Vehicle front structure

Abstract

To provide a vehicle front structure having a simple configuration with a smaller number of components, and capable of reducing labor and time required for changing impact absorbing force.SOLUTION: The vehicle front structure for absorbing an impact from an obliquely upper side of a vehicle front includes an exterior member covering a front end upper part of the vehicle, a skeleton member provided in the vehicle on a vehicle rear side and a vehicle lower side of the front end upper part, and an impact absorbing unit 10 provided between the exterior member and the skeleton member. A shock absorbing unit 10 includes a shock absorbing member 20 extending in a vehicle width direction and absorbing shock, and a support member 30 extending in the vehicle width direction and supporting the shock absorbing member 20 between an exterior member and a skeleton member. The shock absorbing member 20 has a plurality of box-shaped parts 21 arranged in the vehicle width direction and opened in the vehicle longitudinal direction, and a plurality of connecting parts 24 for connecting the box-shaped parts 21 adjacent in the vehicle width direction.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] The upper front end of the vehicle is designed to absorb collision loads in order to protect pedestrians by reducing the impact on them in the event of a collision.

[0003] For example, Patent Document 1 discloses a front body structure for a vehicle that includes a bumper fascia including a front bumper, an upper panel provided at the upper front end of the vehicle above the bumper fascia, and an impact absorbing member provided inside the upper panel. The impact absorbing member is shaped like a large box with a front wall, an upper wall, and a rear wall extending in the vehicle width direction and an open bottom. The bottom of the impact absorbing member has an inclined surface that slopes downward toward the front of the vehicle and serves as a support member that supports the impact absorbing member from below. The impact absorbing member and the support member form a large crash box.

[0004] Patent Document 2 discloses a variable energy management system for pedestrians, occupants, and vehicles, which forms multiple crash boxes with air trapped inside them using thermoformed polymer sheets, and supplies air into the crash boxes when an impact is detected, causing them to expand (inflate) and improve their impact absorption. An activator system for supplying air to the crash boxes when an impact is detected is provided separately from the crash boxes. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2022-179004 [Patent Document 2] Special Publication No. 2009-517264 Summary of the Invention [Problem to be solved by the invention]

[0006] In the vehicle front body structure of Patent Document 1, the impact absorbing member and the support member form one large crash box, so adjusting (changing) the impact absorbing capacity requires changing the overall shape of the impact absorbing member. Therefore, adjusting (changing) the impact absorbing capacity requires a great deal of time and effort, which is not desirable. If the impact absorbing capacity is inappropriate, the impact absorbing member may completely collapse and bottom out when the expected collision load is input, which could result in the impact not being properly absorbed.

[0007] Furthermore, in Patent Document 2, multiple crash boxes are formed from thermoformed polymer sheets that trap air inside, so the structure and manufacturing process are relatively complicated compared to crash boxes that are integrally molded from resin, etc. Also, an activator system that is separate from the crash boxes and detects impacts and supplies air is required, which makes the system complex and requires a large number of system parts, which is not very desirable in that it requires a large installation space.

[0008] The present invention was devised in consideration of these points, and its objective is to provide a vehicle front structure that has a simpler configuration with fewer parts and that can further reduce the effort and time required to change the impact absorption capacity. [Means for solving the problem]

[0009] To solve the above problems, a first invention is a vehicle front structure that absorbs an impact from an obliquely upward direction in front of the vehicle, comprising: an exterior member covering an upper front end of the vehicle; a framework member provided within the vehicle rearward and downward of the upper front end; and an impact absorbing unit provided between the exterior member and the framework member. The impact absorbing unit includes an impact absorbing member extending in the vehicle width direction to absorb the impact, and a support member extending in the vehicle width direction to support the impact absorbing member between the exterior member and the framework member. The impact absorbing member includes a plurality of box-shaped sections aligned in the vehicle width direction and open in the vehicle front-rear direction, and a plurality of connecting sections connecting adjacent box-shaped sections in the vehicle width direction.

[0010] Next, the second invention is a vehicle front structure related to the first invention, wherein each of the connecting portions has a connecting upper surface connecting the upper surfaces of adjacent box-shaped portions, a connecting lower surface connecting the lower surfaces of adjacent box-shaped portions, and a connecting front surface connecting the opposing side surfaces of adjacent box-shaped portions and the front ends of the connecting upper surface and the connecting lower surface.

