JP5760979B2 - Vehicle front structure - Google Patents

Description

  The present invention relates to a front structure of a vehicle such as an automobile, and more particularly to a front structure of a vehicle having left and right front side members and a front suspension member provided therebetween.

  In vehicles such as automobiles, it is important to ensure the safety of vehicle occupants by preventing damage to the cabin as much as possible even when the vehicle collides forward. For this reason, in the art, various front structures have been proposed in the past in order to prevent the damage caused by the front collision from reaching the cabin as much as possible.

  For example, in Patent Document 1 below, the left and right front side members 25 are arranged below the left and right front side members 25 and are spaced apart in the front-rear direction of the vehicle and connected to the left and right front side members. A front structure of a vehicle having a sub-frame 27 is described. In particular, as shown in FIG. 4 of this document, the left and right front side members are a front deformation portion 91 in front of the subframe 27, and a central deformation between the front connection portion and the rear connection portion of the subframe 27. The part 96 is divided into three parts, that is, a rear deformation part 97 on the rear side from the rear connection part. The proof stress in the front-rear direction is set so as to increase sequentially in the order of the front deformation portion 91, the central deformation portion 96, and the rear deformation portion 97.

  According to this type of front structure, the amount of deformation of the left and right front side members when the vehicle collides forward is larger toward the front side and smaller toward the rear side. For example, when the proof strength in the front-rear direction is constant, In comparison, it is possible to reduce the possibility of the destruction caused by the front collision reaching the cabin.

JP 2009-255883 A

[Problems to be Solved by the Invention]
However, in the conventional front structure described in the above publication, the deformation amount of the left and right front side members to the rear of the vehicle is small, so that the deformation stroke of the front ends of the left and right front side members to the rear of the vehicle is increased. Can not do it. Therefore, the EA amount (collision energy absorption amount) with respect to the front collision of the vehicle cannot be increased. Therefore, the conventional front structure needs to be improved so that the collision energy can be satisfactorily absorbed and the impact applied to the passenger can be satisfactorily reduced by increasing the deformation stroke.

The present invention has been made in view of the above-described problems in the front structure of a conventional vehicle in which the proof strength in the front-rear direction of the left and right front side members is set to gradually increase from the front toward the rear. is there. The main object of the present invention is to improve the front portion of the vehicle so that it can absorb the collision energy of the front collision better and reduce the impact given to the occupant better by increasing the deformation stroke than before. Is to provide a structure.
[Means for Solving the Problems and Effects of the Invention]

According to the present invention, the main problem described above is provided between the left and right front side members spaced in the lateral direction of the vehicle and extending in the longitudinal direction of the vehicle, and the left and right front side members, In the front structure of a vehicle, comprising a front suspension member connected to the left and right front side members at left and right front connection parts and rear connection parts spaced apart in the longitudinal direction of the vehicle. longitudinal strength of the side member, at least in part on at with rather low, the front side member between said front connecting portion with respect to the vehicle front side the rear connecting portion and the front connecting part of the front end portion of the When the front side member is deformed by a predetermined amount or more between the front side connecting portion and the rear side connecting portion by receiving a load to the rear of the vehicle at the front end of the front side member, Is achieved by a front structure of a vehicle, characterized in that is configured to release the coupling state between the front suspension member and said front side member.

According to the above configuration, the region between the front connection part and the rear connection part is preferentially deformed rather than the front end parts of the left and right front side members at the time of the front collision, thereby deforming the deformation stroke of the left and right front side members. Can be secured. Further, it is possible to effectively transmit the collision load from the left and right front side members to the front suspension member and to deform it. Therefore, the amount of collision energy absorbed by the deformation of the member is reduced as compared with the conventional structure in which the proof strength in the front-rear direction between the front-side connecting portion and the rear-side connecting portion is higher than the proof strength in the front-rear direction. Can be bigger. Therefore, it is possible to satisfactorily reduce the impact given to the occupant while reducing the possibility that the destruction caused by the front collision will reach the cabin.
Further, according to the above configuration, the front side connecting portion releases the connection between the front side member and the front suspension member, so that deformation between the front side connecting portion and the rear side connecting portion is facilitated. Therefore, since the deformation stroke can be increased by the deformation between the front side connecting portion and the rear side connecting portion, the impact applied to the occupant is further reduced as compared with the case where the front side connecting portion does not release the connection. can do.

