JP2021154838A - Vehicular front suspension device - Google Patents

Abstract

To provide a vehicular front suspension device capable of absorbing the energy of an offset front face collision.SOLUTION: A vehicular front suspension device 5 includes: a front suspension member 51 which is attached to at least a front side member 14 of an engine room 11 of a vehicle body 1 and which supports suspension devices; and a front cross member 52 attached to the front end of the front suspension member. The front suspension member includes a pair of side rail portions 511 provided at side portions, respectively, and extending in the back-and-forth direction of a vehicle. The front cross member is attached and extended so as to connect the respective front end portions of the pair of side rail portions. A center portion 54 of the front cross member is formed in a shape included in a second range R2 of an attached portion 53 between the front cross member and the respective front end portions of the pair of side rail portions when the vehicle body is viewed from the side face thereof.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle front suspension device.

As one of the offset frontal collision tests, a minute lap collision test (small overlap test) having an offset rate of about 25% is known. This crash test was conducted and published by the Insurance Institute for Highway Safety (IIHS) in the United States at the end of 2012, and 25% of the front driver's side of the car is a barrier at 40 mph (about 64 km). Is to collide with. In order to increase resistance to this type of collision, the suspension member, the side member extending from the suspension member to the front side in the front-rear direction of the vehicle and having a curved portion, and the vehicle body side fastening at the front end portion of the side member. A vehicle front structure having a bending starting point formed behind the portion and buckling the front end portion in the vertical direction of the vehicle in the vertical direction has been proposed (Patent Document 1).

Japanese Unexamined Patent Publication No. 2018-122766

However, in the above-mentioned prior art, in the case of an offset frontal collision, the buckling portion of the side member provided in front of the suspension member is brought into contact with the drive train to generate a lateral force in the vehicle, and the vehicle is avoided from the collision object. It is something to move. Therefore, no mention is made of the collision energy absorption performance of the suspension member itself, and there is room for improvement.

Incidentally, the front end portion 22A of the side member 22 of the prior art (Patent Document 1) is provided with a lower crash box 30 extending in the front-rear direction of the vehicle, and the front portion of the lower crash box 30 is along the vehicle width direction. A connecting member 32 that curves forward is provided. However, when the front part of the vehicle collides with the barrier in an offset frontal manner, the connecting member 32 bridged between the pair of left and right lower crash boxes 30 breaks as shown in FIG. 5 of the prior art (Patent Document 1). It does not control the load path function to the side member 22. Therefore, the connecting member 32 of the prior art is not a member that exhibits an energy absorbing function against an offset frontal collision including a small overlap.

An object to be solved by the present invention is to provide a vehicle front suspension device capable of absorbing the energy of an offset frontal collision.

According to the present invention, a front suspension member having a pair of side rail portions extending in the front-rear direction of the vehicle on each of both side portions and a front extending so as to bridge the front end portions of the pair of side rail portions are attached. In a vehicle front suspension device provided with a cross member, the central portion of the front cross member is included in the range of the mounting portion between the front cross member and the front end portion of the pair of side rail portions when viewed from the side surface of the vehicle. The above problem is solved by forming the shape so that it can be used.

According to the present invention, when an offset frontal collision occurs, the collision load due to the barrier is input to the front cross member, but the central portion of the front cross member has a shape included in the range of the mounting portion. The collision load can be transmitted to the front suspension member as it is. As a result, the front suspension member can also absorb the energy of the offset frontal collision.

