Front structure of vehicle

Abstract

To provide a front part structure of a vehicle capable of restraining a joining place of a crush can and a connecting member from breaking when a collision object narrower than an interval in the vehicle width direction of the left and right crush cans collides between the left and right crush cans in a vehicle front part.SOLUTION: The bumper reinforcement inner 102 which is arranged between the crash cans 9 and extends in the vehicle width direction Y is provided, and the crash cans 9 and the bumper reinforcement outer 101 are configured such that the flange portions 912 of the crash cans 9 are joined to the rear face of the bumper reinforcement outer 101, and both ends, in the vehicle width direction Y, of the bumper reinforcement inner 102 are joined to the vicinities of the front ends of the crash cans 9 which are positioned on the vehicle rearward side XR of the joint portions of the crash cans 9 and the bumper reinforcement outer 101.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a front structure of a vehicle that includes, for example, a pair of left and right crash cans extending in the fore-and-aft direction of the vehicle at a predetermined distance in the vehicle width direction, and a bumper reinforcement that connects the front ends of the left and right crash cans in the vehicle width direction. [Background technology]

[0002] BACKGROUND ART In a vehicle such as an automobile, a front structure of the vehicle is known that transfers a collision load applied to the front of the vehicle from the front of the vehicle to the rear of the vehicle when an object collides with the front of the vehicle. For example, Patent Document 1 discloses a front structure of a vehicle that includes left and right crash cans provided at the front ends of the left and right front side frames, respectively, and a bumper reinforcement that is a connecting member that connects the front ends of the crash cans in the vehicle width direction.

[0003] In a vehicle front structure such as that disclosed in Patent Document 1, if an object that is narrower than the vehicle width direction spacing between the left and right crash cans, such as a utility pole, collides between the left and right crash cans at the front of the vehicle, the narrow object that collides with the front of the vehicle will press the portion of the bumper reinforcement between the crash cans toward the rear of the vehicle. Therefore, the bumper reinforcement is bent and deformed toward the rear of the vehicle at the point of impact with a narrow object.

[0004] At this time, a tensile load is generated at the joint between the front end of the crash can on the inner side in the vehicle width direction and the bumper reinforcement, which increases as the collision with the narrow object progresses and is directed toward the rear and inner side in the vehicle width direction.

[0005] In this case, as the collision with a narrow object progresses, the joint between the crash can and the bumper reinforcement, which is the connecting member, may break, causing the bumper reinforcement to separate from the crash can early, or the transmission efficiency of transmitting the collision load to the rear of the vehicle may decrease, so there was room for improvement. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-039371 Summary of the Invention [Problem to be solved by the invention]

[0007] In view of the above-mentioned problems, this invention aims to provide a front structure for a vehicle that can prevent the joint between the crash can and the connecting member from breaking when an impact object narrower than the vehicle width distance between the left and right crash cans collides between the left and right crash cans at the front of the vehicle. [Means for solving the problem]

[0008] This invention is a front structure of a vehicle comprising a pair of left and right crash cans extending in the fore-and-aft direction of the vehicle at a predetermined distance in the vehicle width direction, and a connecting member connecting the front ends of the left and right crash cans in the vehicle width direction, wherein a widthwise member is arranged between the crash cans and extends along the vehicle width direction, and the crash cans and the connecting member are joined such that the front ends of the crash cans on the inner side in the vehicle width direction are joined to the rear surface of the connecting member, and both ends of the widthwise member are joined to the rear of the vehicle relative to the joint between the crash cans and the connecting member and near the front ends of the crash cans.

[0009] The connecting member may be a member that constitutes a bumper reinforcement that connects the left and right crash cans together, or may be the bumper reinforcement itself. The width direction member may be a member that constitutes a bumper reinforcement, or may be a member that is formed separately from the connecting member.

[0010] According to this invention, when an impact object narrower than the vehicle width distance between the left and right crash cans collides between the left and right crash cans at the front of the vehicle, the joint between the crash can and the connecting member can be prevented from breaking.

[0011] In more detail, the front structure of the vehicle can connect the left and right crash cans with a width-directional member by joining the width-directional member to a position rearward of the vehicle from the joint between the left and right crash cans and the connecting member and near the front ends of the crash cans. Therefore, the vehicle front structure can improve the connection strength of the left and right crash cans against a collision load from the front of the vehicle compared to when the crash cans are connected only by a connecting member.

[0012] Furthermore, when a narrow object strikes the front of the vehicle, the front structure of the vehicle is able to deform the connecting member and widthwise member connecting the left and right crash cans together, thereby reducing the tensile load generated at the joint between the front end of the crash can on the inner side in the vehicle width direction and the connecting member compared to when the left and right crash cans are connected only by the connecting member.

[0013] This prevents the joint between the crash can and the connecting member from breaking when an object narrower than the vehicle width distance between the left and right crash cans collides between the left and right crash cans at the front of the vehicle.

[0014] Therefore, the front structure of the vehicle can prevent, for example, the connecting member from coming off the crash can early or the load transmission efficiency for transmitting the collision load to the rear of the vehicle from decreasing.

[0015] As an aspect of the present invention, the crash can may be fixed in a state in which it abuts against the rear surface of the connecting member, and the width direction member may be fixed in a state in which it abuts against the inner side of the crash can in the vehicle width direction. The above-mentioned state of abutment refers to a state in which the end faces abut directly, or a state in which the end faces abut indirectly via flanges formed on the end portions.

[0016] According to this configuration, the crash can and the connecting member can be fixed along the vehicle longitudinal direction, thereby improving the connection strength of the crash can against tensile loads in the vehicle longitudinal direction. Furthermore, the vehicle front structure can fix the crash can and the width direction member along the vehicle width direction, thereby improving the connection strength of the crash can against tensile loads in the vehicle width direction.

