Vehicle front structure

Abstract

The present application relates to a vehicle front structure. The vehicle front structure includes a front frame that is integrally molded, the front frame including a front side member portion extending in a vehicle front-rear direction and a barrier member portion provided above the front side member portion in a vehicle height direction; a crash box provided in front of the front side member portion in the vehicle front-rear direction; a bumper reinforcement connected to a front end of the crash box, the bumper reinforcement extending in a vehicle width direction; and a connecting member connecting the barrier member portion and the crash box.

Description

Technical Field

[0001] This disclosure relates to a front structure of a vehicle. Background Technology

[0002] Japanese Unexamined Patent Application Publication No. 7-149261 (JP 7-149261 A) discloses a front structure of a vehicle, which includes a pair of front side beams, wheel wells and suspension towers disposed above each front side beam on the outer side of the vehicle body, and a top member of a barrier connecting the wheel wells and suspension towers, the top member of the barrier being configured to be substantially parallel to each front side beam. Summary of the Invention

[0003] In the front structure of a vehicle, the front side beams and retaining frame components can be molded as a single unit. Even in the event of partial damage, this single-unit molded product (hereinafter referred to as the "front frame") may need to be completely removed from the vehicle during repairs. Therefore, there is a possibility that repairs will become complicated. Consequently, minimizing damage to the front frame is desirable.

[0004] This disclosure has been made in consideration of the foregoing facts and provides a vehicle front structure that enables the reduction of damage to the front frame.

[0005] The first aspect of this disclosure relates to a front structure of a vehicle, comprising a front frame, a crash box, a bumper reinforcement, and a connecting member. The front frame is integrally molded and includes a front side beam extending in the vehicle's longitudinal direction and a retaining member disposed above the front side beam in the vehicle's height direction. The crash box is disposed in front of the front side beam in the vehicle's longitudinal direction. The bumper reinforcement is connected to the front end of the crash box and extends in the vehicle's width direction. The connecting member connects the retaining member and the crash box.

[0006] For example, when a collision occurs from the front of a vehicle (specifically, a small overlap collision), a load can be input to the vehicle from the front. In this case, the load is input to the bumper reinforcement and the impact box. The vehicle front structure according to the first aspect includes a connecting member that connects the upper member of the crash barrier and the impact box. This allows the connecting member to receive a portion of the load input to the bumper reinforcement and the impact box when a load is input to the vehicle from the front. Therefore, the supporting rigidity of the impact box and the bumper reinforcement can be improved. Therefore, it is possible to prevent the impact box from tilting backward relative to the vehicle's longitudinal direction and the bumper reinforcement from tilting backward relative to the vehicle's width direction. Therefore, the impact absorption function of the impact box and the bumper reinforcement can be appropriately utilized, and thus the load transmitted to the front frame can be reduced. This reduces damage to the front frame that requires complex repairs.

[0007] In the vehicle front structure according to the second aspect of this disclosure, in the first aspect, the collision box may include a first energy-absorbing portion extending from the front side beam towards the front of the vehicle and a second energy-absorbing portion disposed in front of the first energy-absorbing portion in the vehicle's longitudinal direction, the strength of the second energy-absorbing portion being lower than the strength of the first energy-absorbing portion. A connecting member may be connected to the first energy-absorbing portion.

[0008] In the vehicle front structure according to the second aspect, the second energy-absorbing part is positioned in front of the first energy-absorbing part in the vehicle's longitudinal direction and is weaker than the first energy-absorbing part. Therefore, when a load is input to the vehicle from the front, the second energy-absorbing part deforms earlier than the first energy-absorbing part to absorb the load. This prevents large loads from being input to the connecting member connected to the first energy-absorbing part when the load is at a level that does not deform the first energy-absorbing part but does deform the second energy-absorbing part. Therefore, the load input to the connecting member is reduced. Consequently, the load transmitted to the front frame via the connecting member can also be reduced. This makes it possible to reduce damage to the front frame that requires complex repairs.

[0009] In the vehicle front structure according to the third aspect of this disclosure, in a second aspect, the connecting member can be connected to the outer surface of the first energy absorption part in the vehicle width direction.

[0010] In the vehicle front structure according to the third aspect, the connecting member is connected to the outer surface of the first energy-absorbing part. This allows for improved support rigidity of the crash box and bumper reinforcement in the vehicle width direction. Therefore, it is possible to more appropriately prevent the crash box and bumper reinforcement from tilting sideways. The phrase "tilting sideways" means tilting relative to the vehicle's longitudinal or width direction.

[0011] In the vehicle front structure according to the fourth aspect of this disclosure, in the second aspect, the connecting member can be connected to the upper surface of the first energy absorption part.

