Front Structure of Vehicle

Abstract

To achieve both of support rigidity and assembling accuracy of a bumper face in a normal time and collision stroke in a vehicle front section in head-on collision even in a vehicle having high vehicle height.SOLUTION: A front structure of a vehicle includes: vehicle body members (15, 17) which are provided in a vehicle body front section; a bumper face support member 18 which supports a bumper face 3 in front of the vehicle body members (15, 17); and a plurality of brackets 20 which connect and fix the vehicle body members (15, 17) and the bumper face support member 18. Each of the brackets 20 has an inclined section 26 which is inclined to the outside in a vehicle width direction toward the front, high rigidity sections (63U, 63D) which have at least a part positioned in the inclined section 26 and are configured to have high rigidity with respect to input load in a longitudinal direction, and fragile sections (62, 61f, 61r) which are configured to be deformable with respect to the input load in the longitudinal direction. The high rigidity sections (63U, 63D) and the fragile sections (62, 61f, 61r) are provided to be adjacent to each other in the longitudinal direction.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a front structure of a vehicle including a bumper face disposed at the front of the vehicle and a body member in the front part of the vehicle body that supports the bumper face from behind the bumper face.

Background Art

[0002] Patent Document 1 discloses a bumper mounting structure in which a bumper face is attached to a protruding piece that extends forward from a radiator upper support (a shroud upper provided at the upper part of a radiator shroud) as a body member.

[0003] As exemplified in Patent Document 1, conventionally, a structure is known in which a bumper face provided further forward of the vehicle body is supported in a cantilevered manner by a body member such as a shroud upper provided at the front part of the vehicle body.

[0004] By the way, in a vehicle with a high vehicle height, generally, the front end portion of the bonnet located at the upper end of the front part of the vehicle is at the height of the thigh of a pedestrian. For this reason, among vehicles with a high vehicle height, in order to meet pedestrian protection requirements such as reducing the impact on the pedestrian's knee ligaments during a collision between the vehicle and the pedestrian, a configuration in which the front end portion of the bonnet is retracted from the foremost part of the vehicle is known.

[0005] In addition, a body member such as a shroud upper is generally provided with a latch that locks by engaging with a striker protruding downward from the bonnet when the bonnet is closed. For this reason, in a vehicle with a high vehicle height, as described above, as the front end portion of the bonnet is retracted, many vehicle body members such as the shroud upper are also configured to be retracted together with the bonnet.

[0006] In such a structure, since the distance in the front-rear direction between the bumper face support member having an attachment portion for attaching the bumper face and a vehicle body member such as a shroud upper that supports the bumper face support member in a cantilever manner from the rear becomes long, the moment acting on the vehicle body member becomes large, and there is a risk that the support rigidity and assembly accuracy of the bumper face may decrease.

[0007] To address such problems, if the bumper face support member and a vehicle body member such as a shroud upper are connected by a bracket at the shortest distance, the moment length (the length of the arm of the moment) can be suppressed. However, in that case, at the time of a frontal collision of the vehicle (abbreviated as "front collision"), a new problem occurs in that the bracket jams, inhibiting the securing of the stroke (collision stroke) in which the front part of the vehicle body retreats to absorb the front collision load.

Prior Art Documents

Patent Documents

[0008]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0009] The present invention has been made in view of such problems, and an object thereof is to provide a front structure of a vehicle that can achieve both the support rigidity and assembly accuracy of the bumper face during normal times and the collision stroke of the front part of the vehicle during a front collision even in a vehicle with a high vehicle height.

Means for Solving the Problems

[0010] The front structure of the vehicle of the present invention includes a body member provided at the front of the vehicle body, a bumper face support member having an attachment portion that extends in the vehicle width direction in front of the body member and to which a bumper face is attached, and a plurality of brackets that connect and fix the body member and the bumper face support member. The bracket has an inclined portion that inclines inward or outward in the vehicle width direction toward the front, a high-rigidity portion that is at least partially located in the inclined portion and is configured to have high rigidity against an input load in the front-rear direction, and a vulnerable portion that is configured to be deformable against an input load in the front-rear direction, and the high-rigidity portion and the vulnerable portion are provided adjacent to each other in the front-rear direction.

[0011] According to the above configuration, the rigidity of the bracket during normal times can be improved by the high-rigidity portion. Therefore, the support rigidity and assembly accuracy of the bumper face can be improved. Also, during a frontal collision, bending stress is likely to be generated in the bracket by the inclined portion against the load input from the front, and the vulnerable portion adjacent to the high-rigidity portion is configured to be easily deformed. Therefore, a collision stroke can be ensured by the bracket bending and deforming during a frontal collision.

[0012] As an aspect of the present invention, the bracket may be configured such that, in a plan view, a base portion that extends forward at a first angle from a fixing portion to the body member and an inclined portion that extends forward at a second angle from a front end portion of the base portion via a bent portion are provided.

[0013] According to the above configuration, during a frontal collision, the bent portion can cause the bracket to bend and deform, and the remaining crush of the bracket can be suppressed.

[0014] As an aspect of the present invention, the bent portion may be configured to be provided at the same position as the high-rigidity portion in the front-rear direction.

[0015] According to the above configuration, even in the high-rigidity portion where the yield strength against the bending load is increased, by surely bending and deforming with the bent portion as the starting point of the bending deformation, as a result, the energy absorption amount of the bracket during a frontal collision can be improved.

[0016] As an aspect of the present invention, the bracket includes a side wall portion extending in the vertical direction and the front-rear direction, and a flange portion formed by bending from the upper end of the side wall portion via a corner portion, and the vulnerable portion may be a bead portion provided at the corner portion.

[0017] According to the above configuration, while increasing the rigidity of the bracket by the corner portion (ridge line) extending in the front-rear direction, during a frontal collision, the bending deformation of the bracket can be induced by the bead portion as the vulnerable portion.

[0018] As an aspect of the present invention, the vulnerable portion may be a concave portion formed to be recessed downward in a side view at the upper end portion of the bracket.