[0011] Next, the third invention is a vehicle front structure related to the second invention, wherein each of the connecting portions has one or more ribs that contact the connecting upper surface, the connecting lower surface, and the connecting front surface and extend in the fore-and-aft direction of the vehicle and in the up-and-down direction of the vehicle.

[0012] Next, the fourth invention is a vehicle front structure relating to any one of the first to third inventions, wherein each of the box-shaped portions has a box portion that is open in the fore-and-aft direction of the vehicle and is enclosed in the up-and-down direction and the width direction of the vehicle, and an extension portion having an extended upper surface where the upper surface of the box portion is extended toward the rear of the vehicle, and an extended lower surface where the lower surface of the box portion is extended toward the rear of the vehicle, and each of the connecting portions connects the extension portions of adjacent box-shaped portions. [Effects of the Invention]

[0013] According to the first aspect of the present invention, by forming an impact absorbing unit using an impact absorbing member and a support member, it is possible to achieve a simple configuration with fewer parts. Furthermore, the impact absorbing member is configured by arranging multiple box-shaped sections, each open in the vehicle longitudinal direction, in the vehicle width direction, and connecting sections connecting adjacent box-shaped sections in the vehicle width direction. Therefore, it is possible to change the impact absorbing capacity by, for example, changing the rigidity of the connecting sections without changing the overall shape of the impact absorbing member, further reducing the effort and time required to change the impact absorbing capacity.

[0014] According to the second aspect of the present invention, the connecting portion can be realized with a simple structure.

[0015] According to the third aspect of the present invention, the rigidity of the connecting portion can be easily improved by providing ribs to the connecting portion, and the rigidity of the connecting portion can be easily changed by changing the number of the ribs.

[0016] According to the fourth aspect of the present invention, the impact absorbing member can be realized with an appropriate structure that is relatively easy to manufacture. [Brief explanation of the drawings]

[0017] [Figure 1] 1 is a perspective view of the front of a vehicle having a vehicle front structure. [Figure 2] 2 is a cross-sectional view (side view) taken along line II-II in FIG. 1, illustrating the vehicle front structure. [Figure 3] FIG. 2 is an exploded perspective view of a shock absorbing member and a support member that constitute the shock absorbing unit. [Figure 4] 1 is a perspective view illustrating an example of the appearance of an impact absorbing unit in which an impact absorbing member is assembled to a support member. FIG. [Figure 5] FIG. 2 is a perspective view of the impact absorbing member as seen from the front side of the vehicle. [Figure 6] FIG. 2 is a perspective view of the impact absorbing member as seen from the rear side of the vehicle. [Figure 7] FIG. 6 is an enlarged view of a portion of the impact absorbing member shown in FIG. [Figure 8]FIG. 7 is an enlarged view of a portion of the impact absorbing member shown in FIG. [Figure 9] FIG. 10 is an imaginary image diagram of a part of the impact absorbing member virtually exploded into a box-shaped portion and a connecting portion, as viewed from the front side of the vehicle. [Figure 10] FIG. 10 is an image diagram of the box-shaped portion and the connecting portion shown in FIG. 9 as seen from the rear side of the vehicle. [Figure 11] 10A and 10B are diagrams illustrating a state in which an impactor is caused to collide with the upper front end of a vehicle under predetermined conditions. [Figure 12] 12 is a diagram illustrating an example of stroke amount-load characteristics showing the stroke amount (movement amount) after the impactor comes into contact with the upper front end of the vehicle and the load applied to the impactor in the collision shown in FIG. 11. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0018] <Overview of Vehicle Front Structure 2 (Fig. 1, Fig. 2)> The vehicle front structure 2 provided at the upper front end of the vehicle 1 will be described below with reference to the drawings. Note that when up, down, front, rear, left, and right are written in the drawings, they refer to the up, down, front, rear, left, and right directions of the vehicle 1 having the vehicle front structure 2.

[0019] 1, the vehicle 1 has a hood 54 that covers the engine compartment, a lower grill 52 provided at the front end of the vehicle 1, and an upper grill 51 provided at the upper front end of the vehicle 1 in front of the hood 54 and above the lower grill 52. The front end of the hood 54 is positioned slightly set back from the front end of the vehicle 1, and the upper grill 51 is provided in front of the hood 54. The lower grill 52 and the upper grill 51 correspond to the exterior member 50. The upper grill 51 covers the impact absorption unit 10, which is housed in the upper grill 51.

