Vehicle body front structure

Abstract

To provide a vehicle body front structure which can inhibit deformation of a power unit room even in either of a full lap front collision and a small overlap front collision.SOLUTION: A vehicle body front structure includes: a cradle 50 disposed below a power unit room disposed at a front part of a vehicle body 2; a pair of front side frames 22 extending in a front-back direction of the vehicle body 2; a radiator support 30 provided forward of the power unit room; control plates 63 which are respectively joined to outer surfaces of front ends of the pair of front side frames 22 and radiator side frames 32; and a beam member 60 disposed in a vehicle body front space formed between the power unit room and the radiator support 30 and having wound parts 62 which are respectively joined to the control plates 63 and formed at both ends of an arc part 61 fixed to the cradle 50.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle front body structure for controlling deformation of the front body of a vehicle during a collision. [Background technology]

[0002] In recent years, a cradle structure, which is a lattice structure, has been adopted for the body structure of an automobile, etc. This type of cradle structure not only improves the ease of assembly on a production line, but also serves as a collision energy absorbing member in the event of a frontal collision when provided at the front of the vehicle body.

[0003] For example, Patent Document 1 discloses a vehicle front end structure that is a front structure of a vehicle having an engine cradle. In the conventional vehicle front end structure, a force receiving structure configured to rotate on its force receiving surface in response to a collision event is attached to the engine cradle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Special Publication No. 2022-504969 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, in the conventional front structure of a vehicle, the cradle structure is disposed so as to bypass the reciprocating engine, which is a power unit of the internal combustion engine, etc. Therefore, there is a risk that the conventional front structure of a vehicle may be limited and insufficient as an energy absorbing member in the event of a frontal collision.

[0006] On the other hand, electric vehicles have power units such as motors that are smaller than reciprocating engines, etc. This creates space in the front of the vehicle, making it necessary to have a cradle structure that can cushion the impact during a full-wrap frontal collision and ensure a sufficient crash stroke.

[0007] However, during a small overlap frontal collision, a large collision load acts locally on one side area of ​​the front of the vehicle body, which may make it difficult to sufficiently absorb the collision load.

[0008] In this manner, in the case of a small overlap frontal collision, it becomes difficult to sufficiently suppress deformation of the power unit compartment. As a result, it becomes even more difficult for the vehicle body front structure for an electric vehicle to sufficiently suppress deformation of the power unit compartment.

[0009] Therefore, the present invention has been made in consideration of the above-mentioned circumstances, and aims to provide a front body structure that can suppress deformation of the power unit room in both a full-overlap frontal collision and a small overlap frontal collision. [Means for solving the problem]

[0010] One embodiment of the vehicle front structure of the present invention comprises a cradle arranged below a power unit room located at the front of the vehicle body to support a power unit, a pair of front side frames extending in the fore-and-aft direction of the vehicle body on the sides of the power unit room, a radiator support provided in front of the power unit room and having front ends of the pair of front side frames joined to a radiator side frame, a control plate joined to the outer surfaces of the front ends of the pair of front side frames and to the radiator side frame, and a beam member arranged in a front body space formed between the power unit room and the radiator support, having an arc portion whose central portion is fixed to the cradle and a wound portion formed at both ends of the arc portion, joined to the control plate. Effect of the Invention

[0011] According to the present invention, it is possible to provide a vehicle body front structure that can suppress deformation of the power unit compartment in both a full overlap frontal collision and a small overlap frontal collision. [Brief description of the drawings]

[0012] [Figure 1] A side view showing the main parts of the vehicle front structure. [Diagram 2] FIG. 2 is a plan view showing the main parts of the vehicle front structure; [Diagram 3] A side view showing the behavior of the front body structure in the early stages of a full-wrap frontal collision [Figure 4] A side view showing the behavior of the front body structure in the mid-section during a full-wrap frontal collision [Diagram 5] Plan view showing the behavior of the front body structure in the mid-section during a full-wrap frontal collision [Figure 6] Schematic diagram explaining the behavior of the beam member in the midsection during a full-wrap frontal collision [Figure 7] A side view showing the behavior of the front body structure in the final stages of a full-wrap frontal collision [Figure 8] A side view showing the behavior of the vehicle body structure in the early stages of a small wrap frontal collision [Figure 9] Plan view showing the behavior of the vehicle body structure in the early stages of a small wrap frontal collision [Figure 10] Plan view showing the behavior of the vehicle body structure in the mid-section during a small-lap frontal collision [Figure 11] Plan view showing the behavior of the vehicle body structure in the final stages of a small-lap frontal collision DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] An embodiment of a vehicle body front structure according to one aspect of the present invention will be described in detail below with reference to the drawings. Note that in the drawings used in the following description, each component is shown at a different scale so that the components can be recognized on the drawings, and the present invention is not limited to the number of components, the shapes of the components, the size ratios of the components, and the relative positional relationships of the components shown in these drawings.

