JP7715014B2 - Body structure - Google Patents

Description

This disclosure relates to a vehicle body structure for an automobile.

For example, as disclosed in Patent Document 1, a pair of left and right front side frames extending in the longitudinal direction of the vehicle are provided at the front of an automobile body on both sides in the vehicle width direction. In Patent Document 1, a subframe is connected to the underside of the front side frames. The subframe has closed loop structures on each of the left and right sides configured in a substantially parallelogram shape. That is, the left closed loop structure includes a front member extending in the vehicle width direction, inner and outer members inclined inward in the vehicle width direction from both ends of the front member toward the rear of the vehicle, and a rear member extending from the rear of the inner member to the rear of the outer member. Similarly, the right closed loop structure includes a front member, inner and outer members, and a rear member.

In addition, a hood that can be opened and closed is provided at the front of the vehicle. The front part of this hood is often positioned above or near the front bumper.

Japanese Patent Application Laid-Open No. 2004-106808

Now, let's consider a case where a car collides with an obstacle, for example. Depending on the severity of the collision, it may be classified as a minor collision in which only the front portion of the closed loop structure of Patent Document 1 deforms. To prevent damage to the vehicle body's structural components (such as the front side frame) during such a minor collision, a structure may be adopted in which a bumper reinforcement is disposed inside the front bumper and supported by crash cans extending in the fore-and-aft direction of the vehicle, with only the crash cans compressing and deforming to absorb the impact load during a minor collision.

However, when crush cans are compressed and deformed during a minor collision, any obstacle that strikes the front of the vehicle will move relatively rearward, potentially hitting the front of the hood. Because the hood is significantly weaker than the front side frames, it can easily be deformed by an obstacle hitting it from the front of the vehicle. When the hood is deformed, it becomes necessary to repair it with sheet metal or replace it with a new one, and either repair or replacement can be costly.

This disclosure was made in consideration of these points, and its purpose is to reduce damage to the hood in the event of a minor collision.

To achieve the above object, a first aspect of the present disclosure can be based on a vehicle body structure for an automobile equipped with a bonnet at the front of the vehicle. The vehicle body structure includes a pair of left and right rear crash cans attached to a vehicle body member, extending forward from the vehicle body member, maintaining their initial shape until a first predetermined load is applied during a collision of the automobile, and undergoing compressive deformation when the first predetermined load is applied; and a pair of left and right front crash cans extending forward from the front of the rear crash cans, and undergoing compressive deformation when a second predetermined load smaller than the first predetermined load is applied during a collision of the automobile. The front of the bonnet is located further rearward of the front of the rear crash cans.

With this configuration, an impact load acts on the front and rear crash cans during a vehicle collision. In the case of a minor collision in which the impact load is greater than the second predetermined load but less than the first predetermined load, the front crash can undergoes compressive deformation, while the rear crash can maintains its original shape with almost no deformation behind the front crash can, with the front portion of the rear crash can positioned forward of the front portion of the hood. Therefore, even if an obstacle moves relatively rearward of the vehicle, it will not strike the front portion of the hood, thereby minimizing damage to the hood caused by the collision of the obstacle. Furthermore, in the case of a collision in which the impact load exceeds the first predetermined load, the rear crash can also deforms, thereby absorbing the impact load.

The vehicle body member according to the second aspect of the present disclosure is a suspension support member that supports a front suspension device, and the rear portion of the rear crash can is attached to the front portion of the suspension support member.

With this configuration, the suspension support member is a highly rigid member because it supports the front suspension device. By attaching the rear crash can to this highly rigid suspension support member, it is possible to prevent the rear crash can from moving backward in the event of a minor collision, preventing obstacles from hitting the hood.

In a third aspect of the present disclosure, the vehicle further includes a lower cross member extending in the vehicle width direction below the front crash can, and lower impact absorbing members supporting both sides of the lower cross member in the vehicle width direction and absorbing impact loads in the vehicle's fore-and-aft direction. The lower impact absorbing members extend further forward than the front of the hood.

With this configuration, the impact load during a minor collision can also be absorbed by the lower impact absorbing member, further increasing the effectiveness of reducing damage to the hood.

In a fourth aspect of the present disclosure, the vehicle further includes an upper cross member extending in the vehicle width direction rearward of the front portion of the rear crash can and above the rear crash can. The upper cross member is provided with a fixing portion for fixing the front portion of the hood.

With this configuration, the front of the hood is fixed to the upper cross member by the fixing part. In the event of a minor collision in this fixed state, the upper cross member to which the fixing part is attached is located further rearward than the front of the rear crash can, so even if an obstacle moves relatively rearward of the vehicle, it will not hit the front of the hood.

In a fifth aspect of the present disclosure, a bumper reinforcement extending in the vehicle width direction is attached to the front portion of the front crash can. The left side of the front portion of the hood is formed so that it is positioned further rearward of the vehicle as it approaches the left end, and the right side of the front portion of the hood is formed so that it is positioned further rearward of the vehicle as it approaches the right end, and an intermediate portion between the left side and right side of the front portion of the hood is formed so as to extend in the vehicle width direction. The rear crash can is located directly below the intermediate portion of the hood.

With this configuration, for example, if the left and right sides of the front of the hood are positioned gradually further rearward in accordance with vehicle design requirements, obstacles are less likely to hit the left and right sides of the hood in a minor collision. On the other hand, because the middle part of the hood extends in the vehicle width direction, obstacles are more likely to hit this middle part in a minor collision. With this configuration, a pair of rear crash cans can be positioned on the left and right to correspond to the middle part of the hood in the vehicle width direction, making it less likely that obstacles will hit the middle part of the hood in a minor collision.

In a sixth aspect of the present disclosure, the vehicle further includes a cross member positioned vertically away from the front crash can and extending in the vehicle width direction, and impact absorbing members that support both sides of the cross member in the vehicle width direction and absorb impact loads in the vehicle fore-and-aft direction. The impact absorbing members are located directly below the middle portion of the hood.

With this configuration, the impact absorbing member can be positioned to correspond to the middle of the hood in the vehicle's width direction, making it less likely that an obstacle will hit the middle of the hood in the vehicle's width direction during a minor collision.

As explained above, in the event of a minor collision, only the front crash cans are deformed, preventing the rear crash cans from deforming, and the front of the hood is positioned further rearward than the front of the rear crash cans, thereby minimizing damage to the hood.

1 is a side view of an automobile equipped with a vehicle body front structure according to an embodiment of the present invention. FIG. 1 is a perspective view showing a state in which the automobile is divided into an upper structure and a lower structure. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3. FIG. 10 is a perspective view showing the lower structure with the cover member removed. FIG. 1 is a perspective view of a portion of the front side of a vehicle as viewed from above. FIG. FIG. FIG. FIG. FIG. 2 is a perspective view of the dash panel and its vicinity as viewed from the rear side of the vehicle. 4 is an enlarged perspective view showing the mounting structure of the left lower support member to the front wheel suspension support member. FIG.

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Note that the following description of the preferred embodiment is merely exemplary in nature and is not intended to limit the present invention, its applications, or its uses.

Figure 1 is a side view, seen from the left, of an automobile 1 equipped with a vehicle body front structure A (shown in Figure 2) according to an embodiment of the present invention. In describing this embodiment, the longitudinal direction of the vehicle will be referred to simply as the "longitudinal direction," the front side of the vehicle will be referred to simply as the "front side," and the "rear side" of the vehicle will be referred to simply as the "rear." Furthermore, the width direction of the vehicle is the lateral direction of the vehicle, with the left side of the vehicle being referred to simply as the "left side" and the right side of the vehicle being referred to simply as the "right side."

