Vehicle front structure

Abstract

To secure collision performance while achieving improvement of rigidity of a vehicle front part.SOLUTION: In a vehicle V, a first cross member 30 extending in a vehicle width direction is provided above a pair of left and right front side frames 10 and spans the front side frames 10 through gussets 51A, 51B. The structure can improve rigidity of a front part of the vehicle V. A flange part 56 of a front end part of each gusset 51A, 51B protrudes to the front side relative to the first cross member 30. In the structure, during a frontal collision, a buffer load acting in a rearward direction is input to the flange parts 56 to deform the gussets 51A, 51B in such a manner that the gussets are turned up from the front side frame 10 and joint parts between the gussets 51A, 51B and the front side frame 10 are broken sequentially from the front. Therefore, the structure inhibits the first cross member 30 from hindering compressive deformation of the front side frames 10 during the frontal collision.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] In the vehicle front structure disclosed in Patent Document 1 below, a cross member extending in the vehicle width direction is bridged across the front ends of a pair of left and right front side members. This allows the cross member to increase the rigidity of the front of the vehicle. The cross member is also located on the inside of the front side members in the vehicle width direction, and both longitudinal ends of the cross member are joined to the side surfaces of the front side members. As a result, the front ends of the front side members are supported by the cross member from the inside in the vehicle width direction. As a result, in a small overlap collision in which a colliding object collides with the outside of the front side frames in the vehicle width direction, the cross member supports the front side members from the inside in the vehicle width direction, thereby preventing the front side members from bending. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-44911 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-described vehicle front structure leaves room for improvement in the following respects. Specifically, in the above-described vehicle front structure, as described above, the cross member is connected to the front end portions of the front side members. Therefore, the cross member may impede compressive deformation of the front end portions of the front side members during a frontal collision of the vehicle. In other words, during a frontal collision of the vehicle, the portions of the front side members connected to the cross member may not undergo satisfactory compressive deformation. In this case, the collision energy absorption performance of the front side members may be reduced.

[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 increase the rigidity of the vehicle front while ensuring collision performance. [Means for solving the problem]

[0006] One or more embodiments of the present invention are a vehicle front structure comprising a pair of front side frames extending in the fore-and-aft direction of the vehicle on both sides of the front of the vehicle in the vehicle width direction, a cross member extending in the vehicle width direction above the front side frames, and a gusset provided between the front side frames and the cross member, wherein a plurality of joints joining the front side frames, the cross member, and the gusset are arranged in a line in the fore-and-aft direction of the vehicle, and the front end of the gusset protrudes further forward of the vehicle than the cross member. [Effects of the Invention]

[0007] According to one or more embodiments of the present invention, it is possible to ensure collision performance while increasing the rigidity of the front part of the vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a plan view seen from above, schematically showing the front part of a vehicle to which a vehicle front structure according to an embodiment of the present invention is applied. [Figure 2] 2 is a side view of the front part of the vehicle shown in FIG. 1 as seen from the left side of the vehicle. [Figure 3] 3 is a cross-sectional view (cross-sectional view taken along line 3-3 in FIG. 1) seen from the front side, showing a connection state between the right front side frame and the first cross member shown in FIG. 1; [Figure 4] FIG. 4 is a perspective view showing the gusset mechanism shown in FIG. 3, seen diagonally from the front left. [Figure 5] 4 is a side view for explaining the behavior of the radiator core during a frontal collision of the vehicle. FIG. [Figure 6]6 is a side view for explaining the behavior of the radiator core when the collision object shown in FIG. 5 enters further rearward. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a vehicle (automobile) V to which a vehicle front structure S according to this embodiment is applied will be described with reference to the drawings. In the drawings, the front side of the vehicle V is indicated by an arrow FR, the upper side of the vehicle is indicated by an arrow UP, and the left side of the vehicle (one side in the vehicle width direction) when viewed from above the vehicle is indicated by an arrow LH. In addition, in the following description, when the up-down, front-rear, and left-right directions are used, they refer to the up-down direction of the vehicle, the front-rear direction of the vehicle, and the left-right direction of the vehicle unless otherwise specified.

