JP2003165462A - Vehicle front structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle front structure capable of efficiently absorbing a shock without deforming a dash panel if the shock is received from the front side of a vehicle. <P>SOLUTION: A front-side member 20 comprises a member-side jointing part 29 jointed to a mount bracket 28, a compressive deformed part 30 which is located in front of the member-side jointing part 29 and absorbs the inputted shock by compressive-deforming the shock, and a bent deformed part 31 which is located behind the member-side jointing part 29. A sub frame 21 comprises a frame-side jointing part 35 jointed to the mount bracket 28, a frame body part 37 located behind the frame-side jointing part 35, and an extended part 38 located on the frame-side jointing part 35 by being extended from the frame body part 37. A front end part 45 of the compressive deformed part 30 is located more forward than a front end part 44 of the extending part 38. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle front structure, and more particularly to a vehicle front structure in which a front side member and a subframe are connected via a mount bracket.

[0002]

2. Description of the Related Art A typical vehicle, as shown in FIG.
A front side member 1 and a subframe 2 extending in the vehicle front direction are provided in the vehicle front portion.

The front side member 1 is compressed and deformed when it receives an impact from the front of the vehicles due to a frontal collision between the vehicles or the like, so that the front end face 3 of the front side member 1 is compressed.
The compressive deformation portion 4 that absorbs a load (hereinafter, referred to as an impact load) applied to the compression deformation portion 4, and the remaining load that cannot be absorbed by the compression deformation portion 4 by performing bending deformation after the deformation of the compression deformation portion 4 is completed ( Hereinafter, it is described as a collision load).

A dash panel 7 is located behind the front side member 1, and the front side member 1
The rear part is gently inclined from the wall surface on the front side of the vehicle toward the bottom surface according to the shape of the dash panel 7.

One end of a mount bracket 9 is connected to the front end portion of the sub-frame 2, and the other end of the mount bracket 9 is connected to the front portion of the bending deformation portion 6 of the front side member 1.

One end of the rear mount bracket 10 is connected to the rear end of the subframe 2, and the other end of the mount bracket 10 is connected to the front side member 1.
It is connected to the rear part of.

In this way, the front side member 1
And the sub-frame 2 are vertically connected via a mount bracket 9 and a rear mount bracket 10.

Next, the operation of this conventional vehicle front structure will be described.

When an impact is applied from the front of the vehicle to the vehicle having the vehicle front structure as described above,
As shown in FIG. 3, the compressive deformation section 4 first compressively deforms to absorb the impact load.

When the impact load cannot be absorbed due to the compression deformation of the compression deformation portion 4, the collision load F is further applied to the compression deformation portion 4 and the load f is applied to the bending deformation portion 6.
1 (hereinafter, referred to as a transmission load) is transmitted. The bending deformation portion 6 is slightly deformed by the transmission load f1, and the front portion of the front side member 1 is slightly pushed down toward the rear of the vehicle.

When the front portion of the front side member 1 is pushed down rearward of the vehicle and the connecting portion 12 between the front side member 1 and the mount bracket 9 moves rearward of the vehicle, a reaction force rf2 directed to the vehicle front is generated in the subframe 2. To do.
The reaction force rf2 is transmitted to the front side member 1 via the mount bracket 9, and the bending moment m is applied to the connecting portion 12 between the front side member 1 and the mount bracket 9.
2 is generated. The bending deformation portion 6 has a bending moment m.
The action of 2 makes it easier to bend (bend) downward.

On the other hand, the rear part of the front side member 1 is
According to the shape of the dash panel 7, the front side member 1 has a structure in which the front side member 1 supports the dash panel 7 from below, inclining gently from the wall surface on the vehicle front side of the dash panel 7 toward the bottom surface. A reaction force rf1 directed toward the front of the vehicle is generated at the rear portion of the vehicle 1. Reaction force rf
By 1, the bending moment m1 is generated in the vicinity of the dash panel 7 of the front side member 1, and the rear portion of the bending deformation portion 6 easily bends upward.

Therefore, when an impact is applied from the front of the vehicle, the bending deformation portion 6 of the front side member 1 bends downward behind the connecting portion 12 with the mount bracket 9 and forward of the dash panel 7. It is easy to cause a two-step bending deformation (hereinafter, referred to as a two-step bending deformation) that is bent upward at.

In this way, in the vehicle front structure of a general vehicle, the bending deformation portion 6 of the front side member 1 cooperates with the sub-frame 2 to bend in a well-balanced manner to perform two-stage bending deformation. It is possible to efficiently absorb the collision load.

[0015]

However, due to the influence of the size of the vehicle, the type of suspension, the mounting structure of the engine and the like, the vehicle front structure as described above is applied to a vehicle in which the front-rear length of the sub-frame 2 is extremely short. When used, when a shock is applied from the front of the vehicle, the bent portion 14 bent upward in the two-step bending deformation as shown in FIG. 14 is located closer to the rear portion of the bending deformation portion 6, that is, the portion closer to the dash panel 7. Therefore, there is a problem that the dash panel 7 may be deformed when the bending deformation portion 6 is bent and deformed.

The present invention has been made in view of the above circumstances, and it is possible to effectively absorb the shock without deforming the dash panel even when the shock is received from the front of the vehicle. An object is to provide a simple vehicle front structure.

[0017]

In order to solve the above problems, the vehicle front structure according to claim 1 is provided with a front side member and a subframe extending in the vehicle front-rear direction, and provided behind the front side member. The front side member includes a dash panel and a mount bracket connected to the front side member and the sub-frame, and the front side member has a member side connecting portion to which one end side of the mount bracket is connected and a front side of the member side connecting portion. A compression deformation portion that is located at a position to absorb the impact from the front of the vehicle by compressing and deforming, and a compression deformation portion that is located at the rear of the member-side connecting portion and that bends after the compression deformation portion to absorb the impact. And a bending / deformation part that connects to the other end of the mount bracket. The extending portion includes a connecting portion, a frame main body portion located behind the frame side connecting portion, and an extending portion extending from the frame main body portion and located in front of the frame side connecting portion. Is formed so that the position of the front end portion thereof in the vehicle front-rear direction is aligned with the front end position of the compression deformation portion after the compression deformation.