(Overall structure of the automobile)
The automobile 1 is a passenger vehicle, and a passenger space R1 for passengers is provided in the middle of the automobile 1 in the longitudinal direction. The passenger space R1 includes a front seat (front seat) FS constituting the front seat and a rear seat (rear seat) RS constituting the rear seat. The front seat FS includes a driver's seat located on the right (or left) side of the passenger space R1 and a passenger seat located on the left (or right) side of the passenger space R1. Rear seats RS are also located on the right and left sides of the passenger space R1. Although not shown, a third-row seat may be located behind the rear seat RS. Furthermore, the rear seat RS is not essential and may be omitted.

A front door FD and a rear door RD are located on the left and right sides of the passenger space R1, respectively. In the case of a vehicle 1 without a rear seat RS, the rear door RD can be omitted.

A front space R2 is provided in front of the passenger space R1 of the automobile 1. A powertrain PT can be installed in this front space R2 as needed. When a powertrain PT is installed in the front space R2, the front space R2 may also be called, for example, a powertrain storage room, a motor room, or an engine room. A hood BF is provided above the front space R2. The rear of the hood BF is supported on the vehicle body by hinges (not shown) or the like. A front bumper 150 is also provided at the front of the automobile 1. Furthermore, as shown in FIG. 10 , left and right headlights L are provided on both the left and right sides of the front of the automobile 1. The headlights L may include turn signals or the like.

As shown in FIG. 1, a luggage space R3 capable of accommodating luggage and other items is provided behind the passenger space R1 of the automobile 1. The luggage space R3 can be opened and closed by a trunk lid TR. A rear space R4 is provided behind the passenger space R1 of the automobile 1 and below the luggage space R3. A powertrain PT that generates power for the automobile 1 can be installed in this rear space R4 as needed. When a powertrain PT is installed in the rear space R4, the rear space R4 can also be referred to as a powertrain storage room, motor room, engine room, etc.

The powertrain PT may be mounted in both the front space R2 and the rear space R4, or in only one. If the powertrain PT is mounted only in the front space R2, the vehicle will be a front-wheel drive vehicle in which the powertrain PT drives only the front wheels FT. If the powertrain PT is mounted only in the rear space R4, the vehicle will be a rear-wheel drive vehicle in which the powertrain PT drives only the rear wheels RT. Furthermore, if the powertrain PT is mounted in both the front space R2 and the rear space R4 and drives both the front wheels FT and the rear wheels RT, the vehicle will be a four-wheel drive vehicle.

The powertrain PT includes at least a traction motor M (shown in Figure 2) for driving the drive wheels, and may also include a reducer, transmission, etc. as necessary. Therefore, the automobile 1 is an electric vehicle. The traction motor M is disposed so that its center of rotation extends in the left-right direction. In addition to the traction motor M, the powertrain PT may also include, for example, a control unit. The powertrain PT may also include an internal combustion engine. A battery unit Y (also shown in Figure 1) for supplying power to the traction motor M is mounted on the bottom of the automobile 1. For example, the battery unit Y may be charged using power generated by the internal combustion engine, or at least one of the front wheels FT and the rear wheels RT may be driven by power generated by the internal combustion engine.

The type of automobile 1 does not have to be a four-door vehicle as shown in FIG. 1 as an example, and may be, for example, an automobile without a rear door RD. Furthermore, although not shown, the present invention can also be applied to automobiles such as hatchbacks, in which the rear space R4 can be opened and closed with a tailgate.

As shown in FIG. 2, the automobile 1 comprises a lower structure 2 and an upper structure 3, and the front portion of the lower structure 2 and the front portion of the upper structure 3 form a vehicle body front structure A. Note that the vehicle body front structure A may also include a longitudinally intermediate portion of the lower structure 2 and a longitudinally intermediate portion of the upper structure 3.

Figure 2 shows the upper structure 3 with its original components removed, including doors FD, RD, hood BF, fenders, windshield, roof, center pillars, rear pillars, front bumper 150, rear bumper, front and rear lighting devices including headlights (headlights L, etc.), instrument panel, front and rear seats, etc. Figure 2 also shows the lower structure 2 with its original components removed, including front wheels FT, rear wheels RT, and suspension devices.

The lower structure 2 is equipped with a battery unit Y. The battery unit Y has a front battery FB, a rear battery RB, and a frame 10 that surrounds the front battery FB and the rear battery RB. The lower structure 2 also has a front support frame 20 that extends forward from the front of the frame 10, and a rear support frame 30 that extends rearward from the rear of the frame 10.

Although not shown, in the case of typical electric vehicles, the battery unit is often separate from the vehicle body and can be attached and detached under the floor. However, in this embodiment, not only are the batteries FB, RB integrated into the frame-type frame 10 that surrounds the batteries FB, RB, but the front support frame 20 and rear support frame 30 are also integrated, and the front support frame 20 and rear support frame 30, along with the batteries FB, RB, can be attached and detached to the upper structure 3.

Specifically, the automobile 1 of this embodiment is configured to be separable into an upper and lower structure 2 having batteries FB and RB, and an upper structure 3 that forms the passenger space R1 and luggage space R3. Being separable into upper and lower structures means that the lower structure 2 is integrated with the upper structure 3 using fastening members such as bolts, nuts, and screws, without using welding, adhesives, or the like. This allows the lower structure 2 to be separated from the upper structure 3 as needed when performing maintenance or repairs on the automobile 1 after it has been delivered to the user, improving maintainability.

Here, a ladder frame type body structure is known as an automobile body structure. In a ladder frame type body structure, the ladder frame can be separated into an upper and lower portion and a cabin, but because the ladder frame extends continuously in the fore-and-aft direction, it primarily bears the collision load in frontal and rearal collisions. In a side collision, the ladder frame only secondarily bears the collision load, and it is the cabin that primarily bears the collision load. In this way, in a ladder frame type body structure, the components that bear the collision load in frontal and rearal collisions and in side collisions are usually separate.

In contrast, in the case of the automobile 1 of this embodiment, the lower structure 2, which has a front support frame 20 and a rear support frame 30, and the upper structure 3 are separable. However, in the event of a frontal collision, a rear collision, or a side collision, the collision load is received by the lower structure 2 and the upper structure 3, and the collision load is distributed and absorbed between the two structures 2, 3. This technical concept differs significantly from that of a conventional ladder frame-type vehicle body structure. Below, the structures of the lower structure 2 and the upper structure 3 will be described in order. Note that, although this embodiment describes an example in which the lower structure 2 and the upper structure 3 can be separated, the present invention is not limited to such separable vehicle body structures, but can also be applied to vehicle body structures that cannot be separated into the lower structure 2 and the upper structure 3.

(undercarriage)
First, the lower structure 2 will be described. In addition to the batteries FB, RB, the frame 10, the front support frame 20, and the rear support frame 30, the lower structure 2 also includes a power train PT, front wheels FT, rear wheels RT, and front suspension devices SP1, SP2 and rear suspension devices SP3, SP4 shown by phantom lines in Fig. 3. The types of the front suspension devices SP1, SP2 and rear suspension devices SP3, SP4 are not particularly important, and the vehicle body structure can be changed depending on the types of the front suspension devices SP1, SP2 and rear suspension devices SP3, SP4.

As shown in FIG. 2 , the frame 10, which forms the skeleton of the battery unit Y, is a member that surrounds and protects the front battery FB, the rear battery RB, harnesses, and the like. This frame 10 is formed large below the passenger space floor panel 41 (described later), extending from near the left end to near the right end of the passenger space floor panel 41 and from near the front end to near the rear end of the passenger space floor panel 41. By providing the frame 10 over a wide area below the passenger space floor panel 41, it is possible to mount large-capacity batteries FB and RB in the vehicle 1. The batteries FB and RB may be, for example, lithium-ion batteries, solid-state batteries, or other secondary batteries. The batteries FB and RB may also be so-called battery cells or battery packs containing multiple battery cells.

