JP2015096391A - Vehicle body front part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a vehicle body front part structure which secures the energy absorption performance of a cushioning part in a head-on collision and inhibits rotation of a vehicle during an oblique collision or a fine lap collision.SOLUTION: A vehicle body front part structure 10 includes: a bumper reinforcement 16 which is disposed at a vehicle front end part with its longitudinal direction set to a vehicle width direction; and a pair of frame members 11 which are arranged in parallel with each other in the vehicle width direction with their longitudinal directions set to a vehicle fore and aft direction, each of frame members 11 having a crush box 14, which receives a load that is higher than or equal to a predetermined value and applied in the vehicle fore and aft direction to deform, and coupled to the bumper reinforcement 16 at the crush box 14; and reinforcement structures 18, each of which reinforces the crush box 14 of one of the frame members 11 during an oblique collision or a fine lap collision caused at the one frame member 11 side in the vehicle width direction.

Description

  The present invention relates to a vehicle body front structure.

  A technique is known in which a pair of left and right crash boxes are connected and integrated by a connecting plate member disposed below the pair of crash boxes (see, for example, Patent Document 1).

JP 2002-249078 A

  In Patent Document 1, when an impact force is input in an oblique direction with the above configuration, an axial compressive load is applied to the crash box by causing the connecting plate member to absorb the load in the oblique direction.

  By the way, in the configuration in which the connecting plate member is coupled only to the lower part of the crash box, it is difficult to set the compression (load) characteristics of the crash box, and it is difficult to obtain a target shock absorbing performance when a load in an oblique direction is not input. There are concerns.

  An object of the present invention is to obtain a vehicle body front structure capable of suppressing the rotation of a vehicle in an oblique collision or a minute lap collision while ensuring energy absorption performance by a buffer portion against a frontal collision.

  The vehicle body front structure according to the first aspect of the invention has a longitudinal direction in the vehicle width direction, a bumper reinforcement disposed at the front end portion of the vehicle, and a longitudinal direction in the vehicle front-rear direction, and is arranged in parallel in the vehicle width direction. Each of the shock absorbers has a buffer portion that is deformed by receiving a load in the vehicle front-rear direction that is greater than or equal to a predetermined value. The pair of skeleton members coupled to the bumper reinforcement in the shock absorber portion and one skeleton member side in the vehicle width direction And a reinforcing structure that reinforces the buffer portion of the one skeleton member in the case of an oblique collision or a minute wrap collision.

  In the vehicle front structure according to claim 1, for example, in the case of a frontal collision such as a full-wrap frontal collision, there is no reinforcement of the buffer part by the reinforcing structure, and the shock load on the rear side of the vehicle (a predetermined value or more) ) Is applied. Then, the buffer part is deformed without being influenced by the reinforcing structure or under a small influence, and energy is absorbed by the deformation of the buffer part.

  On the other hand, in the case of an oblique collision or a minute lap collision to the side where the reinforcing structure in the vehicle width direction is provided, the buffer portion is reinforced by the reinforcing structure. For this reason, the deformation | transformation of the buffer part of this collision side is restrict | limited (The load required for a deformation | transformation, ie, the rigidity of a buffer part, increases). Then, compared with the configuration in which the reinforcing structure is not provided, the amount of the collision body entering the vehicle body is reduced, and the rotation (angle) of the vehicle body, that is, the vehicle toward the collision side is reduced.

  Thus, in the vehicle body front structure according to the first aspect, it is possible to suppress the rotation of the vehicle at the time of the oblique collision or the minute lap collision while ensuring the energy absorption performance by the buffer portion against the frontal collision.

  The reinforcing structure is preferably provided in each of the buffer portions of the pair of skeleton members. By providing the reinforcing structure on each of the left and right sides, even when an oblique collision or a minute lap collision occurs on either side in the vehicle width direction, the rotation of the vehicle toward the collision side can be suppressed.

