Vehicle front structure

Abstract

To provide a vehicle front structure capable of suppressing increases in component cost and vehicle body weight, while efficiently releasing a vehicle from a colliding object during a minor overlap collision of the vehicle.SOLUTION: A vehicle front structure 10 comprises: a pair of front side members 16 provided on both sides in a vehicle width direction and extending in a vehicle front-rear direction; a bumper reinforcement 80 extending along the vehicle width direction, with its outer ends in the vehicle width direction connected in a state of protruding outward beyond the vehicle front ends of the front side members 16; and a radiator 30 provided between the pair of front side members 16, arranged to overlap with the outer ends of the bumper reinforcement 80 in the vehicle width direction, in a state where the ends have undergone bending deformation due to input of collision load from the front side of the vehicle.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle front structure. [Background technology]

[0002] Patent Document 1 discloses a structure that includes a connecting member that connects a pair of front side members in the vehicle width direction, and transmits the load input from the bumper reinforcement in the vehicle width direction during a small overlap collision to the connecting member, thereby applying a reaction force due to bending rigidity in the vehicle width direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-233820 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if a dedicated connecting member adapted to a slight overlap collision is provided between a pair of front side members as in the technology described in Patent Document 1, the cost of the member and the mass of the vehicle body increase.

[0005] In consideration of the above, the present invention aims to provide a vehicle front structure that suppresses increases in component costs and vehicle body mass, and can efficiently allow the vehicle to escape from a collision object in the event of a small overlap collision. [Means for solving the problem]

[0006] The vehicle front structure described in claim 1 comprises: a pair of skeletal parts provided on both sides in the vehicle width direction at the front of the vehicle and extending in the front-to-rear direction of the vehicle; a bumper reinforcement extending along the vehicle width direction and connected in a state where its outer end in the vehicle width direction extends beyond the front end of the skeletal parts and protrudes outward in the vehicle width direction; and a heat exchanger provided between the pair of skeletal parts and arranged so as to overlap in the vehicle width direction with the outer end of the bumper reinforcement in the vehicle width direction when the outer end is bent and deformed by input of a collision load from the front side of the vehicle.

[0007] In the vehicle front structure described in claim 1, a bumper reinforcement is connected to the vehicle front side end portions of a pair of skeleton parts extending in the vehicle longitudinal direction. This bumper reinforcement extends along the vehicle width direction, and is connected in a state where its outer end portion in the vehicle width direction extends beyond the vehicle front side end portion of the skeleton parts and protrudes outward in the vehicle width direction.

[0008] Here, a heat exchanger is provided between the pair of skeletal parts, and the heat exchanger is arranged so as to overlap with the outer end of the bumper reinforcement in the vehicle width direction when the outer end is bent and deformed due to the input of a collision load from the front side of the vehicle.

[0009] Therefore, when a vehicle collides with a collision object with a short overlap, a collision load primarily toward the rear of the vehicle is input to the end of the bumper reinforcement in the vehicle width direction, causing the end of the bumper reinforcement to bend inward in the vehicle width direction and abut against one of the front side members. The inward component of the collision load is then transmitted from one front side member to the other front side member via the heat exchanger. As a result, a reaction force is generated at the abutment point between the front side member and the bumper reinforcement, utilizing the bending rigidity of the heat exchanger, and a lateral force acts on the front of the vehicle toward the opposite side of the collision (the inner side in the vehicle width direction). This allows the vehicle to efficiently escape from the collision object in the event of a short overlap collision. Furthermore, by utilizing the bending rigidity of the heat exchanger, which is known as a component mounted on the front of the vehicle, there is no need to add a dedicated connecting member designed for short overlap collisions. This eliminates the need for additional components and reduces the increase in component cost and vehicle mass.

[0010] The vehicle front structure described in claim 2 is the configuration described in claim 1, in which a protruding portion that protrudes toward the rear side of the vehicle and toward the inside in the vehicle width direction is provided at an end portion on the outer side in the vehicle width direction of the bumper reinforcement.