[0019] According to the above configuration, since a ridge line along the vehicle width direction is formed in the concave portion at the upper end portion of the bracket, when a downward impact load is input to the bumper face support member, a deformation in which the front portion bends downward with respect to the rear portion with respect to the concave portion is induced by the concave portion. Therefore, it is possible to improve the reduction of the damage value of the collision object (pedestrian protection performance) due to the downward deformation of the bracket during a frontal collision.

[0020] As an aspect of the present invention, it is preferable that the concave portion and the bead portion are provided at the same position in the front-rear direction of the bracket.

[0021] According to the above configuration, it is possible to achieve both ensuring the collision stroke due to the deformation of the bracket in the front-rear direction and reducing the damage value of the collision object (pedestrian protection performance) due to the downward deformation during a frontal collision.

[0022] As an aspect of the present invention, it is preferable that at least one of the front end portion and the rear end portion of the high-rigidity portion and the concave portion are provided at the same position in the front-rear direction.

[0023] According to the above configuration, it is possible to achieve both ensuring the collision stroke due to the deformation of the bracket in the front-rear direction during a frontal collision and reducing the damage value of the collision object due to the downward deformation (pedestrian protection performance).

Effect of the Invention

[0024] According to the above configuration, it is possible to achieve both the support rigidity and the assembly accuracy of the bumper face during normal times and the collision stroke of the front part of the vehicle during a frontal collision even in a vehicle with a high vehicle height.

Brief Description of the Drawings

[0025]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Embodiments for Carrying Out the Invention

[0026] An embodiment of the present invention will be described below together with the drawings. In the drawings, arrow F indicates the front of the vehicle, arrow U indicates the upper part of the vehicle, arrow R indicates the right side of the vehicle, and arrow L indicates the left side of the vehicle, respectively.

[0027] The vehicle equipped with the front structure of the present invention is applied to vehicles such as SUVs and minivans that have a higher vehicle height compared to cars such as sedans and hatchbacks. Further, the front structure of the present embodiment is configured to be substantially symmetrical about the left and right.

[0028] As shown in FIG. 1, at the front of the vehicle, there are provided a bonnet 2 that covers the upper part of a power unit room 1 (see FIG. 2) where a power unit (not shown) such as an engine is mounted, and a bumper face 3 made of synthetic resin disposed at the very front of the vehicle. The bumper face 3 is formed with a front opening 4 for taking fresh air (running wind) into the vehicle body.

[0029] The front opening 4 is formed at the upper part and the center in the vehicle width direction of the bumper face 3, and is an outside air inlet for introducing cooling outside air into the power unit room 1 to dissipate heat from a radiator (not shown) disposed in front of the power unit room 1 behind the bumper face 3.

[0030] The front opening 4 is covered by the front grille 5 while ensuring ventilation into the power unit room 1. Headlight openings 6 for arranging headlights 6a (see FIG. 4) are provided at the upper left and right parts of the bumper face 3.

[0031] The front grille 5 extends to the inner side in the vehicle width direction of the headlight openings 6 provided on both sides of the vehicle front at the part corresponding to the front opening 4 provided at the center in the vehicle width direction of the bumper face 3 when viewed from the front, and is attached to the bumper face 3.

[0032] At the upper end side of the bumper face 3, a bumper face upper 7 is provided which constitutes the upper end part of the bumper face 3 and is continuous with the front end 2f of the bonnet 2. The bumper face upper 7 is a part integrally formed with the main body part 3a (lower part) of the bumper face 3, and partitions the upper side parts of the front opening 4 and the left and right headlight openings 6. The bumper face upper 7 is a flat plate member having an upper surface with a slope substantially coinciding with the downward slope of the upper surface of the bonnet 2.

[0033] The bonnet 2 has its rear end pivotally supported by the vehicle body via a hinge (not shown), and is configured to open and close above the power unit room 1.

[0034] As shown in FIG. 12, the bonnet 2 is configured by joining and integrating a bonnet outer panel 2a and a bonnet inner panel 2b by hemming, and a bonnet reinforcement (not shown) is adhesively fixed to the lower surface side of the bonnet outer panel 2a.

[0035] Note that at the front part of the center in the vehicle width direction of the bonnet inner panel 2b, a striker (not shown) that protrudes downward and is locked by engaging with a latch (not shown) provided on the vehicle body side is provided in a state where the bonnet 2 is closed.

[0036] Inside the front part of such a vehicle, on both the left and right sides of the power unit room 1, as shown in FIGS. 2 to 4, front side frames 8 extending in the vehicle front-rear direction are provided. At the front end of the front side frame 8, a crash can 11 extending forward of the vehicle is attached via a set plate 9 (see FIGS. 2 and 3).

[0037] Then, as shown in FIGS. 2 to 4, at a position behind the lower part of the bumper face 3 and in front of the power unit room 1, a bumper beam 12 (also referred to as a bumper reinforcement) extending in the vehicle width direction is provided so as to connect the front ends of the pair of left and right crash cans 11.

[0038] As shown in FIGS. 2 and 3, this bumper beam 12 is roughly divided into a bumper beam main body part 12a having a substantially hat-shaped cross section with an open front and a closing plate part 12b closing the front opening part of the bumper beam main body part 12a. A closed cross section 12c extending in the vehicle width direction is formed between the bumper beam main body part 12a and the closing plate part 12b. The bumper beam 12 is located at the front end 2f of the bonnet 2 in the vehicle front-rear direction.

[0039] Furthermore, inside the front part of the vehicle, on the outer side in the vehicle width direction and above the vehicle of the front side frame 8, a pair of left and right apron reinforcements 13 extending in the vehicle front-rear direction are provided. Note that the reference numeral 14 in FIGS. 2 and 3 is a fender panel forming the outer surface of the front part of the vehicle body, and is supported by the apron reinforcement 13.