[0014] 1, a vehicle 1 has a vehicle body 2, a cabin 3, and a motor room 4. The vehicle 1 is an electric vehicle. The motor room 4 constitutes a power unit room provided in the front part of the vehicle body 2.

[0015] The cabin 3 is provided in approximately the center in the front-rear direction of the vehicle body 2. The cabin 3 has a vehicle body framework formed by a floor panel 5, a toe board 6, a pair of left and right front pillars 7, and a pair of left and right side sills 8.

[0016] The floor panel 5 is formed, for example, of a substantially flat sheet metal member. The floor panel 5 forms the floor surface of the cabin 3. A battery chamber 10 is disposed below the floor panel 5. A plurality of batteries 11 are housed inside the battery chamber 10.

[0017] The toe board 6 is formed, for example, by a sheet metal member standing upward from a tip of the floor panel 5. The toe board 6 constitutes a partition wall that separates the cabin 3 and the motor room 4.

[0018] The pair of side sills 8 are, for example, hollow members having a closed cross-sectional shape. Each side sill 8 is formed, for example, by joining a plurality of panels. Each side sill 8 extends in the front-rear direction of the vehicle body 2 on the left and right side portions of the floor panel 5. Furthermore, each side sill 8 is joined to the left and right side portions of the floor panel 5, respectively.

[0019] The pair of front pillars 7 are, for example, hollow members having a closed cross-sectional shape. Each front pillar 7 is formed, for example, by joining a plurality of panels. The lower end of each front pillar 7 is joined to the front end of each side sill 8. Each front pillar 7 is joined to the left and right side portions of the toe board 6.

[0020] The motor room 4 is disposed in front of the cabin 3. The motor room 4 is formed of a vehicle body framework surrounded by a pair of left and right upper side frames 21, a pair of left and right front side frames 22, and a cradle 50.

[0021] The pair of upper side frames 21 are formed, for example, from sheet metal. The front end of each upper side frame 21 is joined to the radiator support 30. The rear end of each upper side frame 21 is joined to the respective front pillar 13. Thus, each upper side frame 21 extends in the front-rear direction of the vehicle body 2 above the left and right sides of the motor room 4.

[0022] The pair of front side frames 22 are, for example, hollow members having a rectangular closed cross section. Each front side frame 22 is formed, for example, by joining a plurality of panels. Each front side frame 22 has a rear region 24, an inclined region 25, and a front region 26 in this order along the longitudinal direction from the rear side to the front side.

[0023] The rear region 24 extends substantially horizontally toward the front of the vehicle body 2. A rear end of the rear region 24 is joined to the front ends of the side sills 8, for example, via a torque box (not shown). In this way, the rear region 24 transmits the impact load transmitted from the front of the vehicle body 2 to the side sills 8 during a frontal collision of the vehicle 1.

[0024] The inclined region 25 is inclined at a predetermined angle of elevation from the front end of the rear region 24 toward the front of the vehicle body 2. The front region 26 extends from the front end of the inclined region 25 toward the front of the vehicle body 2 substantially horizontally.

[0025] A strut tower 40 (suspension tower) is provided between each upper side frame 21 and each front side frame 22. A portion of each strut tower 40 is formed integrally with each upper side frame 21 and each front side frame 22. Each strut tower 40 is set to have high rigidity and strength, and is a front body framework that fixes the suspension.

[0026] The cradle 50 provided under the motor room 4 is, for example, a crisscross frame made up of a pair of left and right lower side frames 51, a front cross member 52 and a rear cross member 53, as shown in FIGS.

[0027] The pair of lower side frames 51 are, for example, hollow members having a rectangular closed cross section. Each lower side frame 51 is formed, for example, by joining a plurality of panels. Each lower side frame 51 extends in the front-rear direction of the vehicle body 2.