[0011] In the vehicle front structure described in claim 2, when the vehicle is in a short-lap collision with a collision object, if a collision load mainly toward the rear of the vehicle is input to the end of the bumper reinforcement in the vehicle width direction, the protrusion provided at the end of the bumper reinforcement in the vehicle width direction moves inward in the vehicle width direction and abuts against the front side member. This allows the inward component of the collision load in the vehicle width direction to be quickly transmitted from one of the front side members to the heat exchanger via the protrusion. As a result, the vehicle can be quickly moved away from the collision object in the event of a short-lap collision.

[0012] The vehicle front structure described in claim 3 is the configuration described in claim 1 or claim 2, in which a high-rigidity portion having higher rigidity than other regions is provided in the region of the skeleton portion that is located between the end portion of the bumper reinforcement in the vehicle width direction and the heat exchanger when the end portion is bent and deformed.

[0013] In the vehicle front structure described in claim 3, the frame is provided with a high-rigidity portion in a region located between the heat exchanger and the end of the bent and deformed bumper reinforcement in the vehicle width direction. Therefore, the high-rigidity portion increases the bending rigidity of the front side member at the end of the front side member and the bumper reinforcement in the vehicle width direction. This increases the reaction force generated at the contact area between the front side member and the bumper reinforcement, allowing the vehicle to quickly escape from a collision object in the event of a small-lap collision.

[0014] The vehicle front structure described in claim 4 is the configuration described in claim 3, in which a crash box extending from the skeleton toward the front of the vehicle is provided at the front end of the skeleton, and the high rigidity portion is the joint between the front end of the skeleton and the crash box.

[0015] In the vehicle front structure according to the present invention, a joint with the crash box is provided as a high-rigidity portion at the end of the skeleton on the vehicle front side. As a result, when the vehicle experiences a small-lap collision with a collision body, if the end of the bumper reinforcement in the vehicle width direction bends and deforms inward in the vehicle width direction, it comes into contact with the joint between the skeleton and the crash box, and the reaction force generated at the contact point can be effectively increased.

[0016] The vehicle front structure of the present invention described in claim 5 is the configuration described in claim 3, in which a pair of skeletal parts support a suspension member from the underside of the vehicle, and the high rigidity part is a joint between the end of the skeletal part on the front side of the vehicle and the suspension member.

[0017] In the vehicle front structure according to the present invention, a joint with the suspension member is provided as a high-rigidity portion at the end of the skeleton on the vehicle front side. As a result, when the vehicle experiences a small-lap collision with a collision body, if the end of the bumper reinforcement in the vehicle width direction is bent and deformed inward in the vehicle width direction, it comes into contact with the joint between the skeleton and the suspension member, and the reaction force generated at the contact point can be effectively increased. [Effects of the Invention]

[0018] As described above, the vehicle front structure according to the present invention can suppress increases in component costs and vehicle body mass, and can efficiently allow the vehicle to escape from a collision object in the event of a slight overlap collision. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a diagram of a vehicle to which a vehicle front structure according to an embodiment of the present invention is applied, viewed from the left front side, and is a perspective view that schematically shows an example of a main part of the vehicle front. [Figure 2] FIG. 2 is an exploded perspective view showing a schematic view of the end portion of the framework portion on the vehicle front side according to the embodiment. [Figure 3] 1 is a partial plan view of a portion of a vehicle to which the vehicle front structure according to the present embodiment is applied, seen from above the vehicle, and is a schematic view of a state in which a slight overlap collision has occurred with a collision object. [Figure 4] 4 is a diagram schematically showing a state in which the skeleton is cut along line 4-4 in FIG. 3. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0020] The vehicle front structure according to this embodiment will be described below with reference to the drawings. Note that the arrow FR shown as appropriate in each drawing indicates the front side in the vehicle longitudinal direction, and the arrow UP indicates the upper side in the vehicle vertical direction. The arrow LH indicates the left side in the vehicle width direction, which in this embodiment indicates the outer side in the vehicle width direction. Hereinafter, when the directions of front / rear, up / down, and left / right are simply used in the description, they refer to front / rear in the vehicle longitudinal direction, up / down in the vehicle vertical direction, and left / right in the vehicle horizontal direction (vehicle width direction), unless otherwise specified.