[0012] In the vehicle front structure according to the fourth aspect, the connecting member is connected to the upper surface of the first energy-absorbing part. This allows for increased support rigidity of the crash box and bumper reinforcement in the vehicle height direction. Therefore, it is more appropriate to prevent the crash box and bumper reinforcement from falling vertically. The phrase "falling vertically" means falling at an angle relative to the horizontal plane.

[0013] In the vehicle front structure according to the fifth aspect of this disclosure, in a first aspect, the collision box may include a first energy-absorbing portion extending from the front side beam towards the front of the vehicle and a second energy-absorbing portion disposed outside the first energy-absorbing portion in the vehicle width direction. A connecting member may be connected to the second energy-absorbing portion.

[0014] In the vehicle front structure according to the fifth aspect, the connecting member is connected to the second energy-absorbing part of the collision box. This allows the position of the connection portion between the connecting member and the second energy-absorbing part in the vehicle width direction to be brought to a significant outer position of the front side beam in the vehicle width direction by, for example, adjusting the length of the second energy-absorbing part to increase its length in the vehicle width direction. Therefore, for example, even in vehicles with a relatively long length in the vehicle width direction, the connecting member can properly receive collision loads.

[0015] In the vehicle front structure according to the sixth aspect of this disclosure, in the fifth aspect, the second energy absorption part may be connected to the outer surface of the front end of the first energy absorption part in the vehicle width direction.

[0016] In the vehicle front structure according to the sixth aspect, the second energy-absorbing part is connected to the outer surface of the front end of the first energy-absorbing part in the vehicle width direction. This allows the position of the second energy-absorbing part to be brought to the front side in the vehicle longitudinal direction. Therefore, the length of the connecting member connected to the second energy-absorbing part can be increased. Therefore, the energy absorbed by the connecting member can be increased.

[0017] In the vehicle front structure according to the seventh aspect of this disclosure, in any one of the first to sixth aspects, the connection strength of the connection portion between the collision box and the connecting member may be lower than the connection strength of the connection portion between the barrier member and the connecting member.

[0018] In the vehicle front structure according to the seventh aspect, the connection strength of the connection between the collision box and the connecting member is lower than the connection strength of the connection between the barrier member and the connecting member. This allows the second energy absorption unit and the connecting member to easily disconnect when a load is input to the connecting member. Therefore, the load transmitted from the connecting member to the front frame (barrier member) can be reduced. Consequently, damage to the front frame can be reduced.

[0019] In the vehicle front structure according to the eighth aspect of this disclosure, in any one of the first to seventh aspects, the connecting member may include a buckling portion that is readily buckled in an intersecting direction that intersects with the vehicle's longitudinal direction.

[0020] In the vehicle front structure according to the eighth aspect, the connecting member includes a buckling portion that is prone to buckling in the cross direction. This allows the load transmitted to the front frame to be reduced by causing the connecting member to buckle in the cross direction from the buckling portion, which is the starting point, when a load is input to the connecting member. Therefore, damage to the front frame can be reduced.

[0021] As described above, the vehicle front structure according to this disclosure has the excellent effect of reducing damage to the front frame. Attached Figure Description

[0022] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein: Figure 1 This is a perspective view showing the front structure of a vehicle according to a first embodiment of the present disclosure; Figure 2 This is a plan view showing the front structure of a vehicle according to a first embodiment of the present disclosure; Figure 3 This is a plan view showing a variant example of the front structure of a vehicle according to the first embodiment of the present disclosure; Figure 4 This is a perspective view showing the front structure of a vehicle according to a second embodiment of the present disclosure; Figure 5 This is a plan view showing the front structure of a vehicle according to a second embodiment of the present disclosure; and Figure 6 This is a plan view showing a variant example of the front structure of a vehicle according to a second embodiment of the present disclosure. Detailed Implementation

[0023] In the following text, see references Figures 1 to 6 This description describes an embodiment of the vehicle front structure according to the present disclosure. It should be noted that in each figure, the appropriately indicated arrow FR points to the front of the vehicle corresponding to the front side in the vehicle's longitudinal direction, arrow IN points in the inward direction in the vehicle's width direction, and arrow UP points to the top of the vehicle corresponding to the upper side in the vehicle's height direction. When the simple phrases "trailback direction," "width direction," and "height direction" appear in the following description, these phrases respectively indicate the vehicle's longitudinal direction, vehicle width direction, and vehicle height direction. Further, the left-right direction refers to the left-right direction when the vehicle is facing forward in the longitudinal direction.

[0024] First Embodiment

[0025] refer to Figures 1 to 3 A vehicle front structure according to a first embodiment of the present disclosure is described. The vehicle front structure according to this embodiment is applied to a vehicle 100.

