JP2019085087A - Vehicle front structure - Google Patents

Abstract

To provide a vehicle front structure that is able to transmit collision load, in the event of fine lap collision or oblique collision, to an opposite front-side member without a power unit.SOLUTION: A vehicle front structure 10 comprises: a pair of front side members 12 disposed in a vehicle width direction with a space between them and respectively extending in forward and backward directions; a gusset 18 mounted on a side face, in a vehicle width direction, of each front side member 12, projecting further outside in the vehicle width direction than the front side member 12, and decreased toward a rear of the vehicle in terms of dimension in the vehicle width direction; and a cross member 20 stretched between the pair of front side members 12. In the same position, in the forward and backward directions of the vehicle, as a rear end of the gusset 18, the cross member 20 and the front side member 12 face each other while kept apart from each other in the vehicle width direction.SELECTED DRAWING: Figure 1

Description

  This specification discloses a vehicle front structure.

  Usually, a power unit room is provided at the front of the vehicle. In the power unit chamber, a power unit that generates traveling power, such as an engine or a motor unit, is disposed. In addition, front side members, which are a type of vehicle frame member, are generally disposed on both sides of the power unit in the vehicle width direction. The front side member is a frame member extending in the longitudinal direction of the vehicle, and is a member that receives a collision load when the vehicle makes a frontal collision.

  By the way, as a form of a frontal collision, not only a full lap collision in which the entire width of the front surface of the vehicle collides with the collision object, but also a minute collision in which the collision object collides only with an end of the front surface of the vehicle body There are lap collisions and oblique collisions in which a high-speed collision object collides obliquely from the front of the vehicle. In the case of a minute lap collision or an oblique collision, there is a possibility that the front side member can not sufficiently receive the collision load input from the collision body.

  Therefore, it has been conventionally proposed to provide a gusset projecting outward in the vehicle width direction on the outer side surface of the front side member in order to transmit the collision load at the time of a minute lap collision to the front side member. It has also been proposed to transmit the collision load transmitted to the front side member on one side via the gusset to the front side member on the other side via the power unit. By transmitting the collision load to the opposite front side member, the entire vehicle body can easily escape in the direction to avoid the collision load, and the occupant and high voltage components can be protected more reliably.

  For example, in Patent Document 1, a power unit (for example, an engine, an electric motor, etc.), a front side member disposed on both sides in the vehicle width direction of the power unit, and an outer side of the front side member in the vehicle width direction And a load receiving member (gusset). In such a vehicle, the collision load at the time of a minute lap collision is transmitted to the power unit via the load receiving member and the front side member on one side. Thereby, the collision load can be absorbed more efficiently.

JP 2017-30579 A

  Here, among the vehicles, there are vehicles having no engine, such as electric vehicles and fuel cell vehicles. In the case of an automobile without an engine, a rotating electrical unit is provided as a power unit. However, such a rotating electrical machine unit may be disposed below the front side member. In this case, even if the front side member is bent inward in the vehicle width direction, the collision load can not be transmitted to the opposite front side member via the rotating electrical machine unit because it does not contact the rotating electrical machine unit. Moreover, since the rotating electrical machine unit is a high voltage component in the first place, it is not desirable to transmit the collision load to the opposite front side member through the rotating electrical machine unit.

  Thus, the present specification discloses a vehicle front structure capable of transmitting the collision load at the time of a micro lap collision or an oblique collision to the opposite front side member without passing through the power unit.

  The vehicle front structure disclosed in the present specification is disposed at intervals in the vehicle width direction, and is attached to the pair of front side members extending in the vehicle longitudinal direction and the outer surface of each front side member in the vehicle width direction. A gusset which protrudes outward in the vehicle width direction with respect to the front side member and whose dimension in the vehicle width direction decreases as the vehicle moves rearward, and a cross member which is bridged between the pair of front side members; The cross member and the front side member face each other in a state of being separated in the vehicle width direction at the same vehicle longitudinal direction position as the rear end of the gusset.