[0020] As shown in FIG. 2, the vehicle front structure 2 of the vehicle 1 described in this embodiment has an upper grille 51 (exterior member 50), a frame member 53, an impact absorbing unit 10, etc., and has a structure that absorbs impacts from diagonally above in front of the vehicle.

[0021] The upper grill 51 (exterior member 50) is made of resin or the like, and as shown in Figures 1 and 2, is provided in front of the hood 54 and covers the upper front end of the vehicle 1. The lower grill 52 (exterior member 50) is made of resin or the like, and as shown in Figures 1 and 2, is provided at the front end of the vehicle 1 and below the upper grill 51.

[0022] The skeletal member 53 is formed of metal or the like, and as shown in Figure 2, is part of a frame, engine, etc. located inside the vehicle rearward and downward of the upper front end of the vehicle 1 (upper grill 51), and is a member that forms part of the skeleton of the vehicle 1.

[0023] 1 and 2, the impact absorbing unit 10 is provided between an upper grille 51 (exterior member 50) and a frame member 53. The impact absorbing unit 10 includes an impact absorbing member 20 that extends in the vehicle width direction (left-right direction of the vehicle) to absorb impact, and a support member 30 that extends in the vehicle width direction to support the impact absorbing member 20 between the upper grille 51 (exterior member 50) and the frame member 53. The impact absorbing member 20 and the support member 30 are integrally molded products made of resin or the like, and when an impact is applied to the vehicle 1 from diagonally above, the impact absorbing member 20 (impact absorbing unit 10) absorbs the impact by undergoing elastic deformation or plastic deformation.

[0024] 2 and 3, the bottom surface of the impact absorbing member 20 is fixed to the support member 30 mainly on the vehicle front side with fastening members S1 such as fittings or screws. Also, as shown in Fig. 2, the top surface of the impact absorbing member 20 is in contact with the rear surface of the upper grille 51, or is close to but not in contact with the rear surface of the upper grille 51. Also, as shown in Fig. 2, the top surface of the impact absorbing member 20 is higher on the vehicle rear side than on the vehicle front side, ensuring an appropriate stroke amount when absorbing an impact.

[0025] 2 and 3, a box-shaped protrusion 30X is provided on the mounting surface 30M of the support member 30 on the vehicle front side of the impact absorbing member 20, and a box-shaped protrusion 30Y is provided on the vehicle rear side of the impact absorbing member 20. As shown in FIG. 2, a deformation space 20X is provided from the front surface (front end) of the impact absorbing member 20 toward the vehicle front to the protrusion 30X of the support member 30. Similarly, as shown in FIG. 2, a deformation space 20Y is provided from the rear surface (rear end) of the impact absorbing member 20 toward the vehicle rear to the protrusion 30Y of the support member 30. Because the deformation spaces 20X and 20Y are provided, the elastic deformation and plastic deformation of the impact absorbing member 20 are not hindered (interfered with).

[0026] 2 and 3, the support member 30 has a plurality of legs 30Z extending downward on the front side of the vehicle. As shown in FIG. 2, the legs 30Z are fixed to the lower grill 52 (exterior member 50) with fastening members B2 such as bolts. Furthermore, as shown in FIG. 3, the support member 30 has a plurality of holes 30V on the rear side of the vehicle. As shown in FIG. 2, the support member 30 is fixed to the frame member 53 by fastening members B1 such as bolts being inserted into the holes 30V (see FIG. 3).

[0027] <Structure and appearance of the impact absorbing unit 10 (Fig. 3, Fig. 4)> As shown in Figures 3 and 4, the impact absorbing unit 10 is formed by attaching an impact absorbing member 20 extending in the vehicle width direction to a mounting surface 30M of a support member 30 extending in the vehicle width direction. A plurality of downwardly extending claws 20T are provided on the bottom surface of the impact absorbing member 20, and a corresponding fitting hole 30T is provided in the support member 30 at a position opposite each of the claws 20T. In addition, downwardly extending legs 20U are provided on the bottom surface of the impact absorbing member 20, and an insertion hole 30U is provided in the support member 30 at a position opposite the legs 20U. In addition, a hole 20W is provided in the bottom surface of the impact absorbing member 20, and a hole 30W is provided in the support member 30 at a position opposite the hole 20W. In addition, a hole 30H is provided in the leg 30Z of the support member 30. In addition, a reinforcing metal base 30K is attached to the support member 30.