In the vehicle front structure according to the first aspect of the present invention configured as described above, when the vehicle receives an impact from the front of the vehicle, the compression deformation portion first compresses and deforms to absorb the impact load. After that, when the compressive deforming portion is completely compressed and deformed and the impact load is transmitted to the bending deforming portion, the front end surface of the sub-frame is aligned with the front end surface of the compressive deforming portion in the vehicle longitudinal direction. The impact load that cannot be completely absorbed by the deformed portion is simultaneously applied to the front end face of the front side member and the front end face of the sub frame.

The collision load is distributed to the bending deformation portion of the front side member and the frame body portion of the sub frame and is transmitted as a transmission load. Therefore, the bending deformation portion can efficiently absorb the transmitted load by bending and deforming in good balance in cooperation with the frame main body portion, and the relative position between the member-side connecting portion and the frame-side connecting portion. It is possible to keep the relationship constant.

Therefore, it is possible to suppress the generation of a bending moment due to the reaction force of the subframe with respect to the member-side connecting portion and the frame-side connecting portion, and the front portion of the bending deformation portion bends downward. Can be prevented.

Therefore, since no bending moment is generated in the member-side connecting portion and the frame-side connecting portion, both the collision load applied to the front side member and the collision load applied to the sub-frame do not significantly change and the load value is constant. Will be maintained.

In the rear part of the front side member, a reaction force against the transmitted load is generated in the vicinity of the dash panel toward the front of the vehicle. Therefore, for example, a bending moment is applied to the rear part of the bending deformation portion from below the vehicle to above. By setting so as to cause the bending deformation portion, the rear portion of the bending deformation portion can be configured to bend upward at only one place.

As described above, by bending the bending deformation portion upward at only one place, it is possible to prevent the conventional two-stage bending deformation of the bending deformation portion. Therefore, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion, and it is possible to prevent deformation of the dash panel.

The vehicle front structure according to claim 2 is characterized in that the extending portion is the vehicle front structure according to claim 1 which is less likely to be deformed than the frame body. .

In the vehicle front structure according to the second aspect of the invention configured as described above, in addition to the effect of the first aspect, the extension is less likely to be deformed than the frame body. The sub-frame bends and deforms on the vehicle rear side of the frame-side connecting portion, and moves the frame-side connecting portion toward the vehicle rear side.

Therefore, the frame-side connecting portion moves slightly rearward of the vehicle as compared with the member-side connecting portion, and the collision load applied to the sub-frame is transmitted to the frame main body portion and the mount bracket. Transferred to and distributed to. The load transmitted to the mount bracket is transmitted to the front side member via the mount bracket to generate a bending moment in the member-side connecting portion. Therefore, the bending deformation portion is likely to bend upward due to the action of the bending moment and the transmission load.

In the vehicle front structure according to a third aspect of the present invention, a rear mount bracket is connected to the bending and deforming portion and the frame body portion, and the subframe has the rear mount bracket when the impact is applied. The vehicle front structure according to claim 1 or claim 2, wherein the vehicle front structure moves to the rear of the vehicle due to the deformation.

In the vehicle front structure according to claim 3 thus configured, in addition to the function and effect according to claim 1 or 2, the rear mount bracket is slightly rearward of the vehicle due to a collision load. Then, the sub-frame is pushed down toward the rear of the vehicle. Therefore, the frame-side connecting portion moves slightly rearward of the vehicle as compared with the member-side connecting portion, and the collision load applied to the sub-frame is transmitted to the frame main body portion and the mount bracket. Distributed over and.

The transmission load applied to the mount bracket is transmitted to the front side member via the mount bracket to generate a bending moment in the member-side connecting portion. Therefore, the bending deformation portion is more likely to bend further upward due to the action of the bending moment and the transmission load.

Further, in the vehicle front structure according to claim 4, the extending portion is inclined downward in the front direction of the vehicle, and the vehicle front structure according to any one of claims 1 to 3. Is characterized in that.

In the vehicle front structure according to claim 4 configured as described above, in addition to the effects of claims 1 to 3, the extending portion is inclined downward in the front direction of the vehicle. Therefore, the frame-side connecting portion of the sub-frame moves slightly rearward of the vehicle so as to move rearward of the vehicle. By moving the frame-side connecting portion toward the rear of the vehicle, the collision load applied to the sub-frame is dispersed into the transmission load to the frame main body portion and the transmission load to the mount bracket, so that the frame connecting portion is located below the vehicle. By being pushed down, a bending moment due to a transmission load is generated in the frame connecting portion.

The bending moment is transmitted to the front side member via the mount bracket to generate a bending moment in the front part of the bending deformation portion. For this reason,
The bending deformation portion is easily bent upward due to the action of the bending moment and the transmission load.

Further, the vehicle front structure according to claim 5 is
The vehicle front structure according to any one of claims 1 to 4, wherein a front end surface of the extending portion is inclined so that a lower side portion of the front end surface protrudes toward the vehicle front side with respect to an upper side portion. Is characterized in that.

As described above, in the vehicle front structure according to the fifth aspect, in addition to the effects of the first to fourth aspects, the front end face of the extending portion is inclined, The frame-side connecting portion of the sub-frame is pushed downward in the vehicle and slightly moved rearward in the vehicle. By moving the frame-side connecting portion toward the rear of the vehicle, a collision load applied to the sub-frame is dispersed into a transmission load to the frame main body portion and a transmission load to the mount bracket, so that the frame connecting portion is moved downward in the vehicle. By being pushed down, a bending moment due to a transmission load is generated in the frame connecting portion.

The bending moment is transmitted to the front side member via the mount bracket to generate a bending moment in the front part of the bending deformation portion. For this reason,
The bending deformation portion easily bends upward due to the action of the bending moment and the transmission load.

[0036]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a vehicle front structure according to the present embodiment will be described with reference to the drawings.

[0037]

First Embodiment FIGS. 1 to 3 are side views showing a vehicle having a vehicle front structure according to a first embodiment. The vehicle front structure mainly includes a front side member 20 and a sub-frame 21. And a mount bracket 28 and a rear mount bracket 42 connected to the front side member 20 and the sub-frame 21.

The front side member 20 is provided near the front wheel 26 so as to extend in the vehicle front-rear direction, and the sub-frame 21 extends in the vehicle front-rear direction similarly to the front side member 20. It is provided below.

The front side member 20 has a member-side connecting portion 29 to which the mount bracket 28 is connected, a compression deforming portion 30 located in front of the member-side connecting portion 29, and a bend located behind the member-side connecting portion 29. It has a deformation part 31.