According to the present invention , the main problem described above is provided between the left and right front side members spaced in the lateral direction of the vehicle and extending in the longitudinal direction of the vehicle, and the left and right front side members. In the front structure of a vehicle, the front suspension member is connected to the left and right front side members at the left and right front connection parts and the rear connection parts that are spaced apart in the longitudinal direction of the vehicle. The longitudinal strength of the front side member is lower in at least a part between the front connection portion and the rear connection portion than the front end portion of the front side of the vehicle with respect to the front connection portion. side members are reinforced by the reinforcing member at the front end, the reinforcement member is the front side member when the front side member receives a load in the vehicle rear at the front end There has a notch for determining the direction of deformation is achieved by a front structure of a vehicle, characterized in that.

According to said structure, the proof strength of the front-end direction of the front-end part of a right-and-left front side member can be reliably made higher than at least one part between a front side connection part and a rear side connection part by reinforcement by a reinforcement member. . Therefore, as compared with the case where the front end portions of the left and right front side members are not reinforced by the reinforcing member, the front and rear proof strength of at least a part between the front side connecting portion and the rear side connecting portion is reliably ensured. It can be made lower than the proof stress in the front-rear direction of the front end portion of the side member.
Therefore, it is possible to preferentially deform the area between the front connecting portion and the rear connecting portion over the front end portions of the left and right front side members at the time of a front collision, thereby ensuring the deformation stroke of the left and right front side members. . Further, it is possible to effectively transmit the collision load from the left and right front side members to the front suspension member and to deform it. Therefore, the amount of collision energy absorbed by the deformation of the member is reduced as compared with the conventional structure in which the proof strength in the front-rear direction between the front-side connecting portion and the rear-side connecting portion is higher than the proof strength in the front-rear direction. Can be bigger. Therefore, it is possible to satisfactorily reduce the impact given to the occupant while reducing the possibility that the destruction caused by the front collision will reach the cabin.
Further, according to the above configuration, the direction in which the left and right front side members are deformed in the region where the reinforcing member is provided at the time of the front collision is determined by setting the position of the reinforcing member and the position of the notch in the reinforcing member. Can be set in the direction.

Further, according to the present invention, a stabilizer mounting bracket is fixed to the left and right front side members on the front side of the vehicle with respect to the front connecting portion, and the stabilizer mounting is performed from the front ends of the left and right front side members. longitudinal strength to the region use the bracket is fixed Ru is configured higher than longitudinal strength of the front side member of in the right and left between the front connecting portion and the rear-side connecting part.

  According to the above configuration, since the stabilizer mounting bracket can also function as a reinforcing member, the yield strength from the front ends of the left and right front side members to the region where the stabilizer mounting bracket is fixed can be reliably increased. it can.

According to the present invention, the reinforcing member and the stabilizer mounting bracket Ru is configured to have spaced from each other in the longitudinal direction of at least the vehicle.

  According to said structure, the yield strength of the area | region where the reinforcement member and the bracket for stabilizer attachment were spaced apart from each other is lower than the yield strength of the area | region in which the reinforcement member and the bracket for stabilizer attachment were provided. Therefore, by setting the position of the region where the reinforcing member and the stabilizer mounting bracket are spaced from each other, it is possible to set the direction in which the left and right front side members are easily deformed at the time of a front collision as a desired direction.

  According to one preferable aspect of the present invention, a region from the front end to the front end of the stabilizer bracket is a first region, a region between the front end and the rear end of the stabilizer bracket is a second region, and the front suspension member The area between the front connection part and the rear connection part is defined as a third area, and the proof strength in the front-rear direction of the first area is higher than the proof stress in the front-rear direction of the third area. The proof stress is configured to be higher than the proof strength in the front-rear direction of the first region (preferred aspect 1).