[0028] 2, for example, the interval between the lower side frames 51 in the vehicle width direction is set to be narrower than the interval between the pair of front side frames 22. Also, each lower side frame 51 is disposed such that a part of an outer region in the vehicle width direction overlaps with the lower side of each front side frame 22 in a top view.

[0029] A suspension arm (not shown) is connected to the outer surface in the vehicle width direction of each lower side frame 51. Each suspension arm is disposed on the cradle 50 so as to be able to swing freely in the vertical direction.

[0030] The front cross member 52 and the rear cross member 53 are, for example, hollow members having a closed cross section. The front cross member 52 and the rear cross member 53 are formed, for example, by joining a plurality of panels. The front cross member 52 and the rear cross member 53 extend in the vehicle width direction at a predetermined interval in the front-rear direction of the vehicle body.

[0031] The front cross member 52 and the rear cross member 53 have both left and right ends joined to the middle of each lower side frame 51. As a result, a cradle 50 formed by each lower side frame 51, the front cross member 52, and the rear cross member 53 supports the power unit 45, such as a motor, and the control unit 46 on the vehicle body 2.

[0032] 1, the cradle 50 configured as above is joined to the lower part of each front side frame 22. Specifically, the rear region of each lower side frame 51 constituting the cradle 50 is joined to the rear region 24 of each front side frame 22.

[0033] Further, a front end portion of each lower side frame 51 is joined to the front region 26 of each front side frame 22 via a columnar reinforcing member 54. The reinforcing member 54 extends in the up-down direction and has, for example, a rectangular column shape.

[0034] The position of the front end of the cradle 50 coincides with the position of the tip of the structural part of the strut tower 40, and each lower side frame 51 is joined to the strut tower 40. It is preferable that the reinforcing member 54 is also joined to the strut tower 40.

[0035] A cradle extension 55 is provided in front of the cradle 50. The cradle extension 55 is a frame in which a pair of left and right lower side frames 56 and a cross member 57 are combined together.

[0036] The pair of lower side frames 56 are, for example, hollow members having a closed cross-sectional shape. Each lower side frame 56 is formed, for example, by joining a plurality of panels. Each lower side frame 56 extends in the front-rear direction of the vehicle body 2.

[0037] Each lower side frame 56 is joined to a front end of the lower side frame 51 of the cradle 50. Each lower side frame 56 is disposed such that a portion of an outer region in the vehicle width direction overlaps the lower side of each front side frame 22 in a top view.

[0038] The cross member 57 is, for example, a hollow member having a closed cross section. The cross member 57 is formed, for example, by joining a plurality of panels. The left and right ends of the cross member 57 are joined to the lower side frames 56 midway.

[0039] Further, a middle portion of each lower side frame 56 is joined to the front region 26 of each front side frame 22 via a columnar reinforcing member 58. The reinforcing member 58 extends in the vertical direction and has, for example, a rectangular column shape.

[0040] In this manner, the cradle 50 and the cradle extension 55 are joined to each front side frame 22. Also, each lower side frame 51 of the cradle 50 is set to have a length longer than that required for the respective front regions to support the power unit 45 and the control unit 46.

[0041] The front ends of the lower side frames 56 of the cradle extension 55 are disposed at approximately the same vehicle front-rear position as the front ends of the front side frames 22. That is, the lower side frames 56 of the cradle extension 55 extend further forward than the cross member 57 of the vehicle body.

[0042] A radiator support 30 is attached to the inside of the front end of each lower side frame 56. The radiator support 30 has a radiator upper frame 31, a pair of left and right radiator side frames 32, and a radiator lower frame 33. The radiator support 30 is a frame body for supporting a radiator core (not shown) in the front part of the motor room 4.

[0043] The radiator upper frame 31 and the radiator lower frame 33 each extend in the vehicle width direction. Both side portions of the radiator upper frame 31 are joined to upper ends of the pair of radiator side frames 32. Both side portions of the radiator lower frame 33 are joined to lower ends of the pair of radiator side frames 32. In other words, the radiator upper frame 31 and the radiator lower frame 33 are connected at their left and right ends via the pair of radiator side frames 32.

[0044] The left and right ends of the radiator lower frame 33 are joined to the front ends of the lower side frames 56. As a result, the cradle 50, the cradle extension 55 and the radiator lower frame 33 form a so-called ladder structure.