One end of the mount bracket 28 is connected to the member side connecting portion 29 by a fastening member 33.

The compression deformation portion 30 is located at the front end portion of the front side member 20 and has a structure that absorbs an impact load by being compressed and deformed into a bellows shape when an impact is input from the front direction of the vehicle. There is.

The bending and deforming portion 31 has a structure to absorb an impact load which cannot be absorbed only by the compressive deformation of the compressive deforming portion 30 by bending after the compressive deforming portion 30 has been compressed and deformed.

Bending and deforming portion 3 of front side member 20
A dash panel 34 separating the engine room and the vehicle compartment is located at the rear of the front side member 20.
Is gently inclined from the vehicle front side wall surface of the dash panel 34 to the bottom surface along the dash panel 34, and extends to the vehicle compartment bottom surface so as to support the dash panel 34 from below.

The sub-frame 21 is connected to the frame-side connecting portion 35 to which the mount bracket 28 is connected, a frame main body portion 37 located behind the frame-side connecting portion 35, and extends from the frame main body portion 37 to connect the frame-side connection portion. Part 35
And an extension portion 38 located in front of the.

The other end of the mount bracket 28 is connected to the frame-side connecting portion 35 by a fastening member 40.

A rear mount bracket 42 connected by a fastening member 41 is provided at a rear end portion of the frame main body 37, and the other end of the rear mount bracket 42 is connected by a fastening member 43 to a rear portion of the front side member 20. Has been done.

As shown in FIG. 2, the extending portion 38 extends forward from the lower end portion 39 of the mount bracket 28 by a distance L, and the front end face 45 of the compression deforming portion 30 has an extending portion 38. Is located forward of the front end face 44 by a distance S1.

Here, the distance L is, as shown in FIG. 3A, the front end surface 45 of the compression deformation portion 30 when the compression deformation portion 30 receives a shock from the front surface of the vehicle and is completely compressed and deformed. The position where the front end surface 44 of the installation portion 38 is aligned in the vehicle front-rear direction is shown by the distance from the lower end portion of the mount bracket 28.

Next, a description will be given of changes in the shapes of the front side member 20 and the sub-frame 21 when an impact is applied from the front of the vehicle to the vehicle having the vehicle front structure described above.

The solid line portion shown in FIG. 3 (a) indicates the front side member after the compression deformation portion 30 is completely deformed and before the bending deformation portion 31 and the frame main body portion 37 are deformed. 20 shows the states of the sub-frame 20 and the sub-frame 21, and the broken line portion shows that the bending deformation portion 31 and the frame main body portion 37 have started deformation after the compression deformation portion 30 has been completely compressed and deformed. The deformation | transformation state of the front side member 20 and the sub-frame 21 at this time is shown.

When the vehicle according to the first embodiment receives an impact from the front of the vehicle, the compressive deformation portion 30 first compresses and deforms to absorb the impact load. At this time, the front end surface 45 of the compression deformation portion 30 projects forward of the vehicle by the distance S1 from the front end surface 44 of the sub-frame 21, and the impact load is not transmitted to the front end surface 44 of the sub-frame 21 or the like. Therefore, the compression deformation portion 30 can be compressed and deformed through an ideal bellows deformation process.

After that, when the compression deformation portion 30 is completely compressed and deformed and the impact load is transmitted to the bending deformation portion 31, the front end surface 44 of the sub-frame 21 and the front end surface 45 of the compression deformation portion 30 are in the vehicle longitudinal direction. Since they are aligned, the impact load that cannot be completely absorbed by the compression deformation portion 30 collides with the front end surface 45 of the front side member 20 by the collision load F1,
A collision load F2 is simultaneously applied to the front end surface 44 of the sub-frame 21.

The collision load F1 is transmitted as a transmission load f1 to the bending deformation portion 31 of the front side member 20, and the collision load F2 is transmitted as a transmission load f2 to the frame body portion 37 of the sub-frame 21. It

The bending deformation portion 31 cooperates with the frame main body portion 37 to bend in a well-balanced manner, thereby transmitting the transmission load f.
1 and f2 can be efficiently absorbed, and the relative positional relationship between the member-side connecting portion 29 and the frame-side connecting portion 35 can be kept constant.

Therefore, it is possible to suppress the generation of a bending moment due to the reaction force of the sub-frame 21 with respect to the member-side connecting portion 29 and the frame-side connecting portion 35, and the front portion of the bending and deforming portion 31 moves downward. It can be prevented from bending toward.

In FIG. 3B, the horizontal axis represents the distance S from the front end face 45 of the compression deformation portion 30, and the vertical axis represents the strength of the load F absorbed by the vehicle having the vehicle structure according to the first embodiment. It is the figure which showed.

When the distance S is from 0 to S1, the compressive deformation portion 30 compressively deforms to absorb the impact load, and thus absorbs the load having a constant strength F0. When the distance S exceeds S1, that is, when the front end surface 45 of the front side member 20 and the front end surface 44 of the sub-frame 21 where the compression deformation portion 30 is completely compressed and deformed are aligned in the front-rear direction, the bending deformation portion 31. Cooperates with the frame body 37 to absorb the load.

At this time, since no bending moment is generated in the member side connecting portion 29 and the frame side connecting portion 35, the distance S of the collision load F1 applied to the front side member 20 and the collision load F2 applied to the sub-frame 21 is S1.
A constant strength is maintained without largely changing from the load value at time.

In the rear part of the front side member 20, a reaction force rf1 against the transmission load f1 is generated in the vicinity of the dash panel 34 toward the front of the vehicle. A bending moment m1 is generated, and the rear portion of the bending deformation portion 31 bends upward.

As described above, since the bending deformation portion 31 is bent upward at only one place and the frame body portion 37 is bent downward, it is possible to prevent the bending deformation portion 31 from being bent in two steps. Become. Therefore, the bending deformation portion 3
In Fig. 1, stable bending deformation can be performed at a desired position, and deformation of the dash panel 34 and thus deformation of the cabin can be prevented.

[0061]

Second Embodiment FIGS. 4 and 5 are side views showing a vehicle having a vehicle front structure according to a second embodiment.

The vehicle front structure according to the second embodiment has the extended portion 5
It is characterized in that 0 is made of a material that is less likely to be deformed than the frame main body portion 37 or a shape that is not easily deformed by increasing the wall thickness, and in this respect, Embodiment 1
This is different from the vehicle front structure according to.