[0040] As shown in FIGS. 2 to 4, at the front ends of the pair of left and right apron reinforcements 13, a shroud upper panel 15 extending linearly in the vehicle width direction between them is connected in the vehicle width direction via shroud members 16 on each left and right side.

[0041] Latch devices (not shown) that engage with strikers (not shown) provided on the hood 2 side are provided on the shroud members 16 on both the left and right sides as locking devices. Note that the region LR surrounded by the phantom line in FIG. 4 corresponds to the latch arrangement location.

[0042] As shown in FIG. 4, the front portions of the left and right front side frames 8 are located directly below the left and right outer side portions of the shroud upper panel 15. Further, as shown in FIGS. 2, 3, 5 to 7, the shroud member 16 and the front portion of the front side frame 8 are connected by a shroud upper support frame 17 that extends vertically between them.

[0043] That is, as described above, the shroud upper panel 15 is supported by a pair of left and right apron reinforcements 13 via the shroud member 16, and is also supported by a pair of left and right front side frames 8 via the shroud member 16 and the shroud upper support frame 17.

[0044] As shown in FIGS. 3, 5 to 7, the shroud upper support frame 17 has a longitudinally wall-shaped inner surface portion 17a in the vehicle width direction having a plate thickness, and a front surface portion 17b in the shape of a longitudinally wall that extends outward in the vehicle width direction from the front end of the inner surface portion 17a in the vehicle width direction and has a plate thickness in the vehicle front-rear direction, and is integrally formed.

[0045] Note that the pair of left and right apron reinforcements 13, the shroud upper panel 15, the pair of left and right front side frames 8, the pair of left and right shroud upper support frames 17, the pair of left and right shroud members 16, and the bumper beam 12 are all vehicle body members.

[0046] Also, as shown in FIGS. 2 to 4 and 7, a bumper face support member 18 is disposed in front of the shroud upper panel 15 inside the front portion of the vehicle. The bumper face support member 18 extends in the vehicle width direction with a length slightly shorter than that of the bumper beam 12 (see FIG. 4), and is disposed at a position corresponding to the front portion of the bonnet 2 in the vehicle longitudinal direction, in other words, at substantially the same position as the bumper beam 12 in the vehicle longitudinal direction, and at substantially the same height as the shroud upper panel 15 (see FIGS. 3 and 7).

[0047] The bumper face support member 18 is disposed directly below the bumper face upper 7 in the bumper face 3, and supports the bumper face 3 directly below the bumper face upper 7. The bumper face support member 18 is attached to the inner side portion of the vehicle body of the bumper face upper 7 by bolts or the like. Note that the reference numeral 18a in FIGS. 2 to 4 is a bumper face attachment hole to which the bumper face 3 (see FIG. 1) is attached by fastening means (bolts and nuts) (not shown).

[0048] Also, although not shown, a radiator shroud is disposed behind the bumper face support member 18 and in front of the power unit room 1. The radiator shroud is supported by vehicle body members (for example, the shroud upper panel 15, the front side frame 8, etc.).

[0049] The radiator shroud is formed in a rectangular frame shape when viewed from the front between the front side frames 8 on the front side of the power unit room 1, and supports a radiator (not shown) or the like. The radiator shroud and the radiator are erected and disposed so as to face the front opening 4 directly from the rear of the vehicle.

[0050] Furthermore, as shown in FIGS. 2 to 6, at the front portion of the vehicle body, there are provided a plurality of brackets 20, 30 for connecting and fixing the vehicle body members (15, 17) and the bumper face support member 18, and a stay 40 for connecting the bumper face support member 18 and the bumper beam 12 in the vertical direction.

[0051] The brackets 20 and 30 include a total of three brackets, namely, the outer brackets 20 arranged on both outer sides in the vehicle width direction and the intermediate brackets 30 arranged at an intermediate position in the vehicle width direction (i.e., coinciding with the stay 40 in the vehicle width direction).

[0052] As shown in FIG. 5, the intermediate bracket 30 integrally includes a bracket main body portion 31 linearly extending in the vehicle longitudinal direction between the stay 40 and the shroud upper panel 15, a front flange portion 32, and a rear flange portion 33. In the present embodiment, the intermediate bracket 30 is formed by bending a plate material extending in the vehicle longitudinal direction and the vehicle width direction through bending processes such as press forming. As shown in FIGS. 4 to 6, a striker 34 of the safety lock device is erected upward on the upper surface portion 31a of the bracket main body portion 31.

[0053] A locking lever (not shown) of the safety lock device is detachably provided on the striker 34 at the front central portion of the bonnet 2. The safety lock device is a known device for restraining the movement of the bonnet 2 in the opening direction and holding the bonnet 2 in a slightly opened state even when the lock of a lock device (not shown) is released against the will in order to prevent the bonnet 2 from being inadvertently opened by wind pressure or the like during the running of the vehicle. In the present embodiment, as described above, the safety lock device is disposed at a position different from that of the lock device (refer to the region LR surrounded by the virtual line in FIG. 4) (see FIG. 4).

[0054] As shown in FIG. 5, the intermediate bracket 30 extends from the rear of the vehicle to the front so that the front end straddles the upper end of the stay 40 from above and abuts against the upper portion of the stay 40 (the upper portion of the upper flange portion 41 described later) from the front side of the vehicle. The front flange portion 32 of the intermediate bracket 30 is joined to the upper portion of the stay 40 by spot welding or the like. In the present embodiment, the upper flange portion 41 and the front flange portion 32 are spot welded at a total of three locations, namely, the central portion Sa in the vehicle width direction and both outer side portions Sb and Sc in the vehicle width direction. Further, the "×" marks in FIG. 5 indicate the spots of the spot welding.

[0055] On the other hand, the rear flange portion 33 extends upward from the rear end of the bracket main body portion 31 and abuts against the lower flange portion 15a of the shroud upper panel 15 from the front side of the vehicle. Then, as shown in FIGS. 4 to 6, the rear flange portion 33 of the intermediate bracket 30 and the lower flange portion 15a of the shroud upper panel 15 are fastened to each other by bolts B2 and nuts N2 (see FIG. 6) as fastening means.