It is a perspective view which shows the front part of the automobile body to which the front suspension device for a vehicle of this invention is applied. It is a side view which shows the front part of the automobile body of FIG. It is a top view which shows the front part of the automobile body of FIG. It is a perspective view which shows one Embodiment of the front suspension device for a vehicle of this invention. It is a perspective view of the front suspension device for a vehicle of FIG. 4 seen from the back side. FIG. 4 is a front view (A), a plan view (B), a side view (C), and a cross-sectional view taken along the line (D) DD showing the front suspension device for a vehicle of FIG. It is a perspective view which shows the front cross member of FIGS. 4 to 6. It is an exploded perspective view which shows the front cross member of FIG. It is sectional drawing which follows the IX-IX line of FIG. It is sectional drawing which follows the XX line of FIG. It is a graph which shows the reaction force at the time of performing an offset frontal collision test with respect to the automobile body which concerns on embodiment of this invention. It is a graph which shows the reaction force at the time of performing an offset frontal collision test with respect to the automobile body which concerns on the comparative example of this invention. It is a top view and a side view (the 1) which show the front part of the automobile body when the offset frontal collision test was performed. It is a top view and a side view (No. 2) which show the front part of the automobile body when the offset frontal collision test was performed. 3 is a plan view and a side view (No. 3) showing a front portion of an automobile body when an offset frontal collision test is performed. It is a top view and the side view (the 4) which show the front part of the automobile body at the time of performing an offset frontal collision test.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view showing a front portion of an automobile body 1 to which the vehicle front suspension device 5 of the present invention is applied, FIG. 2 is a side view, and FIG. 3 is a plan view. In the following description, the terms "front", "rear", "left", and "right" indicating the direction or positional relationship shall be the direction or positional relationship according to the front, rear, left, and right in the normal posture of the vehicle. As shown in FIGS. 2 and 3, the front-rear direction of the vehicle is also referred to as an X-axis, the left-right direction of the vehicle is also referred to as a Y-axis, and the vertical direction of the vehicle is also referred to as a Z-axis.

In general, the automobile body 1 of a passenger car is fixed by assembling and fixing the floor sub-assembly, the left and right side body sub-assembly, the roof sub-assembly, the front deck sub-assembly, and the rear panel sub-assembly by welding or the like. However, it consists of assembling lid parts such as the hood, side doors, and trunk lid to this.

The engine room 11 (also referred to as an engine compartment) is an outdoor space having a substantially rectangular parallelepiped shape for mounting various parts such as an engine and its accessories, a drive train, and a battery (all of which are not shown). The engine room 11 and the interior (cabin) 12 are separated by a dash panel 13, and a pair of left and right front side members 14 extending toward the front of the vehicle are spot-welded or arc-welded to the front of the dash panel 13. It is fixed by such as. Further, in the range from the rear end portion to the front end portion of the pair of left and right front side members 14, the pair of left and right front inside panels 15 constituting the tire house in which the left and right front wheels are stored are spot-welded, arc-welded, etc. Is fixed by.

Further, a radiator core support 16 is fixed to the front end portion of the front side member 14 and the front end portion of the front inside panel 15 by spot welding, arc welding, or the like. The dash panel 13, a pair of left and right front side members 14, a pair of left and right front inside panels 15, and a radiator core support 16 form a main skeleton component of the engine room 11. The front side member 14 supports a heavy engine and its auxiliary equipment, and further supports a front suspension member 51 for supporting a front suspension device (not shown).

FIG. 4 is a perspective view showing an embodiment of the vehicle front suspension device 5 of the present invention, FIG. 5 is a perspective view of the vehicle front suspension device 5 as viewed from the back side, and FIG. 6 is the vehicle front. It is (A) front view, (B) plan view, (C) side view and (D) cross-sectional view along line DD which show the suspension device 5. The vehicle front suspension device 5 of the present embodiment is mainly composed of a front suspension member 51, a front cross member 52, and a joint lean force 55.

As shown in FIG. 6D, the front suspension member 51 is a steel component in which two U-shaped cross-section parts 511a and 511b obtained by press-molding a steel plate are combined with each other and the jointed portions are joined by arc welding or the like. The general cross section is a bag structure. The front suspension member 51 of the present embodiment includes a pair of side rail portions 511 extending in the front-rear direction of the vehicle on both side portions, a front cross portion 512 spanning the pair of side rail portions 511, and a center cross. It is a rigid structure having a portion 513 and a rear cross portion 514.

The front suspension member 51 includes a mount portion 515 provided on each of the front upper surfaces of the pair of side rail portions 511 and a mount portion 516 provided on each of the rear upper surfaces of the pair of side rail portions 511. , It is attached to the lower surface of the front side member 14 via the brackets 517 provided at the rear ends of the pair of side rail portions 511 (see FIG. 2). Reference numeral 56 shown in FIG. 4 is a mount bracket for attaching the lower arm (not shown) of the front suspension device, and reference numeral 57 is a mount bracket for attaching a drive train (not shown).