  According to another preferred embodiment of the present invention, there is a fourth region between the second region and the third region, and the proof strength in the front-rear direction of the fourth region is before and after the second region. It is comprised so that it may be lower than the yield strength of a direction (Preferable aspect 2).

  According to another preferable aspect of the present invention, the reinforcing member is configured to be positioned on the front side of the vehicle with respect to the bracket for mounting the stabilizer (Preferable aspect 3).

According to another preferred embodiment of the present invention, the reinforcing member and the stabilizer mounting bracket are spaced apart in the front-rear direction in the lower part of the front side member, and in the vertical direction in the upper part of the front side member. (Preferred embodiment 4 ).

FIG. 2 is a side view showing the left front side member and the like in the first embodiment of the vehicle front structure according to the present invention as viewed from the left outer side of the vehicle. It is a side view which shows as a figure which looked at the left front side member etc. in 2nd embodiment of the front part structure of the vehicle by this invention from the left outer side of the vehicle. It is a side view which shows the left front side member etc. in 3rd embodiment of the front part structure of the vehicle by this invention as the figure seen from the left outer side of the vehicle. It is a perspective view which shows the patch which reinforces the front part of the right front side member with a bulk. It is an FS diagram showing the relationship between the load F when the vehicle receives a collision load at the front end and the stroke S of the front end of the front side member for each embodiment and comparative example.

The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.
[First embodiment]

  FIG. 1 is a side view showing a left front side member and the like in a first embodiment of a vehicle front structure according to the present invention as viewed from the left outer side of the vehicle.

  In FIG. 1, reference numerals 10 and 12 denote a front side member and a front suspension member, respectively. Although only one front side member is shown in FIG. 1, the vehicle is provided with left and right front side members 10 spaced in the lateral direction of the vehicle, and each front side member 10 extends in the longitudinal direction of the vehicle. Exist. The front suspension member 12 is provided between the left and right front side members 10 and pivotally supports the left and right front suspension arms as is well known.

  Each front side member 10 is formed of a light alloy such as a steel material or an aluminum alloy. Each front side member 10 also extends to the rear side of the vehicle from the front portion 10A, the kick-up portion 10B extending from the rear end of the front portion 10A and in the outboard direction, and the rear end of the kick-up portion 10B. It consists of a rear part 12C. The front portion 10A is located on both sides of the engine room not shown in the drawing, and the rear portion 12C extends below the vehicle floor not shown in the drawing. A crash box 14 is fixed to the front end of the front portion 10A, and front bumper reinforcements (not shown) are fixed to the front ends of the left and right crash boxes 14 so as to cross the vehicle in the lateral direction.

  In the first embodiment, the front portion 10A includes a beam member (front side member inner) not shown in FIG. 1 having a U-shaped cross-sectional shape opened outward in the lateral direction of the vehicle. It is out. A front plate 16 and a rear plate 18 as front side member outers are fixed to a side edge portion on the laterally outer side of the beam member by means such as welding, whereby the front portion 10A has a closed hollow cross-sectional shape. ing. The kick-up portion 10B and the rear portion 12C have a U-shaped cross-sectional shape opened upward. Although not shown in FIG. 1, a floor panel is fixed to the upper edges of the kick-up portion 10B and the rear portion 12C by means of welding or the like, whereby the kick-up portion 10B and the rear portion 12C cooperate with the floor panel. And has a closed hollow cross-sectional shape.

  The front suspension member 12 is disposed below a portion of the front portion 10A closer to the rear of the vehicle. The front suspension member 12 has mounting leg portions spaced in the front-rear direction of the vehicle in the vicinity of both lateral ends of the vehicle. The front suspension member 12 is fixed to the left and right front side members 10 at each mounting leg, that is, at the left and right front mounting points Pf and the rear mounting points Pr that are spaced apart from each other in the front-rear direction.