[0056] As described above, the intermediate bracket 30 connects these members 15 and 40 to each other between the shroud upper panel 15 and the stay 40. Note that the outer bracket 20 will be described later.

[0057] Also, the stay 40 is formed of a long metal plate material having a width in the vehicle width direction and extending in the vertical direction. Specifically, as shown in FIG. 5, the stay 40 includes an upper flange portion 41, a first extending portion 42 that linearly extends downward from the lower end of the upper flange portion 41 in a direction (vertical direction) that coincides with the vertical direction, a second extending portion 44 that linearly extends obliquely downward and forward from the lower end of the first extending portion 42 via a first bending portion 43 so as to be positioned forward of the lower end, and a lower flange portion 46 that extends downward from the lower end of the second extending portion 44 via a second bending portion 45. Note that the first bending portion 43 is a deformation promoting portion that bends and deforms when a downward impact load is input to the bumper face support member 18.

[0058] As shown in FIG. 5, the stay 40 is connected to the bumper face support member 18 via a gusset 50.

[0059] The gusset 50 includes a horizontal plate portion 51 that horizontally extends in the vehicle front-rear direction and supports the bumper face support member 18 from below, and a vertical plate portion 52 that extends downward from the rear end of the horizontal plate portion 51, and is integrally formed of a metal plate material that extends in an inverted L shape in a side view of the vehicle and has a width in the vehicle width direction.

[0060] As shown in FIG. 6, the horizontal plate portion 51 supports the bumper face support member 18 from below, and as shown in FIG. 5, the vertical plate portion 52 is joined to the upper portion of the stay 40 (above the upper flange portion 41) from the front of the vehicle so as to sandwich the front flange portion 32 of the intermediate bracket 30.

[0061] Next, the outer bracket 20 will be described. However, since the outer brackets 20 on the left and right sides are formed in a bilaterally symmetric shape, here, the description will be based on the outer bracket 20 disposed on the right side of the vehicle among the outer brackets 20.

[0062] As shown in FIGS. 7, 8(a)(b), and 9(a)(b), the outer bracket 20 includes a side wall portion 21 extending in the vertical direction and the front-rear direction, and a roof-shaped flange portion 22 formed by being bent so as to protrude inward in the vehicle width direction from the upper end of the side wall portion 21 via a corner portion 23 (see FIG. 9(b)), and is formed by bending a metal plate material by press forming or the like.

[0063] As shown in FIGS. 8(b) and 9(a), the side wall portion 21 is formed over the entire length of the outer bracket 20 in the front-rear direction of the vehicle. Further, as shown in FIG. 9(b), the corner portion 23 is formed such that the angle formed by the side wall portion 21 and the roof-shaped flange portion 22 is approximately 90 degrees.

[0064] Furthermore, as shown in FIGS. 6 and 7, the front portion (front side horizontal upper edge portion 125 described later) of the roof-shaped flange portion 22 is fastened and fixed by bolts B6 and nuts N6 (see FIG. 7) as fastening means while being in contact with the outer portion in the vehicle width direction of the bumper face support member 18 from below. Note that reference numeral 220 in FIG. 8(a) indicates a mounting hole formed through the front portion of the roof-shaped flange portion 22 for inserting the bolt B6.

[0065] As shown in FIGS. 7, 8(a) and 8(b), the outer bracket 20 has, in other words, a fixing portion 24 to the shroud upper support frame 17 as a vehicle body member, a base portion 25 extending forward from the fixing portion 24, and an inclined portion 26 inclined with respect to the base portion 25.

[0066] The fixing portion 24 is located in a region extending from the rear end of the outer bracket 20 toward the front of the vehicle. As shown in FIG. 7, it is fastened and fixed by bolts B7 and nuts N7 as fastening means in a state of being in contact with the inner surface in the vehicle width direction of the vertical wall-like inner surface 17a in the vehicle width direction of the shroud upper support frame 17. Note that reference numeral 240 in FIG. 8(b) indicates mounting holes formed to penetrate for insertion of the bolts B7 at positions on the upper and lower sides of the fixing portion 24.

[0067] The base portion 25 extends forward from the front end of the fixing portion 24. In the present embodiment, as shown in FIG. 8(a), the fixing portion 24 and the base portion 25 extend in a direction such that the angle α (first angle α) formed between them is 180 degrees in plan view, that is, in a straight line in plan view and in a direction coinciding with the longitudinal direction of the vehicle.

[0068] The inclined portion 26 is inclined so as to be located more outward in the vehicle width direction toward the front via a bent portion 29 (see FIGS. 8(a) and 8(b)) from the front end of the base portion 25. In the present embodiment, as shown in FIG. 8(a), the bent portion 29 is formed such that the angle β (second angle β) formed between the base portion 25 and the inclined portion 26 is approximately 140 degrees.

[0069] As shown in FIGS. 8(a) and 9(a), the eaves-shaped flange portion 22 is continuously formed along the upper end of the side wall portion 21 from a position near the front end of the outer bracket 20 to the bent portion 29. The eaves-shaped flange portion 22 is formed with a substantially the same protruding length over the entire length except for both ends in the front-rear direction.

[0070] The outer bracket 20 is formed with a peripheral flange portion 27 over a portion of the peripheral edge of the side wall portion 21 excluding the rear end and the eaves-shaped flange portion 22. The peripheral flange portion 27 protrudes inward in the vehicle width direction in the same manner as the eaves-shaped flange portion 22, but is formed with a shorter protruding length than the eaves-shaped flange portion 22. That is, the peripheral flange portion 27 extends along the peripheral edge excluding the rear end of the side wall portion 21 so as to be continuous with the eaves-shaped flange portion 22, and is formed with substantially the same protruding length along the peripheral edge of the side wall portion 21.