[0028] With the above configuration, the leg portions 20U are inserted into the insertion holes 30U, the claws 20T are fitted into the mating holes 30T, and fastening members S1 such as screws are threaded into the holes 20W and 30W, thereby fixing the impact absorbing member 20 to the support member 30. Then, fastening members B1 such as bolts are inserted into the holes 30V of the support member 30, thereby fixing the support member 30 to the framework member 53 (see FIG. 2). Also, fastening members B2 such as bolts are inserted into the holes 30H of the leg portions 30Z of the support member 30, thereby fixing the support member 30 to the lower grill 52 (exterior member 50) (see FIG. 2).

[0029] <Structure and Appearance of Impact-Absorbing Member 20 (Figs. 5 to 10)> As shown in Figures 5 to 8, the impact absorbing member 20 has a plurality of box-shaped sections 21 arranged in the vehicle width direction and open in the vehicle front-to-rear direction, and a plurality of connecting sections 24 connecting adjacent box-shaped sections 21 in the vehicle width direction.

[0030] 5 and 6, the width of each box-shaped portion 21 in the vehicle width direction is not constant, and is determined to be an appropriate width based on simulations of impact absorption capacity, etc., but may be constant. Similarly, the length of each box-shaped portion 21 in the vehicle front-rear direction is not constant, but may be constant.

[0031] 5 to 8, the width of each connecting portion 24 in the vehicle width direction is not constant, but is determined appropriately based on simulations of impact absorption capacity, etc., but may be constant. In the example shown in FIG. 6, two ribs 24R are provided at each connecting portion 24, and the thickness of each rib 24R and the spacing between the two ribs are also approximately constant, but the number, thickness, and spacing of the ribs 24R may vary depending on the position of the connecting portion 24. In the examples shown in FIGS. 7 and 8, some of the ribs 24R are integrated with the box side surfaces 22L and 22R, which are the side surfaces of the box-shaped portion 21. The ribs 24R may or may not be integrated with the box side surfaces 22L and 22R.

[0032] 9 and 10 are hypothetical exploded views illustrating the box-shaped portion 21 and the connecting portion 24. The shock absorbing member 20, including the box-shaped portion 21 and the connecting portion 24, is integrally molded from resin or the like.

[0033] 9 and 10, the box-shaped portion 21 has a box portion 22 on the vehicle front side and an extension portion 23 on the vehicle rear side. The box portion 22 is open in the vehicle front-rear direction and is surrounded in the vehicle up-down direction and vehicle width direction by a box upper surface 22A, a box lower surface 22B, and box side surfaces 22L and 22R. The extension portion 23 has an extended upper surface 23A formed by extending the box upper surface 22A of the box portion 22 toward the vehicle rear side, and an extended lower surface 23B formed by extending the box lower surface 22B of the box portion 22 toward the vehicle rear side.

[0034] As shown in FIGS. 9 and 10 , the connecting portion 24 has an upper connecting surface 24A, a lower connecting surface 24B, a front connecting surface 24F, etc. The upper connecting surface 24A connects the upper surfaces of the box-shaped portions 21 adjacent to each other in the vehicle width direction, and connects the extended upper surfaces 23A of the extension portions 23 of the box-shaped portions 21 (they are integrally molded and connected). The lower connecting surface 24B connects the lower surfaces of the box-shaped portions 21 adjacent to each other in the vehicle width direction, and connects the extended lower surfaces 23B of the extension portions 23 of the box-shaped portions 21 (they are integrally molded and connected). The front connecting surface 24F connects the opposing box side surfaces 22L, 22R of the box-shaped portions 21 adjacent to each other in the vehicle width direction, the front ends of the upper connecting surface 24A, and the front ends of the lower connecting surface 24B (they are integrally molded and connected). In addition, the thickness of the lower surfaces of both the box-shaped portions 21 and the connecting portion 24 is slightly thicker than the thickness of the other surfaces.

[0035] 9 and 10, the connecting portion 24 is provided with ribs 24R (molded integrally) that contact the upper connecting surface 24A, the lower connecting surface 24B, and the front connecting surface 24F and extend in the vehicle longitudinal direction and the vehicle vertical direction. Note that the ribs 24R may be omitted, or one or more may be provided, depending on the results of a simulation of the impact absorption capacity. In this embodiment, an example is shown in which two ribs 24R are provided on the connecting portion 24.