  Here, among the front side members, the same vehicle longitudinal direction position as the rear end of the gusset is a portion where stress is likely to be concentrated at the time of a minute lap collision or an oblique collision, and the front side member is easily bent. When the cross member and the front side member face each other in the vehicle width direction at a position where the front side member is easily bent, the front side member can be bent reliably. Then, when the front side member is bent, the collision load can be transmitted from the front side member to the opposite front side member via the cross member. That is, the collision load at the time of a minute lap collision or an oblique collision can be transmitted to the opposite front side member without passing through the power unit.

  At the vehicle longitudinal direction position which is the same as the rear end of the gusset or rearward of the rear end of the gusset, one or more overhanging walls are provided on the lateral surface of the cross member in the vehicle width direction. The wall may project outward in the vehicle width direction further than the front of the overhang wall.

  According to this configuration, backward movement of the bent front side member is restricted by the overhang wall. As a result, the collision load is less likely to escape to the rear of the vehicle, so that the collision load can be more reliably transmitted from the front side member to the cross member.

  In this case, at the end face in the vehicle width direction of the front side member, a reinforcement bead is provided which is a reinforcement bead extending in the longitudinal direction of the vehicle and is temporarily interrupted halfway. It may be provided in the vehicle longitudinal direction position which becomes the back of the break place of the same as the break place, or the above-mentioned reinforcement bead.

  The discontinuous portion of the reinforcing bead is also a portion where stress is likely to be concentrated and a front side member is easily bent at the time of a minute wrap collision or an oblique collision. By providing the overhang wall at the same position as the front side member in which the front side member is easy to bend or in the vehicle longitudinal direction behind the bendable position, the backward movement of the front side member can be more reliably suppressed. The collision load can be more reliably transmitted from the side member to the cross member.

  The cross member includes an upper member forming an upper surface of the cross member, and a lower member forming a bottom surface of the cross member, and the upper member and the lower member are connected to each other to be closed. You may form a cross section.

  By forming the cross member to have a closed cross section, the rigidity of the cross member can be improved, and the collision load input from the front side member on one side can be more reliably transmitted to the front side member on the opposite side.

  Furthermore, a bracket may be provided to connect the cross member and the front side member in a state where the cross member and the front side member are separated in the vehicle width direction.

  By using such a bracket, a space where the front side member can be bent can be easily secured between the cross member and the front side member.

  In this case, the bracket, the upper member, and the lower member are fastened together with a first fastening bolt and a nut, and the first fastening bolt has a closed cross section including the upper member and the lower member. It may be penetrated.

  When the first fastening bolt passes through the closed cross section, the mounting rigidity of the first fastening bolt and the torsional stiffness of the cross member are improved.

  Further, the bracket is fastened to the cross member and the front side member at the same vehicle longitudinal direction position behind the rear end of the gusset, and the bracket is used for fastening to the cross member A plurality of first fastening holes arranged in the front-rear direction are provided, and a load-bearing portion, which is a predetermined gap, is interposed between each first fastening hole and the vehicle width direction inner end of the bracket. The load bearing portion located forward may have a higher strength than other load bearing portions.

  With this configuration, the bracket can easily rotate following the bending of the front side member.

  The cross member may have a height direction dimension at an end portion in the vehicle width direction larger than a height direction dimension at the center in the vehicle width direction.

  With such a configuration, the area of the end face in the vehicle width direction of the cross member tends to be large, and when the front side member is bent, the front side member and the cross member contact more reliably.

  The cross member includes a front cross portion extending in the vehicle width direction, a rear cross portion extending rearward in the vehicle width direction, and a front cross portion and the rear cross portion. A pair of side parts which connect end parts may be provided.

  The presence of the side portion ensures that the front side member and the cross member have a sufficient facing area, and load transfer from the front side member to the cross member or from the cross member to the front side member can be performed more reliably. Ru.

  The cross member includes a front cross portion extending in the vehicle width direction, and a rear cross portion extending rearward in the vehicle width direction, the high-voltage component being the cross The mount coupled to the member may include a mount that is bridged between the front cross portion and the rear cross portion.

  Since the mount is bridged between the front cross portion and the rear cross portion, deformation of the front cross portion toward the rear of the vehicle is effectively suppressed even if a collision load directed from the front to the rear is received.

