Vehicle front structure

Abstract

To provide a vehicle front structure capable of 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 at a front of a vehicle and extending in a vehicle front-rear direction; a suspension member 60 disposed on the vehicle lower sides of the front side members 16; a joint part 30 that connects the front side members 16 and the suspension member 60; and a protrusion 50 provided at the joint part 30 and protruding outward in the vehicle width direction.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a vehicle front structure in which an extension member is provided at the front end of a suspension member, which is located at the end in the vehicle width direction, and protrudes outward in the vehicle width direction. In this vehicle front structure, during a small-overlap collision, the extension member receives the impact body (barrier) via the bumper reinforcement, thereby generating a lateral force on the vehicle toward the side opposite the impact and reducing the amount of penetration of the impact body. In other words, in the vehicle front structure of Patent Document 1, when a collision load is input to the extension member of the suspension member via the bumper reinforcement, a reaction force toward the outside in the vehicle width direction is generated at the contact point between the bumper reinforcement and the extension member. Therefore, this reaction force is used as a lateral force that moves the vehicle away from the impact body. [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, in this vehicle front structure, the reaction force acting on the contact area between the bumper reinforcement and the suspension member is largely dependent on the bending rigidity of the suspension member in the vehicle width direction. Therefore, the above-mentioned prior art has room for improvement in terms of efficiently allowing the vehicle to escape from the impact body during a small overlap collision.

[0005] SUMMARY OF THE INVENTION In consideration of the above, an object of the present invention is to provide a vehicle front structure that can efficiently allow a vehicle to escape from a collision object in the event of a slight overlap collision. [Means for solving the problem]

[0006] The vehicle front structure of the present invention described in claim 1 comprises a pair of skeletal parts provided on both sides in the vehicle width direction and extending in the fore-and-aft direction of the vehicle, a suspension member arranged on the vehicle lower side of the skeletal parts, a joint part joining the skeletal parts and the suspension member, and a protrusion part provided at the joint part protruding outward in the vehicle width direction.

[0007] In the vehicle front structure according to the present invention, protrusions are provided at both sides in the vehicle width direction at joints that join a pair of frameworks extending in the vehicle front-rear direction to suspension members disposed below the frameworks. The protrusions protrude outward in the vehicle width direction from the joints. As a result, when a collision load is applied primarily to the rear of the vehicle in a micro-lap collision between the vehicle and a collision object, the component of the collision load that is directed inward in the vehicle width direction is efficiently distributed to the framework and the suspension member via the joints. As a result, the reaction force generated at the contact point between the collision object and the protrusions is generated by the bending rigidity of the framework and the suspension member in the vehicle width direction. This improves the reaction force acting at the contact point, allowing the vehicle to efficiently escape from the collision object in a micro-lap collision.

[0008] The vehicle front structure of the present invention described in claim 2 is the configuration described in claim 1, in which the outer end of the protrusion in the vehicle width direction is provided with an inclined portion that inclines toward the rear of the vehicle and toward the outer side in the vehicle width direction when viewed in a plane.

[0009] In the vehicle front structure according to the present invention, the inclined portion provided at the outer end of the protrusion in the vehicle width direction can convert the collision load, which is mainly directed toward the rear of the vehicle, into a lateral force directed toward the inside in the vehicle width direction when the vehicle is in a slight overlap collision with a collision object. This makes it possible to efficiently transmit the component force of the collision load directed toward the inside in the vehicle width direction to the framework and suspension members.

[0010] The vehicle front structure of the present invention described in claim 3 is configured in such a way that in the region on the front side of the vehicle including the protrusion in the configuration described in claim 1 or claim 2, the outer end of the protrusion in the vehicle width direction is positioned outer in the vehicle width direction than the skeleton and the suspension member.

[0011] In the vehicle front structure according to the present invention, when the vehicle collides with a collision object with a small overlap, the collision object entering the vehicle rearward on the vehicle width direction outer side of the frame portion abuts on the protrusion before the frame portion and the suspension member. This allows the collision load from the collision object to be efficiently transmitted to the protrusion, improving the efficiency of transmission of the collision load to the frame portion and the suspension member. As a result, the vehicle can quickly and efficiently escape from the collision object in the event of a small overlap collision.