[0045] Each radiator side frame 32 has a bracket 34. Each bracket 34 is, for example, a flat plate member extending outward in the vehicle width direction. The front end portion of each front side frame 22 is joined to the rear surface of each bracket 34.

[0046] Further, a first crash box 41 that protrudes forward of the vehicle body 2 is joined to the front surface of each bracket 34. Each first crash box 41 is disposed at an extension position that is continuous forward from each bracket 34 and continues to each front side frame 22. A bumper beam 42 that extends in the vehicle width direction is joined to the front end of each first crash box 41.

[0047] Further, the lower side frames 56 of the cradle extension portion 55 have second crash boxes 43 joined to their respective front ends. The second crash boxes 43 have lip spoilers 44 joined to their front ends, the lip spoilers 44 extending in the vehicle width direction.

[0048] The vehicle 1 includes a beam member 60 as a beam structure extending from the cradle 50 to the radiator side frame 32 as a vehicle body front structure which is a main part of this embodiment. This beam member 60 is disposed in a vehicle body front space formed above a cradle extension portion 55 which is disposed from the front end of the cradle 50 located below the motor room 4 to the radiator side frame 32. In other words, the vehicle body front space is a space formed between the motor room 4 and the radiator support.

[0049] More specifically, as shown in Fig. 2, the beam member 60 has an arc portion 61, wound portions 62 formed on both ends of the arc portion 61, and a control plate 63. The beam member 60 is a hollow, elongated member formed from a metal pipe or the like in an arch shape. The beam member 60 may also be a solid, elongated member formed from a metal rod or the like in an arch shape. Each of the wound portions 62 provided on both ends of the arc portion 61 is formed in a spiral shape that draws an involute curve that rolls inward from the outside.

[0050] The arcuate portion 61 has its center fixed to the front cross member 52 of the cradle 50 by a fixing member 64 such as a clamp. Each winding portion 62 has a control plate 63, which is a metal plate, joined to its inner outer surface.

[0051] Each winding portion 62 is joined so that its entirety is located rearward of the front end portion of the control plate 63. That is, the control plate 63 has a length in the front-rear direction that extends forward of the winding portion 62 on the vehicle body 2 side. Each winding portion 62 and each control plate 63 are spot-joined by welding or the like. Note that each winding portion 62 and each control plate 63 may be joined using a fixing member such as a bolt or a clamp.

[0052] The control plate 63 is joined to the radiator side frame 32 and the front side frame 22 so as to be able to slide slightly (slightly) a predetermined distance (length) rearward independently of the radiator side frame 32 and the front side frame 22. Specifically, each control plate 63 is joined to the outer surface in the vehicle width direction extending to the front end of the front region 26 of the front side frame 22 so as to cover the bracket 34 of the radiator side frame 32.

[0053] For example, a long hole may be formed in the control plate 63 and a bolt may be passed through the long hole to fasten the control plate 63 to the radiator side frame 32 and the front side frame 22, thereby allowing the control plate 63 to slide slightly independently toward the rear.

[0054] Alternatively, a guide rail or the like for supporting and sliding the control plate 63 may be provided on the outer surface of each front side frame 22, allowing the control plate 63 to slide somewhat independently rearward.

[0055] In this manner, the beam member 60 is fixed at the center of the arc portion 61 to the front cross member 52 of the cradle 50 by the fixing member 64. The beam member 60 is joined at both ends of the winding portions 62 to the outer surfaces of the radiator side frame 32 and the front side frame 22 via the control plates 63 so as to be able to slide slightly rearward.

[0056] 1 and 2, in this state, the beam member 60 has the front winding portions 62 positioned on the upper side and the center of the rear arc portion 61 positioned on the lower side. That is, the beam member 60 is installed so as to expand in an arc shape from the center of the vehicle width toward the outer sides of the vehicle width and to be inclined upward toward the front.

[0057] Moreover, the beam member 60 is disposed so that the arc portion 61 passes between each reinforcing member 54 joined to the cradle 50 and each reinforcing member 58 joined to the cradle extension portion 55. The beam member 60 is connected to the outer surfaces of the radiator side frame 32 and each front side frame 22 via a control plate 63. That is, the beam member 60 is disposed so that the arc portion 61 intersects with each front side frame 22.