  According to a second aspect of the present invention, in the vehicle body front portion structure according to the first aspect, the reinforcing structure includes an actuator supported by a body portion disposed behind the buffer portion in the skeleton member, and the diagonal structure. And a reinforcing member that is brought into contact with or close to a rear portion in the vehicle front-rear direction of the bumper reinforcement when the actuator is operated in the event of a collision or a minute lap collision.

  In the vehicle body front part structure according to the second aspect, the actuator is supported by the main body of the skeleton member, so that the reinforcing member moves to the front side of the vehicle and contacts or approaches the rear part of the bumper reinforcement. Thereby, a part of the collision load input through the bumper reinforcement at the time of the oblique collision or the minute lap collision is supported by the reinforcing member (and the actuator). With such a simple structure, the buffer portion can be reinforced in the case of an oblique collision or a minute lap collision.

  According to a third aspect of the present invention, there is provided a vehicle body front portion structure according to the second aspect, wherein the reinforcing member is disposed on the outer side in the vehicle width direction with respect to the skeleton member, and when the actuator is operated, The rear end side is overlapped with the main body portion in a side view, and the edge portion on the outer side in the vehicle width direction of the reinforcing member is inclined so that the rear side in the vehicle front-rear direction is inward in the vehicle width direction in plan view.

  In the vehicle body front structure according to claim 3, the collision load of the oblique collision or the minute lap collision is transmitted from the bumper reinforcement to the main body portion of the skeleton member via the inclined outer edge of the reinforcing member in the vehicle width direction. The Thereby, compared with the structure which the edge part of the vehicle width direction outer side in a reinforcement member does not incline as mentioned above, the load transmission efficiency from a bumper reinforcement to a main-body part, ie, the reinforcement effect of a buffer part, is high.

  As described above, the vehicle body front structure according to the present invention is excellent in that it can suppress the rotation of the vehicle in the case of an oblique collision or a minute lap collision while ensuring the energy absorption performance by the buffer portion against the frontal collision. Has an effect.

1 is a plan view showing a schematic overall configuration of a vehicle body front structure according to an embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which expands and shows the principal part of the vehicle body front part structure which concerns on embodiment of this invention, Comprising: (A) is a perspective view which shows the reinforcement structure before an actuator action | operation, (B) is the reinforcement structure after an actuator action | operation. It is a perspective view shown. It is a top view which shows typically the operation state of the reinforcement structure when the diagonal collision to the motor vehicle to which the vehicle body front part structure which concerns on embodiment of this invention is applied arises. 1A and 1B are diagrams illustrating behavior when an oblique collision of an automobile to which a vehicle body front structure according to an embodiment of the present invention is applied, where FIG. It is a top view which shows the rotation behavior after the middle period. It is a figure which shows the behavior when the diagonal collision of the motor vehicle based on the comparative example with embodiment of this invention arises, Comprising: (A) is a top view which shows the attitude | position in the initial stage of a collision, (B) is the rotation after the middle stage of a collision It is a top view which shows a behavior.

  A vehicle body front structure 10 according to an embodiment of the present invention will be described with reference to FIGS. In addition, the arrow FR described appropriately in the figure indicates the front direction in the vehicle longitudinal direction, the arrow UP indicates the upward direction in the vehicle vertical direction, and the arrow LH indicates the left direction (one in the vehicle width direction) when facing the front direction. Arrows RH respectively indicate the right direction (the other in the vehicle width direction) side when facing the front direction. In the following description, when using the front / rear, up / down, and left / right directions unless otherwise specified, the front / rear direction of the vehicle, the up / down direction of the vehicle up / down direction, and the left / right direction in the traveling direction are shown.

(Basic skeleton of the car body)
FIG. 1 is a plan view showing a schematic configuration of a front portion of an automobile A as a vehicle to which the vehicle body front structure 10 is applied. As shown in this figure, the vehicle body B of the automobile A is provided with a pair of left and right skeleton members 11 that are elongated in the front-rear direction and are juxtaposed in the vehicle width direction. Each skeleton member 11 includes a front side member 12 as a main body and a crash box 14 as a buffer provided at the front end of each front side member 12.