[0012] The vehicle front structure of the present invention described in claim 4, in the configuration described in claim 1 or claim 2, has a pair of suspension tower sections provided on both sides of the front of the vehicle in the vehicle width direction, erected from the upper surfaces of the pair of skeletal sections and formed integrally with the skeletal sections, and a suspension tower bar connecting the pair of suspension tower sections in the vehicle width direction.

[0013] In the vehicle front structure according to the present invention, when a vehicle collides with a collision object at a slight overlap, the vehicle width direction inner component of the collision load is transmitted to one of the frame parts via the protruding portion and the joint. The vehicle width direction inner component of the collision load is then transmitted to the other frame part via the pair of suspension towers and the suspension tower bar. This allows the reaction force acting on the contact area between the collision object and the protruding portion to be generated by the bending rigidity of the pair of frame parts, the pair of suspension towers, and the suspension tower bar in the vehicle width direction. Furthermore, by integrally forming the frame part and the suspension tower part, the transmission efficiency of the collision load can be improved compared to when they are formed as separate parts. This allows the reaction force acting on the contact area between the collision object and the protruding portion to be efficiently increased.

[0014] A vehicle front structure according to the present invention as set forth in claim 5 is the same as the configuration as set forth in claim 1 or claim 2, in which the joint portion is formed integrally with the framework portion.

[0015] In the vehicle front structure of the present invention described in claim 5, the skeleton and the joint are formed integrally, so that the number of parts at the joint between the skeleton and the suspension member can be reduced, thereby reducing the cost of the parts.

[0016] A vehicle front structure according to the present invention as set forth in claim 6 is the same as the configuration set forth in claim 1 or claim 2, in which the protruding portion is formed integrally with the joint portion.

[0017] In the vehicle front structure of the present invention described in claim 6, the joint and the protrusion are formed integrally, so that the number of dedicated parts required to cope with a vehicle's slight overlap collision can be reduced, thereby reducing the cost of the parts. [Effects of the Invention]

[0018] As described above, the vehicle front structure according to the present invention 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 a first embodiment 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 part on the vehicle front side according to the first embodiment. [Figure 3] FIG. 1 is a partial plan view of a portion of a vehicle to which the vehicle front structure relating to the first embodiment is applied, viewed from above the vehicle, and is a schematic view of a state in which the right side of the vehicle has undergone a slight overlap collision 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. [Figure 5]FIG. 11 is an exploded perspective view showing a schematic view of the end portion of the framework part according to the second embodiment on the vehicle front side. DETAILED DESCRIPTION OF THE INVENTION

[0020] First Embodiment Hereinafter, a vehicle front structure 10 according to a first embodiment will be described 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, and 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 the first 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 skeleton of the front part of the vehicle 12. As shown in Fig. 1, the front part of the vehicle 12 is provided with front side members 16, suspension members 60, bumper reinforcement 80, etc. as the skeleton of the vehicle 12.

[0024] The front side members 16 are provided on both sides in the vehicle width direction at the front of the vehicle 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 member 60 are attached to the left and right front side members 16 from below at both ends in the vehicle width direction. As a result, the pair of left and right front side members 16 support the suspension member 60 from below the vehicle.

[0025] Crash boxes 70 capable of absorbing impact energy in response to axial loads extend from the front ends of the left and right front side members 16 toward the front of the vehicle. Bumper reinforcements 80, which are the framework of the front bumper, extend in the vehicle width direction from 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 portions in the front 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 portion 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 apron upper member 17 and the suspension tower section 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 apron upper member 17, and the suspension tower section 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 part of the front side members 16, the left and right wheel houses 14, the cross member 15, the apron upper member 17 and the suspension tower section 18 may be formed as separate parts.