[0026] vehicle

[0027] Vehicle 100 is, for example, a battery electric vehicle (BEV). It should be noted that the vehicles to which the vehicle front structure according to this embodiment is applicable are not limited to BEVs. For example, the vehicle front structure according to this embodiment can be applied to fuel cell electric vehicles, vehicles driven by internal combustion engines, etc.

[0028] Vehicle front structure

[0029] According to this embodiment, the vehicle front structure is disposed in the front of the vehicle 100. It should be noted that the vehicle front structure is constructed to be symmetrical about the left and right sides with respect to the vertical plane at the center of the vehicle's width direction. Therefore, in the following description, the left side of the vehicle front structure will be primarily described, and the description of the right side of the vehicle will be appropriately omitted.

[0030] like Figure 1 and Figure 2 As shown, the front structure of the vehicle includes a front frame 10, a collision box 20 extending forward from the front end of the front frame 10, a bumper reinforcement 30 connected to the front end of the collision box 20 and extending along the width direction of the vehicle, and an extension bracket (connecting member) 40 connecting the front frame 10 and the collision box 20.

[0031] Front frame 10

[0032] The front frame 10 constitutes the front of the vehicle 100. The front frame 10 is a component that forms the frame of the front of the vehicle 100. The front frame 10 is integrally molded by casting. Specifically, the front frame 10 can be, for example, an integrally molded product of die casting aluminum.

[0033] The front frame 10 includes a pair of left and right front wheel wells 11, a crossbeam 12 connecting the rear of the left and right front wheel wells 11, a pair of left and right front side beams 13 disposed below the respective front wheel wells 11, a pair of left and right retaining member parts 14 disposed above the respective front side beams 13, and an upper member part 15 disposed on the outer side of each front wheel well in the vehicle width direction. The front wheel wells 11, crossbeams 12, front side beams 13, retaining member parts 14 and upper member parts 15 are integrally molded by casting.

[0034] The front wheel well section 11 forms a space to accommodate the front wheel (not shown). The crossbeam section 12 extends in the width direction of the vehicle. The crossbeam section 12 connects to the front wheel well section 11, which is separated in the width direction of the vehicle.

[0035] The front side beam 13 extends in a straight line along the vehicle's longitudinal direction. The rear portion of the front side beam 13 in the vehicle's longitudinal direction is located below the front wheel well 11. The front portion of the front side beam 13 in the vehicle's longitudinal direction is located in front of the front wheel well 11 in the vehicle's longitudinal direction. The rear end of the collision box 20 is connected to the front end of the front side beam 13 in the vehicle's longitudinal direction.

[0036] The barrier component 14 is positioned above the front side beam 13 in the vehicle height direction and outside the front side beam 13 in the vehicle width direction. The barrier component 14 extends in the longitudinal direction. The barrier component 14 is positioned above the upper component 15 in the vehicle height direction. The rear end of the outrigger bracket 40 is connected to the front end of the barrier component 14 in the vehicle longitudinal direction.

[0037] The upper component 15 is located below the enclosure component 14. The upper component 15 extends along the vehicle height direction and the vehicle front-to-back direction.

[0038] Collision Box 20

[0039] The impact box 20 extends linearly along the longitudinal direction of the vehicle. The impact box 20 extends forward from the front side beam 13 of the front frame 10 in the longitudinal direction of the vehicle. That is, the rear end of the impact box 20 is connected to the front end of the front side beam 13 of the front frame 10. Furthermore, the front end of the impact box 20 is connected to the rear surface of the bumper reinforcement 30. The impact box 20 deforms to absorb the load input to the vehicle 100.

[0040] The collision box 20 includes a first energy absorption section 21 extending from the front side beam 13 toward the front of the vehicle and a second energy absorption section 22 disposed in front of the first energy absorption section 21 in the longitudinal direction of the vehicle.

[0041] The first energy-absorbing section 21 extends linearly along the longitudinal direction of the vehicle. The rear end of the first energy-absorbing section 21 is connected to the front end of the front side beam section 13. Furthermore, the front end of the first energy-absorbing section 21 is connected to the rear end of the second energy-absorbing section 22.

[0042] The strength of the first energy-absorbing part 21 is higher than that of the second energy-absorbing part 22. In other words, the first energy-absorbing part 21 is less prone to deformation than the second energy-absorbing part 22.

[0043] The first energy-absorbing part 21 is a component with a rectangular tube shape. The first energy-absorbing part 21 includes: an upper surface 21A, which is a flat surface; an inner surface 21B, which can bend downward from the inner end of the upper surface 21A in the vehicle width direction; an outer surface 21C, which can bend downward from the outer end of the upper surface 21A in the vehicle width direction; and a lower surface (not shown), which connects the lower ends of the inner surface 21B and the lower ends of the outer surface 21C to each other. The front end of the extension bracket 40 is connected to the outer surface 21C. Specifically, the front end of the extension bracket 40 is connected to the rear of the outer surface 21C.