[0071] Also, as shown in FIG. 8(b), in the outer bracket 20, while the fixing portion 24 extends horizontally in the vehicle front-rear direction, the portion in front of the fixing portion 24, that is, the portion extending over the base portion 25 and the inclined portion 26, extends so as to be positioned upward toward the bumper face support member 18 as it goes forward.

[0072] Specifically, the lower edge 120D of the outer bracket 20 linearly inclines and extends such that the portion extending over the base portion 25 and the inclined portion 26 in the vehicle front-rear direction is positioned upward toward the front including the peripheral flange portion 27.

[0073] On the other hand, the upper edge 120U of the outer bracket 20 is formed such that, including the peripheral flange portion 27 and the eaves-shaped flange portion 22, it is positioned upward toward the front stepwise (in two steps in this embodiment).

[0074] Specifically, as shown in FIGS. 8(a)(b) and 9(a), the upper edge 120U of the outer bracket 20 is formed with a rear-side horizontal upper edge portion 121, a rear-side inclined upper edge portion 122, an intermediate horizontal upper edge portion 123, a front-side inclined upper edge portion 124, and a front-side horizontal upper edge portion 125 in this order from the rear end to the front end of the upper edge 120U.

[0075] In the vehicle front-rear direction of the outer bracket 20, the rear-side horizontal upper edge portion 121 is formed from the rear end of the fixing portion 24 to the intermediate position in the front-rear direction of the base portion 25, and extends substantially horizontally in the front-rear direction. The rear-side inclined upper edge portion 122 is formed from the intermediate position in the front-rear direction of the base portion 25 to the bending portion 29 (the boundary portion between the inclined portion 26 and the base portion 25), and extends inclinedly upward so as to be positioned higher toward the front from the front end of the rear-side horizontal upper edge portion 121. The intermediate horizontal upper edge portion 123 is formed from the bending portion 29 to the front-end position of the rear portion of the inclined portion 26, and extends substantially horizontally forward from the front end of the rear-side inclined upper edge portion 122. The front-side inclined upper edge portion 124 is formed from the front-end position of the rear portion of the inclined portion 26 to the intermediate position in the front-rear direction of the inclined portion 26, and extends inclinedly upward so as to be positioned higher toward the front from the front end of the intermediate horizontal upper edge portion 123. The front-side horizontal upper edge portion 125 is formed from the intermediate position in the front-rear direction of the inclined portion 26 to the front end of the inclined portion 26, and extends substantially horizontally from the front end of the front-side inclined upper edge portion 124.

[0076] Here, as shown in FIG. 8(b), since the rear-side horizontal upper edge portion 121 is concave downward (positioned at a lower position) with respect to the rear-side inclined upper edge portion 122 in a side view of the vehicle, the front end portion of the rear-side horizontal upper edge portion 121 is set as the rear-side concave portion 61r. Similarly, since the intermediate horizontal upper edge portion 123 is concave downward (positioned at a lower position) with respect to the front-side inclined upper edge portion 124 in a side view of the vehicle, the front end portion of the intermediate horizontal upper edge portion 123 is set as the front-side concave portion 61f.

[0077] As shown in FIGS. 8(a)(b) and 9(a), a vulnerable bead portion 62 is formed at the same position in the front-rear direction of the outer bracket 20 as the front-side concave portion 61f. The vulnerable bead portion 62 is formed at a corner portion 23 (see FIG. 9(b)) located between the side wall portion 21 and the eaves-shaped flange portion 22 and its peripheral portion. The vulnerable bead portion 62 is formed protruding inwardly from the side wall portion 21 and the eaves-shaped flange portion 22, and extends across the corner portion 23 extending in the front-rear direction over the upper-end side portion of the side wall portion 21 and the outer-end side portion in the vehicle width direction of the eaves-shaped flange portion 22. That is, the vulnerable bead portion 62 is formed so as to divide a ridge line extending in the vehicle front-rear direction along the corner portion 23.

[0078] Further, as shown in FIGS. 8(b), 9(a) and 9(b), high-rigidity bead portions 63U and 63D extending in the vehicle longitudinal direction are formed on the side wall portion 21. The high-rigidity bead portions 63U and 63D are arranged in parallel with each other at intervals on the upper and lower sides, and as shown in FIG. 9(b), both are formed to project inward in the vehicle width direction.

[0079] The high-rigidity bead portions 63U and 63D on the upper and lower sides are each continuously formed in the longitudinal direction so as to pass through the bent portion 29 across the front portion of the base portion 25 and the rear portion of the inclined portion 26. That is, the bent portion 29 is provided at the same position as the high-rigidity bead portions 63U and 63D on the upper and lower sides in the longitudinal direction.

[0080] Furthermore, the high-rigidity bead portions 63U and 63D on the upper and lower sides are each formed in a straight line that inclines and extends so as to be parallel to the portions reaching the base portion 25 and the inclined portion 26 of the lower edge 120D of the outer bracket 20 in a side view of the vehicle (see FIG. 8(b)).

[0081] The front end 63Df of the lower high-rigidity bead portion 63D is located slightly rearward of the front end 63Uf of the upper high-rigidity bead portion 63U, and the rear end 63Dr is located slightly forward of the rear end 63Ur of the upper high-rigidity bead portion 63U. Thus, the lower high-rigidity bead portion 63D is formed to be slightly shorter than the upper high-rigidity bead portion 63U in the vehicle longitudinal direction.

[0082] The above-described vulnerable bead portion 62, rear concave portion 61r, and front concave portion 61f are all vulnerable portions configured to be deformable with respect to the longitudinal input load input to the outer bracket 20, and are provided adjacent to the high-rigidity bead portions 63U and 63D in the longitudinal direction.

[0083] Specifically, as shown in FIG. 8(b), both the vulnerable bead portion 62 and the front concave portion 61f are provided at positions that substantially coincide with the front end 63Uf of the upper high-rigidity bead portion 63U in the longitudinal direction, and are provided at positions near the front side with respect to the front end 63Df of the lower high-rigidity bead portion 63D.