In FIGS. 4 and 5, the same parts as those of the first embodiment are designated by the same reference numerals, and of the same parts, the description of the parts already described in the first to fourth embodiments will be omitted. Omit it. In addition, FIG.
Similar to (a), the solid line portion shown in FIG. 5 (a) indicates the front portion after the compression deformation portion 30 is completely deformed and before the bending deformation portion 31 and the frame main body portion 37 are deformed. The state of the side member 20 and the sub-frame 21a is shown, and the broken line portion indicates that the bending deformation portion 31 and the frame main body portion 37 start to deform after the compression deformation portion 30 is completely compressed and deformed. 3 shows a deformed state of the front side member 20 and the sub-frame 21a when it is being moved.

As described above, the extension portion 50 is formed of a structure or material that has a higher compressive strength than the frame body portion 31 and is less likely to be deformed.

When the vehicle according to the second embodiment receives an impact from the front of the vehicle, the compressive deformation portion 30 first compresses and deforms to absorb the impact load. At this time, the front end face 44 of the compression deformation portion 30 projects forward of the vehicle by a distance S1 from the front end face 44 of the sub-frame 21a, as in the first embodiment, and the impact load is applied to the front end face 44 of the sub-frame 21a.
Therefore, the compression deformation portion 30 can be compressed and deformed through an ideal bellows deformation process.

Thereafter, when the compression deformation portion 30 is completely compressed and deformed and the impact load is transmitted to the bending deformation portion 31, the front end face 44 of the sub-frame 21a is compressed and deformed.
Since the front end face 45 of the front side member 20 and the front end face 45 of the front side member 20 are aligned with each other in the vehicle front-rear direction, the impact load that cannot be completely absorbed by the compression deformation portion 30 collides with the front end face 45 of the front side member 20.
1. The collision load F2 is simultaneously applied to the front end surface 44 of the sub-frame 21a. The collision load F1 is transmitted to the bending deformation portion 31 of the front side member 20 as a transmission load f1.

At this time, the extending portion 50 is the frame body 3
Since it is less likely to be deformed compared to 7, the sub-frame 21a is
Bending deformation occurs on the vehicle rear side of the frame-side connecting portion 35, and the frame-side connecting portion 35 is moved rearward of the vehicle. Therefore, the frame-side connecting portion 35 slightly moves rearward of the member-side connecting portion 29, and the collision load F2 applied to the sub-frame 21 is transmitted to the frame main body portion 37 and the mount bracket 28. Transmission load f3
Distributed over and.

The transmission load f3 is determined by the mount bracket 28.
A bending moment m2 is generated in the member-side connecting portion 29 by being transmitted to the front side member 20 via. Therefore, the bending deformation portion 31 is more likely to be bent upward due to the action of the bending moment m2 and the transmission load f1 as compared with the case described in the first embodiment.

Similar to FIG. 3B, FIG. 5B shows the distance S from the front end face 45 of the compressive deformation portion 30 on the horizontal axis and the vehicle structure according to the second embodiment on the vertical axis. It is the figure which showed the strength of the load F which the vehicle absorbs.

When the distance S is from 0 to S1, the compressive deformation portion 30 compressively deforms to absorb the impact load, and thus absorbs the load having a constant strength F0. When the distance S exceeds S1, that is, when the front end surface 45 of the front side member 20 and the front end surface 44 of the sub-frame 21a, in which the compression deformation portion 30 has been completely compressed and deformed, are aligned in the front-rear direction, the bending deformation portion 31. Cooperates with the frame body 37 to absorb the load.

At this time, since the transmission load f2 and the transmission load f3 are applied to the sub-frame 21a at the distance S1, the collision load F2 is temporarily increased, and the collision load F2 is increased corresponding to the increase of the collision load F2. It temporarily decreases. Thereafter, the transmission load f3 causes a bending moment m2 in the member-side connecting portion 29 via the mount bracket 28, thereby increasing the collision load F1 of the front side member 20 and decreasing the collision load F2 of the sub-frame 21.

Further, in the rear part of the front side member 20, as in the first embodiment, the reaction force rf1 against the transmission load f1 is generated in the vicinity of the dash panel 34 toward the front of the vehicle. A bending moment m1 is generated in the vehicle from below to above, and the bending deformation portion 3
The rear part of 1 bends upward.

As described above, since the bending deformation portion 31 and the frame main body portion 37 are bent upward at only one place, it is possible to prevent the bending deformation portion 31 from being bent in two steps. For this reason, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion 31, and to prevent the deformation of the dash panel 34 and the deformation of the cabin due to the two-step bending deformation of the bending deformation portion 31. Become.

[0074]

Third Embodiment FIGS. 6 and 7 are side views showing a vehicle including a vehicle front structure according to a third embodiment.

In the vehicle front structure according to the third embodiment, the extending portion 52 is less likely to be deformed than the rear mount bracket 42, and when a shock is applied from the front of the vehicle, the sub-frame 2
The vehicle according to the first and second embodiments is characterized in that the rear mount bracket 42 slightly deforms and moves the subframe 21b rearward before the deformation of 1b starts. Different from the front structure.

In FIGS. 6 and 7, the same parts as those in the first or second embodiment are designated by the same reference numerals, and the same parts have already been described in the first to second embodiments. The description of the part is omitted. Also, FIG.
The solid line portion shown in (a) is the state of the front side member 20 and the subframe 21 after the compression deformation portion 30 has completely deformed and before the bending deformation portion 31 and the frame body portion 37 have deformed. The broken line portion indicates the front side member 20 when the bending deformation portion 31 and the frame body portion 37 are starting to deform after the compression deformation portion 30 is completely compressed and deformed. It shows a deformed state of the sub-frame 21b.

As described above, the extension portion 52 is made of a structure or material that has a high compressive strength such as a thicker wall thickness than the rear mount bracket 42 and is hard to be deformed.
The rear mount bracket 42 is slightly deformed before the subframe 21b starts to be deformed.
Move b to the rear of the vehicle.

When the vehicle according to the third embodiment receives an impact from the front of the vehicle, the compressive deformation portion 30 first compresses and deforms to absorb the impact load. At this time, the front end surface 45 of the compression deformation portion 30 projects forward of the vehicle by a distance S1 from the front end surface 44 of the sub-frame 21b as in the first and second embodiments, and the impact load is applied to the sub-frame 21b.
Since it is not transmitted to the front end face 44 and the like, the compression deformation portion 30 can be compressed and deformed through an ideal bellows deformation process.