[0010] As shown in Figures 1 and 2, a vehicle front structure S is applied to the front of a vehicle V. The vehicle front structure S is configured to include a pair of left and right front side frames 10, a bumper beam 16, a subframe 18, and a radiator core 20. The vehicle front structure S also has a first cross member 30 and a second cross member 40 as cross members. Furthermore, the vehicle front structure S has a gusset mechanism 50, and the front side frames 10 and the first cross member 30 are connected using the gusset mechanism 50. Each component of the vehicle front structure S will be described below.

[0011] The pair of front side frames 10 are formed in the shape of hollow, approximately rectangular pillars extending in the front-to-rear direction, and are arranged on both sides in the vehicle width direction (on both sides in the left-to-right direction) of a power unit compartment 12 at the front of the vehicle V. Crash boxes 14 are provided in front of the front side frames 10. The crash boxes 14 are formed in the shape of approximately rectangular cylinders with their axial directions extending in the front-to-rear direction, and the rear ends of the crash boxes 14 are connected to the front ends of the front side frames 10.

[0012] The bumper beam 16 extends in the vehicle width direction and forms a framework at the front end of the vehicle V. The bumper beam 16 is formed in a substantially rectangular frame shape in a cross section seen from the longitudinal direction of the bumper beam 16. That is, the bumper beam 16 has a rectangular closed cross-sectional structure. The bumper beam 16 is connected to the front end portions of the crash boxes 14 with both end portions of the bumper beam 16 in the vehicle width direction protruding outward in the vehicle width direction beyond the front side frames 10. In this way, the bumper beam 16 is connected to the front side frames 10 via the crash boxes 14. Note that the crash boxes 14 may be omitted and the bumper beam 16 may be directly connected to the front end portions of the front side frames 10.

[0013] The subframe 18 is provided below the front side frames 10 and constitutes the lower end of the framework at the front of the vehicle V. The subframe 18 is formed in a generally rectangular ring shape in a plan view. Specifically, the subframe 18 has a pair of left and right subframe side portions 18A and a subframe front portion 18B spanning the front ends of the subframe side portions 18A. The subframe side portions 18A are formed in a generally hollow columnar shape extending in the front-rear direction and are connected to the front side frame 10 by brackets (not shown). The front ends of the subframe side portions 18A are bent in a generally crank-like shape that protrudes upward when viewed from the left and right. That is, the front ends of the subframe side portions 18A are provided with an inclined portion 18A1 that slopes upward toward the front and a protruding portion 18A2 that protrudes upward from the front end of the inclined portion 18A1. The subframe front portion 18B extends in the left-right direction and spans the protruding portion 18A2.

[0014] The radiator core 20 is a cooling device for cooling a power unit (not shown) of the vehicle V and the like. The radiator core 20 is formed in a generally rectangular, flat shape overall and is disposed between the front ends of a pair of left and right front side frames 10 in a rearwardly tilted state. Specifically, the radiator core 20 tilts rearward as it extends upward in a side view. In the following description, the extending direction of the radiator core 20 in a side view is referred to as the tilt direction (see arrows A and B in FIG. 2). A lower end (front end) of the radiator core 20 is supported from below by a subframe front portion 18B of the subframe 18 via a mount member (not shown). An upper end portion (rear end portion) of the radiator core 20 is supported from below by a lower frame 42 of a second cross member 40 (described later) via a mount member (not shown).

[0015] The first cross member 30 is formed in a hollow, generally rectangular pillar shape extending in the vehicle width direction. The first cross member 30 is disposed adjacent to the upper side of the front side frame 10, and both longitudinal end portions of the first cross member 30 are connected to the front side frame 10 by gusset mechanisms 50 (described later).

[0016] 3, both longitudinal ends of the first cross member 30 protrude outward in the vehicle width direction beyond the front side frames 10. Outer connecting portions 31 are provided at both longitudinal ends of the first cross member 30. The outer connecting portions 31 are formed in a generally rectangular tubular shape with their axial direction extending in the up-down direction, and extend downward from the first cross member 30 outside the front side frames 10 in the vehicle width direction. The lower end of the outer connecting portion 31 is located below the front side frames 10, and is joined to the upper wall of the rear end of the overhanging portion 18A2 of the subframe 18 by welding or the like.