[0021] Unless otherwise specified in the specification, each element is not limited to one, and may be present in plural. Furthermore, in the drawings, substantially identical elements are denoted by the same reference numerals, and redundant explanations in the specification will be omitted.

[0022] (General configuration of the front of the vehicle) First, a vehicle 12 to which the vehicle front structure 10 according to this embodiment is applied will be described. For example, the vehicle 12 is an electric vehicle or a fuel cell vehicle that has a power unit including a motor, an engine, etc. as a drive source and runs on power generated by the power unit.

[0023] Fig. 1 is a perspective view of a vehicle 12 as seen from the diagonally front left side. Fig. 1 schematically shows the main parts of the front frame of the vehicle 12 and a radiator 30 disposed in a power unit room R provided in the front of the vehicle 12. As shown in Fig. 1, the front of the vehicle 12 is provided with front side members 16, suspension members 60, bumper reinforcement 80, etc. as the frame of the vehicle 12.

[0024] The front side members 16 are provided on both sides of the front of the vehicle in the vehicle width direction, and extend along the vehicle longitudinal direction. A power unit (not shown) is disposed between the left and right front side members 16. The power unit is supported from below by suspension members 60. The suspension members 60 are disposed below the left and right front side members 16. The front and rear ends of the suspension members 60 are attached to the left and right front side members 16 from below at both ends in the vehicle width direction.

[0025] Crash boxes 70 capable of absorbing impact energy extend from the front end of the left and right front side members 16 toward the front of the vehicle at the ends of the left and right front side members 16. Bumper reinforcements 80, which are the framework of the front bumper, extend along the width direction of the vehicle at the front ends of the left and right crash boxes 70.

[0026] Although the front side member 16 and the crash box 70 are described here as separate components, they may be integrated into one body.

[0027] On the other hand, wheel houses 14 in which wheels (not shown) are arranged are provided on the rear side of the left and right front side members 16, and the right wheel house 14 and the left wheel house 14 are connected by a cross member 15.

[0028] Furthermore, an apron upper member 17 is disposed outside the front side member 16 in the vehicle width direction and above in the vehicle up-down direction. The apron upper member 17 is a skeleton portion that forms the skeleton of the upper lateral portion of the front part of the vehicle 12. The apron upper member 17 extends in the vehicle front-rear direction along the front side member 16, and the rear end of the apron upper member 17 is joined to a front pillar 19. A suspension tower 18 is formed integrally with the apron upper member 17. Then, a rocker 11 that extends along the vehicle front-rear direction and forms the skeleton of the vehicle body side portion is provided on the rear side of the wheel house 14 in the vehicle front-rear direction.

[0029] In this embodiment, the left and right front side members 16, the left and right wheel houses 14 and cross members 15, the upper apron 17 and the suspension tower 18 are integrally formed by casting using materials such as aluminum alloy, magnesium alloy, etc.

[0030] Therefore, each of the front side members 16, the left and right wheel houses 14, the cross member 15, the upper apron 17, and the suspension tower 18 has an open cross section that is open in the mold removal direction during casting. In this embodiment, the mold removal direction can be either one side or the other side of the vehicle width direction. Therefore, the cross section of each member is an open cross section that is open in at least one side of the vehicle width direction.

[0031] In addition, all or some of the front side members 16, the left and right wheel houses 14, the cross member 15, the upper apron 17, and the suspension tower 18 may be formed as separate parts.