[0032] The main components of the front side member 16, the suspension tower portion 18, the suspension member 60, 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 16D, and has a generally E-shaped open cross section that opens outward in the vehicle width direction. The upper wall portion 16A constitutes the upper wall of the front side member 16. The lower wall portion 16B constitutes the lower wall of the front side member 16. The inner wall portion 16C constitutes an inner wall that connects the inner end of the upper wall portion 16A in the vehicle width direction to the inner end of the lower wall portion 16B in the vehicle width direction. The partition wall 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 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 positioned differently. 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, connection portions 40 are formed at the ends of the front side members 16 on the vehicle front side, to which end portions of the crash boxes 70 on the vehicle rear side are connected. The connection portions 40 are high-rigidity portions that are higher in rigidity than other regions of the front side members 16 by joining the front side members 16 and the crash boxes 70. Note that, although the front side members 16 and the connection portions 40 are configured to be integrally formed by casting, they may also be configured as separate bodies.

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

[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 joined 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 connecting portion 40. The crash box 70 and the front side member 16 may also be joined by welding.

[0040] The fourth wall 44 of the connecting portion 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 aligned with the vehicle vertical direction 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] (joint part) Here, a joint 30 that joins the front side member 16 and a suspension member 60, which will be described later, is provided on the lower surface of the fourth wall portion 44. The joint 30 is formed integrally with the lower surface of the fourth wall portion 44 and protrudes toward the lower side of the vehicle. In this embodiment, the joint 30 is formed integrally with the front side member 16 (connection portion 40) by casting. Therefore, the joint 30 has an open cross section that is open outward in the vehicle width direction.

[0042] Specifically, the joint 30 includes an upper wall 30A, a lower wall 30B, an inner wall 30C, a partition wall 30D, a front wall 30E, a rear wall 30F, and a rib 32, and has an open cross section that is lattice-shaped when viewed in the vehicle width direction. The upper wall 30A constitutes the upper wall of the joint 30, and in this embodiment, is integrated with the fourth wall 44 of the connection portion 40. The lower wall 30B constitutes the lower wall of the joint 30. The inner wall 30C constitutes an inner wall that connects the inner end of the upper wall 30A in the vehicle width direction and the inner end of the lower wall 30B in the vehicle width direction. The partition wall 30D stands outward in the vehicle width direction from the middle of the inner wall 30C in the vehicle up-down direction, dividing the interior space of the joint 30 into upper and lower sections. The front wall portion 30E constitutes a front wall connecting the vehicle front ends of the upper wall portion 30A, the lower wall portion 30B, and the partition wall 30D. The rear wall portion 30F constitutes a rear wall connecting the vehicle rear ends of the upper wall portion 30A, the lower wall portion 30B, and the partition wall 30D. Ribs 32 are provided in the upper and lower spaces separated by the partition wall 30D within the internal space of the joint 30. The rib 32 provided in the space above the partition wall 30D is formed across the upper wall portion 30A, the inner wall portion 30C, and the partition wall 30D. The rib 32 provided in the space below the partition wall 30D is formed across the lower wall portion 30B, the inner wall portion 30C, and the partition wall 30D. Furthermore, a plurality of these ribs 32 are provided in each of the upper and lower spaces at intervals in the vehicle fore-and-aft direction. This reinforces the open cross section of the joint 30.

[0043] From the viewpoint of integrally forming the front side member 16 and the joint 30 by casting, it is sufficient that the joint 30 has an open cross section that is open on at least one side in the vehicle width direction. Therefore, the joint may have an open cross section that is open on the inner side in the vehicle width direction, or the inner wall portion 30C of the above configuration may be omitted and the joint may be open on both sides in the vehicle width direction. Alternatively, although not shown, the joint 30 may have an open cross section that is open on at least one side in the vehicle front-rear direction.

[0044] (protrusion) Here, a protruding portion 50 is provided at a portion of the joint 30 on the outer side in the vehicle width direction, protruding from the joint 30 on the outer side in the vehicle width direction. This protruding portion 50 is formed by extending the end portion of the joint 30 on the outer side in the vehicle width direction, and is formed integrally with the joint 30. In this embodiment, the outer end portion of the joint 30 on the outer side in the vehicle width direction refers to the outer end portions of the upper wall portion 30A, the lower wall portion 30B, the partition wall 30D, the front wall portion 30E, the rear wall portion 30F, and the rib 32 on the outer side in the vehicle width direction.