The frame 10 comprises a left side member 11, a right side member 12, a front member 13, and a rear member 14; these members 11 to 14 are battery members. The left side member 11, the right side member 12, the front member 13, and the rear member 14 are made of, for example, an aluminum alloy extrusion, but may also be made of aluminum alloy plate material or press-formed steel plate material. In the following description, "extrusion material" refers to an aluminum alloy extrusion material, and "press-formed material" refers to aluminum alloy plate material or press-formed steel plate material. Furthermore, each member may be made of, for example, casting, die-casting, etc.

The cross-sectional shapes of the left side member 11, right side member 12, front member 13, and rear member 14 in a direction perpendicular to the longitudinal direction are all rectangular. Furthermore, the left side member 11, right side member 12, front member 13, and rear member 14 are all positioned at the same height and extend substantially horizontally. The front member 13 extends in the vehicle width direction in front of the battery unit Y.

When joining the lower structure 2 to the upper structure 3, the front member 13 is fastened to the bottom of the dash panel 50 with fastening members, and the left side member 11 and right side member 12 are fastened to the left and right side sills 60 with fastening members, respectively. The rear member 14 is fastened to the connecting panel 43 (described below) with fastening members.

The left side member 11 is located at the left end of the lower structure 2 and extends in the front-to-rear direction. The right side member 12 is located at the right end of the lower structure 2 and extends in the front-to-rear direction. The left side member 11 and the right side member 12 are respectively positioned on the vehicle width inward side of the left and right side sills 60 (described below). The front member 13 extends from the front end of the left side member 11 to the front end of the right side member 12. The left end of the front member 13 is connected to the front end of the left side member 11, and the right end of the front member 13 is connected to the front end of the right side member 12. The rear member 14 is located at the rear of the battery unit Y and extends in the left-to-right direction from the rear end of the left side member 11 to the rear end of the right side member 12. The left end of the rear member 14 is connected to the rear end of the left side member 11, and the right end of the rear member 14 is connected to the rear end of the right side member 12.

A cover member 15 (shown in FIG. 5) serving as a bottom plate is attached to the lower part of the frame 10. The cover member 15 is provided with a passage-forming portion 15a that forms a cooling water passage through which cooling water can flow. The frame 10 is closed from below by the cover member 15. The cover member 15 extends substantially horizontally and is fixed to the undersides of the left side member 11, the right side member 12, the front member 13, and the rear member 14, as well as to the side sill 60, as described below. The upper part of the frame 10 may be closed by a lid (not shown) or by the passenger space side floor panel 41 (described below). Electric power from batteries FB and RB housed within the frame 10 is supplied to the driving motor M via a driving control circuit (not shown). Furthermore, the batteries FB and RB can be charged via a charging socket (not shown).

Figure 4 shows a cross section of the left-right center of the front vehicle body structure A. As shown in Figure 4, first to third battery-side cross members 10A, 10B, and 10C are provided inside the frame 10 as reinforcing members extending in the left-right direction. The first to third battery-side cross members 10A, 10B, and 10C are spaced apart in the fore-and-aft direction. The left ends of each battery-side cross member 10A, 10B, and 10C are fixed to the inner surface (right side) of the left side member 11, and the right ends of each battery-side cross member 10A, 10B, and 10C are fixed to the inner surface (left side) of the right side member 12. Additionally, a front central member 16 and first to third rear central members 17-19 are provided inside the frame 10 as reinforcing members extending in the fore-and-aft direction.

As shown in FIG. 2, a pair of left and right front support frames 20 are provided, extending substantially horizontally in a straight line below the upper structure 3. Each front support frame 20 can be made of, for example, an extruded material or a press-formed material. In this embodiment, since each front support frame 20 is made of an extruded material, the cross-sectional shape in the direction perpendicular to the fore-and-aft direction is substantially uniform from the front end to the rear end.

The left front support frame 20 is connected to a portion of the front member 13 that constitutes the front portion of the frame 10, which is to the left of the center in the left-right direction, and this connection portion is located to the right of the left side member 11 of the frame 10. The right front support frame 20 is connected to a portion of the front member 13 that is to the right of the center in the left-right direction, and this connection portion is located to the left of the right side member 12 of the frame 10. The left and right front support frames 20 are approximately the same height.

The front powertrain PT is attached to the front support frame 20 via a mounting member (not shown). In this case, the front support frame 20 serves as a front motor support frame that supports the drive motor M in front of the battery unit Y. The lower structure 2 is provided with drive shafts S1 on the left and right that transmit the output of the powertrain PT (the rotational force of the drive motor M) to the left and right front wheels FT, respectively.

As shown in FIG. 2, a pair of rear support frames 30 are provided on the left and right, similar to the front support frames 20, and extend rearward in a generally horizontal, linear fashion. Each rear support frame 30 can be made of, for example, an extruded material or a press-formed material. In this embodiment, each rear support frame 30 is made of an extruded material.

The left rear support frame 30 is connected to a portion of the rear member 14 that constitutes the rear of the frame 10, which is located to the left of the center in the left-right direction, and this connection portion is located to the right of the left side member 11 of the frame 10. The right rear support frame 30 is connected to a portion of the rear member 14 that is located to the right of the center in the left-right direction, and this connection portion is located to the left of the right side member 12 of the frame 10.

The rear powertrain PT is attached to the rear support frame 30 via mounting members (not shown). In this case, the rear support frame 30 serves as a rear motor support frame that supports the drive motor M behind the battery unit Y. Drive shafts S2 are provided on the left and right of the lower structure 2, transmitting the output of the powertrain PT (the rotational force of the drive motor M) to the left and right rear wheels RT, respectively.

(superstructure)
Next, the upper structure 3 will be described. The upper structure 3 includes a floor component 40, a dash panel 50, and a pair of left and right side sills 60. The floor component 40 is a component disposed above the frame-type frame 10 and rear support frame 30 of the lower structure 2. The floor component 40 includes a passenger-space-side floor panel 41 that constitutes the floor of the passenger space R1, in which the front seats FS and rear seats RS (shown in FIG. 1) on which passengers sit are provided, a luggage-space-side floor panel 42 that constitutes the floor of the luggage space R3, and a connection panel 43 that connects the rear portion of the passenger-space-side floor panel 41 and the front portion of the luggage-space-side floor panel 42. The connection panel 43 constitutes a kick-up portion.

The floor structural member 40 can be composed of a member formed by pressing a steel plate or the like. The passenger space side floor panel 41, the luggage space side floor panel 42, and the connecting panel 43 may be integrally formed, or may be formed separately and then connected. Furthermore, in this embodiment, the passenger space side floor panel 41, the luggage space side floor panel 42, and the connecting panel 43 are described as being divided into three parts, but the floor structural member 40 including these panels 41 to 43 may also be referred to as the floor panel. Furthermore, only the passenger space side floor panel 41 may also be referred to as the floor panel.

The passenger space side floor panel 41 extends from the front to the rear of the passenger space R1 and from the left side to the right side of the passenger space R1. The passenger space side floor panel 41 in this embodiment has a floor tunnel-less structure, meaning it does not have a tunnel portion, but it may also have a tunnel portion.

A recessed portion 41a that bulges downward is formed in the middle of the passenger space side floor panel 41 in the front-to-rear direction. The recessed portion 41a has a bottom surface 41b on which a rear seat occupant sitting in the rear seat RS can place their feet. The bottom surface 41b is formed approximately horizontally. The recessed portion 41a can be formed continuously from the left side to the right side of the passenger space side floor panel 41.

The luggage space side floor panel 42 is positioned higher than the passenger space side floor panel 41. The rear space R4 is located below the luggage space side floor panel 42. Because the luggage space side floor panel 42 is positioned higher than the passenger space side floor panel 41, the connection panel 43 extends in the vertical direction.