After that, when the compression deformation portion 30 is completely compressed and deformed and the impact load is transmitted to the bending deformation portion 31, the front end surface 44 of the sub-frame 21b is compressed and deformed.
Since the front end face 45 of the front side member 20 and the front end face 45 of the front side member 20 are aligned with each other in the vehicle front-rear direction, the impact load that cannot be completely absorbed by the compression deformation portion 30 collides with the front end face 45 of the front side member 20.
1. The collision load F2 is simultaneously applied to the front end face 44 of the sub-frame 21b. The collision load F1 is transmitted to the bending deformation portion 31 of the front side member 20 as a transmission load f1.

At this time, the rear mount bracket 42 is more likely to be deformed than the extension portion 52, so that the rear mount bracket 42 is slightly deformed rearward of the vehicle due to the collision load F2, and the subframe 21b is pushed down rearward of the vehicle.
Therefore, the frame-side connecting portion 35 is not
It moves slightly to the rear of the vehicle compared to
The collision load F2 applied to b is dispersed into the transmission load f2 to the frame main body 37 and the transmission load f3 to the mount bracket 29.

The transmission load f3 is equal to the mount bracket 29.
A bending moment m2 is generated in the member-side connecting portion 29 by being transmitted to the front side member 20 via. Therefore, as in the second embodiment, the bending deformation portion 31 is formed.
Is likely to bend upward due to the action of the bending moment m2 and the transmission load f1.

Similar to FIGS. 3 (b) and 5 (b), FIG. 7 (b) shows the distance S from the front end face 45 of the compression deformation portion 30 on the horizontal axis and the third embodiment on the vertical axis. It is a figure showing intensity of load F which a vehicle provided with such a vehicle structure absorbs.

When the distance S is from 0 to S1, the compressive deformation portion 30 compressively deforms to absorb the impact load, and thus absorbs the load having a constant strength F0. When the distance S exceeds S1, that is, when the front end surface 45 of the front side member 20 and the front end surface 44 of the sub-frame 21b, in which the compression deformation portion 30 is completely compressed and deformed, are aligned in the front-rear direction, the bending deformation portion 31. Cooperates with the frame body 37 to absorb the load.

At this time, since the transmission load f2 and the transmission load f3 are applied to the sub-frame 21b at the distance S1, the collision load F2 temporarily increases, and the collision load F1 corresponds to the increase of the collision load F2. It temporarily decreases. Then, the transmission load f3 causes a bending moment m2 in the member-side connecting portion 29 via the mount bracket 20 to increase the collision load F1 of the front side member 20 and decrease the collision load F2 of the sub-frame 21b.

At the rear part of the front side member 20, the transmission load f1 is the same as in the first and second embodiments.
Since a reaction force rf1 against the front of the vehicle is generated in the vicinity of the dash panel 34 toward the front of the vehicle, a bending moment m1 is generated in the rear portion of the bending deformation portion 31 from below the vehicle to the upper side, and the rear portion of the bending deformation portion 31 bends upward. .

As described above, also in the vehicle front structure according to the third embodiment, since the bending deformation portion 31 and the frame body portion 37 are bent upward at only one place, the bending deformation portion 31 is prevented from being bent in two steps. It becomes possible to do. For this reason, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion 31, and to prevent the deformation of the dash panel 34 and the deformation of the cabin due to the two-step bending deformation of the bending deformation portion 31. Become.

[0087]

Fourth Embodiment FIGS. 8 and 9 are side views showing a vehicle having a vehicle front structure according to a fourth embodiment.

The vehicle front structure according to the fourth embodiment is characterized in that the extending portion 54 is inclined downward toward the front of the vehicle, and in this respect, the vehicles according to the first to third embodiments. Different from the front structure.

In FIGS. 8 and 9, the same parts as those in the first to third embodiments are designated by the same reference numerals, and the same parts have already been described in the first to third embodiments. The description of the part is omitted. In addition, FIG.
The solid line part shown in FIG. 3A is shown in FIG.
Similar to FIG. 7A, after the compression deformation portion 30 is completely deformed, the bending deformation portion 31 and the frame body portion 3
7 shows a state of the front side member 20 and the sub-frame 21c before the deformation, and the broken line portion shows the bending deformation portion 31 and the frame body after the compression deformation portion 30 is completely compressed and deformed. It shows a deformed state of the front side member 20 and the sub-frame 21c when the portion 37 is starting to deform.

As described above, the extending portion 54 is inclined forward and downward of the vehicle, and the front end portion 55 of the extending portion 54 is located lower than the frame body portion 37 of the subframe 21c. There is. The front end surface 55 of the extended portion 54 is formed upright so as to face the front of the vehicle.

From the front end surface 55 to the mount bracket 2
The horizontal distance to the lower end portion 39 of 8 is secured by the distance L as in the first embodiment, and the extension portion 54 includes the compression deformation portion 30.
The front end surface 45 of the compression deforming portion 30 and the front end surface 5 of the extending portion 54 when the vehicle is impacted from the front surface of the vehicle and is completely compressed and deformed.
5 and 5 are formed so as to be aligned in the vehicle front-rear direction.

When the vehicle according to the fourth embodiment receives an impact from the front of the vehicle, the compressive deformation portion 30 first compresses and deforms to absorb the impact load. At this time, the front end surface 45 of the compression deforming portion 30 projects forward of the vehicle by a distance S1 from the front end surface 55 of the sub-frame 21c similarly to the first to third embodiments, and the impact load is the front end of the sub-frame 21c. Since it is not transmitted to the surface 55 or the like, the compression deformation portion 30 can be compressed and deformed through an ideal bellows deformation process.

After that, when the compression deformation portion 30 is completely compressed and deformed and the impact load is transmitted to the bending deformation portion 31, the front end surface 55 of the sub-frame 21c is compressed and deformed.
Since the front end face 45 of the front side member 20 and the front end face 45 of the front side member 20 are aligned with each other in the vehicle front-rear direction, the impact load that cannot be completely absorbed by the compression deformation portion 30 collides with the front end face 45 of the front side member 20.
1. A collision load F2 is simultaneously applied to the front end surface 55 of the sub-frame 21c. The collision load F1 is transmitted to the bending deformation portion 31 of the front side member 20 as a transmission load f1.