[0017] Additionally, inner connecting portions 32 are provided on both longitudinal end portions of the first cross member 30. The inner connecting portions 32 are formed in a generally rectangular tubular shape with the axial direction extending in the up-down direction, and extend downward from the first cross member 30 on the inner side of the front side frame 10 in the vehicle width direction. The lower end of the inner connecting portion 32 is located below the front side frame 10, and is joined to the upper wall of the subframe front portion 18B of the subframe 18 by welding or the like.

[0018] The first cross member 30 is located above the lower end portion of the radiator core 20 and is located in front of the upper part of the radiator core 20. In other words, the first cross member 30 is located below the upper end of the radiator core 20, and the first cross member 30 overlaps with the radiator core 20 in both a front view and a plan view. In addition, a lower rear corner of the first cross member 30 is located above and in close proximity to the front of the vertical middle portion of the radiator core 20.

[0019] The second cross member 40 is formed in a generally rectangular annular shape with its longitudinal direction aligned with the vehicle width direction in a front view. The second cross member 40 is disposed rearward of the first cross member 30 and above the front side frames 10. Both longitudinal ends of the second cross member 40 are joined to strut towers 22 provided on both the left and right sides of the power unit compartment 12. In other words, the second cross member 40 connects the pair of left and right strut towers 22.

[0020] The second cross member 40 includes an upper frame 41 extending in the vehicle width direction, a lower frame 42 extending in the vehicle width direction at a position lower than the upper frame 41, and a pair of left and right connecting frames 43 connecting the longitudinal outer ends of the upper frame 41 and the lower frame 42. The upper frame 41 and the lower frame 42 are formed as hollow, generally rectangular pillars extending in the left-right direction, with the front-rear length of the upper frame 41 being longer than the front-rear length of the lower frame 42. The upper frame 41 is disposed diagonally rearward above the lower frame 42. The connecting frame 43 is formed as a hollow, generally pillar-like pillar extending in the vertical direction, and is inclined rearward as it extends upward in a side view. The front-rear length of the connecting frame 43 is configured to increase as it extends upward. The upper end of the connecting frame 43 is joined to the lower surface of the upper frame 41, and the lower end of the connecting frame 43 is joined to the upper surface of the lower frame 42.

[0021] The front end of the lower wall of the upper frame 41 serves as a radiator receiving portion 41A. The radiator receiving portion 41A is located on one side in the oblique direction (the side indicated by arrow A in FIG. 2 ) of the upper end of the radiator core 20. That is, the upper frame 41 is located above and rearward of the upper end of the radiator core 20. An inverter unit 24, serving as an electric device, is provided on the upper rear side of the upper frame 41. The inverter unit 24 is disposed above the power unit compartment 12. That is, the inverter unit 24 is located on one side in the oblique direction (upper and rearward) of the radiator core 20 and above the first cross member 30. The front end of the inverter unit 24 is supported from below by the rear end of the upper frame 41 via a pair of left and right mount members 25. The rear end of the inverter unit 24 is connected to the vehicle body by a bracket (not shown).

[0022] The lower frame 42 is disposed below the upper part of the radiator core 20. In other words, the lower frame 42 is located above the middle part in the front-rear direction of the radiator core 20. The upper part of the radiator core 20 is supported from below by the lower frame 42 via a mounting member (not shown).

[0023] A trunk room 26 is provided at the front end of the power unit compartment 12 of the vehicle V. The trunk room 26 is formed in a recessed shape that is open upward, and is disposed above the radiator core 20 and in front of the inverter device 24. A hood 28 is also provided at the front of the vehicle V. The hood 28 is formed in the shape of a substantially rectangular panel with its thickness direction extending in the up-down direction, and is provided at the front of the vehicle V in a state in which the power unit compartment 12 of the vehicle V is closed from above.

[0024] 1 to 4, the gusset mechanism 50 is applied to the joining between the left and right front side frames 10 and the first cross member 30. Below, the configuration of the gusset mechanism 50 will be described using the gusset mechanism 50 used to join the right front side frame 10 and the first cross member 30.