[0017] This allows the front structure of the vehicle to further improve the connection strength of the left and right crash cans against collision loads from the front of the vehicle, thereby preventing the joint between the crash cans and the connecting member from breaking due to a collision with a narrow object.

[0018] In another aspect of the present invention, the crash can is formed into a closed cross-sectional shape having side wall portions that face each other in the vehicle width direction, and is provided with a fixing portion that extends from the front end of the side wall portion on the inner side in the vehicle width direction toward the inner side in the vehicle width direction, the fixing portion being fixed to the connecting member by fastening, and the width direction member being fixed to the side wall portion on the inner side in the vehicle width direction of the crash can by welding.

[0019] According to this configuration, the front ends of the crash cans on the inner side in the vehicle width direction and the connecting member can be firmly fixed by fastening, and the crash cans and the width direction members can be firmly fixed by welding. This allows the front structure of the vehicle to further improve the connection strength of the left and right crash cans against a collision load from the front of the vehicle.

[0020] Another aspect of the present invention is that the vehicle is provided with a bumper reinforcement that connects the crash cans in the vehicle width direction, the connecting member being composed of a bumper rain outer of the bumper reinforcement that connects the front ends of the crash cans in the vehicle width direction, and the width direction member being joined to the rear surface of the bumper rain outer, forming a closed cross section extending in the vehicle width direction together with the bumper rain outer, and being composed of a bumper rain inner of the bumper reinforcement.

[0021] According to this configuration, the connecting strength between the left and right crash cans can be improved without providing a separate member from the bumper reinforcement. Therefore, the front structure of the vehicle can be simplified and prevents the joint between the crash can and the connecting member from breaking.

[0022] In another aspect of the present invention, the crash can is formed in a closed cross-sectional shape having side wall portions that face each other in the vehicle width direction, and the side wall portions extend in the vertical direction of the vehicle at a position rearward of the width direction member, and may be provided with beads that promote deformation of the crash can due to a collision load from the front of the vehicle.

[0023] With this configuration, when an impact object narrower than the vehicle width distance between the left and right crash cans collides between the left and right crash cans at the front of the vehicle, the connecting member and the width direction member deform, causing the crash can to deform toward the rear of the vehicle.

[0024] Therefore, when a narrow object strikes between the crash cans at the front of the vehicle, the front structure of the vehicle can absorb the collision load from the front of the vehicle by deformation of the crash cans and transmit it to the rear of the vehicle.

[0025] In another aspect of the present invention, the left and right crash cans may be arranged so that the distance between them in the vehicle width direction becomes wider as they move from the rear of the vehicle to the front of the vehicle, and the connecting member may extend outward in the vehicle width direction beyond the outer end of the crash can in the vehicle width direction.

[0026] With this configuration, for example, a narrow collision object passing outside the crash can in the vehicle width direction and heading from the front to the rear of the vehicle can be brought into contact with the connecting member.

[0027] In this case, the width direction member can prevent the front structure of the vehicle from deforming so that the crash can tilts outward in the vehicle width direction and toward the rear of the vehicle in a plan view. This allows the front structure of the vehicle to prevent an object colliding with the front of the vehicle from passing outside the crash can in the vehicle width direction and heading toward the rear of the vehicle.

[0028] Therefore, the front structure of the vehicle can cope not only with a collision of a narrow object between the crash cans, but also with a collision of a narrow object to the outside in the vehicle width direction. [Effects of the Invention]

[0029] According to this invention, it is possible to provide a front structure for a vehicle that can prevent the joint between the crash can and the connecting member from breaking when an impact object narrower than the vehicle width distance between the left and right crash cans collides between the left and right crash cans at the front of the vehicle. [Brief explanation of the drawings]

[0030] [Figure 1] FIG. 2 is a plan view showing the appearance of the front structure of the vehicle in a plan view. [Figure 2] AA cross-sectional end view in FIG. 1. [Figure 3] FIG. 2 is a schematic cross-sectional view taken along the arrow BB in FIG. 1. [Figure 4] FIG. 4 is a schematic cross-sectional view taken along the CC arrow in FIG. 3. [Figure 5] 1 is a schematic cross-sectional perspective view showing a main part of a front structure of a vehicle. [Figure 6] FIG. 10 is a plan view showing the state of the vehicle immediately before it collides with the pole. [Figure 7] FIG. 2 is a plan view showing the state of the vehicle immediately after a collision. [Figure 8]FIG. 2 is a plan view showing the state of a vehicle in a state where the collision has progressed. DETAILED DESCRIPTION OF THE INVENTION

[0031] An embodiment of the present invention will be described below with reference to the drawings.

[0032] Figure 1 shows a plan view of the exterior of the front structure of vehicle 1, Figure 2 shows an end view of the A-A cross-sectional line in Figure 1, Figure 3 shows a schematic cross-sectional view as seen from the BB arrow in Figure 1, Figure 4 shows a schematic cross-sectional view as seen from the CC arrow in Figure 3, and Figure 5 shows a schematic cross-sectional oblique view of the main parts of the front structure of vehicle 1.

[0033] For clarity of illustration, the hinge pillar 3, apron reinforcement 4, shroud upper member 5, and front wheel 71 are shown by two-dot chain lines in Fig. 1. In Fig. 5, the bolts V are omitted as appropriate, and the front side frame 6 and set plate 61 are shown by two-dot chain lines. In the drawing, the longitudinal direction of the vehicle 1 is referred to as the longitudinal direction X, and the width direction of the vehicle 1 is referred to as the width direction Y. In the drawing, the front side of the vehicle is referred to as the front side XF, and the rear side of the vehicle is referred to as the rear side XR. In the drawing, the arrow OUT indicates the outer side in the width direction of the vehicle, and the arrow IN indicates the inner side in the width direction of the vehicle.