[0032] The main components of the front side member 16, the suspension member 60, the radiator 30, and the bumper reinforcement 80 will be described in detail below.

[0033] (front side member) FIG. 2 is an exploded perspective view showing a schematic view of the front end of the front side member 16. As shown in FIG. 2, the front side member 16 extends along the vehicle longitudinal 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 (see FIG. 4), and a partition wall portion 16D, and has a generally E-shaped open cross section that opens outward in the vehicle width direction. The upper wall portion 16A forms the upper wall of the front side member 16. The lower wall portion 16B forms the lower wall of the front side member 16. The inner wall portion 16C forms an inner wall that connects the inner end of the upper wall portion 16A in the vehicle width direction and the inner end of the lower wall portion 16B in the vehicle width direction. The partition wall portion 16D stands outward in the vehicle width direction from a middle portion of the inner wall portion 16C in the vehicle up-down direction, and divides the interior space of the front side member 16 into two rows, upper and lower.

[0034] In the front side member 16, each of the upper and lower rows separated by the partition wall portion 16D is provided with a plurality of ribs 22 along the vehicle longitudinal direction. This divides the interior space of each row into a plurality of chambers, thereby reinforcing the open cross section of the front side member 16. When a collision load is applied to the front side member 16 from the vehicle front side, the chambers formed in the upper and lower rows of the front side member 16 are destroyed in order from the vehicle front side, generating a destruction load. In this process, the collision load is absorbed. In the front side member 16, the ribs 22 provided in the upper row and the ribs 22 provided in the lower row may be positioned in the same position in the vehicle longitudinal direction or may be different. From the viewpoint of reducing the load difference in the destruction load generated with a time difference by staggering the timing of the collapse of the ribs 22 in the upper and lower rows, it is preferable that the ribs 22 provided in the upper row and the ribs 22 provided in the lower row be positioned differently in the vehicle longitudinal direction.

[0035] Furthermore, a joint 40 is provided at the end of the front side member 16 on the vehicle front side, as a high-rigidity portion having higher rigidity than other regions. The joint 40 serves as a joint between the front side member 16 and the crash box 70, and also serves as a joint between the front side member 16 and the suspension member 60. In this embodiment, the front side member 16 and the joint 40 are integrally formed by casting.

[0036] The joint 40 includes a first wall 41, a second wall 42, a third wall 43, and a fourth wall 44. The first wall 41 has a thickness direction in the vehicle longitudinal direction and a main surface facing in the vehicle longitudinal direction. The main surface forming the rear surface of the first wall 41 is connected to the vehicle front side ends of the upper wall 16A, the lower wall 16B, the inner wall 16C, and the partition wall 16D of the front side member 16. Meanwhile, the main surface forming the front surface of the first wall 41 is connected to the vehicle rear side end of a crash box 70 (described later).

[0037] The second wall portion 42 is connected to the end of the first wall portion 41 on the outer side in the vehicle width direction and extends toward the front of the vehicle. The second wall portion 42 has a plate thickness direction that is the vehicle width direction and has a main surface facing the vehicle width direction, with the main surface on the inner side in the vehicle width direction being disposed so as to face the outer side surface (reference numeral omitted) of the crash box 70 on the outer side in the vehicle width direction. The second wall portion 42 is joined to the outer surface of the crash box 70 via fastening members 92. The fastening members 92 are, for example, weld nuts welded to the inside of the crash box 70 and bolts that pass through the second wall portion 42 and the outer side surfaces of the crash box 70 and screw into the weld nut.

[0038] The third wall portion 43 is connected to the end of the first wall portion 41 on the inner side in the vehicle width direction and extends toward the front of the vehicle. The third wall portion 43 has a plate thickness direction that is the vehicle width direction and has a main surface facing the vehicle width direction, with the main surface on the outer side in the vehicle width direction being disposed so as to face an inner surface (reference numeral omitted) on the inner side in the vehicle width direction of the crash box 70. Like the second wall portion 42, the third wall portion 44 is joined to the inner surface of the crash box 70 via fastening members 92.