  The front mounting leg portion is fixed to the lower horizontal wall portion of the beam member of the front portion 10A by a bolt 20 at the center in the front-rear direction of the front portion 10A. The rear mounting leg portion is fastened to the lower horizontal wall portion of the beam member at the rear end portion of the front portion 10A by tightening together with the sleeve portion 24A at the rear inner end of the suspension arm 24 by a bolt 22. ing. A rubber bush device (not shown) is interposed between the bolt 22 and the sleeve portion 24A. Although not shown in the drawing, the sleeve portion at the front inner end of the suspension arm 24 is supported by a pair of brackets 12A provided on the front suspension member 12 so as to be pivotable about the axis 12B. Although not shown in the drawing, a rubber bush device (not shown) is interposed between the bolt and the sleeve portion extending along the axis 12B.

  A stabilizer bracket 26 is disposed across the front plate 16 and the rear plate 18 on the front side of the vehicle from the front attachment point Pf. The stabilizer bracket 26 has a substantially L-shaped cross section that abuts against the inner surfaces of the vertical wall portion and the lower horizontal wall portion of the beam member of the front portion 10A, and is fixed to the beam member by fixing means such as a bolt. A portion of the stabilizer bracket 26 protrudes downward from the lower horizontal wall portion of the beam member, and a mounting bracket 30 that supports the stabilizer 28 in a relatively rotatable manner is attached to the lower surface of the protruding portion.

  The stabilizer 28 extends in the lateral direction of the vehicle so as to straddle them below the left and right front side members 10. Both ends of the stabilizer 28 are located behind and above the front drive shaft 32 of the vehicle, and are connected to the suspension arm 24 or other suspension members by connection links not shown in the drawing.

  In the first embodiment, the front plate 16 has a higher strength or a larger thickness than the rear plate 18. As shown in FIG. 1, a region from the front end to the front end of the stabilizer bracket 26 in the front portion 10A is defined as a first region A1, and a region between the front end and the rear end of the stabilizer bracket 26 is defined as a second region. Let A2. A region between the front attachment point Pf and the rear attachment point P of the front suspension member 12 in the front portion 10A is defined as a third region A3.

  Since the front plate 16 has a higher strength or a larger thickness than the rear plate 18 and the stabilizer bracket 26 also functions as a reinforcing material, the first region A1 and the second region A2 are the third region. Compared to A3, the vehicle has higher proof strength in the longitudinal direction of the vehicle. The second region A2 has a higher proof strength in the front-rear direction of the vehicle than the first region A1.

  If the region between the second region A2 and the third region A3 is a fourth region A4, the proof strength of the fourth region A4 in the longitudinal direction of the vehicle is the first region A1 and the second region. It is lower than the proof strength in the front-rear direction of the vehicle of A2, and is equivalent to the proof strength in the front-rear direction of the vehicle in the third region A3. The longitudinal strength of the vehicle in the crash box 14 is lower than the longitudinal strength of the vehicle in the third region A3 and the fourth region A4.

In particular, when the front side member 10 is deformed by a predetermined amount or more in the third region A3, the front mounting point Pf is destroyed by the front mounting leg portion of the front suspension member 12, and the mounting by the bolt 20 is released. It has become so. Accordingly, when the attachment by the bolt 20 is released, the third region A3 can be deformed without receiving the deformation suppressing action by the front suspension member 12.
[Second Embodiment]

  FIG. 2 is a side view showing the left front side member and the like in the second embodiment of the vehicle front structure according to the present invention as viewed from the left outer side of the vehicle. 2, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG. The same applies to the third embodiment described later.

  In the second embodiment, the front plate 16 and the rear plate 18 have substantially the same strength and thickness. However, a groove-shaped bead 34 that extends in the vertical direction within the longitudinal range of the vehicle in the third region A3 is formed on the inner surface in the vehicle lateral direction of the vertical wall portion of the beam member of the front portion 10A. Is provided. Although only one bead 34 is shown in FIG. 2, a plurality of beads 34 may be provided.