[0058] Next, a description will be given of the operation of the vehicle body 2 in the front structure of the vehicle 1 configured as above during a full-wrap frontal collision. In the following description, a wall-shaped obstacle 100 is exemplified as the colliding object, but the present invention is not limited to this and can be applied to various colliding objects such as another vehicle.

[0059] 3, in the early stage of a full-wrap frontal collision, the first crash boxes 41 and the bumper beam 42 are crushed (buckled) by the collision of the wall-like obstacle 100. At the same time, the second crash boxes 43 and the lip spoiler 44 are crushed (buckled) by the collision of the wall-like obstacle 100. In a full-wrap frontal collision at a vehicle speed of about 20 km / h, the impact can be absorbed by the crushing of the first crash boxes 41, the bumper beam 42, the second crash boxes 43 and the lip spoiler 44.

[0060] In the subsequent middle stage of the collision, for example, as shown in FIG. 4, the front regions 26 of the front side frames 22 and the front regions of the lower side frames 56 of the cradle extension portion 55 start to collapse.

[0061] As shown in Fig. 5, when each of the first crash boxes 41 and each of the second crash boxes 43 are completely crushed, the collision load is input to the control plate 63. That is, each of the first crash boxes 41 and each of the second crash boxes 43 are crushed and cannot be crushed any further. Then, the radiator support 30 and the front region of the lower side frame 56 of the cradle extension 55 start to collapse. During this collapse process, the collision load is transmitted to each of the control plates 63.

[0062] At this time, each control plate 63 starts to move backward independently by a small predetermined distance relative to the radiator side frame 32 and each front side frame 22. Each control plate 63 is strong against deformation in the fore-and-aft direction of the vehicle body 2, and starts to move backward as it is when it receives the collision load.

[0063] Each of the wound portions 62 joined to the control plate 63 starts to deform by rolling inward as the control plate 63 moves backward. Specifically, as shown in Fig. 6, when the control plate 63 moves backward due to the input of a collision load (in the direction of arrow F), the wound portions 62 are deformed by rolling inward (in the direction of arrow C) because they are spiral-shaped to describe an involute curve. At this time, a biasing force is generated in the wound portions 62 that tends to expand in the outer periphery direction, and the wound portions 62 try to deform in a direction that protrudes outward in the vehicle width direction (in the direction of arrow O).

[0064] Furthermore, when the winding portion 62 retreats together with the control plate 63 due to the input of a collision load, the arc portion 61 absorbs the impact load and undergoes a harami deformation (curving deformation) so as to be pushed forward (in the direction of arrow R). That is, the arc portion 61 tries to expand outward in the vehicle width direction, but since the winding portions 62 provided at both ends are joined to the retreating control plate 63, the outward deformation in the vehicle width direction is suppressed.

[0065] At the same time, tension is generated in the arc portion 61 toward each winding portion 62 due to the skirt-out deformation caused by the rolling deformation of each winding portion 62. Furthermore, when the winding portion 62 retreats together with the control plate 63, the distance from the fixed position with the front cross member 52 to the winding portion 62 of the arc portion 61 decreases, and the portions near each winding portion 62 are deformed so as to be pushed obliquely forward. This allows the beam member 60 to absorb the impact load.

[0066] Although FIG. 6 illustrates and explains only the right-side arc portion 61, winding portion 62, and control plate 63, the left-side arc portion 61, winding portion 62, and control plate 63 also deform in a similar manner.

[0067] In addition, as shown in Figure 4, the arc portion 61 is inclined upward and forward from the fixed position with the front cross member 52, so when each winding portion 62 retreats together with the control plate 63, the vicinity of each winding portion 62 undergoes a harami deformation (curving deformation) in such a way that it is pushed forward (in the direction of arrow B).

[0068] In the final stage of the collision, for example, as shown in Fig. 7, the crushing of each front side frame 22 and each lower side frame 56 progresses. In this state, each lower side frame 51 joined to the rear of each lower side frame 56 has its rear portion connected to each front side frame 22. Note that the beam member 60 absorbs the impact load and finally deforms so that the arc portion 61 is bent.

[0069] Furthermore, the front end of each lower side frame 51 is connected to each front side frame 22 via a reinforcing member 54. As a result, each lower side frame 51 generates a reaction force in the front area of ​​the motor room 4 without retreating rearward of the vehicle body 2 during a frontal collision. As a result, each lower side frame 51 of the cradle 50 cooperates with each front side frame 22 to suppress deformation of the motor room 4.