[0034] First, as shown in FIG. 1 , the front structure of vehicle 1 includes a dash panel 2 that forms the front wall of the passenger compartment, hinge pillars 3 that extend in the vertical direction of the vehicle on the outer side of the dash panel 2 in the vehicle width direction, a pair of left and right apron reinforcements 4 that extend from the top of the hinge pillars 3 to the front side XF of the vehicle, and a shroud upper member 5 that connects the front ends of the apron reinforcements 4 in the vehicle width direction Y.

[0035] Furthermore, the front structure of the vehicle 1 includes a pair of left and right front side frames 6 extending in the fore-and-aft direction X of the vehicle below the apron reinforcement 4 at positions spaced a predetermined distance apart in the vehicle width direction Y, a pair of left and right suspension towers 7 arranged spanning from the apron reinforcement 4 to the front side frames 6, and a cross member 8 connecting the left and right front side frames 6 in the vehicle width direction Y.

[0036] In addition, the front structure of the vehicle 1 includes a pair of left and right crash cans 9 extending from the front side frames 6 to the front side XF of the vehicle, and a bumper reinforcement 10 connecting the front ends of the pair of left and right crash cans 9 in the vehicle width direction Y.

[0037] Although detailed illustration is omitted, the front structure of the vehicle 1 includes a dash panel 2, front side frames 6, crash cans 9, and bumper reinforcement 10, which form an engine room E in which the engine and other components are arranged.

[0038] Specifically, as shown in FIG. 1, the dash panel 2 has a thickness in the vehicle longitudinal direction X and is made up of a panel member that separates the engine room E from the passenger compartment of the vehicle 1 in the vehicle longitudinal direction X. The hinge pillar 3 is a vehicle body frame member formed in a closed cross-sectional shape extending in the vehicle vertical direction, and is joined to both ends of the dash panel 2 in the vehicle width direction Y.

[0039] The apron reinforcement 4 is formed in a closed cross-sectional shape extending in the vehicle longitudinal direction X, and its rear end is joined to the upper part of the hinge pillar 3. The apron reinforcement 4 is formed in a gently curved shape so that its front end is positioned inward in the vehicle width direction relative to its rear end.

[0040] The front end of the apron reinforcement 4 is formed so as to be located outward in the vehicle width direction from a front side frame 6, which will be described later, in a plan view.

[0041] In addition, the shroud upper member 5 is a closed cross-section member formed in a closed cross-section shape extending in the vehicle width direction Y, and both ends on the outer side in the vehicle width direction are connected to the front ends of the left and right apron reinforcements 4, respectively.

[0042] In addition, the front side frame 6 is a body frame member formed in a closed cross-sectional shape that extends from the lower part of the dash panel 2 to the front side XF of the vehicle, and is formed to a length such that its front end is located on the vehicle lower side of the shroud upper member 5. The left and right front side frames 6 are arranged such that the distance between them in the vehicle width direction Y increases from the dash panel 2 toward the vehicle front side XF in a plan view.

[0043] Furthermore, a flat set plate 61 formed in a generally rectangular shape when viewed from the front is provided at the front end of the front side frame 6. At the four corners of the set plate 61, insertion holes 62 for inserting bolts V are formed so as to penetrate the set plate 61 in the plate thickness direction (see FIG. 5).

[0044] In addition, the suspension tower 7 is integrally formed of a suspension tower main body that bulges inward in the vehicle width direction, a panel member arranged on the vehicle front side XF of the suspension tower main body, and a panel member arranged on the vehicle rear side XR of the suspension tower main body.

[0045] The suspension tower 7 connects the vehicle rear side XR portion of the apron reinforcement 4 and the vehicle rear side XR portion of the front side frame 6 . The suspension tower 7 supports the front wheel 71 via a suspension member (not shown).

[0046] The cross member 8 is a body frame member formed in a closed cross-sectional shape extending in the vehicle width direction Y. In plan view, the cross member 8 connects the left and right front side frames 6 in the vehicle width direction Y at a position XR rearward of the shroud upper member 5 and at a position XF forward of the suspension tower 7.

[0047] As shown in FIG. 1, the left and right crash cans 9 are impact absorbing members formed in a closed cross-sectional shape extending in the vehicle longitudinal direction X in a plan view, and the vertical cross-sectional shape in a longitudinal section along the vehicle width direction Y is formed in a generally convex cross-sectional shape that protrudes outward in the vehicle width direction.

[0048] The left and right crash cans 9 have their rear ends connected to the set plate 61 of the front side frame 6, and are arranged so that, in a plan view, the spacing in the vehicle width direction Y becomes wider as they move from the set plate 61 toward the front side XF of the vehicle. The crash can 9 is formed to have a length such that the front end thereof abuts against the rear surface of a bumper rain outer 101, which will be described later.

[0049] As shown in Figure 2, such a crash can 9 is formed by joining an inner crash can 91 located on the inside in the vehicle width direction and an outer crash can 92 located on the outside in the vehicle width direction relative to the inner crash can 91 in the vehicle width direction Y.

[0050] In detail, as shown in Figures 2 and 4, the crash can inner 91 is integrally formed of a plate-shaped inner main body 911 whose vertical cross-sectional shape in a longitudinal section along the vehicle width direction Y has a thickness in the vehicle width direction Y, and a flange-shaped flange portion 912 extending from the front end of the inner main body 911 toward the inside in the vehicle width direction.