Returning to FIG. 2, a radiator core support 16 and a front bumper force upper 17 are attached to the front end of the front side member 14. Further, a crash box 20 is provided between the front bumper force upper 17 and the front end portion of the front side member 14 via a gusset 19. The crash box 20 is a member that absorbs collision energy by compressing and deforming in the axial direction when a collision load is input. In the present embodiment, the front end portion of the pair of front side members 14 and the front bumper force upper 17 It is provided in each of the spaces. Further, as shown in FIG. 2, a crash box 58 having the same function is provided between the left and right ends of the front cross member 52 and the front bumper line force lower 18, which will be described later.

By the way, in the micro lap collision test (SOL) with an offset rate of about 25%, since the lap rate between the barrier and the body is small, whether the main skeleton members such as the front side member 14 and the front suspension member 51 collide with the barrier. Or even if it collides, it is difficult to get a sufficient load path. Therefore, there is a problem that the amount of deformation of the cabin becomes larger than that of other collision tests having a large lap ratio. Therefore, in the present embodiment, the front cross member 52 is provided at the front portion of the front suspension member 51 so that the collision load is sufficiently input to the front suspension member 51 even in a minute lap collision having an offset rate of about 25%. It was configured in.

Reference numeral B in the plan view of FIG. 3 indicates a barrier for a microlap collision test having an offset rate of 25%, and reference numeral R1 in the plan view of FIG. 3 is from the vehicle width direction center line CL of the automobile body 1. It shows the first range that extends by 25% of the vehicle width on each of the left and right sides. The outside of the first range R1 is a range that collides with the barrier B in the microlap collision test having an offset rate of 25%. In the automobile body 1 of the present embodiment, the front side member 14 is also the front suspension member 51. Since all of the side rail portions 511 are in the first range R1, the collision load due to the barrier B is not directly input.

Therefore, in the present embodiment, both ends of the front cross member 52 extend outward in the vehicle width direction, and are attached to the front end portion of the front suspension member 51 at the attachment portion 53 outside the first range R1. As a result, the barrier B collides with the front cross member 52, so that the front suspension member 51 can be used as a load path at the time of a minute lap collision via the front cross member 52. Hereinafter, the front cross member 52 will be described.

7 is a perspective view showing the front cross member 52 of FIGS. 4 to 6, and a partially enlarged perspective view, FIG. 8 is an exploded perspective view showing the front cross member 52 of FIG. 7, and FIG. 9 is FIG. A cross-sectional view taken along line IX-IX, FIG. 10 is a cross-sectional view taken along line XX of FIG. As shown in FIG. 9, the front cross member 52 of the present embodiment has two front cross member centers 521 having a U-shaped cross section pressed and molded at both ends. The front cross member side 522 is overlapped, and this portion is joined by spot welding or the like. Although not particularly limited, it is preferable to use a steel plate made of a material having a larger amount of deformation (elongation) when a tensile force is applied than the front cross member side 522 for the front cross member center 521. This is to prevent the front cross member center 521 from breaking in the event of a collision.

The outer end of the vehicle on the front cross member side is a portion serving as a mounting portion 53 with the front suspension member 51, and as shown in the exploded perspective view of FIG. 8, the front suspension lean force upper 523 and the front suspension lean force It is a part having a bag structure in cross section, in which a lower 524 is joined in a monaca shape and a bulkhead 525 is attached inside the joint. Then, a plate 526 is interposed between the joint lean force 55 attached to the tip surface of the side rail portion 511 of the front suspension member 51. The front suspension lean force upper 523, the front suspension lean force lower 524, the bulkhead 525 and the plate 526 are all press-molded steel plates.

As shown in FIGS. 4 and 6B, the joint lean force 55 is a member that connects the end portion of the front cross member 52 and the front end portion of the side rail portion 511 of the front suspension member 51, and is shown in FIG. As shown, the cross section is press-molded into a U shape. Then, as shown in the plan view of FIG. 6B, the outer surface 52F of the end portion of the front cross member 52 and the outer surface 55F of the joint lean force 55 are in the extending direction M of the front end portion of the side rail portion 511. It is connected flush with each other along.

Further, as shown in the cross-sectional view of FIG. 10, the front suspension lean force upper 523, the front suspension lean force lower 524, and the bulkhead 525 shown by the dotted lines with respect to the bag structure cross section of the side rail portion 511 of the front suspension member 51. Since the cross sections of the bag structures overlap and the U-shaped cross sections of the joint lean force 55 also overlap, the collision load input to the front cross member 52 can be transmitted to the side rail portion 511 of the front suspension member 51.