Therefore, also in this second embodiment, the first region A1 and the second region A2 have higher proof strength in the vehicle front-rear direction than the third region A3, and the second region A2 Compared to the first region A1, the vehicle has a higher proof strength in the front-rear direction of the vehicle. The longitudinal strength of the vehicle in the crash box 14 is lower than the longitudinal strength of the vehicle in the third region A3 and the fourth region A4. The longitudinal strength of the vehicle in the fourth region A4 is lower than the longitudinal strength of the vehicle in the first region A1 and the second region A2, and more than the longitudinal strength of the vehicle in the third region A3. Is also expensive.
[Third embodiment]

  FIG. 3 is a side view showing a left front side member and the like in a third embodiment of the vehicle front structure according to the present invention as viewed from the left outer side of the vehicle, and FIG. 4 is a front view of the right front side member. It is a perspective view which shows the patch which reinforces a part with a bulk.

  In the third embodiment, the front plate 16 and the rear plate 18 have substantially the same strength and thickness as each other, and the vertical wall portion of the beam member of the front portion 10A extends in the vehicle lateral direction. A groove-like bead 34 extending in the vertical direction is not provided on the inner surface. However, a patch 36 as a reinforcing member is disposed inside the beam member of the front portion 10A in the front-rear direction range of the vehicle in the first region A1, and is fixed in contact with the beam member by a bolt or the like. .

  As shown in FIG. 4, the patch 36 has a U-shaped cross-sectional shape that opens outward in the lateral direction of the vehicle in the same manner as the beam member (front side member inner) of the front portion 10A. And arranged so as to contact the inner surface of the beam member. In the third embodiment shown in the figure, the patch 36 is spaced from the stabilizer bracket 26 toward the front side of the vehicle. In particular, the rear end portion of the upper portion of the patch 36 extends to the rear side of the vehicle from the rear end portion of the lower portion of the patch, and is positioned above the stabilizer bracket 26 as viewed in the lateral direction of the vehicle.

  In the illustrated third embodiment, a bulk 38 that increases the strength of the patch and suppresses its deformation is disposed inside the patch 36 and is fixed to the patch 36 by means such as welding. The bulk 38 has a flat plate shape extending substantially in the lateral direction of the vehicle so as to connect the upper and lower horizontal wall portions 36U and 36L and the vertical wall portion 36V of the patch 36. In the illustrated third embodiment, a plurality of groove-shaped notches 40 extending in the vertical direction are provided on the outer surface of the vertical wall portion 36V of the patch 36, that is, the inner surface in the lateral direction of the vehicle. ing.

  As described above, in the third embodiment, since the patch 36 and the bulk 38 are provided in the first region A1, the first region A1 and the second region 38 are also provided in the third embodiment. The region A2 has a higher proof strength in the longitudinal direction of the vehicle than the third region A3. Further, the first region A1 and the second region A2 have the same high strength in the front-rear direction of the vehicle. The patch 36 and the bulk 38 may be made of a light alloy such as a steel material or an aluminum alloy.

  As in the case of the first embodiment, the longitudinal strength of the vehicle in the fourth region A4 is lower than the longitudinal strength of the vehicle in the first region A1 and the second region A2, This is equivalent to the proof strength in the front-rear direction of the vehicle in the region A3. The longitudinal strength of the vehicle in the crash box 14 is lower than the longitudinal strength of the vehicle in the third region A3 and the fourth region A4.

  As understood from the above description, according to each of the above-described embodiments, the third region A3 is preferentially deformed over the first region A1 and the second region A2 at the time of the front collision, thereby the front side member 10. The deformation stroke can be secured. Further, the collision load can be effectively transmitted from the left and right front side members 10 to the front suspension member 12 to be deformed. Therefore, the amount of collision energy absorbed by the deformation of the member is higher than that of the structure in which the longitudinal strength in the third region A3 is higher than the longitudinal strength in the first region A1 and the second region A2. Can be increased. Therefore, it is possible to satisfactorily reduce the impact given to the occupant while reducing the possibility that the destruction caused by the front collision will reach the cabin.

  Further, according to each of the above-described embodiments, when the front side member 10 is deformed by a predetermined amount or more in the third region A3, the front mounting leg portion of the front suspension member 12 is broken, and the mounting by the bolt 20 is performed. Is released. Accordingly, when the attachment by the bolt 20 is released, the third region A3 can be deformed without receiving the deformation suppressing action by the front suspension member 12. Therefore, since the deformation stroke can be increased by the deformation in the third region A3, the impact applied to the occupant can be further reduced as compared with the case where the attachment by the bolt 20 is not released.