  In this case, the mount, the upper member, and the lower member may be fastened together with a bolt and a nut, and the bolt may penetrate a closed cross section formed by the upper member and the lower member. .

  When the bolt passes through the closed cross section, the mounting rigidity of the bolt and the torsional rigidity of the cross member are improved.

  In addition, the mount includes a base portion fastened to a bottom surface or an upper surface of the front cross portion and the rear cross portion, and a protrusion protruding in the vehicle height direction from the center of the base portion. When the part is fastened to the front cross part and the rear cross part, the projection may be located in the gap between the front cross part and the rear cross part.

  With such a configuration, even if the front cross portion is deformed toward the rear of the vehicle, the deformation of the front cross portion and hence the deformation of the cross member are effectively prevented since the front cross portion abuts against the projecting portion.

  The other vehicle front structure disclosed in the present specification is disposed at intervals in the vehicle width direction, and extends between a pair of front side members extending in the vehicle longitudinal direction and the pair of front side members. The front side member has a stress concentration portion where a stress is concentrated when a minute wrap collision or an oblique collision is caused, and the cross member is provided with the cross member at the same vehicle longitudinal direction position as the stress concentration portion. The front side members face each other in a state of being separated in the vehicle width direction.

  The stress concentration portion is a portion where the front side member is easily bent at the time of a minute wrap collision or an oblique collision. When the cross member and the front side member face each other in the vehicle width direction at a position where the front side member is easily bent, the front side member can be bent reliably. Then, when the front side member is bent, the collision load can be transmitted from the front side member to the opposite front side member via the cross member. That is, the collision load at the time of a minute lap collision or an oblique collision can be transmitted to the opposite front side member without passing through the power unit.

  According to the vehicle front structure disclosed herein, it is possible to transmit the collision load at the time of a micro lap collision or an oblique collision to the opposite front side member without passing through the power unit.

It is the schematic which shows a vehicle front structure. It is a disassembled perspective view of a MC cross member periphery. It is a figure which shows a mode that the micro lap collision or the collision was carried out. It is a top view of MC cross member. It is a disassembled perspective view of MC cross member. It is an end elevation in the AA of FIG. It is a perspective view of the front end periphery front side member. It is an exploded perspective view of a bracket. It is a perspective view which shows the mode of attachment of a bracket. FIG. 7 is a schematic end view at a section line through the first fastening bolt. It is a perspective view of a rotary electric machine unit and a motor mount. It is a schematic sectional drawing which shows a mode that the member side fastening part of the left side motor mount was fastened to MC cross member.

  Hereinafter, the vehicle front structure 10 will be described with reference to the drawings. FIG. 1 is a schematic plan view of a vehicle front structure 10. FIG. 2 is an exploded perspective view around a motor compartment cross member (hereinafter referred to as “MC cross member 20”). In the drawings, the longitudinal direction of the vehicle is indicated by an axis represented by symbol Fr, the vehicle width direction is indicated by an axis represented by symbol Rw, and the direction of the vehicle height is indicated by an axis represented by symbol Up. Further, left and right in the following description mean right and left as viewed from a vehicle occupant unless otherwise specified.

  First, the entire configuration of the vehicle front structure 10 will be briefly described. The vehicle front structure 10 is incorporated in an electric vehicle (for example, an electric car or a fuel cell car) which travels with the power generated by the rotary electric machine MG. At the front of the vehicle, a power unit chamber 11 (also referred to as a "motor compartment") in which a power unit is installed is provided. The power unit generates the traveling power of the vehicle, and in this example, a rotating electrical machine unit 22 described later functions as the power unit.

  At the front end of the power unit chamber 11, there is provided a bumper reinforcement (hereinafter referred to as "bumper RF") 14 extending in the vehicle width direction. The bumper RF 14 is curved in plan view so as to be convex toward the front of the vehicle. The front side member 12 is connected near the both ends in the vehicle width direction of the bumper RF 14 via a crash box 16. The crash box 16 absorbs collision energy at the time of a vehicle collision by compressively deforming in the longitudinal direction of the vehicle. Therefore, the crash box 16 is normally in a form that is easily compressed and deformed in the longitudinal direction of the vehicle, for example, a form in which a plurality of concave beads are formed on the outer peripheral surface.