As shown in Figure 4, the dash panel 50 is a partition wall between the front space R2 and the passenger space R1, extending upward from the front of the passenger space floor panel 41 and also extending left and right, separating the front of the passenger space R1.

As shown in FIG. 2 , the left and right side sills 60 are disposed so as to extend in the front-to-rear direction at both left and right ends of the passenger space floor panel 41. The left end of the passenger space floor panel 41 is connected to the vertical middle portion of the left side sill 60, with the upper portion of the side sill 60 protruding upward from the connection portion of the passenger space floor panel 41 and the lower portion of the side sill 60 protruding downward from the connection portion of the passenger space floor panel 41. A battery unit Y including batteries FB and RB is disposed below the passenger space floor panel 41, so that the lower portion of the side sill 60 overlaps with the batteries FB and RB in a side view of the vehicle. Similarly, the right side sill 60 is connected to the right end of the passenger space floor panel 41.

The upper structure 3 is equipped with a pair of left and right hinge pillars 70. The right hinge pillar 70 extends upward from the front end of the right side sill 60. The left hinge pillar 70 also extends upward from the front end of the left side sill 60. Left and right front doors FD (shown in Figure 1) are rotatably attached to the left and right hinge pillars 70, respectively. The left edge of the dash panel 50 is connected to the right side surface of the left hinge pillar 70. The right edge of the dash panel 50 is connected to the left side surface of the right hinge pillar 70. Although not shown, a center pillar, rear pillar, etc. are also provided on the upper structure 3.

A left front wheel suspension support member 51A is provided on the left side of the upper structure 3, forward of the dash panel 50, supporting the left front wheel FT suspension unit (front suspension unit) SP1 (shown in phantom lines in FIG. 4). Furthermore, a right front wheel suspension support member 51B is provided on the right side of the upper structure 3, forward of the dash panel 50, supporting the right front wheel FT suspension unit (front suspension unit) SP2 (shown in phantom lines in FIG. 4). The type of suspension units SP1 and SP2 is not particularly limited, but may include, for example, suspension arms, shock absorbers, springs, etc. that support the front wheels FT so that they can swing freely up and down. The vehicle body-side ends of the suspension arms and the upper ends of the shock absorbers are attached to the front wheel suspension support members 51A and 51B. The front wheel suspension support members 51A and 51B may be made of, for example, aluminum die-cast, but are not limited to this and may also be made of a combination of steel plates, etc.

As shown in Figure 6 and other figures, three left-side fixing frames 52A are provided on the left side, forward of the dash panel 50, for fixing the left front wheel suspension support member 51A. The three left-side fixing frames 52A are spaced apart in the vertical direction, and the front portions of the three left-side fixing frames 52A are fixed to the front wheel suspension support member 51A. Meanwhile, the rear portions of the uppermost and vertically intermediate left-side fixing frames 52A are fixed to the left hinge pillar 70 or the left side of the dash panel 50. Furthermore, the rear portion of the lowest left-side fixing frame 52A is connected to the left side sill 60 or the left side of the front member 13 of the frame-type frame 10. This allows the rear portion of the left front wheel suspension support member 51A to be connected to the front member 13.

As only a portion of the frame is shown in FIG. 3 , three right-side fixed frames 52B are provided on the right side, forward of the dash panel 50, for fixing the right front wheel suspension support member 51B. The three right-side fixed frames 52B are spaced apart in the vertical direction, and the front portions of the three right-side fixed frames 52B are fixed to the front wheel suspension support member 51B. Meanwhile, the rear portions of the uppermost and vertically intermediate right-side fixed frames 52B are fixed to the right hinge pillar 70 or the right side of the dash panel 50. Furthermore, the rear portion of the lowest right-side fixed frame 52B is connected to the right side sill 60 or the right side of the front member 13 of the frame-type frame 10. This allows the rear portion of the right front wheel suspension support member 51B to be connected to the front member 13.

As shown in Figure 8, the vertical middle portion of the left front wheel suspension support member 51A and the vertical middle portion of the right front wheel suspension support member 51B are connected by a lower connecting member 105 extending in the left-right direction. As shown in Figure 6, a reinforcing member 106 is also provided that connects the upper portion of the left front wheel suspension support member 51A, the lower portion of the left front wheel suspension support member 51A, the upper portion of the right front wheel suspension support member 51B, and the lower portion of the right front wheel suspension support member 51B.

As shown in Figures 6 and 8, a left-side crash can 53A extending forward is attached to the front of the left-side front wheel suspension support member 51A, which serves as a vehicle body member. A right-side crash can 53B extending forward is attached to the front of the right-side front wheel suspension support member 51B, which also serves as a vehicle body member. Bumper reinforcements 140 extending in the left-right direction are attached to the front of the left-side crash can 53A and the front of the right-side crash can 53B.

As shown in FIG. 3 , the upper structure 3 includes a left front frame 54A and a right front frame 54B. Specifically, the left front frame 54A connects the front portion of the center frame 80 (described later) to the left front wheel suspension support member 51A, and the right front frame 54B connects the front portion of the center frame 80 to the right front wheel suspension support member 51B. The left front frame 54A is inclined so that it is positioned more leftward as it approaches the front. The right front frame 54B is inclined so that it is positioned more rightward as it approaches the front. Connecting the left and right front wheel suspension support members 51A, 51B to the front portion of the center frame 80 increases the rigidity of the front wheel suspension support members 51A, 51B, improving vehicle handling stability. This also increases the rigidity of the front side of the vehicle, including the area around the dash panel 50.

The upper structure 3 includes a left rear side frame 112A that extends in the fore-and-aft direction on the left side and rearward of the rear of the passenger space side floor panel 41, and a right rear side frame 112B that extends in the fore-and-aft direction on the right side and rearward of the rear of the passenger space side floor panel 41.

On the left side of the upper structure 3 and rear of the connecting panel 43, a left rear wheel suspension support member 110A is provided, which supports the suspension device (rear suspension device) SP3 (shown in phantom lines in Figure 3) for the left rear wheel RT. Furthermore, on the right side of the upper structure 3 and rear of the connecting panel 43, a right rear wheel suspension support member 110B is provided, which supports the suspension device (rear suspension device) SP4 (shown in phantom lines in Figure 4) for the right rear wheel RT.

As shown in Figures 3 and 6, the passenger space side floor panel 41 has a front cross member 44A and an intermediate cross member 44B. The front cross member 44A and the intermediate cross member 44B extend in the left-right direction and are fixed to the upper surface of the passenger space side floor panel 41.

The front cross member 44A is disposed in front of the passenger space side floor panel 41. The front portion of the front cross member 44A is also joined to the lower part of the dash panel 50. The intermediate cross member 44B is disposed rearward of the front cross member 44A and forward of the recessed portion 41a, and the intermediate cross member 44B and the passenger space side floor panel 41 form a closed cross section.

As shown in Figure 2 and other figures, the upper structure 3 includes a center frame 80 that extends continuously in the fore-and-aft direction from the dash panel 50 to the connecting panel 43. This center frame 80 is located in the left-right center, and the rear of the center frame 80 is connected to the connecting panel 43. The center frame 80 is disposed above the passenger space floor panel 41 in the left-right center of the passenger space R1. The distance between the lower surface of the center frame 80 and the upper surface of the passenger space floor panel 41 can be set to, for example, 10 cm or more or 20 cm or more at its farthest point. The left front seat FS and rear seat RS are disposed to the left of the center frame 80, while the right front seat FS and rear seat RS are disposed to the right of the center frame 80.

By positioning the center frame 80 above and away from the passenger space floor panel 41, it is possible to arrange components, for example, between the underside of the center frame 80 and the upper surface of the passenger space floor panel 41. The space between the underside of the center frame 80 and the upper surface of the passenger space floor panel 41 can also be used as an item storage area.