  FIG. 5 is an FS diagram showing the relationship between the load F when the vehicle receives a collision load at the front end and the stroke S of the front end of the front side member for each embodiment and comparative example. In FIG. 5, a solid line indicates each embodiment, and a broken line indicates a comparative example.

  According to each embodiment, compared to the comparative example, the proof strength in the front-rear direction in the third region A3 is higher than the proof strength in the front-rear direction of the first region A1 and the second region A2. The deformation stroke S at the front end of the member 10 can be increased. The peak load is also slightly reduced. Therefore, it can be seen that the EA amount with respect to the frontal collision of the vehicle, that is, the area of the region below the line of the graph can be increased, and the impact given to the occupant can be reduced well.

  In particular, in the first embodiment described above, the front plate 16 has a higher strength or a larger thickness than the rear plate 18, so that the first region A1 and the second region A2 are the third region. Compared to A3, the vehicle has a higher strength in the longitudinal direction of the vehicle. Therefore, according to the first embodiment, compared to the second embodiment in which the beads 34 are provided in the third region A3 and the third embodiment in which the reinforcing member is provided in the first region A1. The proof strength relationship in the front-rear direction can be set with a simple configuration.

  In the second embodiment described above, the third region A3 is provided with a bead 34 that promotes deformation with respect to the load in the front-rear direction, whereby the third region A3 includes the first region A1 and the second region A3. The vehicle has a lower proof strength in the front-rear direction than the region A2. Therefore, according to the second embodiment, the longitudinal strength of the vehicle in the fourth region A4 is made lower than the longitudinal strength of the vehicle in the first region A1 and the second region A2, and the third region It can be made higher than the proof strength in the front-rear direction of the vehicle in the region A3.

  Further, in the second embodiment, the bead 34 moves vertically on the inner side surface in the vehicle lateral direction of the vertical wall portion of the beam member of the front portion 10A within the range of the third region A3 in the vehicle front-rear direction. It is provided in a state extending in the direction. Therefore, the bead 34 can promote the deformation of the front side member such that the front end of the front side member 10 is displaced inward in the lateral direction of the vehicle and moves rearward of the vehicle at the time of a frontal collision of the vehicle.

  In the third embodiment described above, the patch 36 is provided in the first area A1, so that the first area A1 and the second area A2 are higher than the third area A3. It has proof strength in the front-rear direction. Therefore, according to the third embodiment, the proof strength in the front-rear direction of the vehicle in the first region A1 can be reliably made higher than the proof strength in the front-rear direction of the vehicle in the third region A3. Further, by separating the patch 36 and the stabilizer bracket 26 as in the third embodiment, the first region A1 has a lower proof strength in the front-rear direction than the other regions, so that the front side member 10 is in a desired direction. It is possible to easily set an area for facilitating deformation.

  In particular, in the third embodiment, portions of the patch 36 and the stabilizer bracket 26 that are in contact with the vertical wall portion of the beam member of the front side member 10 are spaced apart from each other in the front-rear direction. Therefore, it is possible to promote the deformation of the front side member such that the front end of the front side member 10 is displaced inward in the lateral direction of the vehicle and moves rearward of the vehicle at the time of a frontal collision of the vehicle.

  Further, in the third embodiment, a plurality of groove-shaped notches 40 extending in the vertical direction are provided on the outer surface of the vertical wall portion 36V of the patch 36, that is, the inner surface in the lateral direction of the vehicle. . Therefore, the notch 40 can also promote the deformation of the front side member such that the front end of the front side member 10 is displaced inward in the lateral direction of the vehicle and moves rearward of the vehicle at the time of a frontal collision of the vehicle.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, the third region A3 has a relatively low strength in the front-rear direction of the vehicle as compared with the first region A1 and the second region A2. Are individually set like bead 34 and patch 36. However, the structures of the first to third embodiments may be combined in any combination so that each means is incorporated in combination.