As shown in FIG. 4, the front cross member 52 is extended and attached so as to bridge the front end portions of the pair of side rail portions 511, but the central portion 54 of the front cross member 52 is a side surface of the vehicle. When viewed from above, the shape is included in the second range R2 of the mounting portion 53 of the front cross member 52 and the front end portion of the pair of side rail portions 511. The second range R2 is between the front end surface of the front cross member side 522, which is the frontmost end surface of the mounting portion 53, and the plate 526, which is the rearmost end surface of the mounting portion 53 (see the enlarged view of FIG. 7). ..

Further, the front end surface of the central portion 54 of the front cross member 52 is seen from the front end surface of the mounting portion 53 of the front cross member 52 and the front end portions of the pair of side rail portions 511 when viewed from the side surface of the vehicle. It has a concave shape on the back side. The front end surface of the central portion 54 of the front cross member 52 is flush with the front end surface of the mounting portion 53 of the front cross member 52 and the front end portions of the pair of side rail portions 511 when viewed from the side surface of the vehicle. It may be in the shape of. However, it is not preferable that the front end surface of the central portion 54 of the front cross member 52 has a shape that exceeds the second range R2 and is convex toward the front side of the vehicle from the front end surface of the mounting portion 53. This is because the front cross member 52 is likely to break at the time of a collision.

Further, the front end surface of the front cross member 52 is the rear part of the vehicle from the front end surface of the front bumper force upper 17 and the front end surface of the front side member 14 when viewed from the side surface of the vehicle. It is attached so that it is located in the part. The left view of FIG. 11 is a schematic view of the front bumper force upper 17, the front side member 14, the front cross member 52, and the side rail portion 511 of the front suspension member 51 when the automobile body 1 is viewed from the side thereof. Is. The symbol P indicates a buckling planned position. As shown in the left view of FIG. 11, the front end surface of the front cross member 52 is attached between the front end surface of the front bumper force upper 17 and the front end portion of the front side member 14.

The right figure of FIG. 11 shows the reaction force F1 at the time of collision by the front cross member 52 and the side rail portion 511, the reaction force F2 at the time of collision of the front side member 14, these resultant forces F3, and the reaction force of the interior (cabin) 2. It is a graph which shows F4 (the horizontal axis is time). In the case of setting as shown in the left figure of FIG. 11, when the collision load is input, the peak of the reaction force F1 at the time of collision by the front cross member 52 and the side rail portion 511 first appears, and then the front side member 14 is slightly delayed. The peak of the reaction force F2 at the time of collision appears. Therefore, the efficiency of the impact absorption energy, which is the resultant force F3, becomes high, and each member buckles at the initial buckling planned position P.

On the other hand, FIG. 12 is a schematic diagram and a graph showing a comparative example of the present embodiment. As shown in the left figure of FIG. 11, in the comparative example, the front end surface of the front cross member 52 is behind the front end surface of the front bumper force upper 17, but is the same as the front end surface of the front side member 14. It is installed in the position. In this setting, when the collision load is input, the peak of the reaction force F1 at the time of collision by the front cross member 52 and the side rail portion 511 and the peak of the reaction force F2 at the time of collision of the front side member 14 appear at the same time. The front suspension member 51 may buckle at a position P1 other than the planned buckling position P.

13 to 16 are a plan view and a side view showing a front portion of the automobile body 1 when an offset frontal collision test is performed. FIG. 13 shows a state when the collision load from the barrier B is input to the front bumper force upper 17 at the initial stage of the collision, and FIG. 14 shows the state when the collision load from the barrier B is input to the front cross member 52 at the next time point. FIG. 15 shows the state when the collision load from the barrier B is input to the front suspension member 51 at the next time point, and FIG. 16 shows the state at the next time point. In the state shown in FIG. 14, the collision load from the barrier B is input to the mounting portion 53 of the front cross member 52, and this collision load is transmitted to the side rail portion 511 of the front suspension member 51 via the joint lean force 55. Therefore, as shown in FIGS. 15 and 16, it is understood that the side rail portion 511 buckles.