The center frame 80 includes a front frame member 81 extending in the fore-and-aft direction, a rear frame member 82 disposed rearward of the front frame member 81, and a connecting member 83 connecting the rear of the front frame member 81 and the front of the rear frame member 82. The front frame member 81 and the rear frame member 82 are hollow, i.e., tubular and extending in the fore-and-aft direction, and can be constructed, for example, from extruded material. Making the front frame member 81 and the rear frame member 82 hollow results in lightweight, highly rigid members. The center frame 80 is not limited to a two-piece structure consisting of the front frame member 81 and the rear frame member 82; it may be constructed from a single member from front to rear, or may have a three-piece structure. If constructed from a single member, the connecting member 83 can be omitted.

As shown in FIG. 3 , the center frame 80 has a left-side frame component 84A and a right-side frame component 84B that form the front portion of the center frame 80, giving the front portion of the center frame 80 a branched shape in the left-right direction. The left-side frame component 84A and the right-side frame component 84B are spaced apart in the left-right direction. The rear portion of the left-side frame component 84A is fixed to the left side of the front frame component 81 at the midpoint in the fore-aft direction. The left-side frame component 84A is inclined in a plan view so that it is positioned further left as it moves forward from its fixed portion to the front frame component 81. The front portion of the left-side frame component 84A is connected to a portion of the dash panel 50 that is spaced above the passenger space-side floor panel 41. The rear portion of the left front frame 54A is connected to the front portion of the left-side frame component 84A.

The rear portion of the right frame component 84B is fixed to the right side surface of the front frame member 81 in the fore-and-aft direction middle portion. The right frame component 84B is inclined in a plan view so that it is positioned further to the right as it moves forward from the portion where it is fixed to the front frame member 81. The front portion of the right frame component 84B is connected to a portion of the dash panel 50 that is above and away from the passenger space side floor panel 41. The rear portion of the right front frame 54B is connected to the front portion of the right frame component 84B.

The upper structure 3 includes a first fixing member 101, a second fixing member 102, and a third fixing member 103 that fix the center frame 80 to the passenger space side floor panel 41. The first fixing member 101 is disposed foremost in the passenger space R1 and is spaced rearward from the dash panel 50. The second fixing member 102 is disposed rearward from the first fixing member 101. The third fixing member 103 is also disposed rearward from the second fixing member 102.

As shown in FIG. 11, the first fixing member 101 has a left-side member 101A and a right-side member 101B. The lower portions of the left-side member 101A and right-side member 101B are fixed to the front cross member 44A. The left-side member 101A extends upward from the front cross member 44A at an angle in a front view so that the upper portion is positioned further to the left. The upper portion of the left-side member 101A is fixed to the front portion of the left frame component member 84A of the center frame 80.

The right-side member 101B extends upward from the front cross member 44A at an angle in front view, so that the upper part is positioned further to the right. The upper part of the right-side member 101B is fixed to the front part of the right-side frame component 84B of the center frame 80.

(Detailed structure of front bumper and bumper reinforcement)
As shown in FIG. 8 , the bumper reinforcement 140 provided at the front of the vehicle body front structure A extends from the front of the left crash can 53A to the front of the right crash can 53B. The left side of the bumper reinforcement 140 is fixed to the front of the left crash can 53A, and the right side of the bumper reinforcement 140 is fixed to the front of the right crash can 53B. As a result, the left side of the bumper reinforcement 140 is supported by the left crash can 53A, and the right side of the bumper reinforcement 140 is supported by the right crash can 53B, and the left crash can 53A and the right crash can 53B are connected by the bumper reinforcement 140. The bumper reinforcement 140 is curved so that the center portion in the left-right direction is located at the front end and is positioned further rearward toward the left and right sides. The bumper reinforcement 140 is made of, for example, an extruded material. 7, ribs 140a extending in the left-right and front-rear directions are provided inside the bumper reinforcement 140. The bumper reinforcement 140 may also extend linearly in the left-right direction.

The left side of the bumper reinforcement 140 is positioned so that it does not protrude significantly to the left from the front of the left crash can 53A. The right side of the bumper reinforcement 140 is positioned so that it does not protrude significantly to the right from the front of the right crash can 53B. Specifically, as shown in FIG. 7, a notch 53e that opens forward is formed in the front of the right crash can 53B, and as shown in FIG. 2, a notch 53f that opens forward is formed in the front of the left crash can 53A. The shapes of the notches 53e, 53f are shaped to match the outer shape of the bumper reinforcement 140. The right side of the bumper reinforcement 140 is fitted into the notch 53e of the right crash can 53B and secured thereto by welding or the like, and the left side of the bumper reinforcement 140 is fitted into the notch 53f of the left crash can 53A and secured thereto by welding or the like. However, the fixing structure of the bumper reinforcement 140 is not limited to this, and may be a fixing structure using fastening members such as bolts, nuts, rivets, etc.

As shown in Figure 10, the front bumper 150 provided at the front of the automobile 1 includes a resin bumper fascia 151, which serves as an exterior component of the automobile 1, a decorative component 152, and a front grille 153. The bumper fascia 151 extends from the left end to the right end of the vehicle body so as to cover, for example, the bumper reinforcement 140. The bumper fascia 151 is attached to the upper cross member 160, which will be described later, and is designed to be easily deformable in the event of a collision with, for example, a pedestrian.

An opening 151a is formed in the left-right center of the upper part of the bumper fascia 151, allowing for the intake of cooling air, for example. The opening 151a is elongated in the left-right direction, but is not limited to this and may also be elongated in the up-down direction. A resin front grille 153 is attached to the bumper fascia 151 so as to cover the opening 151a. A bumper reinforcement 140 is positioned behind this front grille 153. For example, in the event of a collision with a pedestrian or the like, the front grille 153 can also be easily retracted.

The decorative member 152 is also attached to the bumper fascia 151. The decorative member 152 is a member for decorating the front of the automobile 1 and may be plated, for example, or colored the same color as the body color or a color different from the body color. In this embodiment, the decorative member 152 is provided so as to face the front of the vehicle and to follow the periphery of the opening 151a of the bumper fascia 151. The decorative member 152 may also be attached to the front grille 153.

The decorative member 152 has a lower portion 152a extending laterally along the lower edge of the opening 151a, a left portion 152b extending diagonally upward from the left end of the lower portion 152a, and a right portion 152c extending diagonally upward from the right end of the lower portion 152a. The left portion 152b extends along the left edge of the opening 151a in the bumper fascia 151. The right portion 152c extends along the right edge of the opening 151a in the bumper fascia 151.

The shape of the decorative member 152 is not limited to the above-described shape. It may be composed of a left portion 152b and a right portion 152c without a lower portion 152a, or may have an upper portion (not shown) extending in the left-right direction along the upper edge of the opening 151a. If it has an upper portion, it becomes a frame-shaped decorative member 152. Furthermore, the left portion 152b and the right portion 152c may or may not be inclined relative to the vertical line in a front view. Furthermore, the left portion 152b and the right portion 152c may have a bent or curved shape in a front view. The vertical dimensions of the left portion 152b and the right portion 152c can be appropriately set depending on the shape and size of the opening 151a. In this example, the left portion 152b and the right portion 152c are inclined so that they move away from each other as they go upward. However, this is not limited to this. The left portion 152b and the right portion 152c may be parallel, or may be inclined so that they move closer to each other as they go upward. If the vertical dimension of the opening 151a is long, the vertical dimension of the decorative member 152 can also be made long to correspond to that.

The decorative member 152 has a left-side protrusion 152d that protrudes leftward from the left portion 152b, and a right-side protrusion 152e that protrudes rightward from the right portion 152c. The left-side protrusion 152d is positioned further rearward toward the left, and extends along the bottom of the left headlight L. The right-side protrusion 152e is positioned further rearward toward the right, and extends along the bottom of the right headlight L.