[0044] The second energy-absorbing section 22 is a rectangular tube-shaped component that extends linearly along the vehicle's longitudinal direction. The rear end of the second energy-absorbing section 22 is connected to the front end of the first energy-absorbing section 21. Furthermore, the front end of the second energy-absorbing section 22 is connected to the rear surface of the bumper reinforcement 30. Specifically, the front end of the second energy-absorbing section 22 is connected to the rear surface of the inclined portion 32 located at the end of the bumper reinforcement 30 along the vehicle width direction. Therefore, as... Figure 2As shown, the front end of the second energy absorption section 22 is tilted to be positioned rearward when it extends outward in the vehicle width direction.

[0045] The strength of the second energy-absorbing part 22 is lower than that of the first energy-absorbing part 21. In other words, the second energy-absorbing part 22 is more easily deformed than the first energy-absorbing part 21.

[0046] In this embodiment, the length of the first energy-absorbing part 21 in the vehicle width direction is the same as the length of the second energy-absorbing part 22 in the vehicle width direction. Furthermore, the length of the first energy-absorbing part 21 in the vehicle height direction is the same as the length of the second energy-absorbing part 22 in the vehicle height direction.

[0047] It should be noted that the method for reducing the strength of the second energy-absorbing part 22 to be lower than that of the first energy-absorbing part 21 is not specifically limited. For example, in this embodiment, when the external shape of the first energy-absorbing part 21 and the external shape of the second energy-absorbing part 22 are the same, the plate thickness of the second energy-absorbing part 22 can be set to be thinner than the plate thickness of the first energy-absorbing part 21, making the strength of the second energy-absorbing part 22 lower than that of the first energy-absorbing part 21. Furthermore, the second energy-absorbing part 22 and the first energy-absorbing part 21 can be made of different materials, making the strength of the second energy-absorbing part 22 lower than that of the first energy-absorbing part 21. Additionally, a easily deformable weak portion can be provided to the second energy-absorbing part 22, making the strength of the second energy-absorbing part 22 lower than that of the first energy-absorbing part 21.

[0048] Furthermore, the first energy-absorbing portion 21 and the second energy-absorbing portion 22 can be formed with different external shapes, such that the strength of the second energy-absorbing portion 22 is lower than that of the first energy-absorbing portion 21. For example, the length of the second energy-absorbing portion 22 in the vehicle width direction or the vehicle height direction can be set to be shorter than the length of the first energy-absorbing portion 21 in the vehicle width direction or the vehicle height direction, so that the strength of the second energy-absorbing portion 22 is lower than that of the first energy-absorbing portion 21.

[0049] Bumper reinforcement part 30

[0050] The bumper reinforcement 30 is disposed at the front end of the vehicle 100. The bumper reinforcement 30 integrally includes a central portion 31 disposed in the middle of the vehicle width direction and inclined portions 32 disposed at both ends in the vehicle width direction.

[0051] The middle portion 31 extends in a straight line along the width direction of the vehicle. The inclined portion 32 is connected to the two ends of the middle portion 31 in the width direction of the vehicle.

[0052] The inclined portion 32 extends outward along the vehicle width direction from the end of the middle portion 31 in the vehicle width direction and rearward along the vehicle front-rear direction. That is, the inclined portion 32 is configured to be inclined relative to the vehicle width direction in a plan view. The front end of the collision box 20 (specifically, the second energy absorption portion 22) is connected to the rear surface of the inclined portion 32.

[0053] External support 40

[0054] The extendable bracket 40 is disposed above the front side beam portion 13 of the front frame 10. The extendable bracket 40 is disposed on the outer side of the front side beam portion 13 of the front frame 10 in the vehicle width direction.

[0055] The extendable bracket 40 connects the front frame 10 and the collision box 20. Specifically, the extendable bracket 40 connects the front end of the retaining member portion 14 of the front frame 10 and the outer surface 21C of the first energy absorption portion 21 of the collision box 20. The rear end of the extendable bracket 40 is connected to the front end of the retaining member portion 14 of the front frame 10. The front end of the extendable bracket 40 is connected to the outer surface 21C of the first energy absorption portion 21 of the collision box 20.

[0056] like Figure 2 As shown, the first energy-absorbing part 21 is disposed in front of the barrier member part 14 in the vehicle longitudinal direction and inward of the barrier member part 14 in the vehicle width direction. Therefore, the extended bracket 40 extends forward and inward from the barrier member part 14. Furthermore, the first energy-absorbing part 21 is positioned below the barrier member part 14. Therefore, the extended bracket 40 extends downward from the barrier member part 14.