  On the other hand, a bumper reinforcement 16 that is elongated in the vehicle width direction is disposed in front of the vehicle body B, that is, in front of the left and right skeleton members 11. Each skeleton member 11 is coupled to a bumper reinforcement 16 at the front end of each crash box 14. In other words, each front side member 12 is coupled to the rear wall 16 </ b> R of the bumper reinforcement 16 via the crash box 14. Specifically, the front end of each front side member 12 and the rear wall 16 </ b> R at the end in the longitudinal direction of the bumper reinforcement 16 are coupled via a crash box 14. Both ends of the bumper reinforcement 16 in the vehicle width direction are extended portions 16E that protrude outward from the front side members 12 in the vehicle width direction.

  In addition, the shock-absorbing portion of the front side member 12 that does not have the crash box 14 and whose front end portion is a shock-absorbing portion (energy absorbing portion) that is easily compressed and deformed by a compressive load is directly coupled to the bumper reinforcement 16. It is good also as a structure. In this example, the front side member having the buffer portion corresponds to the skeleton member of the present invention.

  In addition, the automobile A includes a front-impact airbag device that operates an inflator at the time of a frontal collision and inflates and deploys an airbag that receives gas supply from the inflator in front of an occupant. The front impact airbag device is configured to operate the inflator at least during a full-wrap frontal collision, an offset frontal collision, an oblique collision described later, and a minute lap collision.

(Reinforcement structure)
The vehicle body B of the automobile A is provided with a reinforcing structure 18 that reinforces the crash box 14 by being actuated. This will be specifically described below. In this embodiment, the left and right skeleton members 11 are each provided with a reinforcing structure 18 and are basically configured symmetrically. Therefore, the following description will be made with no particular distinction.

  The reinforcing structure 18 includes an actuator 20 and a reinforcing member 22 as main parts. The actuator 20 includes a cylinder 20S, a rod 20R that can be moved forward and backward with respect to the cylinder 20S, and a gas generator 20G as main parts. The cylinder 20S is fixed to the outer wall 12S of the front side member 12 on the outer side in the vehicle width direction. In this embodiment, the cylinder 20 </ b> S is fixed to the outer wall 12 </ b> S on the front end side and the rear end side via a pair of front and rear fixing tools 24.

  In this fixed state, a part of the rod 20R protrudes forward with respect to the cylinder 20S, and the protrusion amount is changed so that the rod 20R advances and retreats with respect to the cylinder 20S (the actuator 20 expands and contracts). The gas generator 20G is, for example, a micro gas generator (MGG), and is fixed to the rear end of the cylinder 20S. The gas generation unit 20G is configured to generate (supply) gas in the cylinder 20S by being operated by an ECU 26 described later. By supplying the gas into the cylinder 20S, the rod 20R is retracted from the cylinder 20S (the amount of protrusion increases), and the front end of the rod 20R moves forward (advances).

  The reinforcing member 22 is fixed to the front end of the rod 20R of the actuator 20, and moves from the separated position to the proximity position with respect to the bumper reinforcement 16 as the rod 20R advances.

  Specifically, as shown in FIGS. 2 (A) and 2 (B), the reinforcing member 22 includes a front wall 22F facing forward and an upper wall extending rearward from the upper and lower ends of the front wall 22F. 22U and lower wall 22L. The front wall 22F is formed in a rectangular shape when viewed from the front. The upper wall 22U and the lower wall 22L are formed in a right triangle shape having an edge 22S on the outer side in the vehicle width direction as a hypotenuse in plan view.

  More specifically, the upper wall 22U and the lower wall 22L form a right angle between a front edge along the vehicle width direction that is the upper and lower edges of the front wall 22F and an inner edge in the vehicle width direction along the front-rear direction. It is formed in the shape of a right triangle having the outer edge 22S in the width direction as a hypotenuse. Therefore, the edge 22S on the outer side in the vehicle width direction of the upper wall 22U and the lower wall 22L is inclined so that the rear side is directed inward in the vehicle width direction.