As described above, according to the vehicle front suspension device 5 of the present embodiment, the front suspension member 51 attached to the front side member 14 and supporting the suspension device and the front attached to the front end portion of the front suspension member 51. The front suspension member 51 includes a cross member 52, and the front suspension member 51 has a pair of side rail portions 511 extending in the front-rear direction of the vehicle on both side portions, and the front cross member 52 has a pair of side rail portions 511. The central portion 54 of the front cross member 52 is attached so as to extend over the front end portion, and the front end portion of the front cross member 52 and the pair of side rail portions 511 when the automobile body 1 is viewed from the side surface thereof. The shape is included in the second range R2 of the mounting portion 53 with and. As a result, the collision load can be transmitted to the front suspension member 51 without breaking the front cross member 52 due to the collision load. As a result, the front suspension member can also absorb the energy of the offset frontal collision.

Further, according to the vehicle front suspension device 5 of the present embodiment, the front end surface of the central portion 54 of the front cross member 52 is a pair of side rails with the front cross member 52 when the automobile body 1 is viewed from the side surface thereof. The shape is recessed toward the rear side of the vehicle from the front end surface of the mounting portion 53 with the front end portion of the portion 511. As a result, the collision load can be transmitted to the front suspension member 51 without breaking the front cross member 52 due to the collision load. As a result, the front suspension member can also absorb the energy of the offset frontal collision.

Further, according to the vehicle front suspension device 5 of the present embodiment, the front end surface of the central portion 54 of the front cross member 52 is a pair of side rails with the front cross member 52 when the automobile body 1 is viewed from the side surface thereof. The shape is flush with the front end surface of the mounting portion 53 with the front end portion of the portion 511. As a result, the collision load can be transmitted to the front suspension member 51 without breaking the front cross member 52 due to the collision load. As a result, the front suspension member can also absorb the energy of the offset frontal collision.

Further, according to the vehicle front suspension device 5 of the present embodiment, the front end surface of the front cross member 52 is a front bumper line force upper 17 or a front bumper line force lower when the automobile body 1 is viewed from the side surface thereof. It is attached so as to be located at the rear of the vehicle with respect to the front end surface of 18 and at the front of the vehicle with respect to the front end of the front side member 14. As a result, when the collision load is input, as shown in FIG. 11, the peak of the reaction force F1 at the time of collision by the front cross member 52 and the side rail portion 511 first appears, and then the front side member 14 collides with a slight delay. The peak of the reaction force F2 of time appears. Therefore, the efficiency of the impact absorption energy, which is the resultant force F3, becomes high, and each member buckles at the initial buckling planned position P.

Further, according to the vehicle front suspension device 5 of the present embodiment, the end portion of the front cross member 52 and the side rail portion 511 are attached to the attachment portion 53 between the front cross member 52 and the front end portion of the pair of side rail portions 511. A joint lean force 55 is provided to connect the front end portion of the joint lean force 55, and as shown in FIG. 6B, the outer surface 52F of the end portion of the front cross member 52 and the outer surface 55F of the joint lean force 55 are side rails. It is connected flush with each other along the extending direction M of the front end portion of the portion 511. As a result, the collision load input to the mounting portion 53 of the front cross member 52 can be efficiently transmitted to the side rail portion 511 of the front suspension member 51.

Further, according to the vehicle front suspension device 5 of the present embodiment, the end portion of the front cross member 52 has a bag structure in cross section, and the bulkhead 525 has a cross section between the upper surface and the lower surface inside the bag structure. It is fixed. As a result, the strength of the mounting portion 53 of the front cross member 52 is increased, and the collision load input to the mounting portion 53 of the front cross member 52 can be efficiently transmitted to the side rail portion 511 of the front suspension member 51.

Further, according to the vehicle front suspension device 5 of the present embodiment, the pair of side rail portions 511 are attached to the first range R1 extending by 25% of the vehicle width from the center line CL in the vehicle width direction. , Both ends of the front cross member 52 are attached so as to be located outside the first range R1. As a result, even in a minute lap collision with an offset rate of 25%, the collision load is input to the front cross member 52, so that the front suspension member 51 is loaded via the front cross member 52 at the time of a minute lap collision. Can be a path.

Further, according to the vehicle front suspension device 5 of the present embodiment, the front suspension member 51 is the center of the rear cross portion 514 bridged over the rear end portions of the pair of side rail portions 511 and the pair of side rail portions 511. A pair of side rail portions 511 including a center cross portion 513 bridged over the portions and a front cross portion 512 which is a front end portion of the pair of side rail portions 511 and is bridged to the rear portion from the front cross member 52. Is attached to the front side member 14. As a result, the front suspension member 51 can be used as a load path at the time of a minute lap collision.