At this time, since the extending portion 54 is inclined downward toward the front of the vehicle, the frame-side connecting portion 35 of the sub-frame 21 is moved slightly rearward of the vehicle to move rearward of the vehicle. The collision load F2 applied to the sub-frame 21c due to the movement of the frame-side connecting portion 35 toward the rear of the vehicle is the transmission load f2 to the frame main body portion 37,
The load moment f0 is distributed to the mount bracket 28 and the frame connecting portion 35 is pushed downward in the vehicle, so that a bending moment m0 is generated in the frame connecting portion 35 due to the transmission load f3.

The bending moment m0 is transmitted to the front side member 20 via the mount bracket 28 and causes a bending moment m2 at the front portion of the bending deformation portion 31. Therefore, as in the second and third embodiments, the bending deformation portion 31 is formed.
Is likely to bend upward due to the action of the bending moment m2 and the transmission load f1.

FIG. 9 (b) is shown in FIG. 3 (b), FIG. 5 (b),
Similar to FIG. 7B, the horizontal axis indicates the front end face 4 of the compression deformation portion 30.
5 is a diagram showing a distance S from 5 and a vertical axis showing strength of a load F absorbed by a vehicle including the vehicle structure according to the fourth embodiment.

When the distance S is from 0 to S1, the compressive deformation portion 30 compressively deforms to absorb the impact load, and thus absorbs the load having a constant strength F0. When the distance S exceeds S1, that is, when the front end surface 45 of the front side member 20 and the front end surface 55 of the sub-frame 21c, in which the compression deformation portion 30 is completely compressed and deformed, are aligned in the front-rear direction, the bending deformation portion 31. Cooperates with the frame body 37 to absorb the load.

At this time, since the transmission load f2 and the transmission load f3 are applied to the sub-frame 21c at the distance S1, the collision load F2 temporarily increases, and the collision load F2 temporarily corresponds to the collision load F2. F1 is temporarily reduced. Thereafter, the transmission load f3 causes a bending moment m2 in the front part of the bending deformation portion 31 via the mount bracket 28 to increase the collision load F1 of the front side member 20 and decrease the collision load F2 of the sub-frame 21c. .

At the rear portion of the front side member 20, the transmission load f1 is the same as in the first to third embodiments.
Since a reaction force rf1 against the front of the vehicle is generated in the vicinity of the dash panel 34 toward the front of the vehicle, a bending moment m1 is generated in the rear portion of the bending deformation portion 31 from below the vehicle to the upper side, and the rear portion of the bending deformation portion 31 bends upward. .

As described above, also in the vehicle front portion structure according to the fourth embodiment, since the bending deformation portion 31 and the frame body portion 37 are bent upward only at one place, the bending deformation portion 31 is prevented from being bent in two steps. It becomes possible to do. For this reason, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion 31, and to prevent the deformation of the dash panel 34 and the deformation of the cabin due to the two-step bending deformation of the bending deformation portion 31. Become.

[0101]

Fifth Embodiment FIGS. 10 and 11 are side views showing a vehicle having a vehicle front structure according to a fifth embodiment.

The vehicle front structure according to the fifth embodiment has the extended portion 5
6 is characterized in that the lower side portion 58 of the front end face 57 of No. 6 is inclined so as to project more toward the front of the vehicle than the upper side portion 59, and in this respect, the vehicle front according to the first to fourth embodiments The structure is different.

In FIGS. 10 and 11, Examples 1 to 1
The same parts as those of the fourth embodiment are designated by the same reference numerals, and the description of the same parts as those already described in the first to fourth embodiments will be omitted. Further, as in FIGS. 3, 5, 7, and 9, the solid line portion shown in FIG. 11A indicates the bending deformation portion 31 after the compression deformation portion 30 is completely deformed. Front side member 20 and subframe 2 before the frame body portion 37 is deformed
1d shows the state of the front side after the compression deformation portion 30 is completely compressed and deformed and the bending deformation portion 31 and the frame body portion 37 are starting to deform. It shows a deformed state of the member 20 and the sub-frame 21d.

The extension portion 56 extends horizontally in the front direction of the vehicle, and the front end surface 57 thereof has a lower side portion 58 of the extension portion 56.
Are inclined so as to project more toward the front of the vehicle than the upper side portion 59. The front end side of the front end surface 57, that is, the horizontal distance from the lower side portion 58 of the front end surface 57 to the lower end portion 39 of the mount bracket 56 is secured by the distance L as in the first embodiment, and the extension portion 56 is The front end surface 45 of the compression deformation portion 30 when the compression deformation portion 30 receives a shock from the front surface of the vehicle and is completely compressed and deformed, and the lower side portion 58 of the extending portion 56 are formed to be aligned in the vehicle front-rear direction. .

When the vehicle according to the fifth embodiment receives an impact from the front of the vehicle, the compressive deformation portion 30 first compresses and deforms to absorb the impact load. At this time, the front end surface 45 of the compression deforming portion 30 projects forward of the vehicle by the distance S1 from the lower side portion 58 of the subframe 21d as in the first to fourth embodiments, and the impact load is at the front end of the subframe 21d. Since it is not transmitted to the surface 57 or the like, the compression deformation portion 30 can be compressed and deformed through an ideal bellows deformation process.

After that, when the compression deformation portion 30 is completely compressed and deformed and the impact load is transmitted to the bending deformation portion 31, the lower side portion 58 of the sub-frame 21d is compressed and deformed.
Since the front end face 45 of the front side member 20 and the front end face 45 of the front side member 20 are aligned with each other in the vehicle front-rear direction, the impact load that cannot be completely absorbed by the compression deformation portion 30 collides with the front end face 45 of the front side member 20.
1. The collision load F2 is simultaneously applied to the lower side portion 58 of the sub-frame 21d. The collision load F1 is transmitted to the bending deformation portion 31 of the front side member 20 as a transmission load f1.

Frame-side connecting portion 3 of the sub-frame 21d
In No. 5, since the front end surface 57 of the extended portion 56 is inclined, it is pushed downward in the vehicle and slightly moved rearward in the vehicle. The collision load F2 applied to the sub-frame 21d by the movement of the frame-side connecting portion 35 toward the rear of the vehicle.
Is dispersed into the transmission load f2 to the frame main body 37 and the transmission load f3 to the mount bracket 28, and the frame connecting portion 35 is pushed downward in the vehicle,
A bending moment m0 is generated in the frame connecting portion 35 due to the transmission load f3.