[0057] like Figure 1 and Figure 2 As shown, the extender bracket 40 is an elongated member extending substantially in a straight line. The extender bracket 40 includes a recess (bent portion) 41 that is recessed inward from its outer surface in the vehicle width direction. The recess 41 is located approximately in the middle of the vehicle's longitudinal direction. The length (in other words, the thickness) of the recess 41 in the vehicle width direction is shorter than the thickness of the other portions of the extender bracket 40. Therefore, the recess 41 is prone to deformation in the vehicle width direction (cross direction). Specifically, the recess 41 is prone to bending in the inward direction in the vehicle width direction. By providing the recess 41, the extender bracket 40 is prone to bending in the inward direction in the vehicle width direction.

[0058] As described above, the rear end of the extendable bracket 40 is connected to the enclosure member portion 14, and the front end of the extendable bracket 40 is connected to the first energy absorption portion 21. In this embodiment, the rear end of the extendable bracket 40 is fastened and fixed to the enclosure member portion 14 by a plurality of (two in this embodiment, for example) fastening tools 42. Furthermore, the front end of the extendable bracket 40 is fastened and fixed to the first energy absorption portion 21 by a plurality of (two in this embodiment, for example) fastening tools 43.

[0059] The connection between the extended bracket 40 and the enclosure member 14 has a structure in which the connection on the enclosure member 14 side is less prone to deformation than the connection on the extended bracket 40 side. In other words, the connection on the extended bracket 40 side is more easily deformed than the connection on the enclosure member 14 side. There are no particular limitations on the method of making the connection on the extended bracket 40 side more easily deformable, but for example, a cut can be formed at the outer edge of the connection on the extended bracket 40 side (specifically, the part where the fastening tool 42 is fixed), making the connection on the extended bracket 40 side more easily deformable. Furthermore, by reducing the thickness of the connection on the extended bracket 40 side, the connection on the extended bracket 40 side can be made more easily deformable.

[0060] In this embodiment, the connection strength between the extended bracket 40 and the first energy absorption part 21 is lower than the connection strength between the extended bracket 40 and the enclosure member part 14. In other words, the connection between the extended bracket 40 and the first energy absorption part 21 is easier to disconnect than the connection between the extended bracket 40 and the enclosure member part 14.

[0061] It should be noted that there are no particular limitations on the method of changing the connection strength, but, for example, the number of fastening tools can be changed. That is, the connection strength can be reduced by reducing the number of fastening tools 43 connecting the extended bracket 40 and the first energy absorption part 21 to a number lower than the number of fastening tools 42 connecting the extended bracket 40 and the enclosure member part 14.

[0062] Actions and effects

[0063] According to this embodiment, the following actions and effects are provided.

[0064] For example, when a collision occurs, for instance, with a colliding object from the front of the vehicle 100 (specifically, a small overlap collision), a load can be input to the vehicle 100 from the front. In this case, the load is input to the bumper reinforcement 30 and the impact box 20. In this embodiment, an extension bracket 40 is included that connects the barrier member 14 and the impact box 20. This allows the extension bracket 40 to receive a portion of the load input to the bumper reinforcement 30 and the impact box 20 when a load is input to the vehicle 100 from the front. Therefore, the support rigidity of the impact box 20 and the bumper reinforcement 30 can be improved. Therefore, it is possible to prevent the impact box 20 from tilting backward relative to the vehicle's longitudinal direction and the bumper reinforcement 30 from tilting backward relative to the vehicle's width direction. Therefore, the impact absorption function of the impact box 20 and the bumper reinforcement 30 can be properly utilized, and thus the load transmitted to the front frame 10 can be reduced. This makes it possible to reduce damage to the front frame 10 that requires complex repairs.

[0065] Furthermore, the load transmitted to the front frame 10 can be reduced, and thus the load transmitted to the passenger compartment located behind the front frame 10 in the vehicle's longitudinal direction can also be reduced. Therefore, the safety of the occupants in the passenger compartment can be improved.

[0066] Furthermore, in this embodiment, the second energy-absorbing part 22 is disposed in front of the first energy-absorbing part 21 in the vehicle's longitudinal direction and has low strength. Therefore, when a load is input to the vehicle 100 from the front, the second energy-absorbing part 22 deforms earlier than the first energy-absorbing part 21 to absorb the load. This prevents large loads from being input to the extension bracket 40 connected to the first energy-absorbing part 21 when the load is at a level that does not deform the first energy-absorbing part 21 but deforms the second energy-absorbing part 22. Therefore, the load input to the extension bracket 40 is reduced. As a result, the load transmitted to the front frame 10 via the extension bracket 40 can also be reduced. This makes it possible to reduce damage to the front frame 10 that requires complex repairs.