Further, according to the vehicle front suspension device 5 of the present embodiment, between the front end surface of the front end surface of the front cross member 52 with the front end portion of the pair of side rail portions 511 and the front bumper line force lower 18. Is provided with a crash box 58. As a result, when a collision load is input to the front bumperine force lower 18, the crash box 58 is compressed and deformed in the axial direction to absorb the collision energy.

1 ... Car body 11 ... Engine room 12 ... Indoor 13 ... Dash panel 14 ... Front side member 15 ... Front inside panel 16 ... Radiator core support 17 ... Front bumper line force upper 18 ... Front bumper line force lower 19 ... Gasset 20 ... Crash Box 5 ... Front suspension device for vehicles 51 ... Front suspension member 511 ... Side rail part 512 ... Front cross part 513 ... Center cross part 514 ... Rear cross part 515,516 ... Mount part 517 ... Bracket 52 ... Front cross member 521 ... Front cross Member center 522 ... Front cross member Side 523 ... Front suspension lean force upper 524 ... Front suspension lean force lower 525 ... Bulkhead 526 ... Plate 53 ... Mounting part between front cross member and tip of side rail 54 ... Front cross member Central part 55 ... Joint lean force 56, 57 ... Mount bracket 58 ... Crash box B ... Barrier
CL ... Center line in the vehicle width direction R1 ... First range R2 ... Second range

Claims (9)

The front suspension member, which is attached to at least the front side member of the engine room of the automobile body and supports the suspension system,
In a vehicle front suspension device including a front cross member attached to a front end portion of the front suspension member.
The front suspension member has a pair of side rail portions extending in the front-rear direction of the vehicle on each of both side portions.
The front cross member is extended and attached so as to bridge the front end portions of the pair of side rail portions.
The central portion of the front cross member has a shape included in the range of the mounting portion between the front cross member and the front end portion of the pair of side rail portions when the automobile body is viewed from the side surface thereof. For front suspension device. The front end surface of the central portion of the front cross member is behind the vehicle from the front end surface of the mounting portion of the front cross member and the front end portions of the pair of side rail portions when the automobile body is viewed from the side surface thereof. The vehicle front suspension device according to claim 1, which has a concave shape on the side. The front end surface of the central portion of the front cross member is flush with the front end surface of the mounting portion of the front cross member and the front end portions of the pair of side rail portions when the automobile body is viewed from the side surface thereof. The vehicle front suspension device according to claim 1, which has a shape. The front end surface of the front cross member is the rear part of the vehicle from the front end surface of the front bumper force when the automobile body is viewed from the side surface, and the front end surface of the vehicle is more than the front end surface of the front side member. The vehicle front suspension device according to any one of claims 1 to 3, which is mounted so as to be located in. A joint lean force for connecting the end portion of the front cross member and the front end portion of the side rail portion is provided at the attachment portion between the front cross member and the front end portion of the pair of side rail portions.
Any one of claims 1 to 4, wherein the outer surface of the end portion of the front cross member and the outer surface of the joint lean force are flush with each other along the extending direction of the front end portion of the side rail portion. The vehicle front suspension device according to paragraph 1. The vehicle front suspension device according to claim 5, wherein the end portion of the front cross member has a bag structure in cross section, and the bulkhead is fixed between the upper surface and the lower surface inside the bag structure. The pair of side rails are attached to a first range extending from the center line in the vehicle width direction by 25% of the vehicle width on each side.
The vehicle front suspension device according to any one of claims 1 to 6, wherein both ends of the front cross member are located outside the first range. The front suspension member includes a rear cross portion spanning the rear end portions of the pair of side rail portions, a center cross portion spanning the central portion of the pair of side rail portions, and the pair of side rail portions. Includes a front cross portion that is the front end portion of the vehicle and is bridged to the rear portion from the front cross member.
The vehicle front suspension device according to any one of claims 1 to 7, wherein the pair of side rail portions are attached to the front side member. Any one of claims 1 to 8 in which a crash box is provided between the front end surface of the front end surface of the front cross member with the front end portions of the pair of side rail portions and the front bumper line force lower. The vehicle front suspension device described in the section.

Images