82 has a first inclined portion 82E that, as viewed in plan, is inclined from the end portion on the vehicle width direction inner side toward the vehicle rear side and the vehicle width direction outer side. In other words, the first inclined portion 82E is inclined outward from the inner side of the end portion of the protruding portion in the vehicle width direction toward the vehicle rear side. Therefore, when the bumper reinforcement 80 is bent and deformed, the first inclined portion 82E of the protruding portion 82 strikes the outer wall portion 70D of the collision box 70. That is, the collision load transferred from the bumper reinforcement is input through the first inclined portion 82E. In this state, the first inclined portion 82E is arranged so as to extend along the extending direction of the collision box 70 and face the side surface of the collision box 70. Therefore, the input of local loads into the collision box 70 is suppressed, and damage to the collision box 70 can be reduced.

[0102] In the present embodiment, since the first inclined portion 82E has a flat surface, it is in flat contact with the outer wall portion 70D of the collision box 70. Therefore, the contact area between the first inclined portion 82E and the collision box 70 increases, and damage to the collision box 70 can be effectively reduced.

[0103] Here, when the end portion of the bumper reinforcement 80 on the vehicle width direction outer side is bent and deformed upon occurrence of the small overlap collision, the first inclined portion 82E of the protruding portion 82 hits the outer wall portion 70D of the collision box 70, while the end portion of the first inclined portion 82E on the vehicle rear side hits the third wall portion 43 of the load receiving portion 40. Thus, the collision load input from the bumper reinforcement 80 is divided into a dispersion load transmitted toward the vehicle width direction inner side through the outer wall portion 70D of the collision box 70 and a dispersion load transmitted toward the vehicle rear side through the third wall portion 43 of the load receiving portion 40.

[0104] The dispersion load transmitted toward the vehicle width direction inner side through the outer wall portion 70D of the collision box 70 is transmitted to the front end portion of the front side member 16 via the load receiving portion 40, and then to the end portion on the vehicle front side as the end portion of the suspension member 60 on the vehicle width direction outer side. Thus, the lateral force toward the counter collision side (the vehicle width direction inner side) is transmitted to the vehicle 12, and the vehicle 12 can be moved so as to dodge the obstacle B. In this way, in the vehicle front portion structure 10, the collision load is transmitted from the collision box 70 to the front side member 16 (the frame portion). That is, the collision box can be used as a reaction force surface for generating the lateral force toward the counter collision side.

[0105] Since the collision box 70 does not bend and deform under the collision load input from the protruding portion 82, when the offset collision or the full overlap collision can occur as a secondary collision after the small overlap collision, the collision load input in the vehicle front-rear direction can be absorbed by the collision box 70.

[0106] The dispersion load transmitted toward the vehicle rear side through the third wall portion 43 of the load receiving portion 40 is transmitted to the front end portion of the front side member 16 via the second wall portion 42 and the first wall portion 41. Thus, a part of the collision load input by the small overlap collision can be absorbed by the impact absorbing structure of the front side member 16.

[0107] Upon occurrence of the small overlap collision, the start point of the bending deformation of the bumper reinforcement 80 differs depending on the change in the amount of overlap between the vehicle 12 and the obstacle B. In this case, the behavior of the protruding portion 82 also changes. Also in this case, in the vehicle front portion structure 10 according to the embodiment, stable transmission of the collision load can be achieved. Next, this will be described with reference to Figures 6A to 7B This will be described. In Figures 6A to 7B , the configuration of the load receiving portion 40 is indicated only by a schematic cross section.

[0108] For example, when the amount of overlap between the vehicle 12 and the obstacle B is large, the first inclined portion 82E of the protruding portion 82 can hit the intermediate portion in the extension direction of the collision box 70 (see FIG. 6) due to the bending deformation of the bumper reinforcement 80 immediately after the collision. Figure 6AIn this case as well, as the collision load is further input, the first inclined portion 82E of the protrusion 82 can move toward the vehicle rear side along the side surface of the crash box 70 and the collision load receiving portion 40 ( Figure 6B ). Therefore, the collision load can be transmitted to the load receiving portion 40 through the protrusion 82.