[0051] The flange portion 912 of the inner crash can 91 is formed so as to abut against the rear surface of the bumper reinforcement 10 (a bumper reinforcement outer 101 of the bumper reinforcement 10, which will be described later).

[0052] Furthermore, the flange portion 912 of the inner crash can 91 is formed with insertion holes 913 through which bolts V are inserted to fasten the inner crash can 91 to the bumper reinforcement 10. The insertion holes 913 of the flange portion 912 penetrate through the flange portion 912 in the thickness direction, and three of them are formed at predetermined intervals in the vertical direction of the vehicle (see FIG. 3).

[0053] Additionally, as shown in FIG. 4, the crash can inner 91 has an inner braid 914 formed on the inner body 911 at a position on the vehicle rear side XR of the bumper reinforcement 10 so as to extend in the vehicle up-down direction.

[0054] The inner vein 914 is a recessed groove that is recessed in a substantially semicircular shape toward the outside in the vehicle width direction, and is formed from the upper end to the lower end of the inner main body 911 (see FIG. 3). The inner ribs 914 are provided to promote deformation of the crash can 9 due to a collision load from the front side of the vehicle XF.

[0055] On the other hand, as shown in FIG. 2, the crush can outer 92 has a vertical cross section in a longitudinal section along the vehicle width direction Y that is formed into a generally hat-shaped cross section that protrudes outward in the vehicle width direction. This crash can outer 92 is integrally formed of an outer side wall portion 921 that faces the inner body 911 of the crash can inner 91 at a predetermined distance on the outside in the vehicle width direction, a top plate portion 922 that extends from the upper end of the outer side wall portion 921 in the inside in the vehicle width direction, and a bottom plate portion 923 that extends from the lower end of the outer side wall portion 921 in the inside in the vehicle width direction.

[0056] Furthermore, the crash can outer 92 is integrally formed with a flange-shaped upper flange portion 924 extending from the inner end of the top plate portion 922 in the vehicle width direction toward the upper side of the vehicle, and a flange-shaped lower flange portion 925 extending from the inner end of the bottom plate portion 923 in the vehicle width direction toward the lower side of the vehicle.

[0057] The crush can outer 92 has an upper flange portion 924 and a lower flange portion 925 joined to the vehicle width direction outer surface of the inner body 911 of the crush can inner 91. The upper flange portion 924 and the lower flange portion 925 are recessed toward the vehicle width direction outer side at positions corresponding to the inner blades 914 of the crush can inner 91.

[0058] In detail, the outer side wall portion 921 has a vertical cross-sectional shape in a longitudinal section along the vehicle width direction Y that is approximately hat-shaped, and is integrally formed with an outer facing portion 921a that faces the inner body 911 of the crash can inner 91 in the vehicle width direction Y, an upper extending portion (symbol omitted) that extends from the upper end of the outer facing portion 921a inward in the vehicle width direction, and a lower extending portion (symbol omitted) that extends from the lower end of the outer facing portion 921a inward in the vehicle width direction.

[0059] Furthermore, the outer side wall portion 921 is integrally formed with an inner facing portion 921b that extends from the upper extending portion of the outer side wall portion 921 toward the upper side of the vehicle and faces the inner main body 911 of the crash can 9, and an inner facing portion 921c that extends from the lower extending portion of the outer side wall portion 921 toward the lower side of the vehicle and faces the inner main body 911.

[0060] As shown in FIG. 4, an outer bead 926 extending in the vehicle up-down direction is formed on an outer facing portion 921a and inner facing portions 921b and 921c of the outer side wall portion 921 near the front end.

[0061] The outer bead 926 is a groove-like shape recessed inward in the vehicle width direction in a substantially semicircular shape, and is formed from the upper end to the lower end of the outer facing portion 921a and the inner facing portions 921b and 921c (see FIG. 5). The outer bead 926 is provided to promote deformation of the crash can 9 due to a collision load from the front side XF of the vehicle.

[0062] The rear end of the crash can 9 is attached to the set plate 61 of the front side frame 6 via a mounting plate 93 . As shown in FIGS. 4 and 5, the mounting plate 93 is formed in the shape of a generally rectangular flat plate when viewed from the front, and has substantially the same size as the set plate 61.

[0063] In addition, insertion holes 931 for inserting bolts V are formed at the four corners of the mounting plate 93 so as to penetrate the mounting plate in the plate thickness direction (see FIG. 5). The insertion holes 931 of the mounting plate 93 are positioned so as to communicate with the insertion holes 62 of the set plate 61.

[0064] In the crash can 9 configured as described above, the flange portion 912 of the crash can inner 91 abuts against the rear surface of the bumper rain outer 101 and is fastened and fixed by a bolt V, as shown in FIG.

[0065] Furthermore, the outer peripheral edge of the front end of the crash can outer 92 of the crash can 9 is welded and fixed to the bumper rain outer 101 with the front end of the crash can outer 92 abutting against the rear surface of the bumper rain outer 101.

[0066] In detail, the outer peripheral edges at the front ends of the outer side wall portion 921, top plate portion 922, bottom plate portion 923, upper flange portion 924 and lower flange portion 925 of the crash can outer 92 are welded and fixed in abutting contact with the bumper rain outer 101.

[0067] As shown in FIG. 1, the bumper reinforcement 10 is an impact absorbing member having a closed cross-sectional shape extending in the vehicle width direction Y in a plan view, and is formed in a substantially arc shape with the approximate center in the vehicle width direction Y protruding toward the vehicle front side XF.

[0068] Such a bumper reinforcement 10 is formed by joining a bumper rain outer 101 located on the vehicle front side XF and a bumper rain inner 102 located on the vehicle rear side XR of the bumper rain outer 101 in the vehicle fore-and-aft direction X.