[0067] Furthermore, in this embodiment, the extended bracket 40 is connected to the outer surface 21C of the first energy absorption section 21. This allows for improved support rigidity of the collision box 20 and bumper reinforcement 30 in the vehicle width direction. Therefore, it is possible to more appropriately prevent the collision box 20 and bumper reinforcement 30 from tipping over laterally. It should be noted that the phrase "tilting over laterally" refers to the collision box 20, etc., tilting relative to the vehicle's longitudinal direction or vehicle width direction.

[0068] Furthermore, in this embodiment, the connection strength of the connection between the collision box 20 and the extended bracket 40 is lower than the connection strength of the connection between the barrier member 14 and the extended bracket 40. This allows the second energy absorption section 22 and the extended bracket 40 to be easily disconnected when a load is applied to the extended bracket 40. Therefore, the load transmitted from the extended bracket 40 to the front frame 10 (barrier member 14) can be reduced. Consequently, damage to the front frame 10 can be reduced.

[0069] It should be noted that even when the collision box 20 and the extended bracket 40 are disconnected, the extended bracket 40 itself can be pushed backward, so that the load acts on the connection portion between the extended bracket 40 and the enclosure member portion 14. Furthermore, in this embodiment, the connection portion between the extended bracket 40 and the enclosure member portion 14 has a structure in which the connection portion on the extended bracket 40 side is more easily deformed than the connection portion on the enclosure member portion 14 side. This allows the extended bracket 40 side to deform even when the load acts on the connection portion between the extended bracket 40 and the enclosure member portion 14, and therefore the extended bracket 40 and the enclosure member portion 14 are easily disconnected. Therefore, damage to the enclosure member portion 14 (front frame 10) can be reduced.

[0070] Furthermore, in this embodiment, the extender bracket 40 includes a recess 41 that is easily bent along the cross direction. This allows the load to be transmitted to the front frame 10 to be reduced when a load is input to the extender bracket 40 by bending the extender bracket 40 inward in the vehicle width direction from the recess 41, which serves as the starting point. Therefore, damage to the front frame 10 can be reduced.

[0071] Variation Example

[0072] It should be noted that in the first embodiment described above, an example has been given in which the front end of the extendable bracket 40 is connected to the outer surface 21C of the first energy absorption section 21, but this disclosure is not limited thereto. For example, as Figure 3 As shown, the front end of the extension bracket 140 can be connected to the upper surface 21A of the first energy absorption section 21.

[0073] As described above, when the extended bracket 140 is connected to the upper surface 21A of the first energy absorption section 21, the support rigidity of the collision box 20 and the bumper reinforcement 30 in the vehicle height direction can be improved. Therefore, it is possible to more appropriately prevent the collision box 20 and the bumper reinforcement 30 from falling vertically. The phrase "falling vertically" means that the collision box 20 and the like fall at an angle relative to the horizontal plane.

[0074] Second Embodiment

[0075] Next, refer to Figures 4 to 6A vehicle front structure according to a second embodiment of this disclosure is described. The vehicle front structure according to this embodiment differs from the first embodiment described above in the structure of the collision box and the connection destination of the external support. Other points are similar to those of the first embodiment described above, and therefore their detailed description is omitted by using the same reference numerals to denote similar constructions.

[0076] Collision box 50

[0077] like Figure 4 and Figure 5 As shown, the collision box 50 according to this embodiment includes a first energy-absorbing portion 51 extending from the front side beam portion 13 of the front frame 10 toward the front of the vehicle, and a second energy-absorbing portion 52 connected to the outer surface 51C of the first energy-absorbing portion 51 in the vehicle width direction. It should be noted that in this embodiment, an example is described in which separate components are connected as the first energy-absorbing portion 51 and the second energy-absorbing portion 52, but the first energy-absorbing portion 51 and the second energy-absorbing portion 52 can be a single integral component.

[0078] The first energy-absorbing part 51 is a rectangular tube-shaped component that extends linearly along the vehicle's longitudinal direction. The first energy-absorbing part 51 extends forward from the front side beam portion 13 of the front frame 10 along the vehicle's longitudinal direction. That is, the rear end of the first energy-absorbing part 51 is connected to the front end of the front side beam portion 13 of the front frame 10. Furthermore, the front end of the first energy-absorbing part 51 is connected to the rear surface of the bumper reinforcement 30 (specifically, the inclined portion 32). Figure 5 As shown, the front end of the first energy-absorbing section 51 is inclined along the rear surface of the inclined section 32, thereby positioning it rearward as it extends outward in the vehicle width direction. The first energy-absorbing section 51 deforms to absorb the load input to the vehicle 100.