[0070] Next, the operation of the front structure of the vehicle 1 during a small overlap frontal collision of the vehicle body 2 will be described.

[0071] For example, as shown in Figures 8 and 9, in the early stage of a small overlap frontal collision, the first crash box 41 and the bumper beam 42 on the side where the obstacle 200, such as a pole, collide are crushed. At the same time, the second crash box 43 and the lip spoiler 44 on the side where the obstacle 200, such as a pole, collide are crushed.

[0072] The second crash box 43 is disposed on the inside in the vehicle width direction relative to the first crash box 41. Therefore, the amount of crushing of the first crash box 41 and the amount of crushing of the second crash box 43 differ depending on the collision position of the obstacle 200. In the example shown in Fig. 8 and Fig. 9, the amount of crushing of the second crash box 43 is relatively smaller than the amount of crushing of the first crash box 41.

[0073] 10, for example, the first crash box 41 and the second crash box 43 are crushed together with the crushing of the side ends of the bumper beam 42 and the lip spoiler 44. At this time, the obstacle 200 reaches one side of the beam member 60 provided on the outer surface of the front side frame 22, in this case, near the left winding portion 62.

[0074] 11, for example, the obstacle 200 reaches the vicinity of the front end of the front side frame 22. At this time, the bumper beam 42 retreats to the position of the radiator support 30. Then, the rear surface (back face) of the crushed bumper beam 42 comes into contact (abuts) with the wound portion 62 of the beam member 60.

[0075] At this time, the beam member 60 generates a resistance against the collision load input from the obstacle 200 through the bumper beam 42. That is, the beam member 60 is disposed in a spiral shape with the wound portion 62 outwardly of the front side frame 22 in the vehicle width direction and drawing an involute curve.

[0076] Therefore, even if the obstacle 200 enters the vehicle body 2 while being shifted outward in the vehicle width direction relative to the front side frame 22, the beam member 60 transmits a reaction force to the obstacle 200 by the arc portion 61 being tensed. That is, when a collision load is input from the obstacle 200, the beam member 60 generates a reaction force against the obstacle 200 by the arc portion 61 being tensed.

[0077] Then, in the vehicle 1, a yaw moment that rotates the vehicle body 2 outward in the vehicle width direction is generated due to the resistance of the beam member 60 against the collision load from the obstacle 200. In other words, the collision load that is not absorbed by the first crash box 41, the second crash box 43, etc. is converted into a yaw moment that rotates the vehicle body 2 by the arc portion 61 of the beam member 60 being stretched.

[0078] 11, for example, when an obstacle 200 collides with the front left portion of the vehicle body 2, a yaw moment is generated in the vehicle body 2 in a direction (the direction of the arrow Y) that rotates the front portion of the vehicle body 2 to the right. By generating such a yaw moment by the beam member 60, the collision load transmitted from the obstacle 200 to the front side frame 22 and the lower side frame 56 is reduced. As a result, the front portions of the front side frame 22 and the lower side frame 56 are released from the collision load of the obstacle 200 without being significantly deformed.

[0079] As described above, the front body structure of this embodiment is formed above the cradle extension 55 that extends from the front end of the cradle 50, which constitutes the skeleton of the vehicle body 2, to the radiator side frame 32, and has a beam structure of beam members 60 in the front body space in front of the motor room 4.

[0080] The beam member 60 has a central portion of a bow-shaped arc portion 61 fixed to the front cross member 52 provided on the tip side of the cradle 5 having a lattice structure. The beam member 60 is disposed so that the arc portion 61 extends to the front end position of the front side frame 22 where the radiator side frame 32 and the bracket 34 of the radiator support 30 are joined.

[0081] Moreover, the beam member 60 has wound portions 62 formed in a spiral shape of an involute curve at both ends of the arc portion 61. Each wound portion 62 is joined to the outer surface of the radiator side frame 32 and the front side frame 22 via a control plate 63. Each control plate 63 is fixed to the outer surface of the radiator side frame 32 and the front side frame 22 so that it can slide somewhat independently when pushed rearward by the collision load during a full-wrap frontal collision.