  In this embodiment, the reinforcing member 22 has an inner wall 22I and an outer wall 22O that connect the front wall 22F, the upper wall 22U, and the lower wall 22L. The inner wall 22I connects the inner edges of the front wall 22F, the upper wall 22U, and the lower wall 22L in the vehicle width direction. On the other hand, the outer wall 220 connects the outer edges of the front wall 22F, the upper wall 22U, and the lower wall 22L in the vehicle width direction. That is, the outer wall 220 connects the outer edge 22S of the upper wall 22U and the lower wall 22L in the vehicle width direction and the outer edge of the front wall 22F in the vehicle width direction.

  In the reinforcing member 22 described above, the front wall 22F is fixed to the front end of the rod 20R with the actuator 20 positioned between the upper wall 22U and the lower wall 22L. For this reason, notches 22C for avoiding interference with the actuator 20 are formed in the inner wall 22I and the outer wall 22O of the reinforcing member 22, respectively. The cylinder 20S may be fixed to the outer wall 12S only on the rear end side by a single or a plurality of fixtures 24, and the notch 22C may not be formed.

  The reinforcing member 22 is located at a position away from the bumper reinforcement 16 before the actuator 20 is actuated. In this separated position, the position of the front wall 22F in the front-rear direction is substantially coincident with the front end position of the front side member 12 (rear end position of the crash box 14). Thereby, the reinforcing member 22 located in the separated position is configured not to affect the compressive deformation (load, stroke) of the crash box 14.

  On the other hand, the reinforcing member 22 moves to a proximity position with respect to the bumper reinforcement 16 by the operation of the actuator 20. At this close position, the reinforcing member 22 is in contact with or close to the rear wall 16R in the overhanging portion 16E of the bumper reinforcement 16. In a state where the reinforcing member 22 is located in the proximity position, a part of the backward load input to the bumper reinforcement 16 is transmitted to the front side member 12 via the reinforcing structure 18. In this embodiment, the rear end side of the reinforcing member 22 located at the close position overlaps with the front end portion of the front side member 12 in a side view (front and rear). For this reason, a part of the backward load inputted to the bumper reinforcement 16 is transmitted to the front side member 12 even by the reinforcing member 22 alone.

(ECU)
The vehicle body front structure 10 includes an ECU (electric control unit) 26 as a control device that controls the operation of the left and right actuators 20. This will be specifically described below.

  The ECU 26 is electrically connected to the left and right actuators 20 and the collision sensor 28. This ECU 26 detects a frontal collision (full wrap frontal collision or offset frontal collision), oblique collision, and minute lap collision (occurrence or unavoidable) with respect to the applied vehicle A based on information from the collision sensor 28 or Predictable. Further, the ECU 26 can detect or predict the collision side of the counterpart vehicle (barrier Br) in the case of an oblique collision or a minute lap collision in the vehicle width direction based on information from the collision sensor 28.

  Here, the oblique collision (MDB oblique collision, oblique collision) is, for example, a collision from obliquely forward defined by NHSTA (for example, a relative angle of 15 ° with the collision partner and a lap amount of about 35% in the vehicle width direction. Clash). In this embodiment, an oblique collision at a relative speed of 90 km / hr is assumed as an example. Further, the micro lap collision is a collision in which the lap amount in the vehicle width direction with the collision partner prescribed by IIHS is 25% or less among the front collision of the automobile A, for example. For example, a collision to the outside in the vehicle width direction with respect to a front side member that is a vehicle body skeleton corresponds to a minute lap collision. In this embodiment, a minute lap collision at a relative speed of 64 km / hr is assumed as an example.

  The ECU 26 is configured not to operate the actuator 20 when detecting or predicting a frontal collision (for example, a full-lap frontal collision or an offset frontal collision). On the other hand, the ECU 26 is configured to operate the collision-side actuator 20 when an oblique collision or a minute lap collision is detected or predicted.

  As a collision sensor, an acceleration sensor or the like for detecting the occurrence of a collision may be adopted, and a millimeter wave radar or an image sensor (CCD camera or the like) for predicting a collision (inevitable) is adopted. Also good.