[0084] The rear concave portion 61r is provided at a position that substantially coincides with the rear end 63Ur of the upper high-rigidity bead portion 63U in the front-rear direction, and is provided at a position near the rear side with respect to the rear end 63Ur of the lower high-rigidity bead portion 63D.

[0085] Note that the reference numeral 28 in FIGS. 8(a)(b) and FIG. 9(a) is a pedestal portion for attaching a harness (not shown) or the like mounted around the outer bracket 20, and is formed to bulge outward in the vehicle width direction so as to have a flat pedestal surface 28a at the outer end in the vehicle width direction.

[0086] Subsequently, the behavior of the outer bracket 20 when a collision object 101 collides with the vehicle from the front (i.e., during a frontal collision) will be described with reference to FIGS. 10, 11(a)(b). FIGS. 10, 11(a)(b) are diagrams showing the results of a simulation analysis of the behavior of the front portion of the vehicle during a frontal collision, with the main parts of the left side portion of the front portion of the vehicle shown in a plan view. FIG. 10 shows the initial stage of the frontal collision, FIG. 11(a) shows the middle stage of the frontal collision, and FIG. 11(b) shows the late stage of the frontal collision.

[0087] Note that FIGS. 10, 11(a)(b) show the stress distribution of the collision load input to the outer bracket 20 during a frontal collision based on the shading by dots, and show that the bending stress becomes higher in the portion where the dots are darker.

[0088] Also, for FIGS. 11(a)(b), the illustrations of the front side frame 8, the crash can 11, the set plate 9, etc. are omitted for clarity of the drawing, and further, for FIG. 11(b), a part of the shroud member 16 is shown broken.

[0089] First, during a frontal collision, the bumper beam 12 receives the collision object 101 that collides from the front of the vehicle and retreats, and accordingly, the crash can 11 is crushed in the vehicle front-rear direction. At that time, a load is input to the outer bracket 20 from the front because the bumper face support member 18 retreats together with the bumper beam 12.

[0090] Then, as shown in FIG. 10, at the initial stage of the frontal collision, the frontal collision load input to the outer bracket 20 particularly concentrates on the front concave portion 61f and the vulnerable bead portion 62, and the rear concave portion 61r.

[0091] As shown in FIG. 11(a), at the middle stage of the frontal collision, the frontal collision load input to the outer bracket 20 further concentrates on the front concave portion 61f and the vulnerable bead portion 62, and the rear concave portion 61r. The outer bracket 20 is bent and deformed such that the inclined portion 26 inclines outward in the vehicle width direction with respect to the fixed portion 24 starting from the front concave portion 61f and the vulnerable bead portion 62, and the rear concave portion 61r.

[0092] As shown in FIG. 11(b), even at the late stage of the frontal collision, the state in which the frontal collision load input to the outer bracket 20 concentrates on the front concave portion 61f and the vulnerable bead portion 62, and the rear concave portion 61r is maintained as in FIG. 11(a), and the inclined portion 26 is further bent and deformed outward in the vehicle width direction.

[0093] Thereby, the outer bracket 20 deforms without stretching in the front-rear direction during a frontal collision, so that it is possible to ensure the absorbability of the frontal collision energy of the front part of the vehicle body without inhibiting the front-rear direction crushing of the crash can 11.

[0094] Subsequently, the behavior of the outer bracket 20 when the collision object 100 collides with the front part of the vehicle from above will be described with reference to FIGS. 12 and 13. FIGS. 12 and 13 are diagrams showing the results of a simulation analysis of the behavior of the front part of the vehicle when the collision object 100 collides with the front part of the vehicle from above, by a perspective cross section in the arrow view of the B-B line in FIG. 4. FIG. 12 shows the state before the collision, and FIG. 13 shows the state after the collision.

[0095] Note that FIG. 13 shows the stress distribution of the collision load input to the outer bracket 20 during the collision based on the shading by dots, and shows that the bending stress becomes higher in the portion where the dots are darker.

[0096] When a collision object 100 collides from above with the front part of the vehicle as shown in FIG. 12, the collision load is transmitted downward in this order to the bumper face upper 7, the bumper face support member 18, and the outer bracket 20 (see FIG. 13).

[0097] Then, as shown in FIG. 13, the collision load input to the outer bracket 20 causes stress to concentrate on the front concave portion 61f and the brittle bead portion 62, and the rear concave portion 61r. As a result, the outer bracket 20 deforms downward while the upper part twists outward in the vehicle width direction starting from these portions 62, 61f, 61r, thereby reducing the damage value of the collision object 100.

[0098] As shown in FIGS. 2 to 6, the front structure of the vehicle according to the present embodiment described above includes a vehicle body member (15, 17) provided in the front part of the vehicle body, and a bumper face support member 18 that extends in the vehicle width direction in front of the vehicle body member (15, 17) and has a bumper face mounting hole 18a (mounting portion) to which a bumper face 3 (see FIG. 1) is attached, and a plurality of brackets 20, 30 that connect and fix the vehicle body member (15, 17) and the bumper face support member 18. Among the plurality of brackets 20, 30, the outer bracket 20 has an inclined portion 26 that inclines outward in the vehicle width direction toward the front as shown in FIGS. 5, 6, 8(a), and 9(a)(b), a high-rigidity portion (63U, 63D) at least a part of which is located in the inclined portion 26 and is configured to have high rigidity against an input load in the front-rear direction, and a brittle portion (62, 61f, 61r) configured to be deformable against an input load in the front-rear direction, and the high-rigidity portion (63U, 63D) and the brittle portion (62, 61f, 61r) are provided adjacent to each other in the front-rear direction.

[0099] According to the above configuration, even in a vehicle with a high vehicle height, it is possible to achieve both the support rigidity and assembly accuracy of the bumper face 3 during normal times and the collision stroke of the front part of the vehicle during a frontal collision.