[0039] In this way, both side surfaces of the crash box 70 in the vehicle width direction are connected to the end of the front side member 16 on the vehicle front side via the second wall portion 42 and the third wall portion 43 of the joint portion 40. The crash box 70 may also be configured to be welded to the joint portion 40.

[0040] The fourth wall 44 of the joint 40 is connected to the end of the first wall 41 on the vehicle lower side and extends toward the vehicle front. The fourth wall 44 has a thickness direction that is the vertical direction of the vehicle and has a main surface that faces downward of the vehicle. The rear end of the crash box 70 is placed on the main surface that forms the upper surface of the fourth wall 44.

[0041] Here, an attachment portion 46 that is fixed to the suspension member 60 is provided on the lower surface of the fourth wall portion 44. The attachment portion 46 is a mount that is integrally formed on the lower surface of the fourth wall portion 44 and is provided so as to protrude from the lower surface of the fourth wall portion 44 toward the vehicle lower side. The attachment portion 46 is disposed so as to face the end of the suspension member 60 on the vehicle front side and the left and right ends on the outer sides in the vehicle width direction, and is joined to the suspension member 60 via a fastening member 94. The fastening member 94 is, for example, a bolt that passes through the suspension member 60 and screws into a female thread formed inside the attachment portion 46. Note that, although the joint portion 40 and the attachment portion 46 are configured as an integrated unit here, they may also be configured as separate parts.

[0042] (Suspension member) As described above, the suspension member 60 has its front end and rear end attached to the left and right front side members 16 from below at both ends in the vehicle width direction. The front end of the suspension member 60 forms a cross member extending in the vehicle width direction, and both ends in the vehicle width direction are joined to the undersides of the left and right front side members 16 via attachment portions 46. In this way, the pair of front side members 16 support the suspension member 60 from below the vehicle.

[0043] (radiator) The radiator 30 serving as a heat exchanger is disposed between a pair of front side members 16 above the front of the suspension member 60 in the vehicle longitudinal direction. In this embodiment, the radiator 30 is mounted in an inclined position such that the end 30A on the vehicle lower side protrudes further toward the front of the vehicle than the end 30B on the vehicle upper side. Although not shown, a cylindrical fan shroud, an electric fan, and the like are disposed behind the radiator 30 to guide the air introduced from the radiator 30 toward the rear of the vehicle.

[0044] The radiator 30 is, for example, a flat, plate-like structure extending in the vehicle longitudinal direction. It includes a radiator support 32 formed in a generally rectangular frame shape when viewed in the vehicle longitudinal direction, and a refrigerant pipe 36 supported by the radiator support 32. The refrigerant pipe 36 snakes back and forth between the left and right side surfaces of the radiator support 32 in the vehicle width direction. The refrigerant pipe 36 is fitted with a number of fins (reference numerals omitted). While the vehicle 12 is traveling, air introduced into the power unit compartment R through the front grille (not shown) passes through the fins and cools the refrigerant inside the refrigerant pipe. The refrigerant pipe circulates through a flow path inside a battery stack (not shown), which stores electric power as a driving source for the vehicle while traveling. The refrigerant pumped by a pump (not shown) circulates through the refrigerant pipe inside the battery stack and exchanges heat. This cools the battery stack. The refrigerant pipe may also be configured to circulate through a flow path inside the power unit.

[0045] The radiator 30 is supported by a pair of front side members 16 via support parts 50 at the vehicle width direction outer ends of the radiator support 32. Specifically, the radiator support 32 has a cylindrical rotation shaft 34 that protrudes outward in the vehicle width direction from a side surface 32A in the vehicle width direction. The support parts 50 are disposed on the vehicle rear side of the joint parts 40 of the front side members 16, and are configured to support the radiator 30 rotatably around the axis of the rotation shaft 34 that protrudes from the radiator support 32.