[Action]
Next, the operation of the embodiment will be described.

(Front collision)
When a full-wrap frontal collision occurs in the automobile A to which the vehicle body front structure 10 is applied, a collision load (a load of a predetermined value or more) is input from the bumper reinforcement 16 to the left and right crash boxes 14. Then, the left and right crash boxes 14 are compressed and deformed (collapsed), and a part of the collision energy is absorbed along with the deformation.

  Further, for example, when an offset frontal collision in which the lap amount with the counterpart vehicle (barrier) is about 40% of the dimension in the vehicle width direction, a collision load is input from the bumper reinforcement 16 to the left and right crash boxes 14. In this case, part of the collision energy is absorbed as the left and right crash boxes 14 are compressed and deformed.

  In the case of these full-wrap frontal collision and offset frontal collision, the ECU 26 does not operate the left and right actuators 20, so that the reinforcing member 22 of the reinforcing structure 18 does not affect energy absorption by the crash box 14 at the initial stage of the collision.

(Oblique collision or micro lap collision)
Based on the information from the collision sensor 28, the ECU 26 detects or predicts an oblique collision (unavoidable) in which the barrier Br (an opponent vehicle) collides from the diagonal front on the right side of the automobile A as shown in FIG. The right actuator 20 is activated. Then, the reinforcing member 22 is moved from the separated position to the close position by the operation of the actuator 20. In this proximity position, the reinforcing member 22 contacts or approaches the rear wall 16R of the bumper reinforcement 16.

  Then, a part of the load input to the bumper reinforcement 16 is transmitted to the right front side member 12 through the reinforcing structure 18, and deformation of the right crash box 14 is suppressed. That is, the right crash box 14 is reinforced, and the effect of increasing the rigidity of the crash box 14 is obtained. Thereby, compared with the comparative example which does not have the reinforcement structure 18, the deformation | transformation of the right front part of the vehicle body B accompanying a diagonal collision is suppressed, and the rotational behavior of the motor vehicle A is suppressed.

  This point will be supplemented with reference to FIGS. FIG. 5A is a schematic plan view showing a state of occurrence of an oblique collision of the automobile Ac according to the comparative example not having the reinforcing structure 18, and FIG. 5B is an oblique view of the automobile Ac. The state after the middle stage of the collision is shown in a schematic plan view. As shown in FIG. 5A, in the case of an oblique collision, a force Fc that pushes the vehicle Ac in the traveling direction of the barrier Br and a moment Mc that rotates the vehicle Ac act on the vehicle Ac. In an automobile Ac that does not include the reinforcing structure 18, the amount of deformation of the right front portion (the amount of entry of the barrier Br) is large during an oblique collision, and the reaction force Rc that acts on the barrier Br, that is, the force Fc pushed in the traveling direction of the barrier Br. small. Therefore, the ratio of the moment Mc to the input from the barrier Br is high, and the automobile Ac rotates greatly with respect to the posture at the time of occurrence of the oblique collision indicated by the imaginary line in FIG. At this time, the movement locus of the center of gravity G of the automobile Ac is mainly due to rotation as indicated by an arrow X in FIG.

On the other hand, in the car A to which the vehicle body front structure 10 is applied, the crash box 14 is reinforced by the reinforcing structure 18 at the initial stage of the collision shown in FIG. 4A, so that it is compared with the car Ac according to the comparative example. Thus, deformation of the right front part is suppressed. For this reason, compared with the comparative example, the reaction force R accompanying the progression of the barrier Br is large, and the automobile A is pushed with a large force F in the traveling direction of the barrier Br. For this reason, compared with the automobile Ac according to the comparative example, the automobile A has a higher ratio of the force F pushed backward in the input from the barrier Br, and the moment M while moving backward by the force F. Rotate at. The movement locus of the center of gravity G of the automobile A at this time is mainly due to backward movement and rotation as indicated by an arrow Y in FIG.