  The front side member 12 is connected to the rear of the crash box 16. The front side member 12 is a frame member extending in the longitudinal direction of the vehicle. As shown in FIG. 1, two front side members 12 are disposed substantially in parallel with a sufficient distance in the vehicle width direction. The front side member 12 is provided with a stress concentration portion where stress is concentrated when a load is applied to the side surface, which will be described later.

  A gusset 18 is attached to the lateral surface of each front side member 12 in the vehicle width direction. The gusset 18 is a substantially triangular member in a plan view, in which the dimension in the vehicle width direction decreases as the vehicle moves rearward. The front end of the gusset 18 is substantially the same as the front end of the front side member 12. The gusset 18 projects outward beyond the front side member 12 in the vehicle width direction, and receives a load input from the front side member 12 from the outside in the vehicle width direction.

  An MC cross member 20 is provided between the pair of front side members 12. The MC cross member 20 is coupled to the front side member 12 via a bracket 32. In other words, the MC cross member 20 is bridged between the pair of front side members 12. However, the MC cross member 20 is not in contact with the front side member 12, and the two members 12, 20 face each other in a state of being separated in the vehicle width direction. In other words, a slight gap exists between the MC cross member 20 and the front side member 12. This is to allow bending of the front side member 12, which will be described later.

  As shown in FIG. 2, the charger 26 and the PCU 24 are placed and fastened on the top surface of the MC cross member 20. Further, below the MC cross member 20, the left side motor mount 28L and the right side motor mount 28R (hereinafter, when left and right are not distinguished, subscripts L and R are omitted and referred to as "motor mount 28") The unit 22 is suspended and held. The rotary electric machine unit 22 includes a rotary electric machine MG as a drive source of the vehicle and a transmission (transaxle) TA. In the example shown in FIG. 2, the arrangement of the rotating electrical machine unit 22 is a so-called horizontal installation, and the rotating electrical machine unit 22 is arranged in the power unit chamber 11 so that the longitudinal direction thereof faces the vehicle width direction. A plurality of fastening holes 23 are provided on the upper surface and both widthwise end surfaces of the rotating electrical machine unit 22. The motor mount 28 is fastened to the rotating electrical machine unit 22 by aligning and bolting the fastening holes 23 and the fastening holes 29 of the motor mount 28.

  The motor mount 28 includes an MG-side fastening portion 52 fastened to the rotary electric machine unit 22 and a member-side fastening portion 54 fastened to the MC cross member 20. The fastening between the motor mount 28 and the rotating electrical machine unit 22 and the MC cross member 20 will be described in detail later.

  The PCU 24 is a power converter provided on an electric path connecting the rotary electric machine MG and a battery (not shown). The PCU 24 includes, for example, a power conversion circuit such as a DC / DC converter or an inverter. A plurality of fastening holes 25 are formed in the leg 24 a extending downward of the PCU 24. The PCU 24 is fastened to the upper surface of the MC cross member 20 via fastening bolts (not shown) inserted into the plurality of fastening holes 25.

  The charger 26 is connected to a battery (not shown), and includes a booster circuit for power conversion, a transformer circuit for blocking a DC component, and the like. Further, a plurality of fastening holes 27 are formed in the leg portion 26 a extended downward to the charger 26. The charger 26 is fastened to the upper surface of the MC cross member 20 via fastening bolts (not shown) inserted into the plurality of fastening holes 27.

  A high voltage cable (not shown) is provided between the rotating electrical machine unit 22, the PCU 24, the charger 26, and the battery (not shown) for transferring power. A portion of the high voltage cable is passed through an opening 34 provided at the center of the MC cross member 20.

  Next, the case where a vehicle having the vehicle front structure 10 makes a frontal collision will be briefly described. As a frontal collision, a full wrap collision in which the entire width of the front surface of the vehicle collides with the collision object, a small lap collision in which the collision object collides only with an end of the front surface of the vehicle body (for example, 25% outside the front surface of the vehicle body) There is an obstacle collision in which the collision object collides from diagonally forward of the vehicle.