[0046] The support portion 50 includes a support base 52 joined to the upper surface of the front side member 16 and a bearing portion 54 overlapping the upper side of the support base 52. The support base 52 is configured as a bracket that is substantially rectangular when viewed from above the vehicle, and is welded to the upper surface of the front side member 16. The support base 52 is formed with base portions 52A at two locations, one on the front side and one on the rear side of the vehicle, that are curved so as to convex toward the upper side of the vehicle, and an arc-shaped support surface 52B that is recessed toward the lower side of the vehicle is formed between the pair of front and rear base portions 52A.

[0047] The bearing portion 54 is configured as a bracket having a substantially rectangular shape when viewed from above the vehicle, and is fastened to the base portion 52A of the support base 52 at two locations, one on the front side and one on the rear side of the vehicle, with fastening members 96. The fastening members 96 are configured, for example, to pass through the bearing portion 54 and screw into weld nuts (not shown) welded to the underside of the base portion 52A of the support base 52. In addition, an arc-shaped curved portion 54A that is curved so as to form a convex shape toward the upper side of the vehicle is formed in the middle portion of the bearing portion 54 in the vehicle front-rear direction.

[0048] When the bearing portion 54 is fixed to the upper surface of the support base 52, a substantially cylindrical bearing is formed by the support surface 52B of the support base 52 and the curved portion 54A of the bearing portion 54. The rotating shaft 34 of the radiator 30 is inserted into this bearing, and the radiator 30 is rotatably supported. In this embodiment, a rubber elastic portion 56 is provided between the rotating shaft 34 and the substantially cylindrical bearing for vibration isolation.

[0049] Meanwhile, the radiator 30 is supported at the vehicle lower end of the radiator support 32 via a cross member (not shown) that extends in the vehicle width direction. One example of the cross member is a lower absorber. A portion of the lower absorber on the vehicle front side is fixed to the bottom of a front bumper cover (not shown) by fastening means such as bolts, and a portion of the lower absorber on the vehicle front side is fixed to the vehicle lower end of the radiator support 32 by fastening means such as bolts.

[0050] When a collision load is applied to the cross member during a frontal collision of the vehicle 12, the radiator 30 is pressed toward the rear of the vehicle together with the cross member. Then, as further collision load is input, the fixation between the cross member and the end of the radiator support 32 on the lower side of the vehicle is released. This causes the radiator 30 to rotate around the axis of the rotation shaft 34, and the portion of the radiator 30 on the lower side of the vehicle retracts toward the rear of the vehicle due to the rotation, thereby protecting the radiator 30 from the object that collides with it.

[0051] (bumper reinforcement) The bumper reinforcement 80 is a hollow beam-shaped skeleton that extends along the vehicle width direction. The outer end of the bumper reinforcement 80 in the vehicle width direction is connected to the crash box 70 in a state where it extends beyond the end of the crash box 70 on the front side of the vehicle and outward in the vehicle width direction. In addition, the bumper reinforcement 80 has a gently curved middle portion in the vehicle width direction that is convex toward the front side of the vehicle in a plan view.

[0052] Here, a protruding portion 82 that protrudes toward the rear of the vehicle and toward the inside in the vehicle width direction is provided at the outer end of the bumper reinforcement 80 in the vehicle width direction. Note that, although the bumper reinforcement 80 and the protruding portion 82 are described here as separate components, they may also be configured to be integrally formed.

[0053] Fig. 3 is a partial plan view that schematically shows a state in which the vehicle 12 has undergone a short-lap collision with a collision object B. As shown in Fig. 3, when the vehicle 12 has undergone a short-lap collision with the collision object B, a collision load mainly toward the rear of the vehicle is input to the end portion in the vehicle width direction of the bumper reinforcement 80, and the end portion in the vehicle width direction of the bumper reinforcement 80 is bent and deformed inward in the vehicle width direction. In this state, as shown by the two-dot chain line in Fig. 3, a protrusion 82 provided at the end portion in the vehicle width direction of the bumper reinforcement 80 comes into contact with one of the front side members 16 (the front side member 16 arranged on the right side in Fig. 3).