[0082] The cradle 50 is provided so that its front end position coincides with the tip position of the strut tower 40. In addition, the cradle 50 has an arc portion 61 of a beam member 60 fixed to a front cross member 52 provided at the front end position. In order to obtain the reaction force of the beam member 60, each lower side frame 51 of the cradle 50 is joined to the strut tower 40.

[0083] The beam member 60 is provided in a space in front of the vehicle body above the cradle extension portion 55, with the arc portion 61 extending obliquely upward toward the front side frame 22. The beam member 60 is also disposed such that the arc portion 61 wraps around the outside of the front side frame 22. As a result, in the event of a small overlap frontal collision, the arc portion 61 of the beam member 60 braces itself to generate resistance, and serves as a reinforcing member that suppresses deformation of the vehicle body framework, such as the front side frame 22 and the cradle 50.

[0084] In this way, the vehicle 1 can suppress deformation of the motor room 4 in both a full-wrap frontal collision and a small-over-rack frontal collision by providing the beam member 60 to the vehicle body 2. That is, the beam member 60 provided at the front of the vehicle body has a beam structure that quickly deforms in a full-wrap frontal collision and is taut in a small-over-rack frontal collision, inducing a yawing behavior in the vehicle 1.

[0085] The vehicle front structure of the present embodiment described above is configured to include beam members 60 that function as collision load (energy) absorbing members in the event of a full-overlap frontal collision and as resisting members in the event of a small over-rack frontal collision. This allows the vehicle front structure to effectively suppress deformation of the power unit room, in this case the motor room 4.

[0086] Therefore, the vehicle body front structure is configured to suppress deformation of the power unit compartment in both a full-overlap frontal collision and a small-overlap frontal collision.

[0087] In the above-described embodiment, an electric vehicle in which the power unit 45 is a motor or the like is exemplified, but this is not limited thereto, and even in the case of a vehicle that is driven by a power unit such as a reciprocating engine, as long as a front space of the vehicle body can be secured in front of the power unit room, a beam structure of the beam member 60 may of course be provided.

[0088] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be made in the implementation stage without departing from the gist of the invention. Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed constituent elements.

[0089] For example, if some of the constituent elements shown in each form are deleted, and the stated problem can be solved and the stated effect can be obtained, the configuration from which these constituent elements are deleted can be extracted as an invention. [Explanation of symbols]

[0090] 1. Vehicle 2. Body 3. Cabin 4. Motor room 5…Floor panel 6. Toe board 7…Front pillar 8…Side sill 10…Battery compartment 11. Battery 13…Front pillar 21…Upper side frame 22…Front side frame 24…Rear area 25…Slope area 26...Anterior area 30…Radiator support 31…Radiator upper frame 32…Radiator side frame 33…Radiator lower frame 34…Bracket 40…Strut tower 41…First crash box 42…Bumper beam 43…Second crash box 44…Lip spoiler 45…Power unit 46…Control unit 50…Cradle 51,56…Lower side frame 52…Front cross member 53…Rear cross member 54…Reinforcing member 55…Cradle extension 57…Cross member 58…Reinforcing member 60...Beam member 61...Arc section 62…Winding section 63…Control plate 64…Fixing member 100,200…Obstacles

Claims

1. a cradle disposed below a power unit room disposed at the front of the vehicle body and supporting the power unit; A pair of front side frames extending in a front-rear direction of the vehicle body at sides of the power unit room; a radiator support provided in front of the power unit room, the front end portions of the pair of front side frames being joined to a radiator side frame; a control plate joined to outer surfaces of the front end portions of the pair of front side frames and to the radiator side frame; a beam member that is disposed in a vehicle body front space formed between the power unit room and the radiator support, the beam member having an arc portion whose center portion is fixed to the cradle, and a wound portion that is joined to the control plate and formed on both ends of the arc portion; A vehicle body front structure comprising:

2. 2. The vehicle front body structure according to claim 1, wherein the wound portion is formed in a spiral shape that describes an involute curve.

3. 3. The vehicle front body structure according to claim 1, wherein the arc portion is disposed around the outer sides of the pair of front side frames.

4. 2. The vehicle front body structure according to claim 1, wherein the control plate is joined to the front side frame and the radiator side frame so as to be slidable rearward.

5. A pair of strut towers for fixing the suspension are provided.

2. The vehicle front structure according to claim 1, wherein a front end position of the cradle coincides with tip positions of the pair of strut towers and is joined to the pair of strut towers.

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