The bending moment m0 is transmitted to the front side member 20 via the mount bracket 28 and causes a bending moment m2 at the front portion of the bending deformation portion 31. Therefore, the bending deformation portion 31 is likely to bend upward due to the action of the bending moment m2 and the transmission load f1 as in the second to fourth embodiments.

FIG. 11B is similar to FIG. 3B, etc.
8 is a diagram in which the horizontal axis represents the distance S from the front end surface 45 of the compression deformation portion 30 and the vertical axis represents the strength of the load F absorbed by the vehicle including the vehicle structure according to the fifth embodiment.

When the distance S is from 0 to S1, the compressive deformation portion 30 compressively deforms to absorb the impact load, and thus absorbs the load having a constant strength F0. When the distance S exceeds S1, that is, when the front end surface 45 of the front side member 20 in which the compression deformation portion 30 is completely compressed and deformed and the lower side portion 58 of the sub-frame 21d are aligned in the front-rear direction, the bending deformation portion 31. Cooperates with the frame body 37 to absorb the load.

At this time, since the transmission load f2 and the transmission load f3 are applied to the sub-frame 21d at the distance S1, the collision load F2 is temporarily increased and the collision load F1 is temporarily increased corresponding to the addition of the collision load F2. Decrease,
A bending moment m0 is generated in the frame connecting portion due to the transmission load f3. The bending moment m0 is transmitted to the front side member 20 via the mount bracket 28 to generate a bending moment m2 at the front part of the bending deformation portion 31, so that the collision load F1 of the front side member 20 is generated.
And the collision load F2 of the sub-frame 21d is increased.
To reduce.

Further, in the rear part of the front side member 20, the transmission load f1 is the same as in the first to fourth embodiments.
Since a reaction force rf1 against the front of the vehicle is generated in the vicinity of the dash panel 34 toward the front of the vehicle, a bending moment m1 is generated in the rear portion of the bending deformation portion 31 from below the vehicle to the upper side, and the rear portion of the bending deformation portion 31 bends upward. .

As described above, also in the vehicle front structure according to the fifth embodiment, since the bending deformation portion 31 and the frame body portion 37 are bent upward at only one place, the bending deformation portion 31 is prevented from being bent in two steps. It becomes possible to do. For this reason, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion 31, and to prevent the deformation of the dash panel 34 and the deformation of the cabin due to the two-step bending deformation of the bending deformation portion 31. Become.

The vehicle front structure according to the present invention has been described above with reference to the drawings. However, the specific structure is not limited to this embodiment, and can be designed within the scope of the present invention. There may be changes and the like. For example, Example 1
Although the mount bracket shown in the fifth embodiment is connected to the front side member by the fastening member, the mount bracket and the front side member may be integrally formed.

Further, in the case of a vehicle equipped with a bumper reinforcement or bumper stay connecting the front side members located on the left and right to the compression deforming portion of the front side member, the bumper reinforcement and bumper stay are the compressing deforming portion of the front side bumper. And the distance L shown in Examples 1 to 5 is the bumper reinforcement,
It means the position at which the bumpy stay and the compression deforming portion have finished compressive deformation.

[0116]

As described above, in the vehicle front structure described in claim 1, when the vehicle receives an impact from the front of the vehicle, the compression deformation portion first compresses and deforms to absorb the impact load. To do. After that, when the compressive deforming portion is completely compressed and deformed and the impact load is transmitted to the bending deforming portion, the front end surface of the sub-frame is aligned with the front end surface of the compressive deforming portion in the vehicle longitudinal direction. The impact load that cannot be completely absorbed by the deformed portion is simultaneously applied to the front end face of the front side member and the front end face of the sub frame.

The collision load is distributed to the bending deformation portion of the front side member and the frame main body portion of the sub frame and is transmitted as a transmission load. Therefore, the bending deformation portion can efficiently absorb the transmitted load by bending and deforming in good balance in cooperation with the frame main body portion, and the relative position between the member-side connecting portion and the frame-side connecting portion. It is possible to keep the relationship constant.

Therefore, it is possible to suppress the generation of a bending moment due to the reaction force of the subframe with respect to the member-side connecting portion and the frame-side connecting portion, and the front portion of the bending / deforming portion is bent downward. Can be prevented.

Therefore, since no bending moment is generated in the member-side connecting portion and the frame-side connecting portion, both the collision load applied to the front side member and the collision load applied to the sub-frame do not significantly change and the load value is constant. Will be maintained.

In the rear part of the front side member, a reaction force against the transmitted load is generated in the vicinity of the dash panel toward the front of the vehicle. Therefore, for example, a bending moment is applied to the rear part of the bending / deformation portion from below the vehicle to above. By setting so as to cause the bending deformation portion, the rear portion of the bending deformation portion can be configured to bend upward at only one place.

As described above, by bending the bending deformation portion upward at only one place, it is possible to prevent the conventional two-step bending deformation of the bending deformation portion and the like. Therefore, it is possible to perform a stable bending deformation at a desired position in the bending deformation portion, and it is possible to prevent deformation of the dash panel.

In addition, in the vehicle front structure described in claim 2, in addition to the operation effect described in claim 1, since the extended portion is less likely to be deformed than the frame main body portion, the subframe Causes bending deformation on the vehicle rear side of the frame-side connecting portion, and moves the frame-side connecting portion toward the vehicle rear side.

Therefore, the frame-side connecting portion slightly moves rearward of the vehicle as compared with the member-side connecting portion, and the collision load applied to the sub-frame is transmitted to the frame main body portion and the mount bracket. Transferred to and distributed to. The load transmitted to the mount bracket is transmitted to the front side member via the mount bracket to generate a bending moment in the member-side connecting portion. Therefore, the bending deformation portion is likely to bend upward due to the action of the bending moment and the transmission load.

Further, in the vehicle front structure described in claim 3, in addition to the operational effect described in claim 1 or 2, the rear mount bracket is slightly deformed rearward of the vehicle due to a collision load, The sub-frame is pushed down toward the rear of the vehicle. Therefore, the frame-side connecting portion slightly moves rearward of the vehicle as compared with the member-side connecting portion, and the collision load applied to the sub-frame causes a transmission load to the frame main body portion and a transmission load to the mount bracket. Distributed over and.