[0069] More specifically, as shown in FIG. 1, the bumper rain outer 101 is a substantially plate-shaped member having a length in the vehicle width direction Y that protrudes outward in the vehicle width direction beyond the outer facing portions 921a of the left and right crash cans 9.

[0070] As shown in Figure 3, this bumper rain outer 101 is integrally formed of a plate-shaped rain outer body 103 having a main surface in the vehicle fore-and-aft direction X, and a pair of flange-shaped flange portions 104 extending from both the upper and lower ends of the rain outer body 103 toward the rear side XR of the vehicle.

[0071] Furthermore, the rain outer body 103 has insertion holes 105 formed at positions opposite the three insertion holes 913 provided in the flange portion 912 of the crash can 9, through which bolts V for fastening and fixing the crash can 9 are inserted.

[0072] On the other hand, as shown in FIG. 3, the bumper rain inner 102 is disposed between the left and right crash cans 9 in the vehicle width direction Y, and its vertical cross-sectional shape in a longitudinal section along the vehicle fore-and-aft direction X is formed in a hat-like cross section that protrudes toward the rear side XR of the vehicle.

[0073] Furthermore, the bumper rain inner 102 is formed with a length in the vehicle width direction Y such that the outer ends in the vehicle width direction abut against the inner end faces in the vehicle width direction of the left and right crash cans 9, respectively.

[0074] Specifically, in a longitudinal cross section along the vehicle longitudinal direction X, the bumper rain inner 102 is integrally formed of a rear wall portion 106 that faces the rain outer main body 103 at a predetermined distance on the vehicle rear side XR, a top plate portion 107 that extends from the upper end of the rear wall portion 106 to the vehicle front side XF, and a bottom plate portion 108 that extends from the lower end of the rear wall portion 106 to the vehicle front side XF.

[0075] Furthermore, the bumper rain inner 102 is integrally formed with an upper flange portion 109 extending upward from the center and front end portion of the top plate portion 107 in the vehicle width direction Y, and a lower flange portion 110 extending downward from the center and front end portion of the bottom plate portion 108 in the vehicle width direction Y.

[0076] The bumper rain inner 102 has an upper flange portion 109 and a lower flange portion 110 joined to the vehicle rear side XR of the rain outer body 103 of the bumper rain outer 101.

[0077] In addition, the bumper rain inner 102 is configured so that when the crash can 9 and the bumper reinforcement 10 are joined, the upper flange portion 109 and the lower flange portion 110 of the bumper rain inner 102 do not overlap with the flange portion 912 of the crash can inner 91 in the vehicle fore-and-aft direction X (see Figure 3).

[0078] More specifically, as shown in FIG. 3, the rear wall portion 106 is formed in a plate shape having a thickness in the vehicle longitudinal direction X and a length in the vehicle width direction Y that abuts against the inner surfaces of the inner bodies 911 of the left and right crash cans 9 in the vehicle width direction. The top plate portion 107 and the bottom plate portion 108 are formed in a plate shape having a length in the vehicle width direction Y that abuts against the inner surfaces of the inner bodies 911 of the left and right crash cans 9 in the vehicle width direction.

[0079] In addition, the upper flange portion 109 has a length in the vehicle width direction Y that is shorter than that of the top plate portion 107, and is formed so that its outer end in the vehicle width direction is located at a position spaced inward in the vehicle width direction from the inner surface in the vehicle width direction of the inner body 911 of the left and right crash cans 9.

[0080] In addition, the lower flange portion 110 has a length in the vehicle width direction Y that is shorter than that of the bottom plate portion 108, and is formed so that its outer end in the vehicle width direction is located at a position spaced inward in the vehicle width direction from the inner surface in the vehicle width direction of the inner body 911 of the left and right crash cans 9.

[0081] As shown in FIG. 4, the bumper reinforcement 10 having such a configuration is joined to the rear surface of the bumper outer rain panel 101 with the front end of the crash can 9 abutting against it. Furthermore, the bumper reinforcement 10 is joined in a state where both ends of the bumper rain inner 102 on the outer sides in the vehicle width direction are in contact with the inner body 911 of the crash can 9 (see FIG. 4).

[0082] More specifically, the bumper rain outer 101 of the bumper reinforcement 10 is fastened and fixed to the rear surface of the rain outer body 103 in a state where the flange portion 912 of the crash can inner 91 of the crash can 9 is in contact with the rear surface of the rain outer body 103.

[0083] The outer rain body 103 is fastened and fixed by a bolt V in a state where the flange portion 912 of the inner crash can 91 is in contact with the outer rain body 103. Furthermore, the bumper rain outer 101 is fixed by welding to the rear surface of the rain outer body 103 with the front end of the crash can outer 92, more specifically, the front ends of the outer side wall portion 921, top plate portion 922, bottom plate portion 923, upper flange portion 924 and lower flange portion 925 abutting against it. The outer side wall portion 921, the top plate portion 922, the bottom plate portion 923, the upper flange portion 924 and the lower flange portion 925 are fixed to the rain outer body 103 by welding at their front end outer peripheral edges.

[0084] On the other hand, as shown in Figures 4 and 5, the bumper reinforcement 10 has a rear wall portion 106, a top plate portion 107, and a bottom plate portion 108, and the outer ends of the rear wall portion 106, the top plate portion 107, and the bottom plate portion 108 are fixed by welding in a state where they abut against the crash can inner 91 of the crash can 9. The rear wall portion 106, the top plate portion 107, and the bottom plate portion 108 are fixed to the inner crash can 91 of the crash can 9 by welding at the outer peripheral edges of the ends on the outer side in the vehicle width direction.