[0100] Specifically, due to the self-weight of the bumper face 3 and the bumper face support member 18, or when a person pushes the bumper face 3 when opening and closing the bonnet 2, a downward load is input to the bumper face support member 18 even during normal times.

[0101] Here, in vehicles with a high vehicle height, generally, since the front end portion of the bonnet is located at the height of the thigh of a pedestrian, from the viewpoint of alleviating the impact on the pedestrian's knee ligaments during a collision, there are vehicles configured to retract the front end portion of the bonnet from the foremost part of the vehicle like the vehicle of the present embodiment.

[0102] And such vehicles are configured to retract body members such as the shroud member 16 having a latch as a locking device for the bonnet 2 and the shroud upper panel 15 together with the front end portion of the bonnet as the front end portion of the bonnet retracts.

[0103] Then, the front-rear distance between the bumper face support member 18 that supports the bumper face 3 and body members (15, 17) such as the shroud upper panel 15 that supports the bumper face support member 18 in a cantilever manner from the rear becomes longer. For this reason, particularly in vehicles with a high vehicle height, when the above-described downward load is input to the bumper face support member 18, there is a concern that the load applied to the brackets 20, 30 that connect the bumper face support member 18 and the body members (15, 17) in the front-rear direction will increase.

[0104] On the other hand, with respect to such problems, when the outer bracket is configured to connect the bumper face support member 18 and a body member such as the shroud upper panel 15 at the shortest distance, a new problem arises in that the amount of absorption of the frontal collision energy in the front part of the vehicle body is inhibited because the outer bracket stretches during a frontal collision.

[0105] Therefore, in the present embodiment, by providing the high-rigidity portions (63U, 63D) on the outer bracket 20, the rigidity of the outer bracket 20 during normal times can be improved, and as a result, the support rigidity and the assembly accuracy of the bumper face 3 can be improved.

[0106] Further, in the present embodiment, the outer bracket 20 has an inclined portion 26 where at least a part of the high-rigidity portions (63U, 63D) is located. Thus, while having the configuration with the high-rigidity portions (63U, 63D), during a frontal collision, bending stress is likely to occur with respect to the load from the front, and further, it is configured to be easily deformed starting from the vulnerable portions (62, 61f, 61r) adjacent to the high-rigidity portions (63U, 63D). Therefore, by the outer bracket 20 being bent and deformed during a frontal collision, a collision stroke can be ensured.

[0107] As shown in FIGS. 8(a)(b) and 9(a), as an embodiment of the present invention, in a plan view, the outer bracket 20 is provided with a base portion 25 that extends forward from the fixing portion 24 to the vehicle body member at a first angle α (see FIG. 8(a)), and an inclined portion 26 that extends forward at a second angle β via a bent portion 29 from the front end portion of the base portion 25.

[0108] According to the above configuration, during a frontal collision, the bent portion 29 causes the outer bracket 20 to be bent and deformed, and the remaining crush of the outer bracket 20 can be suppressed.

[0109] As shown in the same figure, as an embodiment of the present invention, the bent portion 29 is provided at the same position as the high-rigidity portions (63U, 63D) in the front-rear direction.

[0110] According to the above configuration, even in the high-rigidity portions (63U, 63D) where the yield strength against bending load is increased, during a frontal collision, the bent portion 29 can be surely bent and deformed starting from the bent portion 29, and as a result, the amount of collision energy absorbed by the outer bracket 20 during a frontal collision can be improved.

[0111] As shown in FIGS. 8(a) and (b) and FIGS. 9(a) and (b), as an embodiment of the present invention, the outer bracket 20 includes a side wall portion 21 extending in the vertical direction and the front-rear direction, and an eaves-shaped flange portion 22 (flange portion) formed by bending from the upper end of the side wall portion 21 via a corner portion 23 (see FIG. 9(b)). The weak portion is a weak bead portion 62 (bead portion) provided at the corner portion 23.

[0112] According to the above configuration, while enhancing the rigidity of the outer bracket 20 by the corner portion 23 (ridge line) extending in the front-rear direction, during a frontal collision, the bending deformation of the outer bracket 20 can be induced by the weak bead portion 62 formed so as to break the corner portion 23 (ridge line).

[0113] In addition, while compensating for the reduction in the rigidity of the outer bracket 20 during normal times due to the provision of the inclined portion 26 by at least a part of the high-rigidity portions (63U, 63D) provided on the inclined portion 26, by providing the weak bead portion 62, during a frontal collision, the crushing of the outer bracket 20 including the high-rigidity portions (63U, 63D) can be induced.

[0114] As shown in FIGS. 8(a) and (b) and FIG. 9(a), as an embodiment of the present invention, the weak portion is a front concave portion 61f and a rear concave portion 61r (concave portions) that are recessed downward in a side view at the upper edge 120U (upper end portion) of the outer bracket 20.

[0115] According to the above configuration, since ridge lines along the vehicle width direction are formed at the front concave portion 61f and the rear concave portion 61r of the upper edge 120U of the outer bracket 20, when a downward impact load is input to the bumper face support member 18 (that is, when an upward load is input to the front portion of the outer bracket 20), a deformation in which the front portion bends downward with respect to the rear portion is induced at each of the front concave portion 61f and the rear concave portion 61r by the front concave portion 61f and the rear concave portion 61r. Therefore, the pedestrian protection performance can be improved.

[0116] As shown in the figure, as an embodiment of the present invention, the front recess 61f (recess) and the weak bead portion 62 (bead portion) are provided at the same position in the front - rear direction of the outer bracket 20.

[0117] According to the above configuration, it is possible to achieve both ensuring the collision stroke due to the deformation of the outer bracket 20 in the front - rear direction during a frontal collision and reducing the damage value of the collision object due to the downward deformation (pedestrian protection performance).

[0118] That is, the weak bead portion 62 and the front recess 61f provided at the same front - rear position cooperate with each other to more reliably induce the deformation of the outer bracket 20 in the front - rear direction during a frontal collision.