The transmission load applied to the mount bracket is transmitted to the front side member via the mount bracket to generate a bending moment in the member side connecting portion. Therefore, the bending deformation portion is more likely to bend further upward due to the action of the bending moment and the transmission load.

In addition, in the vehicle front structure described in claim 4, in addition to the operational effects described in claims 1 to 3,
Since the extending portion is inclined downward in the front direction of the vehicle, the frame-side connecting portion of the sub-frame moves to the rear side of the vehicle so as to be slightly pushed downward in the vehicle. By moving the frame-side connecting portion toward the rear of the vehicle, the collision load applied to the sub-frame is distributed between the transmission load to the frame main body portion and the transmission load to the mount bracket, so that the frame connecting portion is moved downward in the vehicle. By being pushed down, a bending moment due to a transmission load is generated in the frame connecting portion.

The bending moment is transmitted to the front side member via the mount bracket to generate a bending moment in the front part of the bending deformation portion. For this reason,
The bending deformation portion is easily bent upward due to the action of the bending moment and the transmission load.

Further, in the vehicle front structure described in claim 5, in addition to the operational effects described in claims 1 to 4,
Since the front end surface of the extending portion is inclined, the frame-side connecting portion of the sub-frame moves slightly rearward of the vehicle so as to be pushed downward in the vehicle. By moving the frame-side connecting portion toward the rear of the vehicle, the collision load applied to the sub-frame is dispersed into the transmission load to the frame main body portion and the transmission load to the mount bracket, so that the frame connecting portion is moved downward in the vehicle. By being pushed down, a bending moment due to a transmission load is generated in the frame connecting portion.

The bending moment is transmitted to the front side member via the mount bracket to generate a bending moment in the front part of the bending deformation portion. For this reason,
The bending deformation portion easily bends upward due to the action of the bending moment and the transmission load.

[Brief description of drawings]

FIG. 1 is a schematic diagram of a vehicle front portion structure according to a first embodiment of the present invention, as seen from the side of the vehicle front portion.

FIG. 2 is a schematic view of the vehicle front structure according to the first embodiment of the present invention, and is a schematic view of the vehicle front viewed from the side.

FIG. 3A is a schematic view of a deformed state of the vehicle front structure according to the first embodiment of the present invention as viewed from the side of the vehicle, and FIG. 3B is a vehicle according to the first embodiment. It is a load change figure which a front part structure absorbs.

FIG. 4 is a schematic view of a vehicle front structure according to a second embodiment of the present invention, and is a schematic view of the vehicle front viewed from the side.

5A is a schematic view of a deformed state of a vehicle front structure according to a second embodiment of the present invention as seen from a vehicle side, and FIG. 5B is a vehicle according to the second embodiment. It is a load change figure which a front part structure absorbs.

FIG. 6 is a schematic view of a vehicle front portion structure according to a third embodiment of the present invention, and is a schematic view of the vehicle front portion viewed from the side.

FIG. 7A is a schematic view of a deformed state of a vehicle front structure according to a third embodiment of the present invention as seen from a vehicle side, and FIG. 7B is a vehicle according to the third embodiment. It is a load change figure which a front part structure absorbs.

FIG. 8 is a schematic view of a vehicle front portion structure according to a fourth embodiment of the present invention, and is a schematic view of the vehicle front portion as viewed from the side.

FIG. 9A is a schematic view of a deformed state of a vehicle front structure according to a fourth embodiment of the present invention as seen from a vehicle side, and FIG. 9B is a vehicle according to the fourth embodiment. It is a load change figure which a front part structure absorbs.

FIG. 10 is a schematic view of a vehicle front portion structure according to a fifth embodiment of the present invention, and is a schematic view of the vehicle front portion as viewed from the side.

FIG. 11A is a schematic view of a deformed state of a vehicle front structure according to a fifth embodiment of the present invention as seen from the vehicle side, and FIG. 11B is a vehicle according to the fifth embodiment. It is a load change figure which a front part structure absorbs.

FIG. 12 is a schematic view of a conventional vehicle front portion structure, and is a schematic view of the vehicle front portion as viewed from the side.

FIG. 13 is a schematic diagram of a deformed state of a conventional vehicle front portion structure in which the front and rear portions of the vehicle front portion are long, as seen from the side of the vehicle front portion.

FIG. 14 is a schematic view of a deformed state of a conventional vehicle front portion structure in which the vehicle front portion has a short front-rear length, as seen from the side of the vehicle front portion.

[Explanation of symbols]

1, 20 Front side member 2, 21, 21a, 21b, 21c, 21d Sub-frame 4, 30 Compression deformation part 6, 31 Bending deformation part 7, 34 Dash panel 9, 28 Mount bracket 12, 29 Member side connecting part 35 Frame Side connection portion 37 Frame body portion 38, 50, 52, 54, 56 Extended portion 42 Rear mount bracket

Claims (5)

[Claims] 1. A front side member and a subframe extending in a vehicle front-rear direction, a dash panel provided behind the front side member, and a mount bracket connected to the front side member and the subframe. The front side member includes a member-side connecting portion to which one end side of the mount bracket is connected, a compression deforming portion that is located in front of the member-side connecting portion, and absorbs an impact from the front of the vehicle by compressing and deforming. And a bending deformation portion that is located behind the member-side connection portion and that absorbs the impact by bending deformation after the compression deformation of the compression deformation portion, and the other end side of the mount bracket is connected to the subframe. The frame-side connecting portion, the frame main body portion located behind the frame-side connecting portion, and the frame. An extension part extending from the main body part and located in front of the frame-side coupling part, wherein the extension part has a front end position in the vehicle front-rear direction after compression deformation of the compression deformation part. The vehicle front structure is formed so as to be aligned with the front end position of the vehicle. 2. The vehicle front structure according to claim 1, wherein the extending portion is less likely to be deformed than the frame body portion. 3. A rear mount bracket is connected to the bending and deforming portion and the frame body, and the sub-frame moves rearward of the vehicle due to deformation of the rear mount bracket when the impact is applied. The vehicle front structure according to claim 1 or 2. 4. The vehicle front structure according to claim 1, wherein the extending portion is inclined downward in the front direction of the vehicle. 5. The front end surface of the extension portion is inclined so that the lower side portion of the front end surface projects toward the front of the vehicle more than the upper side portion. The vehicle front structure according to item 1.