[0085] In this way, the front structure of the vehicle 1 improves the connection strength between the left and right crash cans 9 by fixing the front end of the crash can 9 to the rear surface of the bumper reinforcement 10 and fixing the outer end of the bumper reinforcement inner 102 in the vehicle width direction to the crash can inner 91.

[0086] In such a front structure of the vehicle 1, the state of the front of the vehicle 1 when a pole P, which is a collision object narrower than the vehicle width distance between the left and right crash cans 9, collides between the left and right crash cans 9 at the front of the vehicle will be explained using Figures 6 to 8.

[0087] Note that Figure 6 shows a plan view of the state of vehicle 1 just before colliding with pole P, Figure 7 shows a plan view of the state of vehicle 1 immediately after the collision, and Figure 8 shows a plan view of the state of vehicle 1 as the collision progresses. Furthermore, the front end portion of the apron reinforcement 4 and the shroud upper member 5 shown in FIG. 1 are omitted from FIGS. 6 to 8 for clarity.

[0088] First, a cylindrical pole P, such as a utility pole, is assumed to be a collision object that is narrower than the distance between the left and right crash cans 9 in the vehicle width direction Y, and collides with the space between the left and right crash cans 9 in the front of the vehicle, more specifically, with approximately the center of the bumper reinforcement 10 in the vehicle width direction Y, from the front side XF of the vehicle toward the rear side XR of the vehicle, as shown by arrow C in Figure 6.

[0089] At this time, the bumper reinforcement 10 is pressed toward the vehicle rear side XR by the pole P that has collided from the vehicle front side XF, as shown in Fig. 7. As a result, the bumper reinforcement 10 that protrudes in a substantially arc shape toward the vehicle front side XF is deformed so that the substantially arc shape in a plan view becomes a substantially linear, flat plate shape extending in the vehicle width direction Y. More specifically, the bumper reinforcement 10, which has a closed cross-sectional shape extending in the vehicle width direction Y, deforms toward the rear side XR of the vehicle as the bumper rain outer 101 approaches the bumper rain inner 102 and compresses the closed cross-sectional space toward the rear side XR of the vehicle.

[0090] As the collision of the pole P progresses further, the bumper reinforcement 10 is bent and deformed so that the approximate center in the vehicle width direction Y protrudes further toward the vehicle rear side XR than the front end of the crash can 9, as shown in FIG. In addition, the crash can 9 deforms toward the rear side XR of the vehicle while bending at the inner ribs 914 so as to tilt inward in the vehicle width direction in a plan view.

[0091] At this time, the bumper reinforcement 10 is bent and deformed, and a tensile load that increases as the collision progresses is generated at the joints between the left and right crash cans 9 and the bumper reinforcement 10 . To withstand such tensile loads, the front structure of the vehicle 1 joins the outer end in the vehicle width direction of the bumper rain inner 102, which is arranged between the left and right crash cans 9 in the vehicle width direction Y, to the crash can inners 91 of the left and right crash cans 9, thereby increasing the connection strength between the crash cans 9 and the bumper reinforcement 10 and preventing the joint between the crash cans 9 and the bumper reinforcement 10 from breaking due to the above-mentioned tensile load.

[0092] As described above, the front structure of the vehicle 1 includes a pair of left and right crash cans 9 extending in the vehicle fore-and-aft direction X at a predetermined interval in the vehicle width direction Y of the vehicle 1, and a bumper rain outer 101 connecting the front ends of the left and right crash cans 9 in the vehicle width direction Y.

[0093] Furthermore, the front structure of the vehicle 1 is provided with a bumper rain inner 102 that is disposed between the crash cans 9 and extends along the vehicle width direction Y.

[0094] Additionally, in the front structure of the vehicle 1, the crash can 9 and the bumper rain outer 101 are joined together such that the flange portion 912 of the crash can 9 is joined to the rear surface of the bumper rain outer 101.

[0095] In the front structure of the vehicle 1, the bumper rain inner 102 has both ends in the vehicle width direction Y joined to the rear side XR of the vehicle from the joint between the crash can 9 and the bumper rain outer 101 and near the front end of the crash can 9. With this configuration, when the pole P collides between the left and right crash cans 9 at the front of the vehicle at a distance greater than the distance between the left and right crash cans 9 in the vehicle width direction Y, the joint between the crash can 9 and the bumper rain outer 101 can be prevented from breaking.

[0096] In more detail, the front structure of the vehicle 1 is such that the bumper rain inner 102 is joined to a position XR rearward of the joint between the left and right crash cans 9 and the bumper rain outer 101 and near the front end of the crash can 9, thereby connecting the left and right crash cans 9 with the bumper rain inner 102. Therefore, the front structure of the vehicle 1 can improve the connection strength of the left and right crash cans 9 against a collision load from the front side XF of the vehicle compared to when the crash cans 9 are connected only by the bumper rain outer 101.

[0097] Furthermore, the front structure of the vehicle 1 is capable of deforming the bumper rain outer 101 and bumper rain inner 102, which connect the left and right crash cans 9, as a single unit when the pole P collides with the front of the vehicle, thereby reducing the tensile load that occurs at the joint between the flange portion 912 of the crash can 9 and the bumper rain outer 101.

[0098] This makes it possible to prevent the joint between the crash can 9 and the bumper rain outer 101 from breaking when the pole P collides between the left and right crash cans 9 at the front of the vehicle at a distance greater than the distance between the left and right crash cans 9 in the vehicle width direction Y.

[0099] Therefore, the front structure of the vehicle 1 can prevent, for example, the outer bumper rain panel 101 from separating early from the crash can 9 or the load transmission efficiency for transmitting the collision load to the rear side XR of the vehicle from decreasing.