[0045] The protrusion 50 is formed in an approximately triangular shape in a plan view with the end on the front side of the vehicle as the apex, and the end on the outer side in the vehicle width direction is provided with an inclined portion 52 that slopes toward the rear of the vehicle and toward the outer side in the vehicle width direction.

[0046] 3, in the vehicle front structure 10 according to the present embodiment, in the region on the vehicle front side including the protruding portion 50, the outer end of the protruding portion 50 in the vehicle width direction is disposed further outward in the vehicle width direction than the front side member 16 and the suspension member 60. Therefore, in the event of a slight overlap collision of the vehicle 12, the collision load toward the rear of the vehicle is quickly input to the inclined portion 52 of the protruding portion 50.

[0047] (Suspension tower) 1 and 3, the suspension tower section 18 stands upright from the upper surfaces of the pair of front side members 16 and spans between the front side members 16 and the apron upper member 17. The front side members 16, the apron upper member 17, and the suspension tower section 18 are integrally formed. The upper end of a shock absorber of a suspension (not shown) is fixed to the suspension tower section 18.

[0048] Here, a suspension tower bar 20 is spanned between the pair of suspension tower sections 18. The suspension tower bar 20 extends in the vehicle width direction, and its end in the vehicle width direction is fixed to the top of the suspension tower sections 18 via brackets or the like. In this way, the pair of suspension tower sections 18 are connected in the vehicle width direction by the suspension tower bar 20.

[0049] (Suspension member) As shown in FIGS. 1 and 3 , the suspension member 60 includes a pair of side rails 62 extending in the vehicle longitudinal direction and spaced apart in the vehicle width direction, and a front cross member 64 connecting the front ends of the pair of side rails 62 in the vehicle width direction. The suspension member 60 also includes a rear cross member 66 connecting the rear portions of the pair of side rails 62 in the vehicle width direction. As an example, the suspension member 60 includes the pair of side rails 62, the front cross member 64, and the rear cross member 66, each integrally formed, and each having a generally E-shaped open cross section that opens toward the lower side of the vehicle. Therefore, the suspension member 60 can be formed by casting using a mold whose punch direction is in the vertical direction of the vehicle. It should be noted that integral molding of the suspension member 60 is not essential.

[0050] The front and rear ends of this suspension member 60 are attached to the front side members 16 at their ends in the vehicle width direction. Here, the front end of the suspension member 60 is fixed to the front side members 16 via joints 30. The front end of the suspension member 60 is the end of the pair of side rails 62 on the front side of the vehicle, and is also the end of the front cross member 64 in the vehicle width direction.

[0051] The joint 30 and the suspension member 60 are joined using a fastening member 94 (FIG. 4). The fastening member 94 is, for example, a bolt that passes through the suspension member 60 and screws into a weld nut welded to the upper surface of the lower wall portion 30B of the joint 30. Note that, although the joint 30 and the suspension member 60 are configured as separate parts here, the joint 30 and the suspension member 60 may also be formed integrally by casting. In other words, the front side member 16 and the suspension member 60 may also be formed integrally.

[0052] (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.

[0053] (Action and effect) As described above, in the vehicle front structure according to the first embodiment, the protruding portion 50 is provided at the joint 30 that joins the pair of front side members 16 to the suspension member 60 that is disposed below the front side members 16. The protruding portion 50 protrudes outward from the joint 30 in the vehicle width direction.

[0054] 3 is a partial plan view that schematically shows a state in which the right side of the vehicle 12 has undergone a slight overlap collision with a collision object B. Also, FIG. 4 is a diagram that schematically shows a state in which the skeleton is cut along line 4-4 in FIG. 3. As shown in this figure, when the vehicle 12 has undergone a slight overlap collision with a collision object, a collision load mainly toward the rear of the vehicle is input to the protruding portion 50. Then, a component force F1 of the collision load toward the inside in the vehicle width direction is efficiently distributed to the front side member 16 and the suspension member 60 via the joint portion 30.

[0055] Specifically, when a vehicle collides with a collision object with a slight overlap, part of the component force F1 of the collision load on the inner side in the vehicle width direction is transmitted (arrow F2) to one front side member 16 via the protrusion 50 and the joint 30. Then, this component force F2 is transmitted to the other front side member 16 via the pair of suspension tower portions 18 and the suspension tower bar 20.