  When a full-lap collision occurs, the collision load is input to the left and right crash boxes 16 via the bumper RF 14. Under this collision load, the crash box 16 is compressed and deformed, and part of the collision load is absorbed. The load that can not be absorbed by the crash box 16 is further transmitted to the pair of left and right front side members 12. The front side member 12 absorbs and disperses load while bending, deforming, etc., as necessary. In this process, the bumper RF 14 moved backward, or another member interposed between the bumper RF 14 and the MC cross member 20 reaches the front end of the MC cross member 20, and a load directed rearward of the vehicle is also applied to the MC cross member 20. May be In order to prevent the MC cross member 20 from being deformed by this backward load, in this example, a motor mount 28 which crosses the opening 34 in the longitudinal direction of the vehicle is attached to the MC cross member 20. Will be described later.

  On the other hand, the case of a minute wrap collision or an oblique collision will be described with reference to FIG. In this case, the collision body collides with the vehicle on the outer side in the vehicle width direction than the front side member 12. Therefore, the collision load in this case is directly applied to the gusset 18 via the bumper RF 14 or not via the bumper RF 14. The collision load applied to the gusset 18 is transmitted to the outer surface of the front side member 12 via the gusset 18. Then, under the collision load, as shown in FIG. 3, the front side member 12 bends inward in the vicinity of the rear end of the gusset 18 and enters inward in the vehicle width direction. Then, the front side member 12 abuts on the side surface of the MC cross member 20, and the collision load is further transmitted to the MC cross member 20. The MC cross member 20 receives the collision load, moves in the vehicle width direction, and abuts on the front side member 12 on the opposite side (the vehicle right side in the illustrated example).

  That is, the collision load in the case of a minute lap collision or an oblique collision is sequentially transmitted to the gusset 18 on one side, the front side member 12 on one side, the MC cross member 20, and the front side member 12 on the other side. Then, in the process of this transmission, the collision load is absorbed and dispersed. In addition, the collision load is finally transmitted to the opposite front side member 12, so that the entire vehicle body can easily move in the direction to escape from the collision load, reducing the deformation and breakage of the vehicle parts due to the collision load. it can.

  As apparent from the above description, in the full lap collision, the MC cross member 20 is not required to be deformed, and in the small lap collision and the oblique collision, the collision load is efficiently transmitted from the front side member 12 to the MC cross member 20. It is sought to be done. In this example, the configuration of each part is configured to meet such a request. The configuration of each part will be described in more detail below.

  First, the configuration of the MC cross member 20 will be described with reference to FIGS. 4 to 6. FIG. 4 is a plan view of the MC cross member 20, and FIG. 5 is an exploded perspective view of the MC cross member 20. As shown in FIG. Moreover, FIG. 6 is an end elevation in the AA of FIG.

  As described above, the MC cross member 20 is a member which is bridged between the pair of front side members 12, and is a member on which the PCU 24 and the charger 26 are mounted and which suspends and holds the rotating electrical machine unit 22. . As shown in FIG. 4, the MC cross member 20 is a substantially rectangular shape elongated in the vehicle width direction in plan view. An opening 34 elongated in the vehicle width direction is formed at the center of the MC cross member 20, and the MC cross member 20 has a substantially square shape as a whole. In the opening 34, a part of a high voltage cable connected to the rotating electrical machine unit 22, the PCU 24, and the charger 26 is routed.

  As shown in FIG. 5, the MC cross member 20 is configured by combining one upper member 36 and two lower members 38F and 38R. The upper member 36 includes an upper surface in which a large opening is formed at the center, and a circumferential surface hanging down from the periphery of the upper surface, and the bottom surface is completely open. The front lower member 38F and the rear lower member 38R are members attached to the lower side of the upper member 36, and some steps are formed in the vehicle longitudinal direction. In the following, when the front side and the rear side are not distinguished, the subscripts F and R are omitted and simply referred to as the “lower member 38”.

  The front lower member 38F and the rear lower member 38R form a closed cross section with the upper member 36, as shown in FIG. That is, the front lower member 38F is close to or in contact with the upper member 36 at the top surface and the front end surface thereof, but is sufficiently separated from the upper member 36 at other places. Similarly, the lower rear member 38R is close to or in contact with the upper member 36 at its top and rear end surfaces, but is sufficiently separated from the upper member 36 at other locations.