[0100] The crash can 9 is fixed in a state of contact with the rear surface of the bumper rain outer 101. Furthermore, the bumper rain inner 102 is fixed in a state of contact with the inside of the crash can 9 in the vehicle width direction.

[0101] According to this configuration, the crash can 9 and the bumper rain outer 101 can be fixed in the vehicle longitudinal direction X, so that the connection strength of the crash can 9 against a tensile load in the vehicle longitudinal direction X can be improved. Furthermore, the front structure of the vehicle 1 can fix the crash can 9 and the bumper rain inner 102 along the vehicle width direction Y, thereby improving the connection strength of the crash can 9 against tensile loads in the vehicle width direction Y.

[0102] As a result, the front structure of the vehicle 1 can further improve the connection strength of the left and right crash cans 9 against collision loads from the front side XF of the vehicle, thereby preventing the joint between the crash cans 9 and the bumper rain outer 101 from breaking due to a collision with the pole P.

[0103] In addition, the crash can 9 is formed in a closed cross-sectional shape having an inner main body 911 and an outer side wall portion 921 facing each other in the vehicle width direction Y, and is provided with a flange portion 912 extending from the front end of the inner main body 911 toward the inside in the vehicle width direction.

[0104] Furthermore, flange portion 912 of inner main body 911 is fixed to bumper rain outer 101 by fastening. In addition, the bumper rain inner 102 is fixed to the inner body 911 of the crash can 9 by welding.

[0105] According to this configuration, the flange portion 912 of the crash can 9 and the bumper rain outer 101 can be firmly fixed by fastening, and the crash can 9 and the bumper rain inner 102 can be firmly fixed by welding. This allows the front structure of the vehicle 1 to further improve the connection strength of the left and right crash cans 9 against a collision load from the front side XF of the vehicle.

[0106] The front structure of the vehicle 1 also includes a bumper reinforcement 10 that connects the crash cans 9 in the vehicle width direction Y, and a bumper reinforcement outer 101 that connects the front ends of the crash cans 9 in the vehicle width direction Y.

[0107] Furthermore, the bumper rain inner 102 is joined to the rear surface of the bumper rain outer 101, and together with the bumper rain outer 101 forms a closed cross section extending in the vehicle width direction Y.

[0108] According to this configuration, the connecting strength between the left and right crash cans 9 can be improved without providing a member separate from the bumper reinforcement 10. Therefore, the front structure of the vehicle 1 can suppress breakage of the joint between the crash can 9 and the bumper rain outer 101 with a simple structure.

[0109] The crash can 9 is formed in a closed cross section having an inner main body 911 and an outer side wall portion 921 that face each other in the vehicle width direction Y.

[0110] Furthermore, the inner main body 911 and the outer side wall portion 921 extend in the vertical direction of the vehicle at a position on the rear side XR of the vehicle relative to the bumper rain inner 102, and are provided with an inner bead 914 and an outer bead 926 that promote deformation of the crash can 9 due to collision load from the front side XF of the vehicle.

[0111] According to this configuration, when the pole P collides between the left and right crash cans 9 at the front of the vehicle and the distance between the left and right crash cans 9 in the vehicle width direction Y is greater than the distance between the left and right crash cans 9, the bumper rain outer 101 and the bumper rain inner 102 are deformed, and the crash can 9 can be deformed toward the narrower object that has been hit.

[0112] Therefore, when a pole P collides between the crash cans 9 at the front of the vehicle, the front structure of the vehicle 1 can absorb the collision load from the front side XF of the vehicle by deformation of the crash cans 9 and transmit it to the rear side XR of the vehicle.

[0113] The left and right crash cans 9 are arranged such that the distance between them in the vehicle width direction Y increases from the vehicle rear side XR toward the vehicle front side XF. The bumper rain outer 101 extends outward in the vehicle width direction Y beyond the outer end of the crash can 9 in the vehicle width direction Y.

[0114] According to this configuration, for example, a colliding object passing outside the crash can 9 in the vehicle width direction Y and heading from the vehicle front side XF to the vehicle rear side XR can be made to come into contact with the bumper rain outer panel 101.

[0115] At this time, the front structure of the vehicle 1 can prevent the crash cans 9 from being deformed by the bumper rain inner 102 so as to tilt outward in the vehicle width direction Y and toward the rear side XR of the vehicle in a plan view. This allows the front structure of the vehicle 1 to prevent an object colliding with the vehicle front side XF from passing outside the crash cans 9 in the vehicle width direction Y and heading toward the vehicle rear side XR.

[0116] Therefore, the front structure of the vehicle 1 can cope not only with the collision of the pole P between the crash cans 9, but also with the collision of a colliding object to the outside in the vehicle width direction Y.

[0117] In correspondence between the configuration of this invention and the above-mentioned embodiment, The connecting member of the present invention corresponds to the bumper rain outer 101 of the embodiment, Similarly, The width direction member corresponds to the bumper rain inner 102, The fixing portion corresponds to the flange portion 912, The side wall portion corresponds to the inner main body 911 and the outer side wall portion 921, The bead corresponds to the inner bead 914 and the outer bead 926. The present invention is not limited to the configurations of the above-described embodiments, and many other embodiments can be obtained.

[0118] For example, in the above-described embodiment, the front structure of the vehicle 1 is configured to have a cross member 8 formed in a closed cross-sectional shape extending in the vehicle width direction Y, but this is not limited to this, and the front structure of the vehicle 1 may be configured without having a cross member 8.

[0119] Furthermore, the left and right crash cans 9 are arranged so that, in a plan view, the spacing between them in the vehicle width direction Y becomes wider as they move from the set plate 61 toward the front side XF of the vehicle, but this is not limited to this. For example, the left and right crash cans 9 may be arranged so that the spacing between them in the vehicle width direction Y is approximately the same at the rear end and the front end.