  In each of the above-described embodiments, the front portion 10A of each front side member 10 includes a beam member having a U-shaped cross-sectional shape that opens outward in the lateral direction of the vehicle. You may have the U-shaped cross-sectional shape opened toward the inner side of the vehicle horizontal direction. Further, a front plate 16 and a rear plate 18 are fixed to the outer side edge portion of the beam member in the lateral direction of the vehicle by means such as welding, so that the front portion 10A has a closed hollow cross-sectional shape. The front portion 10A may have an arbitrary cross-sectional shape.

  Further, in each of the above-described embodiments, the rear mounting leg portion of the front suspension member 12 is fastened together with the sleeve portion 24A of the rear inner end of the suspension arm 24 by the bolt 22 to the rear end portion of the front portion 10A. It is fixed to. However, the means for fixing the rear mounting leg portion of the front suspension member 12 to the rear end portion of the front portion 10 </ b> A may be different from the means for pivotally supporting the inner end of the suspension arm 24.

  In each of the above-described embodiments, the fourth region A4 exists between the second region A2 and the third region A3. However, for example, when the stabilizer bracket 26 is extended rearward to the front of the third region A3 or a reinforcing member such as a patch is provided, the second region A2 does not exist without the fourth region A4. And the third region A3 may be modified to be adjacent to each other.

  DESCRIPTION OF SYMBOLS 10 ... Front side member, 12 ... Front suspension member, 14 ... Crash box, 26 ... Stabilizer bracket, 28 ... Stabilizer, 34 ... Bead, 36 ... Patch, 38 ... Bulk, 40 ... Notch

Claims (5)

Left and right front side members that are spaced apart in the lateral direction of the vehicle and extend in the longitudinal direction of the vehicle, and left and right front side connections that are provided between the left and right front side members and spaced in the longitudinal direction of the vehicle In a front structure of a vehicle having a front suspension member connected to the left and right front side members at a front part and a rear connection part,
The longitudinal strength of the left and right front side members, said front connecting portion rather low at at least a portion between the rear connecting portion and the front connecting part of the front end portion of the vehicle front side with respect to,
When the front side member is deformed by a predetermined amount or more between the front side connection portion and the rear side connection portion by receiving a load toward the rear of the vehicle at the front end of the front side member, the front side connection The part is configured to release the connection state between the front side member and the front suspension member.
A vehicle front structure characterized by the above. A stabilizer mounting bracket is fixed to the left and right front side members on the front side of the vehicle with respect to the front connecting portion, and the stabilizer mounting bracket is fixed from the front ends of the left and right front side members. 2. The vehicle according to claim 1, wherein the proof strength in the front-rear direction is higher than the proof strength in the front-rear direction of the left and right front side members between the front connection portion and the rear connection portion. Front structure. Left and right front side members that are spaced apart in the lateral direction of the vehicle and extend in the longitudinal direction of the vehicle, and left and right front side connections that are provided between the left and right front side members and spaced in the longitudinal direction of the vehicle In a front structure of a vehicle having a front suspension member connected to the left and right front side members at a front part and a rear connection part,
The front-rear strength of the left and right front side members is lower in at least a part between the front connection part and the rear connection part than the front end part on the vehicle front side with respect to the front connection part,
The left and right front side members are reinforced by a reinforcing member at the front end portion, and the front side member is deformed when the front side member receives a load toward the rear of the vehicle at the front end. Having a notch to determine the direction,
Front structure of vehicles you wherein a. A stabilizer mounting bracket is fixed to the left and right front side members on the front side of the vehicle with respect to the front connecting portion, and the stabilizer mounting bracket is fixed from the front ends of the left and right front side members. 4. The vehicle according to claim 3 , wherein the proof strength in the front-rear direction is higher than the proof strength in the front-rear direction of the left and right front side members between the front connection portion and the rear connection portion. Front structure.   The vehicle front structure according to claim 4, wherein the reinforcing member and the stabilizer mounting bracket are spaced apart from each other at least in the vehicle front-rear direction.

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