[0036] <Effects of Vehicle Front Structure 2, etc. (Figure 11, Figure 12)> FIG. 11 shows an example of an impact test impactor (IMP) colliding with the upper front end of vehicle 1 from an obliquely upward forward direction under specified conditions (for example, a test example based on "JASIC (Japan Automobile Standards Internationalization Center) UN Regulation No. 127 3. Child and Adult Head Form Test"). The specified conditions include the shape, size, mass, impact speed, and input angle of the impactor (IMP). The stroke amount vs. load characteristics shown in FIG. 12 show an example of the measurement results of the stroke amount (travel amount) of the impactor (IMP) after it comes into contact with the upper front end of vehicle 1 and the load applied to the impactor (IMP) in the collision shown in FIG. 11.

[0037] [About GZ (conventional example)] In Figure 12, the dotted line "GZ (conventional example)" represents the characteristics of a vehicle equipped with a conventional impact absorbing unit (not shown). From position P0 to position PZA when the impactor starts to collide with the upper front end of the vehicle, the impact absorbing unit elastically deforms to absorb the impact. From position PZA to position PZB, the impact absorbing unit plastically deforms and collapses to absorb the impact. However, from position PZB to position PZC, the impact absorbing unit is unable to absorb the impact and collapses completely, causing bottoming out (the stroke amount reaches "L2"), and a large load is applied to the impactor. The position of stroke amount "L2" is the position where so-called "bottoming out" occurs and the impactor reaches the vehicle's frame members. When the stroke amount reaches "L2" and the "bottoming out" state occurs, the load applied to the impactor increases rapidly, so bottoming out must be avoided.

[0038] [Regarding G1 (Example 1)] In Figure 12, "G1 (Example 1)" indicated by a solid line represents the characteristic of a vehicle having the impact absorbing unit 10 (impact absorbing member 20, support member 30) shown in Figures 2 to 10. From position P0 to position P1A when the impactor starts to collide with the upper front end of the vehicle, the impact absorbing unit 10 elastically deforms to absorb the impact. The slope from position P0 to position P1A in characteristic G1 is larger than the slope from position P0 to position PZA in characteristic GZ, and the initial load absorption capacity is greater. From position P1A to position P1B, the impact absorbing unit 10 plastically deforms and collapses to absorb the impact. Because the initial load absorption capacity is large, the stroke amount does not reach "L2," and bottoming out does not occur. Therefore, in characteristic G1, the maximum load applied to the impactor is smaller than in characteristic GZ. [Regarding G2 (Example 2)] In FIG. 12, "G2 (Example 2)" indicated by a dashed line represents the characteristic of a vehicle having an impact absorbing unit in which the number of ribs 24R (see FIG. 9) of at least some of the connecting portions 24 is increased (e.g., from two to three) compared to "G1 (Example 1)." The overall shape of the impact absorbing unit in characteristic G2 is similar to that of characteristic G1, except that the number of ribs in at least some of the connecting portions is increased. From position P0 to position P2A when the impactor starts to collide with the upper front end of the vehicle, the impact absorbing unit elastically deforms to absorb the impact. The slope from position P0 to position P2A in characteristic G2 is even greater than the slope from position P0 to position P1A in characteristic G1, indicating an even greater ability to absorb the initial load. From position P2A to position P2B, the impact absorbing unit plastically deforms and collapses to absorb the impact. Because the initial load absorption capacity is large, the stroke amount does not reach "L2," and bottoming out does not occur. Therefore, in the characteristic G2, the maximum load applied to the impactor is smaller than that in the characteristic GZ.

[0039] As described above, the impact absorbing unit 10 in the vehicle front structure 2 described in this embodiment has a simple configuration with fewer parts, using the impact absorbing member 20 and the support member 30, and can be accommodated in a limited installation space. Furthermore, the impact absorbing member 20 and the support member 30 are integrally molded from resin or the like, and are therefore easy to manufacture.

[0040] Furthermore, by changing the rib thickness W1 (see FIG. 9 ) of the ribs 24R provided at each connecting portion 24 of the impact absorbing member 20 in the vehicle front structure 2, the number of ribs 24R (zero, single, or multiple), the spacing between the ribs in the case of two or more ribs, etc., it is possible to change the impact absorbing capacity without changing the overall shape of the impact absorbing member 20. Through simulation or the like, the thickness, number, spacing, etc. of the ribs 24R provided at each connecting portion 24 can be appropriately set according to the desired impact absorbing capacity. Therefore, because the impact absorbing capacity can be changed without changing the overall shape of the impact absorbing member 20, it is possible to further reduce the effort and time required to change the impact absorbing capacity.