The left side of the left protrusion 152d extends further rearward than the left side of the bumper reinforcement 140. Furthermore, the right side of the right portion 152c extends further rearward than the right side of the bumper reinforcement 140. Note that the left protrusion 152d and the right protrusion 152e may be provided as needed, or may be omitted.

As shown in FIG. 1, the front portion of the decorative member 152 protrudes forward from the front portion of the bumper fascia 151. Specifically, the shape of the decorative member 152 is set so that the left-right middle portion of the decorative member 152 is located forward of the left-right middle portion of the bumper fascia 151. In other words, to meet vehicle design requirements, a design has been adopted in which the decorative member 152 protrudes forward from the bumper fascia 151.

As shown in FIG. 10 , in a front view, the left end of the bumper reinforcement 140 is positioned to the right of the left portion 152b of the decorative member 152, and the right end of the bumper reinforcement 140 is positioned to the left of the right portion 152c of the decorative member 152. In this embodiment, in a front view, the bumper reinforcement 140 is positioned between the left portion 152b and right portion 152c of the decorative member 152, so that the left end of the bumper reinforcement 140 does not overlap the left portion 152b of the decorative member 152, and the right end of the bumper reinforcement 140 does not overlap the right portion 152c of the decorative member 152. In other words, the placement position and shape of the bumper reinforcement 140 are set so that it is located inside the opening 151a of the bumper fascia 151 in a front view. For example, the left-right dimension of the bumper reinforcement 140 can be set to be less than the left-right separation between the left portion 152b and the right portion 152c, and the bumper reinforcement 140 can be positioned so that the left-right center of the bumper reinforcement 140 coincides with the left-right center of the opening 151a.

As a result, for example, when an obstacle strikes the front bumper 150 from the front and the decorative member 152 attempts to retreat, the decorative member 152 is less likely to interfere with the bumper reinforcement 140, making it less likely that the bumper reinforcement 140 will impede the retreat of the decorative member 152. This reduces the impact on the obstacle and improves pedestrian protection performance in particular.

In addition, in this embodiment, the left crash can 53A is positioned to the right of the left portion 152b of the decorative member 152, and the right crash can 53B is positioned to the left of the right portion 152c of the decorative member 152. In other words, the left crash can 53A and the right crash can 53B are positioned and shaped so that they are located inside the opening 151a of the bumper fascia 151 in a front view. As a result, when, for example, an obstacle hits the front bumper 150 from the front and the decorative member 152 attempts to retreat, the decorative member 152 is less likely to interfere with the left crash can 53A and the right crash can 53B, and the left crash can 53A and the right crash can 53B are less likely to obstruct the retreat of the decorative member 152.

The lower end of the bumper reinforcement 140 is positioned higher than the lower portion 152a of the decorative member 152. This also makes it less likely that the decorative member 152 will interfere with the bumper reinforcement 140. The lower ends of the left crash can 53A and the right crash can 53B are positioned higher than the lower portion 152a of the decorative member 152. If the decorative member 152 has an upper portion (not shown), the upper end of the bumper reinforcement 140 can be positioned lower than the upper portion of the decorative member 152, and the upper ends of the left crash can 53A and the right crash can 53B can be positioned lower than the upper portion of the decorative member 152.

(Cross member at the front of the vehicle)
As shown in Figures 6 and 7, the front portion of the vehicle body front structure A is provided with an upper cross member 160 arranged above the bumper reinforcement 140 and a lower cross member 161 arranged below the bumper reinforcement 140. The upper cross member 160 and the lower cross member 161 extend in the left-right direction, and the longitudinal cross sections of both cross members 160, 161 perpendicular to the longitudinal direction are set smaller than the cross section of the bumper reinforcement 140 in the same direction. The upper cross member 160 and the lower cross member 161 are curved so that the center portion in the left-right direction is located furthest forward and the portions moving further rearward are positioned to the left and right. The upper cross member 160 and the lower cross member 161 are made of, for example, an extruded material.

A left upper support member 162 extending forward is provided on the top of the left front wheel suspension support member 51A, and a right upper support member 163 extending forward is provided on the top of the right front wheel suspension support member 51B. The left upper support member 162 and the right upper support member 163 support both sides of the upper cross member 160 in the vehicle width direction and are upper impact absorbing members that absorb impact loads in the fore-and-aft direction. When the left upper support member 162 and the right upper support member 163 receive an impact load in the fore-and-aft direction, they absorb the impact load by compressing or bending. The left upper support member 162 and the right upper support member 163 may have portions that trigger compressive or bending deformation.

The left upper support member 162 is inclined with respect to the vehicle's longitudinal centerline so that it is positioned further to the left as it moves forward. The right upper support member 163 is inclined with respect to the vehicle's longitudinal centerline so that it is positioned further to the right as it moves forward. Therefore, the left upper support member 162 and the right upper support member 163 are positioned further outward in the vehicle width direction as they move forward, and the distance between them becomes wider as they move forward. The front sides of the left upper support member 162 and the right upper support member 163 are positioned further outward in the vehicle width direction than the left and right ends of the bumper reinforcement 140, respectively. Furthermore, the front sides of the left upper support member 162 and the right upper support member 163 are positioned further outward in the vehicle width direction than the front sides of the left crash can 53A and the right crash can 53B, respectively. The left upper support member 162 and the right upper support member 163 may also extend parallel to the vehicle's longitudinal centerline.

The left side of the upper cross member 160 is fixed to the front portion of the left upper support member 162, and the right side of the upper cross member 160 is fixed to the front portion of the right upper support member 163. As a result, the front portion of the left upper support member 162 and the front portion of the right upper support member 163 are connected by the upper cross member 160.

The left side of the upper cross member 160 extends further to the left than the front of the left upper support member 162, and the right side of the upper cross member 160 extends further to the right than the front of the right upper support member 163. Therefore, the left-to-right dimension of the upper cross member 160 is longer than the left-to-right dimension of the bumper reinforcement 140, and the left side of the upper cross member 160 extends further outward in the vehicle width direction than the left side of the bumper reinforcement 140, and the right side of the upper cross member 160 extends further outward in the vehicle width direction than the right side of the bumper reinforcement 140.

The height of the upper cross member 160 can be set as desired by adjusting the installation heights of the left upper support member 162 and the right upper support member 163. In this embodiment, the installation heights of the left upper support member 162 and the right upper support member 163 are set so that the upper cross member 160 is positioned higher than the decorative member 152. In addition, the fore-aft position of the upper cross member 160 can be set as desired by adjusting the fore-aft dimensions of the left upper support member 162 and the right upper support member 163. In this embodiment, the fore-aft dimensions of the left upper support member 162 and the right upper support member 163 are set so that the bumper reinforcement 140 is positioned further forward than the upper cross member 160.

The upper cross member 160 is connected to the left side of the left upper support member 162 by a left connecting member 166 and the left crash can 53A. The upper cross member 160 is connected to the right side of the right upper support member 163 and the right crash can 53B by a right connecting member 167. A left headlight L is fixed to the outside of the left connecting member 166 in the vehicle width direction, and a right headlight L is fixed to the outside of the right connecting member 167 in the vehicle width direction. The left connecting member 166 and the right connecting member 167 are located rearward of the bumper reinforcement 140.

Furthermore, a left lower support member 164 extending forward is provided at the bottom of the left front wheel suspension support member 51A, and a right lower support member 165 extending forward is provided at the bottom of the right front wheel suspension support member 51B. The left lower support member 164 and the right lower support member 165 support both sides of the lower cross member 161 in the vehicle width direction and are lower impact absorbing members that absorb impact loads in the fore-and-aft direction. The left lower support member 164 and the right lower support member 165 can be configured in the same way as the left upper support member 162 and the right upper support member 163.