[0054] With the end of bumper reinforcement 80 in the vehicle width direction bending and deformed, protruding portion 82 and a portion of radiator 30 are disposed to overlap in the vehicle width direction, sandwiching front side member 16 therebetween. Furthermore, in front side member 16, joint portion 40 is disposed in a region between protruding portion 82 and radiator 30. As a result, as shown in FIG. 4 , a component force F1 of the collision load transmitted via protruding portion 82 toward the inside in the vehicle width direction is transmitted to a high-rigidity portion of one front side member 16. Thereafter, the component force of the collision load toward the inside in the vehicle width direction is transmitted from one front side member 16 to the other front side member 16 via radiator 30. As a result, a reaction force is generated at the contact portion between one front side member 16 and bumper reinforcement 80, utilizing the bending rigidity of the pair of front side members 16 and radiator 30.

[0055] (Action and effect) As described above, in the vehicle front structure 10 according to this embodiment, the bumper reinforcement 80 is connected to the vehicle front side ends of a pair of front side members 16 that extend in the vehicle longitudinal direction. The bumper reinforcement 80 extends along the vehicle width direction, and its outer end in the vehicle width direction is connected in a state where it extends beyond the vehicle front side end of the front side member 16 and overhangs outward in the vehicle width direction.

[0056] Here, a radiator 30 serving as a heat exchanger is provided between the pair of front side members 16, and the radiator 30 is arranged so as to overlap with the outer end of the bumper reinforcement 80 in the vehicle width direction when the outer end is bent and deformed due to the input of a collision load from the front side of the vehicle.

[0057] Therefore, as shown in FIG. 3, when the vehicle 12 is hit by a collision object B with a short overlap, a collision load acting mainly toward the rear of the vehicle is input to the end of the bumper reinforcement 80 in the vehicle width direction, causing the end of the bumper reinforcement 80 to bend inward in the vehicle width direction and come into contact with one of the front side members 16. Then, as shown in FIG. 4, a component force F1 of the collision load acting toward the inside in the vehicle width direction is transmitted from one front side member 16 to the other front side member 16 via the radiator 30. As a result, a reaction force is generated at the contact portion between the front side member 16 and the bumper reinforcement 80 by utilizing the bending rigidity of the front side member 16 and the radiator 30, and a lateral force toward the opposite side of the collision (the inside in the vehicle width direction) acts on the front of the vehicle. This allows the vehicle 12 to efficiently escape from the collision object B in the event of a short overlap collision. Furthermore, by utilizing the bending rigidity of the radiator 30, which is known as a component mounted in the front of the vehicle, there is no need to add a dedicated connecting member to cope with a short overlap collision. This makes it possible to suppress increases in the cost of components and the mass of the vehicle body.

[0058] Furthermore, in this embodiment, when the vehicle 12 is involved in a slight overlap collision with a collision object B, and a collision load mainly toward the rear of the vehicle is input to the end of the bumper reinforcement in the vehicle width direction, the protruding portion 82 provided at the end of the bumper reinforcement 80 in the vehicle width direction moves inward in the vehicle width direction and comes into contact with the front side member 16. As a result, the component force F1 of the collision load toward the inside in the vehicle width direction is quickly transmitted from one of the front side members 16 to the radiator 30 via the protruding portion 82. As a result, the vehicle 12 can be quickly moved away from the collision object B in the event of a slight overlap collision.

[0059] In addition, in this embodiment, a pair of front side members 16 are provided with a joint 40 as a high-rigidity portion in an area located between the end of the bent and deformed bumper reinforcement 80 in the vehicle width direction and the radiator 30.