  As described above, the vehicle A to which the vehicle body front structure 10 is applied can suppress the rotation due to the oblique collision to be smaller than the vehicle Ac according to the comparative example that does not include the reinforcing structure 18. In addition, although explanation is omitted, the rotation of the automobile A is suppressed to be small as compared with the automobile Ac according to the comparative example against an oblique collision on the left side or a minute lap collision on either of the left and right.

(Summary of action)
Therefore, the vehicle body front structure 10 can suppress the rotation of the automobile A in the case of an oblique collision or a minute lap collision while ensuring the energy absorption performance by the crash box 14 against a frontal collision.

  Further, as described above, since the rotation of the automobile A accompanying the oblique collision or the minute lap collision is suppressed, the movement of the occupant to the collision side in the vehicle width direction during the collision (movement amount) is suppressed. Specifically, in the case of an oblique collision or a minute lap collision, the vehicle bodies B and Bc rotate as described above, while the occupant moves forward due to inertia, so the occupant moves forward with respect to the vehicle bodies B and Bc. While relatively moving to the collision side in the vehicle width direction.

  And as above-mentioned, since the motor vehicle A to which the vehicle body front structure 10 is applied can suppress rotation less than the motor vehicle Ac according to the comparative example, the movement amount of the occupant to the collision side in the vehicle width direction is also suppressed small. It is done. For this reason, a passenger | crew has a small position shift with respect to the expansion | deployment area | region of the front collision airbag, and is easy to be protected appropriately by this front collision airbag.

  In addition, the vehicle body front structure 10 includes a pair of reinforcing structures 18 that individually reinforce the left and right crash boxes 14, so that the automobile A collides against an oblique collision or a minute wrap collision on either side. Rotation to the side can be suppressed.

  Furthermore, since the reinforcing structure 18 is mainly composed of the actuator 20 and the reinforcing member 22, the crash box 14 can be reinforced with a simple structure in the case of an oblique collision or a minute lap collision.

  Further, the reinforcing member 22 has a vehicle width direction outer edge 22S (outer wall 22O) that is inclined so that the front side is positioned on the vehicle width direction outer side than the rear side in plan view, and the vehicle width direction The rear end of the outer edge 22 </ b> S reaches the outer wall 12 </ b> S of the front side member 12. For this reason, a part of the load input from the barrier Br to the bumper reinforcement 16 at the time of the oblique collision or the minute lap collision is directly applied to the front side member 12 along the edge 22S on the outer side in the vehicle width direction of the reinforcing member 22. (Without the actuator 20). Accordingly, the load transmission efficiency from the bumper reinforcement 16 to the front side member 12, that is, the reinforcing effect of the crash box 14, compared with the comparative example using the reinforcing member whose outer edge in the vehicle width direction is not inclined as described above. Is expensive.

  In particular, for an oblique collision, since the outer wall 22O of the reinforcing member 22 is inclined so as to approach the input direction of the oblique collision, a collision load (a part thereof) at the time of the oblique collision is the outer wall 22O. Is transmitted to the front side member 12 as an axial force (in-plane force). For this reason, the reinforcing effect of the crash box 14 is higher.

(Modification)
In the above-described embodiment, the example in which the reinforcing structure 18 is disposed on the outer side in the vehicle width direction with respect to the front side member 12 and the crash box 14 is shown, but the present invention is not limited to this. The reinforcing structure is sufficient if the reinforcing member located at the close position is in contact with or close to the rear wall 16R of the bumper reinforcement 16. Therefore, for example, various arrangements such as the closed cross section of the front side member 12 and the crash box 14, the upper side, the lower side, and the inner side in the vehicle width direction can be employed. Further, the present invention is not limited to a configuration in which the separation position is behind the proximity position (the actuator 20 extends back and forth). For example, the rotation position downward or downward relative to the proximity position is the separation position. It is also good.