[0041] <Other> The vehicle front structure 2 of the present invention is not limited to the configuration, structure, appearance, shape, etc. described in this embodiment, and various modifications, additions, and deletions are possible within the scope that does not change the gist of the present invention.

[0042] In the description of this embodiment, an example has been given in which two ribs 24R (multiple ribs) are provided on each connecting portion 24, but the number of ribs 24R provided on a connecting portion 24 is set according to the impact absorption capacity, and may be zero, single (one), or multiple (two or more). Furthermore, the number of ribs 24R does not have to be the same on all connecting portions 24 in the impact absorbing member 20. Furthermore, the thickness of the rib 24R is set to various appropriate thicknesses according to the impact absorption capacity.

[0043] In the description of this embodiment, an example has been described in which the connecting portion 24 has a connecting upper surface 24A, a connecting lower surface 24B, and a connecting front surface 24F, but the connecting front surface 24F may be omitted, or a connecting rear surface may be provided at the rear end of the connecting portion 24 instead of the connecting front surface 24F at the front end of the connecting portion 24.

[0044] In the description of this embodiment, an example has been described in which the box-shaped portion 21 is formed by the box portion 22 and the extension portion 23, and the extension portions 23 of adjacent box-shaped portions 21 are connected by the connection portion 24. However, the box portions 22 of adjacent box-shaped portions 21 may be connected by the connection portion 24, or the extension portion 23 may be omitted from the box-shaped portion 21, and the box-shaped portion 21 may be formed by the box portion 22 alone, and adjacent box portions 22 may be connected by the connection portion 24. [Explanation of symbols]

[0045] 1 vehicle 2. Vehicle front structure 10 Shock absorption unit 20 Impact absorbing member 20T Claw 20U legs 20W hole 20X, 20Y transformation space 21 Box-shaped part 22 Hakobe 22A Box top surface 22B Box bottom surface 22L, 22R box side 23 Extension 23A Extension top surface 23B Extension bottom surface 24 Connecting part 24A Connection top surface 24B Connection bottom surface 24F Connection front 24R Rib 30 Support member 30H, 30V, 30W hole 30K metal base 30M mounting surface 30T mating hole 30U insertion hole 30X, 30Y protrusion 30Z Legs 50 Exterior materials 51 Upper Grill 52 Lower Grill 53 Skeletal members 54 Food B1, B2, S1 fasteners W1 rib thickness

Claims

1. A vehicle front structure that absorbs an impact from an obliquely upward direction in front of the vehicle, an exterior member covering the upper front end of the vehicle; a frame member provided inside the vehicle rearward and downward of the front end upper portion; an impact absorbing unit provided between the exterior member and the framework member; and The shock absorbing unit is an impact absorbing member extending in the vehicle width direction to absorb the impact; a support member extending in a vehicle width direction and supporting the impact absorbing member between the exterior member and the frame member; and The impact absorbing member is a plurality of box-shaped portions arranged in a vehicle width direction and opening in a vehicle front-rear direction; a plurality of connecting portions that connect adjacent box-shaped portions in the vehicle width direction; having Vehicle front structure.

2. 2. The vehicle front structure according to claim 1, Each of the connecting portions is a connecting upper surface that connects the upper surfaces of the adjacent box-shaped portions; a connecting lower surface that connects the lower surfaces of the adjacent box-shaped portions; a connecting front surface connecting the side surfaces of the adjacent box-shaped portions facing each other, the front end of the connecting upper surface, and the front end of the connecting lower surface; having Vehicle front structure.

3. 3. The vehicle front structure according to claim 2, Each of the connecting portions is a single or multiple ribs extending in the vehicle longitudinal direction and the vehicle vertical direction in contact with the connecting upper surface, the connecting lower surface, and the connecting front surface; Vehicle front structure.

4. The vehicle front structure according to any one of claims 1 to 3, Each of the box-shaped portions is a box portion that is open in the vehicle front-rear direction and is enclosed in the vehicle up-down direction and vehicle width direction; an extension portion having an extended upper surface formed by extending an upper surface of the box portion toward the rear of the vehicle and an extended lower surface formed by extending a lower surface of the box portion toward the rear of the vehicle; and Each of the connecting portions is The extensions of the adjacent box-shaped portions are connected to each other. Vehicle front structure.

Images