[0056] On the other hand, when the vehicle collides with a collision object with a slight overlap, part of the component force F1 of the collision load on the inner side in the vehicle width direction is transmitted to the suspension member 60 via the protrusion 50 and the joint 30 (arrow F3).

[0057] As a result, the reaction force generated at the contact area between the collision object B and the protrusion 50 is generated by at least the bending rigidity in the vehicle width direction of the front side member 16 and the suspension member 60. This improves the reaction force acting at this contact area, allowing the vehicle 12 to efficiently escape from the collision object B in the event of a slight overlap collision.

[0058] In this embodiment, the outer end of the protrusion 50 in the vehicle width direction is provided with an inclined portion 52 that is inclined toward the rear of the vehicle and toward the outside in the vehicle width direction in a plan view. Therefore, when the vehicle 12 is in a slight overlap collision with a collision object B, the collision load that is mainly directed toward the rear of the vehicle can be converted into a lateral force toward the inside in the vehicle width direction. This makes it possible to efficiently transmit the component force F1 of the collision load toward the inside in the vehicle width direction to the front side member 16 and the suspension member 60.

[0059] In this embodiment, in the region on the vehicle front side including the protrusion 50, the vehicle width direction outer end of the protrusion 50 is disposed further outward in the vehicle width direction than the front side member 16 and the suspension member 60. Note that FIG. 4 shows the position P1 of the vehicle width direction outer end of the protrusion 50 in a plan view. Therefore, when the vehicle 12 is involved in a slight overlap collision with a collision object B, the collision object B, which enters toward the rear of the vehicle on the vehicle width direction outer side of the front side member 16, abuts on the protrusion 50 before it abuts on the front side member 16 and the suspension member 60 (see the position of the collision object indicated by the two-dot chain line in FIG. 3). This allows the collision load from the collision object to be efficiently transmitted to the protrusion 50, thereby improving the efficiency of transmission of the collision load to the front side member 16 and the suspension member 60. As a result, the vehicle 12 can be quickly and efficiently evaded from the collision object B during a slight overlap collision.

[0060] Furthermore, in this embodiment, the vehicle includes a pair of suspension tower sections 18 that stand upright from the upper surfaces of the pair of front side members 16 and are formed integrally with the front side members 16, and a suspension tower bar 20 that connects the pair of suspension tower sections 18 in the vehicle width direction. Therefore, the reaction force acting on the contact area between the collision object B and the protrusion 50 can be generated by the bending rigidity in the vehicle width direction of the pair of front side members 16, the pair of suspension tower sections 18, and the suspension tower bar 20. Furthermore, by forming the front side members 16 and the suspension tower sections 18 integrally, the transmission efficiency of the collision load can be improved compared to when these are formed as separate parts. This makes it possible to efficiently improve the reaction force acting on the contact area between the collision object B and the protrusion 50.

[0061] Furthermore, in this embodiment, since the front side member 16 and the joint portion 30 are formed integrally, the number of parts at the joint between the front side member 16 and the suspension member 60 can be reduced, thereby reducing the cost of the parts.

[0062] In addition, in this embodiment, since the joint portion 30 and the protrusion portion 50 are formed integrally, the number of dedicated parts required to cope with a vehicle's slight overlap collision can be reduced, thereby reducing the cost of the parts.

[0063] Second Embodiment A vehicle front structure 100 according to the second embodiment will be described below with reference to Figure 5. Note that the same components as those in the first embodiment described above are given the same numbers and their description will be omitted. As shown in Figure 5, in the vehicle front structure according to the second embodiment, a pair of front side members 160, a connection portion 40, and a joint portion 300 are configured as separate bodies. The other configurations are the same as those in the vehicle front structure 10 according to the first embodiment.

[0064] The front side members 160 are provided on both sides in the vehicle width direction at the front of the vehicle and extend in the vehicle longitudinal direction. The front side members 160 have a closed cross-sectional structure and are formed by overlapping an upper member and a lower member. As such, in the present invention, it is not essential that the front side members serving as frameworks have an open cross-section.