[0119] Similarly, the weak bead portion 62 and the front recess 61f provided at the same front - rear position cooperate with each other to induce the downward deformation of the outer bracket 20 when a downward impact load is input to the bumper face support member 18, and enhance the effect of reducing the damage value of the collision object (pedestrian protection performance).

[0120] Therefore, according to the above configuration, it is possible to achieve both ensuring the collision stroke due to the deformation of the outer bracket 20 in the front - rear direction during a frontal collision and reducing the damage value of the collision object due to the downward deformation.

[0121] As shown in FIG. 8(b), as an embodiment of the present invention, the front recess 61f and the front end 63Uf of the upper high - rigidity bead portion 63U are provided at the same position in the front - rear direction of the outer bracket 20, and the rear recess 61r and the rear end 63Ur of the upper high - rigidity bead portion 63U are provided at the same position in the front - rear direction of the outer bracket 20.

[0122] The front end and the rear end of the high-rigidity portions (63U, 63D) correspond to the boundary portions between the locations where the high-rigidity portions (63U, 63D) are provided and the locations where the high-rigidity portions (63U, 63D) are not provided in the front-rear direction of the outer bracket 20. For this reason, the outer bracket 20 is provided with the front concave portion 61f and the rear concave portion 61r at a location having such a rigidity difference or in the vicinity thereof in the front-rear direction, so that deformation against a frontal impact load or a downward load can be induced at this location.

[0123] Therefore, it is possible to further achieve both ensuring the collision stroke due to the deformation of the outer bracket 20 in the front-rear direction during a frontal collision and reducing the damage value of the colliding object due to the downward deformation (pedestrian protection performance).

[0124] The present invention is not limited to the configuration of the above-described embodiment and can be formed in various embodiments. The inclined portion of the present invention is not limited to the configuration in which it inclines outward in the vehicle width direction toward the front like the inclined portion 26 of the present embodiment, and may be configured to incline inward in the vehicle width direction. Further, the inclined portion of the present invention may be configured such that the outer brackets on the left and right sides incline toward different sides between the inner side and the outer side in the vehicle width direction.

[0125] Also, in the present embodiment, as shown in FIG. 8(a), the first angle α is set to 180 degrees. However, the present invention is not limited to this configuration, and the base portion 25 may also be configured to incline inward or outward in the vehicle width direction toward the front with respect to the fixing portion 24, similar to the inclined portion 26.

[0126] Further, the concave portion as the vulnerable portion provided in the present invention is not limited to being formed such that the rear portion of the concave portion forming location is lower than the front portion in the front-rear direction of the upper end portion of the bracket like the concave portions (61f, 61r) of the present embodiment, and may be formed such that the front portion of the concave portion forming location of the upper end portion of the bracket is lower than the rear portion, or may be formed in a concave shape such that the concave portion forming location is lower than both the rear portion and the front portion of the concave portion forming location.

[0127] Further, in the present invention, the position where the vulnerable bead portion 62 and the front recess 61f are provided to substantially coincide in the front-rear direction is not limited to the front end 63Uf of the upper high-rigidity bead portion 63U as in the present embodiment, but may be the front end 63Df of the lower high-rigidity bead portion 63D. Similarly, the position where the rear recess 61r is provided to substantially coincide in the front-rear direction is not limited to the rear end 63 of the upper high-rigidity bead portion 63U, but may be the rear end 63Ur of the lower high-rigidity bead portion 63D.

Explanation of Signs

[0128] 3… Bumper face 17… Shroud upper support frame (vehicle body member) 18… Bumper face support member 20… Outer bracket (bracket) 21… Side wall portion 22… Eaves-shaped flange portion (flange portion) 23… Corner portion 24… Fixing portion 25… Base portion 26… Inclined portion 29… Bent portion 61f… Front recess (recess, vulnerable portion) 61r… Rear recess (recess, vulnerable portion) 62… Vulnerable bead portion (bead portion, vulnerable portion) 63U… Upper high-rigidity bead portion (high-rigidity portion) 63D… Lower high-rigidity bead portion (high-rigidity portion) 63Uf… Front end of the upper high-rigidity bead portion 63Ur… Rear end of the upper high-rigidity bead portion 120U… Upper edge of the outer bracket (upper end of the bracket) α… First angle β… Second angle

Claims

1. A body member provided at the front of the vehicle body, a bumper face support member having an attachment portion that extends in the vehicle width direction in front of the body member and to which a bumper face is attached, a plurality of brackets for connecting and fixing the body member and the bumper face support member, and a front structure of a vehicle comprising: wherein the bracket has an inclined portion that inclines inward or outward in the vehicle width direction toward the front, a high-rigidity portion that is at least partially located in the inclined portion and is configured to have high rigidity against an input load in the front-rear direction, and a vulnerable portion that is configured to be deformable against an input load in the front-rear direction, characterized in that the high-rigidity portion and the vulnerable portion are provided adjacent to each other in the front-rear direction front structure of a vehicle.

2. In plan view, the bracket has a base portion that extends forward from a fixing portion to the body member at a first angle, and the inclined portion that extends forward at a second angle from the front end portion of the base portion via a bent portion front structure of a vehicle according to Claim 1.

3. The bent portion is provided at the same position as the high-rigidity portion in the front-rear direction front structure of a vehicle according to Claim 2.

4. The bracket includes a side wall portion that extends in the vertical direction and the front-rear direction, and a flange portion that is formed by bending from the upper end of the side wall portion via a corner portion, wherein the vulnerable portion is a bead portion provided at the corner portion front structure of a vehicle according to any one of Claims 1 to 3.

5. The vulnerable portion is a recess formed to be recessed downward in side view at the upper end portion of the bracket front structure of a vehicle according to Claim 4.

6. The recess and the bead portion are provided at the same position in the front-rear direction of the bracket front structure of a vehicle according to Claim 5.

7. At least one of the front end portion and the rear end portion of the high-rigidity portion and the recess are provided at the same position in the front-rear direction front structure of a vehicle according to Claim 5 or 6.

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