[0025] The gusset mechanism 50 has a pair of left and right gussets 51A, 51B, which are configured symmetrically. Therefore, the configuration of the gussets 51A, 51B will be described using the left (vehicle widthwise center) gusset 51A. The gusset 51A is made of a metal plate and is formed in a generally elongated plate shape extending in the front-to-rear direction. The gusset 51A is bent in a generally inverted L shape in a front view. Specifically, the gusset 51A includes an upper wall 52 whose plate thickness direction is the up-down direction and a side wall 53 extending downward from the left end of the upper wall 52. The gusset 51A is disposed between the front side frame 10 and the first cross member 30 so as to cover the upper left corner of the front side frame 10. Specifically, the upper wall 52 of the gusset 51A is sandwiched between the upper wall of the front side frame 10 and the lower wall of the first cross member 30, and the side wall 53 of the gusset 51A is disposed adjacent to the left side of the front side frame 10. As a result, the gusset 51A extends in the front-to-rear direction along the ridge line of the corner of the front side frame 10.

[0026] The upper wall of the front side frame 10, the upper wall 52 of the gusset 51A, and the lower wall of the first cross member 30 are joined by spot welding at multiple locations (four locations in this embodiment). Specifically, multiple joints 54 joining the front side frame 10, the upper wall 52 of the gusset 51A, and the lower wall of the first cross member 30 are arranged side by side in the fore-and-aft direction of the vehicle. Note that, although the multiple joints 54 are formed by spot welding in this embodiment, the multiple joints 54 may also be formed by other welding methods. For example, the multiple joints 54 may also be formed by intermittently joining the upper wall 52 of the gusset 51A and the lower wall of the first cross member 30 by tap welding or the like.

[0027] Furthermore, the left side wall of the front side frame 10 and the side wall 53 of the gusset 51A are joined by spot welding at multiple locations (four locations in this embodiment). Specifically, multiple joints 55 joining the left side wall of the front side frame 10 and the side wall 53 of the gusset 51A are arranged side by side in the vehicle longitudinal direction. Note that, although the multiple joints 55 are formed by spot welding in this embodiment, the multiple joints 55 may also be formed by other welding methods. For example, similar to the above, the multiple joints 55 may also be formed by intermittently joining the left side wall of the front side frame 10 and the side wall 53 of the gusset 51A by tap welding or the like.

[0028] When the gusset 51A is joined to the front side frame 10, the front end of the gusset 51A protrudes forward beyond the first cross member 30. A flange portion 56 is formed at the front end of the gusset 51A. In a front view, the flange portion 56 is bent toward the opposite side from the front side frame 10 at the front ends of the top wall 52 and the side wall 53 of the gusset 51A. That is, in a front view, the flange portion 56 is formed in a substantially inverted L-shaped plate shape with the plate thickness direction extending in the front-to-rear direction, and is connected to the front ends of the top wall 52 and the side wall 53. The flange portion 56 is located rearward of the crash box 14.

[0029] As will be described in more detail later, in the event of a frontal collision of the vehicle V, the joints 54, 55 between the gussets 51A, 51B and the front side frame 10 are broken, and the joint between the first cross member 30 and the front side frame 10 is released.

[0030] (Action and effect) Next, the behavior of the front part of the vehicle V in a frontal collision and a small wrap collision of the vehicle V will be explained, and the operation and effect of this embodiment will be explained.

[0031] In a frontal collision of the vehicle V, a collision object BL collides with the front end of the vehicle V. As a result, a collision load toward the rear of the vehicle is input to the bumper beam 16, and the crash boxes 14 are compressively deformed by the collision load. As a result, the crash boxes 14 absorb the collision load. As the collision object BL further intrudes rearward, the front ends of the crash boxes 14 and the front side frames 10 are compressively deformed and collide with the flange portions 56 of the gussets 51A and 51B. As a result, the collision load toward the rear is input to the flange portions 56. As a result, the gussets 51A and 51B are deformed so as to be turned up relative to the front side frame 10 (see the arrows shown in FIG. 4), and the joints 54 and 55 between the gussets 51A and 51B and the front side frame 10 are broken in order from the front side. As a result, the first cross member 30 is no longer joined to the front side frame 10.