  As described above, by forming the MC cross member 20 in a hollow shape including the upper member 36 and the lower member 38, the strength of the MC cross member 20 is significantly improved as compared to the case where the MC cross member 20 is formed of a single plate material. it can. In particular, with such a configuration, compressive deformation in the vehicle width direction of the MC cross member 20 is effectively prevented. That is, in the case of a small wrap collision or an oblique collision, even if a collision load is received from the front side member 12 in the vehicle width direction, the MC cross member 20 is unlikely to be compressively deformed. As a result, the collision load can be reliably transmitted to the opposite front side member 12. Although the upper member 36 and the lower member 38 are illustrated as a simple shape without a bead or a recess in FIG. 5, a plurality of beads or a recess may be provided to these members 36 and 38. By appropriately providing the bead and the recess, the strength of the MC cross member 20 can be further improved.

  From a different point of view, the MC cross member 20 includes a front cross portion 20F extending in the vehicle width direction, a rear cross portion 20R extending in the vehicle width direction behind the front cross portion 20F, and left and right ends of the front cross portion 20F. It can be roughly divided into a pair of side parts 20S connecting the left and right ends of the rear cross part 20R. In the case of a small wrap collision or an oblique collision, the side portion 20S functions as an input portion and an output portion of a collision load. That is, the collision load is input to the side portion 20S on one side through the gusset 18 on one side and the front side member 12 on one side. The collision load input from the one side portion 20S is transmitted to the opposite side portion 20S via the front side cross portion 20F and the rear side cross portion 20R, and further from the opposite side portion 20S to the opposite side Is output to the front side member 12 of FIG. As described above, it is desirable that the area of the surface facing the front side member 12 (outside surface in the vehicle width direction of the side portion 20S) of the side portion 20S functioning as a load input portion and output portion be as large as possible.

  Therefore, in the present embodiment, as shown in FIG. 5, the height direction dimension (thickness) De at the end portion in the vehicle width direction of the MC cross member 20 is larger than the dimension Dc in the vehicle height direction at the center in the vehicle width direction. It is like that. Then, in order to realize such dimensions, lower end sides 60 of the front end face and the rear end face of the MC cross member 20 are formed in a convex arch shape upward. As a result, the lateral surface of the side portion 20S in the vehicle width direction becomes large, and the bent front side member 12 can more reliably contact the side portion 20S.

  In the present example, two overhanging walls 62 are provided on the outer side surface of the side portion 20S. The overhanging wall 62 is a portion that overhangs outward in the vehicle width direction compared to its forward position. The overhanging wall 62 can be formed by providing a step or a recess recessed inward in the vehicle width direction on the side portion 20S. The overhanging wall 62 hooks the bent front side member 12 in the case of a small wrap collision or an oblique collision to restrict the backward movement of the front side member 12.

  That is, not only bending of the front side member 12 but also movement of the front side member 12 to the rear of the vehicle occurs in the case of a minute lap collision or an oblique collision. When the front side member 12 freely moves rearward, the collision load is less likely to be transmitted to the MC cross member 20. On the other hand, when the side wall 20S is provided with the overhanging wall 62 projecting outward in the vehicle width direction, the bent front side member 12 abuts on the overhanging wall 62, whereby the tension of the front side member 12 The movement of the rear wall 62 is restricted. And as a result, the collision load at the time of a micro lap collision or an oblique collision can be transmitted to MC cross member 20 more certainly.

  Here, in the case of a minute wrap collision or an oblique collision, the front side member 12 is easily bent at the rear end of the gusset 18 or slightly behind the rear end. The overhanging wall 62 is provided at the same position as the vehicle longitudinal position where the bending is likely to occur (slightly behind the rear end of the gusset 18 or the rear end of the gusset 18) or slightly behind the portion where bending is likely to occur. Is desirable. By providing the overhanging wall 62 at such a position, the bent front side member 12 can be hooked more securely.

  However, the bending position of the front side member 12 is appropriately changed depending on the direction and the magnitude of the collision load to be input. For example, the bending position of the front side member 12 slightly changes in the small lap collision and the oblique collision. Therefore, it is desirable that two or more overhanging walls 62 be provided on one side portion 20S so that the bending position of the front side member 12 may be changed.