[0079] The first energy absorption section 51 is a component with a rectangular tube shape. For example... Figure 4 and Figure 5 As shown, the first energy-absorbing portion 51 includes: an upper surface 51A, which is a flat surface; an inner surface 51B, which can bend downward from the inner end of the upper surface 51A along the vehicle width direction; an outer surface 51C, which can bend downward from the outer end of the upper surface 51A along the vehicle width direction; and a lower surface (not shown), which connects the lower ends of the inner surface 51B and the lower ends of the outer surface 51C to each other. The inner end of the second energy-absorbing portion 52 in the vehicle width direction is connected to the outer surface 51C. Specifically, the inner end of the second energy-absorbing portion 52 in the vehicle width direction is connected to the front of the outer surface 51C.

[0080] The second energy-absorbing part 52 is a rectangular tube-shaped component that extends linearly along the vehicle width direction. The inner end of the second energy-absorbing part 52 in the vehicle width direction is connected to the front of the outer surface 51C of the first energy-absorbing part 51. The front end of the second energy-absorbing part 52 is connected to the rear surface of the bumper reinforcement 30 (specifically, the inclined part 32). Figure 5 As shown, the front end of the second energy absorption section 52 is inclined along the rear surface of the inclined section 32 so as to be positioned rearward when extending outward in the vehicle width direction. The second energy absorption section 52 deforms to absorb the load input to the vehicle 100.

[0081] The second energy absorption section 52 is a component with a rectangular tube shape. For example... Figure 4 and Figure 5 As shown, the second energy-absorbing section 52 includes an upper surface 52A that is flat, an inner surface 52B that can bend downward from the inner end of the upper surface 52A along the vehicle width direction, an outer surface 52C that can bend downward from the outer end of the upper surface 52A along the vehicle width direction, and a lower surface (not shown) that connects the lower ends of the inner surface 52B and the lower ends of the outer surface 52C to each other. The front end of the extension bracket (connecting member) 60 is connected to the outer surface 52C. Specifically, the front end of the extension bracket 60 is connected to the rear of the outer surface 52C.

[0082] The outer end of the second energy absorption part 52 in the vehicle width direction is positioned inside the outer end of the bumper reinforcement 30 in the vehicle width direction.

[0083] External support 60

[0084] The extendable bracket 60 is disposed above the front side beam portion 13 of the front frame 10. The extendable bracket 60 is disposed on the outer side of the front side beam portion 13 of the front frame 10 in the vehicle width direction.

[0085] The extendable bracket 60 connects the front frame 10 and the collision box 50. Specifically, the extendable bracket 60 connects the front end of the retaining member portion 14 of the front frame 10 and the outer surface 52C of the second energy absorption portion 52 of the collision box 50. The rear end of the extendable bracket 60 is connected to the front end of the retaining member portion 14 of the front frame 10. The front end of the extendable bracket 60 is connected to the outer surface 52C of the second energy absorption portion 52 of the collision box 50.

[0086] like Figure 5As shown, the second energy-absorbing part 52 is disposed in front of the barrier member part 14 in the vehicle longitudinal direction and inside the barrier member part 14 in the vehicle width direction. Therefore, the extendable bracket 60 extends forward and inward from the barrier member part 14. Furthermore, the second energy-absorbing part 52 is positioned below the barrier member part 14. Therefore, the extendable bracket 60 extends downward from the barrier member part 14.

[0087] like Figure 4 and Figure 5 As shown, the extender bracket 60 is an elongated member extending substantially in a straight line. The extender bracket 60 includes a recess (bent portion) 61 that is recessed inward from its outer surface in the vehicle width direction. The recess 61 is located approximately at the middle in the vehicle's longitudinal direction. The length (in other words, thickness) of the recess 61 in the vehicle width direction is shorter than the thickness of the other portions of the extender bracket 60. Therefore, the recess 61 is prone to deformation in the vehicle width direction (intersecting direction). Specifically, the recess 61 is prone to bending inward in the vehicle width direction. By providing the recess 61, the extender bracket 60 is prone to bending inward in the vehicle width direction.

[0088] As described above, the rear end of the extendable bracket 60 is connected to the enclosure member portion 14, and the front end of the extendable bracket 60 is connected to the second energy absorption portion 52. In this embodiment, the rear end of the extendable bracket 60 is fastened and fixed to the enclosure member portion 14 by a plurality of (two in this embodiment, for example) fastening tools 62. Furthermore, the front end of the extendable bracket 60 is fastened and fixed to the second energy absorption portion 52 by a plurality of (two in this embodiment, for example) fastening tools 63.

[0089] In this embodiment, the connection strength between the extended bracket 60 and the second energy absorption part 52 is lower than the connection strength between the extended bracket 60 and the enclosure member part 14. In other words, the connection between the extended bracket 60 and the second energy absorption part 52 is easier to disconnect than the connection between the extended bracket 60 and the enclosure member part 14.