[0032] At this time, a rearward collision load is applied to the front end of the subframe 18, causing the front end of the subframe side portion 18A of the subframe 18 to bend upward in a crank shape. As a result, the front end of the subframe 18 is bent at the bent portion and deformed rearward and upward. Furthermore, both longitudinal ends of the first cross member 30 are connected to the front end of the subframe 18 by the outer connecting portion 31 and the inner connecting portion 32. As a result, a load acts on the first cross member 30 from the subframe 18 diagonally upward and rearward. Therefore, the load input from the subframe 18 to the first cross member 30 promotes fracture of the joints 54, 55 between the gussets 51A, 51B and the front side frame 10.

[0033] Furthermore, when a colliding object BL enters the power unit compartment 12, the lower end (front end) of the radiator core 20 moves backward together with the front end of the sub-frame 18. That is, a rearward collision load is input to the lower end of the radiator core 20. Here, the lower frame 42 of the second cross member 40 is positioned rearward of the upper part of the radiator core 20 and supports the radiator core 20 from below. Therefore, the radiator core 20 is guided by the lower frame 42 to move backward toward one side in the oblique direction (toward the radiator receiving portion 41A of the upper frame 41). More specifically, the radiator core 20 moves backward toward one side in the oblique direction while the angle of inclination of the radiator core 20 with respect to the front-to-rear direction gradually increases. As a result, as shown in FIG. 5 , the upper end of the radiator core 20 collides with the radiator receiving portion 41A of the upper frame 41 of the second cross member 40, and the radiator core 20 moving backward toward one side in the oblique direction is received by the radiator receiving portion 41A. As a result, the second cross member 40 prevents the radiator core 20 from moving toward the inverter device 24 side.

[0034] Furthermore, when the retreating radiator core 20 is received by the radiator receiving portion 41A, a reaction force from the upper frame 41 of the second cross member 40 toward the other side in the inclination direction acts on the upper end of the radiator core 20. Meanwhile, as described above, a collision load from the colliding object BL toward the rear acts on the lower end of the radiator core 20. Therefore, the radiator core 20 is sandwiched from both front-rear directions between the colliding object BL and the second cross member 40, and is crushed in the front-rear direction.

[0035] Then, as shown in FIG. 6 , the first cross member 30, which has been released from its connection with the front side frame 10, moves rearward and collides with the vertically middle portion of the radiator core 20. Also, as described above, the lower frame 42 of the second cross member 40 is located rearward of the rear end portion of the radiator core 20. Therefore, when the radiator core 20 collapses in the longitudinal direction, the vertically middle portion of the radiator core 20 is sandwiched between the first cross member 30 and the second cross member 40 in the longitudinal direction. This causes the radiator core 20 to bend at a position below the inverter unit 24. Therefore, the collision of the radiator core 20 with the inverter unit 24 after the collapse is suppressed.

[0036] In a small lap collision of the vehicle V, the collision object BL collides with the front end of the vehicle V on the outer side of the front side frame 10 in the vehicle width direction. As a result, the collision object BL collides with the front end of the subframe 18. As a result, a reaction force is applied from the subframe 18 to the collision object BL.

[0037] Furthermore, outer coupling portions 31 are provided on the outer sides of the front side frames 10 in the vehicle width direction, and the first cross member 30 and the subframe 18 are coupled by the outer coupling portions 31. Therefore, if the collision object BL intrudes further rearward, the collision object BL collides with the outer coupling portion 31 and the first cross member 30, and a reaction force acts on the collision object BL from the outer coupling portion 31 and the first cross member 30. As described above, in the event of a small lap collision of the vehicle V, the reaction force acts effectively on the collision object BL from the subframe 18, outer coupling portion 31, and first cross member 30, and the rearward intrusion of the collision object BL can be suppressed by the subframe 18, outer coupling portion 31, and first cross member 30.

[0038] In the vehicle V, the first cross member 30 extending in the vehicle width direction is disposed above the pair of left and right front side frames 10 and spans the pair of front side frames 10 via gussets 51A and 51B. This connects the front ends of the pair of left and right front side frames 10 together via the first cross member 30. This increases the rigidity of the front portion of the vehicle V. Furthermore, flange portions 56 at the front ends of the gussets 51A and 51B protrude further toward the front of the vehicle than the first cross member 30. As a result, as described above, in the event of a frontal collision of the vehicle V, a collision load toward the rear is input to the flange portions 56, causing the gussets 51A and 51B to deform and roll up relative to the front side frames 10, and the joints 54 and 55 between the gussets 51A and 51B and the front side frames 10 to break sequentially from the front. As a result, the connection between the first cross member 30 and the front side frames 10 can be released in the event of a frontal collision. This prevents the first cross member 30 from impeding the compressive deformation of the front side frame 10 during a frontal collision. In other words, the joint between the front side frame 10 and the first cross member 30 can be favorably compressively deformed. As a result, the front rigidity of the vehicle V can be increased while ensuring collision performance.