  Further, in the above-described embodiment, the example in which the reinforcing structure 18 that positions the reinforcing member 22 in the proximity position by operating the actuator 20 at the time of the oblique collision or the minute lap collision is provided is shown. It is not limited to. The reinforcing structure may be any structure that reinforces the crash box 14 in the case of an oblique collision or a minute lap collision. Therefore, for example, the configuration may be such that the reinforcing member 22 is normally positioned at a close position and the reinforcing member 22 is moved to a separated position in the event of a full-wrap frontal collision or the like. Further, for example, the reinforcing structure is usually configured to reinforce the crash box, and the reinforcing effect is reduced or lost by partly or entirely breaking in the event of a full-wrap frontal collision or the like. May be. In other words, the present invention is not limited to a configuration in which the crash box 14 is reinforced by moving the reinforcing member 22 between the separation position and the proximity position in the case of an oblique collision or a minute lap collision.

  Furthermore, in the above-described embodiment, the example in which the reinforcing structure 18 that suppresses the deformation of the crash box 14 by transmitting the load from the bumper reinforcement 16 to the front side member 12 is provided has been shown. It is not limited. The reinforcing structure only needs to suppress the deformation of the crash box 14 in the case of an oblique collision or a minute lap collision. Therefore, for example, a structure in which deformation of the crash box 14 is suppressed by transmitting a load from the bumper reinforcement 16 to an apron upper member, a power unit, or the like may be employed.

  Furthermore, in the above-described embodiment, an example in which the reinforcing member 22 has a right triangle shape with the edge portion 22S on the outer side in the vehicle width direction as a hypotenuse in plan view is shown, but the present invention is not limited to this. For example, a rectangular reinforcing member may be used in plan view.

  In the above-described embodiment, an example in which the left and right reinforcing structures 18 are provided as a pair is shown, but the present invention is not limited to this. For example, it is good also as a structure which provided the reinforcement structure 18 only in the left-right one side. Moreover, it is good also as a structure (A combination of any two of said embodiment and each modification etc.) from which the structure of a reinforcement structure differs in right and left.

  Furthermore, in the above-described embodiment, the example in which the ECU 26 operates the actuator 20 on the collision side is shown, but the present invention is not limited to this. For example, in a configuration in which the ECU 26 does not detect the collision side of the opponent vehicle in the case of an oblique collision or a minute lap collision in the vehicle width direction, the left and right actuators 20 may be operated together when an oblique collision or a minute lap collision is detected. good.

  In addition, it goes without saying that the present invention can be implemented with various modifications without departing from the gist thereof. For example, you may comprise a reinforcement structure combining the structure (element) of each said modification suitably.

10 Car body front structure 11 Frame member 12 Front side member (main body, frame member)
14 Crash box (buffer part, frame member)
16 Bumper reinforcement 18 Reinforcement structure 20 Actuator (reinforcement structure)
22 Reinforcement member (reinforcement structure)

Claims (3)

A bumper reinforcement that is longitudinal in the vehicle width direction and arranged at the front end of the vehicle,
A pair of shock absorbers that are elongated in the vehicle longitudinal direction and are juxtaposed in the vehicle width direction, each of which is deformed by receiving a load in the vehicle longitudinal direction that is greater than or equal to a predetermined value, and coupled to the bumper reinforcement in the buffer portion. A skeleton member of
A reinforcing structure that reinforces the buffer portion of the one skeleton member in the case of an oblique collision or a minute lap collision on one skeleton member side in the vehicle width direction;
Body front structure with   In the bumper reinforcement, the reinforcing structure includes an actuator supported by a main body portion disposed behind the buffer portion in the skeleton member, and the actuator is operated in the case of the oblique collision or the minute lap collision. The vehicle body front part structure of Claim 1 comprised including the reinforcement member contacted or adjoined to the rear part of the vehicle front-back direction. The reinforcing member is disposed on the outer side in the vehicle width direction with respect to the skeleton member, and when the actuator is operated, a rear end side in the vehicle front-rear direction is overlapped with the main body in a side view,
The vehicle body front part structure according to claim 2, wherein an edge of the reinforcing member on the outer side in the vehicle width direction is inclined so that a rear side in the vehicle front-rear direction is directed inward in the vehicle width direction in plan view.

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