[0109] When the overlap between the vehicle 12 and the obstacle B is small, the bending deformation of the bumper reinforcement 80 immediately after the collision is small, and the first inclined portion 82E of the protrusion 82 is likely to hit the load receiving portion 40 before the crash box 70 (see FIG. Figure 7A In this case as well, the vehicle rear-side end portion of the protrusion 82 strikes the third wall portion 43 of the load receiving portion 40, and the protrusion 82 is guided by the third wall portion 43 so as to move toward the vehicle width direction inner side, which allows the first inclined portion 82E to strike the side surface of the crash box 70. In this way, the collision load can be transmitted to the crash box 70 through the protrusion 82.

[0110] Therefore, since the third wall portion 43 of the load receiving portion 40 extends from the vehicle width direction outer side surface of the crash box 70 at the vehicle rear side relative to the protruding portion 82 toward the vehicle width direction outer side, stable load transmission can be achieved.

[0111] In this embodiment, the load receiving portion 40 is integrally formed in the front side member 16. This can improve the efficiency of transmitting the collision load from the load receiving portion 40 to the front side member 16.

[0112] In this embodiment, the load-bearing portion 40 and the front side member 16 have open cross-sections that open outward in the vehicle width direction. Therefore, the load-bearing portion 40 and the front side member 16 can be molded with the open cross-section direction serving as the demolding direction. This facilitates the manufacture of the load-bearing portion 40 and the front side member 16 and reduces production costs.

[0113] In the embodiment, the load input from the protruding portion 82 to the third wall portion 43 of the load receiving portion 40 is transmitted to the first wall portion 41 via the second wall portion 42. Therefore, since the second wall portion 42 extending in the vehicle front-rear direction is arranged between the third wall portion 43 and the first wall portion 41, the input of the distributed load to the vehicle rear side of the front side member 16 can be stabilized, and the transmission efficiency of the collision load can be improved.

[0114] The load receiving portion 40 has a reinforcing rib 46 connecting the second wall portion 42 and the third wall portion 43. When the bumper reinforcement 80 is bent and deformed, the third wall portion 43 receives the collision load through the protrusion 82, thereby increasing the transmission efficiency of the collision load.

[0115] In the load-receiving portion 40, the mounting portion 52 of the suspension member 60 is arranged on the vehicle front side of the first wall portion 41 and on the vehicle rear side of the third wall portion 43. Therefore, when the bumper reinforcement 80 is bent and deformed, a portion of the collision load input from the protruding portion 82 into the third wall portion 43 is transmitted to the mounting portion 52 in the process of being transmitted from the third wall portion 43 to the first wall portion 41. Subsequently, the portion of the collision load is transmitted to the suspension member 60 by the mounting portion 52. In this way, the collision load is able to be quickly transmitted to the suspension member 60 when a small overlap collision occurs, so that the lateral force toward the counter collision side is able to be quickly generated.

[0116] Further, in the present embodiment, the load-receiving portion 40 has a fourth wall portion 44 connected on the vehicle width direction inner side of the first wall portion 41 and extending toward the vehicle front side. Therefore, the fourth wall portion 44 is arranged on the vehicle width direction inner side of the collision box 70. Therefore, under the collision load input from the vehicle width direction outer side by the protruding portion 82, the fourth wall portion 44 suppresses the collision box 70 from moving toward the vehicle width direction inner side, so that the transmission path of the collision load is able to be stabilized. Further, since the fourth wall portion 44, the reaction force obtained from the collision box 70 is increased, which is able to improve the transmission efficiency of the collision load to the front side longitudinal beam 16.

[0117] Although the vehicle front portion structure according to the embodiment has been described above, the present application is not limited thereto. Modified examples of the above-described embodiment will be listed below. Each modified example basically follows the configuration of the vehicle front portion structure according to the above-described embodiment, and thus is able to produce similar actions and effects.

[0118] First Modified Example

[0119] As Figure 8 shown, the vehicle front portion structure according to the present application can employ a protruding portion 100 according to the first modified example in place of the protruding portion 82 of the above-described embodiment. The protruding portion 100 has substantially the same configuration as the protruding portion 82, but differs in that a first inclined portion 100A and a second inclined portion 100B are provided in the rear surface of the protruding portion 100. As with the first inclined portion 82E according to the above-described embodiment, as seen in a plan view, the first inclined portion 100A is inclined from the end on the vehicle width direction inner side toward the vehicle rear side and the vehicle width direction outer side. On the other hand, the second inclined portion 100B is connected to the end on the vehicle rear side of the first inclined portion 100A, and is inclined toward the vehicle front side and the vehicle width direction outer side. In other words, the second inclined portion 100B is connected to the rear end in the vehicle front-rear direction of the first inclined portion 82E, and the second inclined portion 100B is inclined outward in the vehicle width direction toward the vehicle front side. As one example, the first inclined portion 100A and the second inclined portion 100B each have a flat surface.