[0039] Furthermore, the gussets 51A, 51B have an upper wall 52 and a side wall 53 extending downward from an end of the upper wall 52. The gussets 51A, 51B cover the upper corners of the front side frame 10 and extend in the front-to-rear direction along the corners. This allows the gussets 51A, 51B to reinforce the front side frame 10 while connecting the first cross member 30 to the front side frame 10.

[0040] Furthermore, flange portions 56 are formed at the front ends of the gussets 51A, 51B, and in a front view, the flange portions 56 are bent from the front ends of the gussets 51A, 51B toward the opposite side from the front side frame 10. That is, in a front view, the flange portions 56 are bent toward the front surfaces (the sides toward which the gussets 51A, 51B are turned up) of the gussets 51A, 51B. Therefore, when a collision load toward the rear side is input to the flange portions 56, the flange portions 56 can favorably turn the gussets 51A, 51B up relative to the front side frame 10.

[0041] Additionally, both longitudinal ends of the first cross member 30 are connected to the front end of the subframe 18 by outer and inner connecting portions 31, 32. The front end of the subframe side portion 18A of the subframe 18 is bent upward in a crank shape. Therefore, in the event of a frontal collision of the vehicle V, the front end of the subframe 18 is deformed so as to be displaced rearward and upward. As a result, a load acting diagonally upward and rearward acts on the first cross member 30 from the outer and inner connecting portions 31, 32. This facilitates fracture of the joints 54, 55 between the gussets 51A, 51B and the front side frame 10. Therefore, in the event of a frontal collision, the joint state of the first cross member 30 to the front side frame 10 can be effectively released.

[0042] Furthermore, in the vehicle V, the radiator core 20 is provided between the front side frames 10 at the front end of the power unit compartment 12, and is inclined rearward as it extends upward in a side view. This reduces the installation space for the radiator core 20 in the vertical direction. Therefore, a space for installing a trunk room 26 can be effectively secured at the front end of the power unit compartment 12.

[0043] In addition, the first cross member 30, which is bridged across the pair of left and right front side frames 10, is located above the radiator core 20. This allows the first cross member 30 to be positioned by effectively utilizing the space above the radiator core 20, which is positioned at an angle. This allows the installation space for the first cross member 30 and the radiator core 20 to be made more compact.

[0044] Additionally, a second cross member 40 extending in the vehicle width direction is provided behind the first cross member 30, and both longitudinal ends of the second cross member 40 are joined to the strut towers 22. Therefore, the pair of left and right strut towers 22 can be connected by the second cross member 40. This further increases the rigidity of the front of the vehicle V and effectively improves the driving stability of the vehicle V.

[0045] Furthermore, the inverter device 24 is provided on one side (rear and upper side) of the radiator core 20 in the tilt direction. Specifically, the upper frame 41 of the second cross member 40 is disposed between the radiator core 20 and the inverter device 24 in the tilt direction. In the event of a frontal collision of the vehicle V, the upper frame 41 receives the upper end of the radiator core 20 as it moves backward, thereby suppressing movement of the radiator core 20 toward the inverter device 24. As a result, even when the radiator core 20 is disposed so as to be tilted backward and the inverter device 24 is disposed behind the radiator core 20, the second cross member 40 can receive the radiator core 20 as it moves backward, thereby suppressing a direct collision of the radiator core 20 with the inverter device 24. Therefore, by utilizing the second cross member 40, which increases the rigidity of the front part of the vehicle V, the protection performance of the inverter device 24 can be improved.