[0065] A connecting portion 40 formed as a separate member is joined by welding or the like to the end portion of the front side member 160 on the vehicle front side. In addition, a joining portion 300 formed as a separate member from the connecting portion 40 is provided below the connecting portion 40.

[0066] The joint portion 300 is, for example, composed of an upper wall portion 300A, a lower wall portion 300B, an inner wall portion 300C, an outer wall portion 300D, and a front wall portion 300E, and has an open cross section that is open to the rear of the vehicle. The upper wall portion 300A constitutes the upper wall of the joint portion 300 and has a pair of vertical wall portions 302 that stand upward from the upper surface. The connection portion 40 is inserted between the pair of vertical wall portions 302. The pair of vertical wall portions 302 are fastened together with the crash box 70 to the second wall portion 42 or the third wall portion 43 of the connection portion 40 using fastening members 92.

[0067] The lower wall portion 300B forms the lower wall of the joint portion 300 and is joined to the front end of the suspension member 60 on the outer side in the vehicle width direction by fastening or the like. The inner wall portion 300C connects the inner end of the upper wall portion 300A on the inner side in the vehicle width direction to the inner end of the lower wall portion 300B. The outer wall portion 300D connects the outer end of the upper wall portion 300A on the outer side in the vehicle width direction to the outer end of the lower wall portion 300B. The front wall portion 300E connects the front end of the upper wall portion 300A on the vehicle front side to the front end of the lower wall portion 300B.

[0068] Here, the outer wall portion 300D is inclined obliquely toward the rear of the vehicle and toward the outside in the vehicle width direction in a plan view. As a result, the outer wall portion 300D and the outer portions of the upper wall portion 300A and the lower wall portion 300B on the outer sides in the vehicle width direction form a protruding portion 500 that protrudes outward in the vehicle width direction from the joint portion 300. Therefore, in this embodiment, the inclined portion 520 provided at the outer end of the protruding portion 500 on the outer side in the vehicle width direction is formed as a flat surface by the outer wall portion 300D.

[0069] Although the joint portion 300 and the protrusion portion 500 are formed integrally here, the joint portion 300 and the protrusion portion 500 may be formed separately and then joined by welding or the like.

[0070] (Actions and Effects) The vehicle front structure 100 configured as described above basically follows the configuration of the vehicle front structure 10 according to the first embodiment, and therefore can achieve the same functions and effects. Furthermore, in this embodiment, the inclined portion 520 (outer wall portion 300D) of the protruding portion 500 is configured as a flat surface, so the contact area between the collision object B and the protruding portion 500 increases, and the input direction of the collision load can be stabilized.

[0071] Although the embodiments of the vehicle front structure according to the present invention have been described above, the present invention is not limited thereto. For example, the joint according to the present invention may be configured to be integrally formed at the front end of the suspension member and at the end in the vehicle width direction. [Explanation of symbols]

[0072] 10,100 Vehicle front structure 12 vehicles 16,160 Front side member (framework) 18 Suspension tower 20 Suspension tower bar 30,300 joints 50,500 Protrusion 52,520 Slope 60 Suspension member

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 suspension member disposed on a vehicle lower side of the framework; a joint portion that joins the framework and the suspension member; a protruding portion provided at the joint portion and protruding outward in the vehicle width direction; A vehicle front structure comprising:

2. an inclined portion inclined toward the rear side of the vehicle and toward the outside in the vehicle width direction in a plan view is provided at an end portion on the outside in the vehicle width direction of the protruding portion; The vehicle front structure according to claim 1 .

3. In a region on the vehicle front side including the protruding portion, an outer end portion of the protruding portion in the vehicle width direction is disposed further outward in the vehicle width direction than the framework and the suspension member. The vehicle front structure according to claim 1 or 2.

4. a pair of suspension tower portions provided on both sides in a vehicle width direction at the front portion of the vehicle, erected from upper surfaces of the pair of framework portions and integrally formed with the framework portions; a suspension tower bar connecting the pair of suspension tower portions in the vehicle width direction, The vehicle front structure according to claim 1 or 2.

5. The joint portion is integrally formed with the skeleton portion. The vehicle front structure according to claim 1 or 2.

6. The protrusion is integrally formed with the joint. The vehicle front structure according to claim 1 or 2.

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