[0120] According to the above-described protrusion 100, when the bumper reinforcement 80 is bent and deformed, the first inclined portion 100A of the protrusion 100 strikes the side surface (outer wall portion 70D) of the crash box 70 on the vehicle width direction outer side, and the second inclined portion 100B strikes the third wall portion 43 of the load receiving portion 40. Therefore, the contact area between the protrusion 100 and the third wall portion 43 increases, which allows stable load transmission through the third wall portion 43.

[0121] Second modification

[0122] As Figure 9 shown, the vehicle front structure according to the present application can employ a protrusion 200 according to a second modification in place of the protrusion 82 of the above-described embodiment. The protrusion 200 has substantially the same configuration as the protrusion 82, but differs in that a cross section orthogonal to the extending direction thereof is an open cross section that is open toward at least one side in the vehicle width direction.

[0123] As one example, the protrusion 200 includes an upper wall portion 200A, a lower wall portion 200B, an outer wall portion 200C, and a partition wall portion 200D, and has a substantially E-shaped open cross section that is open toward the vehicle width direction inner side. The upper wall portion 200A constitutes an upper wall of the protrusion 200. The lower wall portion 200B constitutes a lower wall of the protrusion 200. The outer wall portion 200C connects an end portion of the upper wall portion 200A on the vehicle width direction outer side and an end portion of the lower wall portion 200B on the vehicle width direction outer side to each other. The partition wall portion 200D rises from a middle portion in the vehicle height direction of the outer wall portion 200C, and partitions an internal space of the protrusion 200 into upper and lower portions.

[0124] As seen in a plan view, at an end portion of the protrusion 200 on the vehicle rear side, a first inclined portion 200E is formed that is inclined from an end portion on the vehicle width direction inner side toward the vehicle rear side and the vehicle width direction outer side. The first inclined portion 200E is a rear surface of the protrusion 200, and is formed by end surfaces of the upper wall portion 200A, the lower wall portion 200B, the outer wall portion 200C, and the partition wall portion 200D on the vehicle rear side.

[0125] According to the above-described protrusion 200, when the bumper reinforcement 80 is bent and deformed due to a small overlap collision, the first inclined portion 200E strikes the side surface (outer wall portion 70D) of the crash box 70 on the vehicle width direction outer side and inputs a collision load. In this state, the end surfaces of the upper wall portion 200A, the lower wall portion 200B, the outer wall portion 200C, and the partition wall portion 200D that form the first inclined portion 200E extend along the extending direction of the crash box 70. Therefore, as with the first inclined portion 82E of the above-described embodiment, localized load input into the crash box 70 is suppressed, making it possible to reduce damage to the crash box 70.

[0126] Since the cross section of the protrusion 200 is an open cross section that opens toward the vehicle width direction inner side, weight reduction can be achieved compared to when the protrusion is formed by a solid block. In addition, the protrusion 200 can be easily formed into a casting by a mold, and thus production costs can be reduced.

[0127] The above configuration may omit the partition wall portion 200D, or may include two or more partition wall portions 200D. An outer wall portion 200C may connect the vehicle widthwise intermediate portions of the upper and lower wall portions 200A, 200B, resulting in a cross-section of the protrusion 200 open to both sides in the vehicle width direction. Alternatively, an inner wall portion may be added to the protrusion 200, resulting in a rectangular, closed cross-section. In this case, the vehicle-front end of the protrusion 200 may be welded to the bumper reinforcement 80, or, like the crash box 70, may be fastened to the bumper reinforcement 80 via a fastening member.

[0128] Third Modification

[0129] like Figure 10 As shown, the vehicle front structure according to the present invention can employ a protrusion 300 according to a third modified example in place of the protrusion 82 of the above-described embodiment. The protrusion 300 has an upper wall 300A, an inner wall 300B, an outer wall 300C, and a first inclined portion 300D. The protrusion 300 has a generally U-shaped cross-section that opens toward the vehicle lower side. The upper wall 300A constitutes the upper wall of the protrusion 300 and connects the vehicle upper end of the inner wall 300B with the vehicle upper end of the outer wall 300C. The inner wall 300B constitutes the vehicle widthwise inner wall of the protrusion 300. The outer wall 300C constitutes the vehicle widthwise outer wall of the protrusion 300. The first inclined portion 300D has a flat surface and, like the first inclined portion 82E of the above-described embodiment, slopes from the vehicle widthwise inner end toward the vehicle rear and vehicle widthwise outer side when viewed in plan.