[0046] Furthermore, the second cross member 40 is formed in a rectangular annular shape with its longitudinal direction aligned with the vehicle width direction in a front view. This increases the rigidity of the second cross member 40 itself. The second cross member 40 also has an upper frame 41 and a lower frame 42 that extend in the vehicle width direction. The upper frame 41 is positioned above the radiator core 20, and the lower frame 42 is positioned below the upper end portion (rear end portion) of the radiator core 20. During a frontal collision of the vehicle V, the lower frame 42 guides the retreating radiator core 20, causing the upper end of the radiator core 20 to approach the upper frame 41, and the upper frame 41 receives the approaching upper end of the radiator core 20. This allows the lower frame 42 to control the behavior of the retreating radiator core 20, allowing the upper end (rear end) of the radiator core 20 to collide with the upper frame 41.

[0047] Furthermore, the first cross member 30 is disposed below the upper end of the radiator core 20. More specifically, the first cross member 30 overlaps with the radiator core 20 in both a front view and a plan view. This allows the first cross member 30, which moves rearward during a frontal collision of the vehicle V, to collide with the vertical middle portion of the radiator core 20. Therefore, as described above, when the radiator core 20 collapses in the front-to-rear direction, the first cross member 30 and the second cross member 40 sandwich the vertical middle portion of the radiator core 20 in the front-to-rear direction, and the radiator core 20 can be bent at a position below the inverter device 24. Therefore, when the radiator core 20 collapses, movement of the radiator core 20 toward the inverter device 24 can be effectively suppressed.

[0048] In addition, the front end of the inverter device 24 is mounted at the rear end of the upper frame 41. Therefore, the inverter device 24 can be mounted by utilizing the second cross member 40, which contributes to improving the rigidity of the vehicle V and the protection performance of the inverter device 24. This contributes to cost reduction compared to a configuration in which a separate member for mounting the inverter device 24 is provided.

[0049] In this embodiment, the upper frame 41 of the second cross member 40 is formed as a hollow rectangular pillar, but the cross-sectional shape of the upper frame 41 can be modified as appropriate. For example, the lower front corners of the upper frame 41 may be chamfered, and the chamfered portions may serve as the radiator receiving portion 41A. In this case, the lower surface of the radiator receiving portion 41A is positioned to face the upper end portion of the radiator core 20 in the oblique direction. Therefore, when the radiator core 20 collides with the radiator receiving portion 41A, the radiator core 20 can be properly received by the radiator receiving portion 41A.

[0050] In addition, in this embodiment, the first cross member 30 is connected to the subframe 18 by the outer connecting portion 31 and the inner connecting portion 32, but the outer connecting portion 31 and the inner connecting portion 32 may be omitted to release the connection between the first cross member 30 and the subframe 18. [Explanation of symbols]

[0051] 10 Front side frame 18 Subframe 30 First cross member (cross member) 31 Outer connection part 32 Inner connection part 51A Gusset 51B Gusset 52 Upper Wall 53 Side wall 54 Joint 55 Joint 56 Flange S Vehicle front structure V vehicle

Claims

1. a pair of front side frames extending in a front-to-rear direction of the vehicle on both sides in a vehicle width direction of a front portion of the vehicle; a cross member extending in a vehicle width direction above the front side frame; a gusset provided between the front side frame and the cross member; Equipped with a plurality of joints that join the front side frame, the cross member, and the gusset are arranged side by side in the vehicle front-rear direction, A vehicle front structure in which a front end portion of the gusset protrudes further toward the front of the vehicle than the cross member.

2. The gusset an upper wall disposed between the front side frame and the cross member; a side wall disposed adjacent to a side surface of the front side frame; It has The vehicle front structure according to claim 1 , wherein the gusset extends in the longitudinal direction of the vehicle along a corner portion on an upper side of the vehicle of the front side frame.

3. 3. The vehicle front structure according to claim 2, wherein a flange portion is formed at the front end of the gusset, and when viewed from the front side of the vehicle, the flange portion is bent toward the opposite side from the front side frame at the front end portions of the upper wall and the side wall.

4. An inner connecting portion and an outer connecting portion are provided at both longitudinal ends of the cross member, the inner connecting portion extends from the cross member toward a vehicle lower side on an inner side of the front side frame in a vehicle width direction, and the outer connecting portion extends from the cross member toward a vehicle lower side on an outer side of the front side frame in a vehicle width direction, 4. The vehicle front structure according to claim 3, wherein a lower end portion of the inner connecting portion and a lower end portion of the outer connecting portion are connected to a subframe disposed below the front side frame.

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