[0090] It should be noted that the method for changing the connection strength is similar to that in the first embodiment described above, and therefore its detailed description is omitted.

[0091] Actions and effects

[0092] Similarly, in this embodiment, as in the first embodiment described above, the extended bracket 60 can be used to improve the supporting rigidity of the collision box 50 and the bumper reinforcement 30. Therefore, damage to the front frame 10 requiring complex repairs can be reduced.

[0093] Furthermore, in this embodiment, the extendable bracket 60 is connected to the second energy-absorbing portion 52 of the collision box 50. This allows the position of the connection portion between the extendable bracket 60 and the second energy-absorbing portion 52 in the vehicle width direction to be brought to a desired position by, for example, adjusting the length of the second energy-absorbing portion 52 to increase its length in the vehicle width direction.

[0094] Therefore, for example, as in Figure 6 In the variant example of this embodiment shown, a second energy-absorbing section 152 with a longer length in the vehicle width direction can be provided. This allows the position of the connection portion between the extender bracket 160 and the second energy-absorbing section 152 in the vehicle width direction to be brought to the outer side of the front side beam portion 13 in the vehicle width direction. Therefore, for example, even in a vehicle with a longer length in the vehicle width direction, the extender bracket 160 can appropriately receive collision loads.

[0095] Furthermore, in this embodiment, the second energy-absorbing section 52 is connected to the outer surface of the front end of the first energy-absorbing section 51 along the vehicle width direction. This allows the position of the second energy-absorbing section 52 to be brought to the front side in the vehicle's longitudinal direction. Therefore, the length of the extension bracket 60 connected to the second energy-absorbing section 52 can be increased. As a result, the energy absorbed by the extension bracket 60 can be increased.

[0096] The vehicle front structure according to the embodiments has been described above, but the design of the present disclosure may be appropriately modified without departing from the essential points of the present disclosure.

[0097] For example, in the above embodiments, an example has been described where a recess is provided in the extender bracket to facilitate inward bending of the extender bracket 40 in the vehicle width direction; however, this disclosure is not limited thereto. The construction for facilitating inward bending of the extender bracket in the vehicle width direction can be any construction other than the recess. For example, a bend that curves inward in the vehicle width direction can be provided in the extender bracket to facilitate inward bending of the extender bracket in the vehicle width direction.

[0098] Furthermore, in the second embodiment described above, an example has been given of the front end of the extendable bracket 60 being connected to the outer surface 52C of the second energy absorption section 52 of the impact box 50; however, this disclosure is not limited thereto. For example, the front end of the extendable bracket 60 may be connected to the upper surface 52A of the second energy absorption section 52 of the impact box 50.

Claims

1. A front structure for a vehicle, characterized in that... include: The front frame is integrally molded and includes a front side beam extending in the vehicle longitudinal direction and a barrier member disposed above the front side beam in the vehicle height direction. A collision box, wherein the collision box is disposed in front of the front side beam in the longitudinal direction of the vehicle; A bumper reinforcement is attached to the front end of the collision box and extends in the vehicle width direction. as well as A connecting member that connects the enclosure component and the collision box.

2. The vehicle front structure according to claim 1, characterized in that: The collision box includes: a first energy-absorbing portion extending from the front side beam towards the front of the vehicle; and a second energy-absorbing portion disposed in front of the first energy-absorbing portion in the vehicle's longitudinal direction, the second energy-absorbing portion having a lower strength than the first energy-absorbing portion; and The connecting member is connected to the first energy absorption section.

3. The vehicle front structure according to claim 2, characterized in that, The connecting member is attached to the outer surface of the first energy absorption part in the vehicle width direction.

4. The vehicle front structure according to claim 2, characterized in that, The connecting member is attached to the upper surface of the first energy absorption part.

5. The vehicle front structure according to claim 1, characterized in that: The collision box includes: a first energy-absorbing portion extending from the front side beam towards the front of the vehicle; and a second energy-absorbing portion disposed outside the first energy-absorbing portion in the vehicle width direction; and The connecting member is connected to the second energy absorption section.

6. The vehicle front structure according to claim 5, characterized in that, The second energy absorption section is connected to the outer surface of the front end of the first energy absorption section in the vehicle width direction.

7. The vehicle front structure according to any one of claims 1 to 6, characterized in that, The connection strength between the collision box and the connecting member is lower than the connection strength between the enclosure member and the connecting member.

8. The vehicle front structure according to any one of claims 1 to 6, characterized in that, The connecting member includes a buckling portion that is prone to buckling in an intersecting direction, the intersecting direction being a direction that intersects the vehicle's longitudinal direction.

Images