[0130] Like the protrusion 82 of the above-described embodiment, the protrusion 300 can reduce damage to the crash box 70. Because the protrusion 300 has an open cross-section that opens toward the vehicle underside, it can achieve weight reduction compared to a protrusion formed from a solid block. Furthermore, the protrusion 300 can be easily molded into a casting using a mold, thereby reducing production costs.

[0131] A configuration may be adopted in which the upper wall portion 300A is omitted and a lower wall portion is provided connecting the vehicle lower side ends of the inner wall portion 300B and the outer wall portion 300C, and thus the cross section of the protruding portion 300 may be an open cross section that opens toward the vehicle upper side.

[0132] Fourth Modification

[0133] Although not shown, the load receiving portion 40 may be omitted from the vehicle front structure according to the above embodiment. In the case where the load receiving portion 40 is provided, one or both of the second wall portion 42 and the fourth wall portion 44 may be omitted.

Claims

1. A vehicle front structure, characterized in that includes: a frame portion arranged at a front portion of a vehicle on an outer side in a vehicle width direction of the vehicle and extending along a vehicle front-rear direction; a crash box extending from an end portion of the frame portion toward a vehicle front side, the end portion of the frame portion being an end portion of a front side of the frame portion; a bumper reinforcement connected to the vehicle front side of the crash box; and a protruding portion protruding from an end portion of the bumper reinforcement toward a vehicle rear side, the end portion of the bumper reinforcement being an end portion of the outer side in the vehicle width direction of the bumper reinforcement, an end portion of the protruding portion including a first inclined portion, the end portion of the protruding portion being an end portion of the vehicle rear side of the protruding portion, wherein: the end portion of the bumper reinforcement extends along the vehicle width direction so as to bulge toward the outer side in the vehicle width direction beyond an end portion of the crash box, the end portion of the crash box being an end portion of the outer side in the vehicle width direction of the crash box; and the first inclined portion inclines outward toward the vehicle rear side from an inner side in the vehicle width direction of the end portion of the protruding portion when viewed in a plan view. The first inclined portion has a flat surface.

2. The vehicle front structure according to claim 1, characterized by Further includes a load receiving portion provided rearward in the vehicle front-rear direction of the crash box, wherein at least a portion of the load receiving portion is arranged at the vehicle rear side with respect to the protruding portion and extends outward in the vehicle width direction from a side surface of the crash box, the side surface of the crash box being a surface of the outer side in the vehicle width direction of the crash box.

3. The vehicle front structure according to claim 1 or claim 2, characterized by, 4. The vehicle front structure according to claim 3, characterized in that: the protruding portion includes a second inclined portion; and the second inclined portion is connected to a rear end in the vehicle front-rear direction of the first inclined portion and inclines outward in the vehicle width direction toward the vehicle front side. The load receiving portion is integrally provided in the frame portion.

5. The vehicle front structure according to claim 3, characterized by The load receiving portion and the frame portion each have an open cross section that is open toward the outer side in the vehicle width direction.

6. The vehicle front structure according to claim 3, characterized by The load receiving portion includes:

7. The vehicle front structure according to claim 3, characterized by a first wall portion arranged at the vehicle rear side of the crash box and extending in the vehicle width direction; a second wall portion connected at the outer side in the vehicle width direction of the first wall portion and extending toward the vehicle front side; and a third wall portion connected at the vehicle front side of the second wall portion and extending from the side surface of the outer side in the vehicle width direction of the crash box toward the outer side in the vehicle width direction. The load receiving portion includes a reinforcing rib connecting the second wall portion and the third wall portion to each other.

8. The vehicle front structure according to claim 7, characterized by The load receiving portion includes a mounting portion of a suspension member provided forward of the first wall portion and rearward of the third wall portion in the vehicle front-rear direction.

9. The vehicle front structure according to claim 7 or claim 8, characterized by, The load receiving portion includes a fourth wall portion connected at the inner side in the vehicle width direction of the first wall portion and extending toward the vehicle front side.

10. The vehicle front structure according to claim 7 or claim 8, characterized by, ​

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