[0120] Furthermore, the crash can 9 has a vertical cross section in a longitudinal section along the vehicle width direction Y that is formed into a generally convex cross section that protrudes outward in the vehicle width direction, but is not limited to this and may have any appropriate cross section shape.

[0121] Furthermore, the crash can outer 92 of the crash can 9 is configured so that its front end directly abuts against the rear surface of the bumper rain outer 101, but this is not limited to this, and a flange may be formed at the front end of the crash can outer 92, and the crash can outer 92 may abut against the bumper rain outer 101 via the flange.

[0122] In this case, the crash can outer 92 of the crash can 9 may be configured so that the outer peripheral edge of the flange is fixed to the bumper rain outer 101 of the bumper reinforcement 10 by welding, or the flange and the bumper rain outer 101 may be fixed by fastening.

[0123] Furthermore, the crash can 9 is configured to have the inner bead 914 in the form of a recessed groove that is recessed in a substantially semicircular shape, and the outer bead 926, but this is not limitative and the crash can 9 may be configured without such a bead.

[0124] Furthermore, the bumper reinforcement 10 is configured by the bumper rain outer 101 and the bumper rain inner 102, and the bumper rain inner 102 is joined to the inner body 911 of the crash can 9, but the present invention is not limited to this.

[0125] For example, a width direction member that is separate from the bumper reinforcement 10 and is disposed between the crash cans 9 may be joined to the crash cans 9.

[0126] In this case, the bumper rain inner 102 does not need to be joined to the inner body 911 of the crash can 9.

[0127] In addition, the bumper rain inner 102 is configured so that the outer ends of the rear wall portion 106, top plate portion 107, and bottom plate portion 108 in the vehicle width direction directly abut the inner surface of the inner body 911 of the crash can 9 in the vehicle width direction, but this is not limited to this.

[0128] For example, flanges may be formed on the outer sides of the rear wall portion 106, the top plate portion 107, and the bottom plate portion 108 in the vehicle width direction, and the rear wall portion 106, the top plate portion 107, and the bottom plate portion 108 may abut the outer surfaces of the inner main body 911 in the vehicle width direction via these flanges.

[0129] In this case, the bumper rain inner 102 may be configured such that the outer peripheral edge of the flange is fixed to the inner body 911 of the crash can 9 by welding, or the flange and the inner body 911 may be fixed by fastening.

[0130] Furthermore, although the collision object has been described as a cylindrical pole P such as a utility pole, this is not limited to this, and the collision object may have any appropriate cross-sectional shape as long as it is narrower than the spacing between the crash cans 9 in the vehicle width direction Y.

[0131] Furthermore, although the pole P collides with approximately the center of the bumper reinforcement 10 in the vehicle width direction Y, this is not limited to this, and the pole P may collide with any position in the vehicle width direction Y as long as it is between the crash cans 9 at the front of the vehicle. Even in this case, the same effects as those of the above-described embodiment can be achieved. [Explanation of symbols]

[0132] 1...Vehicle 9...Crash Can 10...Bumper reinforcement 101...Bumper Rain Outer 102...Bumper Rain Inner 912...Flange 914...Innaveed 921...Outer side wall 926...Outer Bead X: Front-rear direction of the vehicle Y: Vehicle width direction

Claims

1. A front structure of a vehicle including a pair of left and right crash cans extending in a front-rear direction of the vehicle at a predetermined interval in the vehicle width direction of the vehicle, and a connecting member connecting front ends of the left and right crash cans in the vehicle width direction, a width direction member disposed between the crash cans and extending along the vehicle width direction; The crash can and the connecting member are A front end of the crash can on an inner side in the vehicle width direction is joined to a rear surface of the connecting member, The width direction member is Both ends in the vehicle width direction are joined to the rear side of the vehicle relative to the joint between the crash can and the connecting member and to the vicinity of the front end of the crash can. Front structure of the vehicle.

2. The crash can is and fixed in a state of contact with the rear surface of the connecting member, The width direction member is fixed in a state of contact with the inner side of the crash can in the vehicle width direction. The front structure of a vehicle according to claim 1.

3. The crash can is The seat belt is formed in a closed cross-sectional shape having side wall portions opposed to each other in a vehicle width direction, and a fixing portion is provided extending from a front end of the side wall portion on the inner side in the vehicle width direction toward the inner side in the vehicle width direction, The fixing portion is The connecting member is fixed by fastening. The width direction member is The crash can is fixed by welding to the side wall portion on the inner side in the vehicle width direction. The front structure of a vehicle according to claim 2.

4. a bumper reinforcement that connects the crash cans in the vehicle width direction; The connecting member is a bumper reinforcement outer that connects the front ends of the crash cans in the vehicle width direction, The width direction member is The bumper rain outer is joined to the rear surface of the bumper rain outer, and together with the bumper rain outer forms a closed cross section extending in the vehicle width direction, and is composed of the bumper rain inner of the bumper reinforcement. The front structure of a vehicle according to claim 1.

5. The crash can is The vehicle is formed in a closed cross-sectional shape having side walls opposed to each other in the vehicle width direction, The side wall portion is A bead is provided at a position rearward of the width direction member, extending in the vehicle vertical direction and promoting deformation of the crash can due to a collision load from the front of the vehicle. The front structure of a vehicle according to claim 1.

6. The left and right crash cans are The spacing in the vehicle width direction is arranged so that it becomes wider from the rear end to the front of the vehicle, The connecting member is The crash can is provided so as to extend outward in the vehicle width direction from the outer end of the crash can in the vehicle width direction. The front structure of a vehicle according to claim 1.

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