[0060] The joints 40 are defined as joints between the vehicle front end portions of the front side members 16 and the crash boxes 70. As a result, when the vehicle 12 is hit by a collision object B with a small overlap, the vehicle width direction end portions of the bumper reinforcement 80 are bent and deformed inward in the vehicle width direction and come into contact with the joints 40 that join the front side members 16 and the crash boxes 70. As a result, a component force of the collision load can be transmitted to the radiator 30 via the high rigidity portions of the front side members 16 (see component force F1 in FIG. 4).

[0061] Furthermore, the joints 40 are formed as joints between the vehicle front-side ends of the pair of front side members 16 and the suspension member 60. As a result, when the vehicle 12 is hit by a collision object B with a small overlap, the end of the bumper reinforcement 80 in the vehicle width direction bends and deforms inward in the vehicle width direction and comes into contact with the joints 40 that join the front side members 16 and the suspension member 60. As a result, a component force of the collision load can be transmitted to the suspension member 60 via the high-rigidity portions of the front side members 16 (see component force F2 in FIG. 4 ). The component force F2 on the inner side in the vehicle width direction transmitted via the joints 40 of one front side member 16 is transmitted to the other front side member 16 via the suspension member 60. As a result, a reaction force can be generated at the contact portion between the front side member 16 and the bumper reinforcement 80 by utilizing the bending rigidity of the front side members 16 and the suspension member 60. That is, in this embodiment, the bending rigidity of the pair of front side members 16, the radiator 30, and the suspension member 60 is utilized so that a lateral force acts on the front of the vehicle toward the anti-collision side (inner side in the vehicle width direction). [supplementary explanation]

[0062] Although the vehicle front structure according to the embodiment has been described above, the present invention is not limited to this. For example, it is not essential that the front side member 16 has an open cross section. The cross section of the front side member 16 in a direction perpendicular to the extension direction may be a closed cross section. Also, for example, it is not essential that the joint 40 is integrally formed with the end of the front side member 16 on the vehicle front side. The front side member 16 and the joint 40 may be configured as separate parts. [Explanation of symbols]

[0063] 10 Vehicle front structure 12 vehicles 16 Front side member (framework) 30 Radiator (heat exchanger) 40 Joint part (high rigidity part) 60 Suspension member 70 Crash Box 80 Bumper Reinforcement 82 Protrusion

Claims

1. a pair of frameworks provided on both sides in a vehicle width direction at a front portion of the vehicle and extending in a vehicle front-rear direction; a bumper reinforcement extending along the vehicle width direction and connected to the skeleton portion such that an outer end in the vehicle width direction extends beyond an end of the skeleton portion on the vehicle front side and protrudes outward in the vehicle width direction; a heat exchanger provided between the pair of framework portions and arranged to overlap with an outer end portion of the bumper reinforcement in the vehicle width direction when the outer end portion is bent and deformed due to input of a collision load from the front side of the vehicle; A vehicle front structure comprising:

2. A protruding portion protruding toward the rear side of the vehicle and toward the inside in the vehicle width direction is provided at an end portion on the outer side in the vehicle width direction of the bumper reinforcement. The vehicle front structure according to claim 1 .

3. In the skeleton portion, a high-rigidity portion having higher rigidity than other regions is provided in a region that is arranged between the end portion of the bumper reinforcement in the vehicle width direction and the heat exchanger when the end portion is bent and deformed. The vehicle front structure according to claim 1 or 2.

4. a crash box extending from the framework toward the front of the vehicle is provided at an end of the framework toward the front of the vehicle, The high-rigidity portion is a joint between an end portion of the framework portion on the vehicle front side and the crash box. The vehicle front structure according to claim 3.

5. A suspension member is supported by the pair of frameworks from the lower side of the vehicle, The high-rigidity portion is a joint between an end portion of the framework portion on the vehicle front side and the suspension member. The vehicle front structure according to claim 3.

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