  By the way, it is desirable that the front side member 12 is bent inward in the vehicle width direction at the time of a minute lap collision and an oblique collision. However, when the front side member 12 and the MC cross member 20 are in contact in the vehicle width direction without a gap, the bending of the front side member 12 is inhibited by the MC cross member 20. Therefore, in the present embodiment, the MC cross member 20 and the front side member 12 are separated in the vehicle width direction at the same position in the vehicle longitudinal direction as the location where bending of the front side member 12 is expected. Thus, a space for bending and deforming the front side member 12 can be secured, and the front side member 12 can be more reliably bent. The portion where bending is expected is a stress concentration portion of the MC cross member 20, which will be described in detail later, and is the rear end of the gusset 18 or the discontinuous portion 42 of the reinforcing bead 40 (see FIG. 7).

  Next, the front side member 12 and the gusset 18 will be described with reference to FIG. FIG. 7 is a perspective view around the front end of the front side member 12. The front side member 12 is a frame member extending in the longitudinal direction of the vehicle, and is a hollow square pipe-like member. The front side member 12 is provided with several stress concentration portions where stress is easy to concentrate and which is easy to bend. One of the stress concentration portions is near the rear end of the gusset 18. In the vicinity of the rear end of the gusset 18, the load input through the gusset 18 tends to be concentrated. The front side member 12 is likely to be bent inward in the vehicle width direction near the rear end of the gusset 18. Further, although the reinforcing bead 40 is provided on the outer side surface 12 o in the vehicle width direction of the front side member 12, the discontinuous portion 42 of the reinforcing bead 40 also functions as a stress concentration portion. That is, the reinforcing bead 40 is provided to improve the strength of the front side member 12, and is a linear bead elongated in the vehicle longitudinal direction. However, the reinforcing bead 40 is not continuous in the longitudinal direction of the vehicle, and is interrupted halfway. Where the reinforcing bead 40 is formed, the front side member 12 is difficult to bend. On the other hand, the breaking point 42 of the reinforcing bead 40 has a locally reduced strength, and stress is likely to be concentrated. Therefore, stress is likely to be concentrated at the discontinuous portion 42 of the reinforcing bead 40, and the front side member 12 is a stress concentrated portion which is easily bent.

  In this example, the discontinuous portion 42 of the reinforcing bead 40 is provided rearward of the rear end of the gusset 18. Therefore, depending on the input form of stress, the front side member 12 may bend at the break point 42 (rearward from the rear end of the gusset 18) of the reinforcing bead 40. Even in this case, the front side member 12 and the MC cross member 20 are separated in the vehicle width direction at the same position in the vehicle longitudinal direction as the discontinuous portion 42 of the reinforcing bead 40 so that the front side member 12 can be bent reliably. There is. Further, at least one of the overhanging walls 62 described above is provided at the same position as the discontinuity 42 of the reinforcing bead 40 or at a position in the vehicle longitudinal direction behind the discontinuity 42 of the reinforcing bead 40. The gusset 18 is attached to the outer side surface 12 o of the front side member 12 as shown by a two-dot chain line in FIG. 7. The configuration of the gusset 18 can use conventional techniques as appropriate, and thus the detailed description is omitted here.

  The front side member 12 and the MC cross member 20 are connected to each other via a bracket 32. FIG. 8 is an exploded perspective view of the bracket 32. As shown in FIG. FIG. 9 is a perspective view showing how the bracket 32 is attached. The bracket 32 has two bracket pieces 44 and 46. The two bracket pieces 44 and 46 are vertically stacked to form a bracket 32. As shown in FIGS. 1 and 3, this bracket 32 is attached to the rear of the vehicle than the stress concentration portion where the bending of the front side member 12 is expected (the rear end of the gusset 18 or the discontinuity 42 of the reinforcement bead 40). Be Further, the bracket 32 couples the front side member 12 and the MC cross member 20 in a state in which the front side member 12 and the MC cross member 20 are separated in the vehicle width direction.