The left lower support member 164 is inclined with respect to the vehicle's longitudinal centerline so that it is positioned further to the left as it moves forward. The right lower support member 165 is inclined with respect to the vehicle's longitudinal centerline so that it is positioned further to the right as it moves forward. Therefore, the left lower support member 164 and the right lower support member 165 are positioned further outward in the vehicle width direction as they move forward, and the distance between the left lower support member 164 and the right lower support member 165 becomes wider as they move forward. The front sides of the left lower support member 164 and the right lower support member 165 are positioned further outward in the vehicle width direction than the left and right ends of the bumper reinforcement 140, respectively. Furthermore, the front sides of the left lower support member 164 and the right lower support member 165 are positioned further outward in the vehicle width direction than the front sides of the left crash can 53A and the right crash can 53B, respectively. The left lower support member 164 and the right lower support member 165 may also extend parallel to the vehicle's longitudinal centerline.

The left side of the lower cross member 161 is fixed to the front portion of the left lower support member 164, and the right side of the lower cross member 161 is fixed to the front portion of the right lower support member 165. As a result, the front portion of the left lower support member 164 and the front portion of the right lower support member 165 are connected by the lower cross member 161.

The left side of the lower cross member 161 extends further to the left than the front of the left lower support member 164, and the right side of the lower cross member 161 extends further to the right than the front of the right lower support member 165. Therefore, the left-to-right dimension of the lower cross member 161 is longer than the left-to-right dimension of the bumper reinforcement 140, and the left side of the lower cross member 161 extends further outward in the vehicle width direction than the left side of the bumper reinforcement 140, and the right side of the lower cross member 161 extends further outward in the vehicle width direction than the right side of the bumper reinforcement 140.

The height of the lower cross member 161 can be set as desired by adjusting the installation heights of the left lower support member 164 and the right lower support member 165. In this embodiment, the installation heights of the left lower support member 164 and the right lower support member 165 are set so that the lower cross member 161 is positioned lower than the decorative member 152. In addition, the fore-aft position of the lower cross member 161 can be set as desired by adjusting the fore-aft dimensions of the left lower support member 164 and the right lower support member 165. In this embodiment, the fore-aft dimensions of the lower support member 164 and the right lower support member 165 are set so that the front of the left-right center of the lower cross member 161 is positioned forward of the front of the left-right center of the bumper reinforcement 140.

In this embodiment, both the upper cross member 160 and the lower cross member 161 are positioned so that they do not overlap the decorative member 152 when viewed from the front. As a result, when an obstacle collides with the front bumper 150 from the front, the decorative member 152 is less likely to interfere with the upper cross member 160 and the lower cross member 161, making it less likely that the upper cross member 160 and the lower cross member 161 will hinder the retreat of the decorative member 152. This reduces the impact on the obstacle and particularly improves pedestrian protection performance. Note that either the upper cross member 160 or the lower cross member 161 may be positioned so that they do not overlap the decorative member 152 when viewed from the front. This also improves pedestrian protection performance.

Furthermore, the front portions of the upper left support member 162 and the upper right support member 163 are located further outward in the vehicle width direction than the front portions of the crash cans 53A and 53B, and the upper cross member 160 extends further outward in the vehicle width direction than the bumper reinforcement 140. Therefore, in the event of an offset collision, for example, the upper left support member 162, the upper right support member 163, and the upper cross member 160 can absorb the impact load. Similarly, the front portions of the lower left support member 164 and the lower right support member 165 are located further outward in the vehicle width direction than the front portions of the crash cans 53A and 53B, and the lower cross member 161 extends further outward in the vehicle width direction than the bumper reinforcement 140. Therefore, in the event of an offset collision, for example, the lower left support member 164, the lower right support member 165, and the lower cross member 161 can absorb the impact load. An offset collision is a type of collision in which an obstacle strikes a specific area on only the left or right side of the vehicle.

As shown in Figure 12, the front body structure A includes a rear connecting portion 164A that connects the rear side of the left lower support member 164 to the lower portion of the left front wheel suspension support member 51A. The rear connecting portion 164A includes a main body plate portion 164a that is interposed between the rear side of the left lower support member 164 and the lower portion of the front wheel suspension support member 51A, and a reinforcing plate portion (reinforcing portion) 164b that is formed along the right side wall portion of the left lower support member 164. The main body plate portion 164a and the reinforcing plate portion 164b can be obtained, for example, by press-molding plate material.

The main body plate portion 164a is formed to extend vertically and horizontally along the lower portion of the front wheel suspension support member 51A, and is fixed to the front wheel suspension support member 51A, for example, by fastening members. The vertical dimension of this main body plate portion 164a is set to be longer than the vertical dimension of the left lower support member 164, and the rear side of the left lower support member 164 is fixed to the vertical middle portion of the main body plate portion 164a, for example, by welding. Although not shown, the left lower support member 164 may have a reinforcing portion formed along the left wall portion.

The reinforcing plate 164b protrudes forward from the right edge of the main plate 164a and extends vertically. The reinforcing plate 164b and the right side wall of the left lower support member 164 may or may not be joined to each other. The provision of the reinforcing plate 164b prevents the left lower support member 164 from tipping over in the vehicle width direction when an impact load is applied, thereby enabling the left lower support member 164 to deform as intended, further enhancing the impact absorption effect.

As shown in Figures 6 and 7, a rear connecting portion 165A can be provided to connect the rear side of the right lower support member 165 to the lower part of the right front wheel suspension support member 51B, and this rear connecting portion 165B can be configured similarly to the rear connecting portion 164A. Although not shown, a rear connecting portion can be provided to connect the rear side of the left upper support member 162 to the upper part of the left front wheel suspension support member 51A, and this rear connecting portion can be configured similarly to the rear connecting portion 164A. Furthermore, although not shown, a rear connecting portion can be provided to connect the rear side of the right upper support member 163 to the upper part of the right front wheel suspension support member 51B, and this rear connecting portion can be configured similarly to the rear connecting portion 164A.

(Detailed structure of the crash can)
As shown in FIG. 8 , the left crash can 53A includes a rear crash can 53a attached to the front portion of the left front wheel suspension support member 51A and extending forward, and a front crash can 53b attached to the front portion of the rear crash can 53a and extending forward. The front portion of the rear crash can 53a and the rear portion of the front crash can 53b are joined together to form an integrated unit. The rear crash can 53a is configured to be less susceptible to crushing than the front crash can 53b when an impact load is applied in the front-to-rear direction. Specifically, the rear crash can 53a maintains its initial shape until a first predetermined load is applied during a frontal collision of the vehicle 1, and then undergoes compressive deformation when the first predetermined load is applied. Meanwhile, the front crash can 53b maintains its initial shape until a second predetermined load smaller than the first predetermined load is applied during a frontal collision of the vehicle 1, and then undergoes compressive deformation when the second predetermined load is applied. The initial shape refers to the shape before the frontal collision, and deformation of, for example, a few millimeters does not cause any substantial problems and is therefore permissible.

Therefore, in the event of a minor collision, such as hitting a fixed barrier at a speed of a few kilometers per hour, only the front crash can 53b may be crushed and deformed, while the rear crash can 53a may not be crushed and deformed. This difference in strength between the front crash can 53b and the rear crash can 53a can be achieved by, for example, changing the structure, plate thickness, material, etc.

Furthermore, even in a collision classified as a minor collision, if the impact load acting on the front crash can 53b and the rear crash can 53a increases and exceeds the first predetermined load, both the front crash can 53b and the rear crash can 53a will be crushed and deformed.

Like the left crash can 53A, the right crash can 53B has a rear crash can 53c that extends forward from the front portion of the right front wheel suspension support member 51B, and a front crash can 53d that extends forward from the front portion of the rear crash can 53c. The deformation initiation loads of the front crash can 53d and the rear crash can 53c are set in the same way as those of the front crash can 53b and the rear crash can 53a.

As shown in FIG. 7, the front portion BFa of the bonnet BF is positioned rearward of the front portions of the rear crash cans 53a and 53c. That is, a fixing portion 168 for fixing the bonnet BF to the upper cross member 160 is disposed near the front portion BFa of the bonnet BF, and the fixing portion 168 is provided on the upper cross member 160.

The fixing portion 168 is configured to be switchable between a fixed state in which the bonnet BF is fixed to the upper cross member 160, and a released state in which the fixed state is released, and is a conventionally well-known device. The fixing portion 168 can be switched from the outside; for example, after unlocking the fixing portion 168 by operating an operating lever (not shown) provided in the passenger space R1, the user can switch the fixing portion 168 from the fixed state to the released state by inserting their hand between the front portion BFa of the bonnet BF and the upper cross member 160 and operating the fixing portion 168. The fixing portion 168 can be engaged with and disengaged from, for example, an engagement portion BF1 that protrudes downward from the front portion BFa of the bonnet BF.

During a minor collision of the automobile 1, a rearward impact load acts on the bumper reinforcement 140 via the bumper fascia 151. The impact load acting on the bumper reinforcement 140 acts on the left crash can 53A and the right crash can 53B. Because the front crash cans 53b and 53d are configured to crush and deform under a smaller impact load than the rear crash cans 53a and 53c, the front crash cans 53b and 53d crush and deform before the rear crash cans 53a and 53c crush and deform. Because the front crash cans 53b and 53d absorb the impact load by crushing and deforming, depending on the magnitude of the impact load, the rear crash cans 53a and 53c may not crush and deform and may maintain their original shape or a shape close to their original shape. In this case, because the front portion BFa of the hood BF is positioned rearward of the front portions of the rear crash cans 53a and 53c, almost no impact load is input to the front portion BFa of the hood BF.

The left lower support member 164 and right lower support member 165, which support the lower cross member 161, extend forward of the front portion BFa of the bonnet BF. As a result, the front portions of the left lower support member 164 and right lower support member 165 are positioned forward of the front portion BFa of the bonnet BF, and as a result, the lower cross member 161 is also positioned forward of the front portion BFa of the bonnet BF. By adopting this layout, the left lower support member 164 and right lower support member 165 can also absorb impact loads during a minor collision, further increasing the effectiveness of reducing damage to the bonnet BF.

As shown in Figure 10, the left side portion BF2 of the front portion BFa of the bonnet BF is positioned further rearward as it approaches the left end. The right side portion BF3 of the front portion BFa of the bonnet BF is positioned further rearward as it approaches the right end. Furthermore, the middle portion BF4 between the left side portion BF2 and the right side portion BF3 of the front portion BFa of the bonnet BF is formed to extend in the vehicle width direction. In other words, the front portion BFa of the bonnet BF is formed so that the middle portion BF4 is positioned furthest forward, and the left side portion BF2 and right side portion BF3 are positioned further rearward as they move outward in the vehicle width direction.

The pair of left and right rear crash cans 53a, 53c are located directly below the middle portion BF4 of the hood BF. That is, as described above, if the left side portion BF2 and right side portion BF3 of the front portion BFa of the hood BF are positioned further rearward in the vehicle width direction in accordance with the design requirements of the automobile 1, obstacles are less likely to hit the left side portion BF2 and right side portion BF3 of the front portion BFa of the hood BF in a minor collision. On the other hand, because the middle portion BF4 of the hood BF extends in the vehicle width direction, obstacles are more likely to hit the middle portion BF4 in a minor collision. In this embodiment, the pair of left and right rear crash cans 53a, 53c can be positioned to correspond to the middle portion BF4 of the hood BF, making it less likely that obstacles will hit the middle portion BF4 of the hood BF in a minor collision.

In addition, the left lower support member 164 and right lower support member 165 that support the lower cross member 161, and the left upper support member 162 and right upper support member 163 that support the upper cross member 160, are located directly below the middle portion BF4 of the hood BF. In other words, support members 162, 163, 164, and 165 can be positioned to correspond to the middle portion BF4 of the hood BF, making it less likely that an obstacle will hit the middle portion BF4 of the hood BF during a minor collision.

(Effects of the embodiment)
As described above, according to this embodiment, when the automobile 1 collides, an impact load acts on the front crash cans 53b, 53d and the rear crash cans 53a, 53c. In the case of a minor collision, the front crash cans 53b, 53d are compressed and deformed, and the front portions of the rear crash cans 53a, 53c remain positioned forward of the front portion of the hood BF. Therefore, even if an obstacle moves relatively rearward of the vehicle, it will not strike the front portion of the hood BF, thereby minimizing damage to the hood BF caused by the collision of the obstacle. This reduces repair costs.

The above-described embodiments are merely illustrative in all respects and should not be interpreted as limiting. Furthermore, all modifications and variations that fall within the scope of the claims are within the scope of the present invention.

As described above, the vehicle body structure of the present invention can be used, for example, in electric vehicles and other automobiles.

1 Automobile 51A, 51B Front wheel suspension support member (vehicle body side member)
53A Left side crash can 53B Right side crash can 140 Bumper reinforcement 160 Upper cross member 161 Lower cross member 162 Left upper support member (upper impact absorbing member)
163 Upper right support member (upper impact absorbing member)
164 Left lower support member (lower impact absorbing member)
168 Fixed part A Front body structure (body structure)
BF Bonnet BF2 Left side BF3 Right side BF4 Middle

Claims (6)

In a vehicle body structure having a bonnet at the front of the vehicle,
a pair of left and right rear crash cans attached to a vehicle body member, extending forward from the vehicle body member, maintaining an initial shape until a first predetermined load is applied thereto in the event of a collision of the vehicle, and undergoing compressive deformation when the first predetermined load is applied thereto;
a pair of left and right front crash cans extending from a front portion of the rear crash can toward the front of the vehicle and compressively deforming when a second predetermined load smaller than the first predetermined load acts on the vehicle during a collision,
A vehicle body structure in which a front portion of the hood is located rearward of a front portion of the rear crash can. The vehicle body structure according to claim 1,
the vehicle body side member is a suspension support member that supports a front suspension device,
A vehicle body structure in which a rear portion of the rear crash can is attached to a front portion of the suspension support member. The vehicle body structure according to claim 1 or 2,
a lower cross member extending in the vehicle width direction below the front crash can;
a lower impact absorbing member that supports both sides of the lower cross member in the vehicle width direction and absorbs impact loads in the vehicle front-rear direction,
The vehicle body structure, wherein the lower impact absorbing member extends further forward than the front portion of the hood. The vehicle body structure according to any one of claims 1 to 3,
The vehicle further includes an upper cross member extending in the vehicle width direction rearward of the front portion of the rear crash can and above the rear crash can,
A vehicle body structure in which the upper cross member is provided with a fixing portion for fixing the front portion of the hood. The vehicle body structure according to any one of claims 1 to 4,
A bumper reinforcement extending in the vehicle width direction is attached to a front portion of the front crash can,
The left side of the front part of the bonnet is formed so that the closer to the left end, the further rearward the vehicle it is positioned,
a right side portion of the front portion of the bonnet is formed so that the closer to the right end, the further rearward the vehicle is positioned;
an intermediate portion between the left side portion and the right side portion at the front portion of the bonnet is formed to extend in the vehicle width direction,
The rear crash can is located directly below the middle portion of the hood. The vehicle body structure according to claim 5,
a cross member disposed vertically apart from the front crash can and extending in the vehicle width direction;
and shock absorbing members that support both sides of the cross member in the vehicle width direction and absorb impact loads in the vehicle front-rear direction,
The impact absorbing member is located directly below the middle portion of the hood.