  The first bracket piece 44 couples the upper surface of the MC cross member 20 and the inner side surface 12i of the front side member 12 in the vehicle width direction. Therefore, the first bracket piece 44 is substantially L-shaped having a surface extending substantially horizontally along the upper surface of the MC cross member 20 and a surface extending substantially vertically along the inner side surface 12i of the front side member 12. It has become a state. In the horizontal surface of the first bracket piece 44, three first fastening holes 64a to 64c are formed side by side in the front-rear direction. The first fastening holes 64 a to 64 c are holes through which the first fastening bolts 66 a to 66 c are inserted, and are provided at positions corresponding to the fastening holes 21 a to 21 c formed in the MC cross member 20. Further, on the vertical surface of the first bracket piece 44, two second fastening holes 70a (only one can be seen in FIGS. 8 and 9) are formed in line in the front-rear direction. The second fastening hole 70 a is a hole through which a second fastening bolt (not shown) is inserted, and is provided at a position corresponding to the fastening holes 13 a and 13 b formed on the inner side surface of the front side member 12.

  The second bracket piece 46 couples the upper surface of the MC cross member 20 to the upper surface 12 t of the front side member 12. Therefore, the second bracket piece 46 has a surface extending substantially horizontally along the upper surface of the MC cross member 20 and the upper surface 12 t of the front side member 12. In addition, the second bracket piece 46 also has an extended portion 46a that largely extends outward so that it can be fastened to another member (for example, a suspension tower or the like).

  One insertion hole 72 and two first fastening holes 74a and 74c are provided in the vicinity of the end portion of the second bracket piece 46 on the inner side in the vehicle width direction. The two first fastening holes 74 a and 74 c are disposed on both sides in the front-rear direction of the insertion hole 72. The positions of the first fastening holes 74 a and 74 c and the insertion hole 72 are substantially the same as the positions of the first fastening holes 64 a to 64 c of the first bracket piece 44. However, the insertion hole 72 has a diameter larger than the head of the first fastening bolts 66a to 66c.

  In the vicinity of the end portion of the second bracket piece 46 on the outer side in the vehicle width direction, two third fastening holes 76a and 76b are formed side by side in the front-rear direction. The third fastening holes 76 a and 76 b are provided at positions corresponding to the fastening holes 15 a and 15 b formed on the upper surface 12 t of the front side member 12.

  When connecting the MC cross member 20 and the front side member 12, first, the first bracket piece 44 is screwed to the inner side surface 12 i of the front side member 12. Subsequently, the second bracket piece 46 is placed on the first bracket piece 44, and the second bracket piece 46 is screwed to the upper surface 12 t of the front side member 12. Thereafter, the MC cross member 20 on which the rotating electrical machine unit 22, the PCU 24, and the charger 26 are assembled is lifted up, and the upper surface of the MC cross member 20 is disposed below the bracket 32. In this state, the first and second bracket pieces 44 and 46 are screwed to the MC cross member 20 using the first fastening bolts 66a to 66c and the nuts 68a to 68c.

  Here, among the three fastening holes 21 a to 21 c formed in the MC cross member 20, the front and rear fastening holes 21 a and 21 c are formed in both the upper member 36 and the lower member 38. The first fastening bolts 66a and 66c inserted into the fastening holes 21a and 21c penetrate the closed cross section of the MC cross member 20. This will be described with reference to FIG. FIG. 10 is a schematic end view at a section line through the first fastening bolt 66a.

  As shown in FIG. 10, a collar 50 extending in the thickness direction is provided inside the MC cross member 20 (within the closed cross section). The collar 50 is coaxial with the fastening holes 21a formed in the upper member 36 and the lower member 38, and the height thereof is approximately the same as or slightly smaller than the height of the closed cross section. When fastening the MC cross member 20 and the first and second bracket pieces 44 and 46, the first fastening bolt 66a is formed into the fastening hole 21a of the lower member 38, the collar 50, and the fastening hole 21a of the upper member 36, The first fastening holes 64 a of the one bracket piece 44 and the first fastening holes 74 a of the second bracket piece 46 are inserted. Then, a nut 68 a is screwed into an external thread projecting from the upper surface of the second bracket piece 46 and tightened. That is, the lower member 38, the collar 50, the upper member 36, the first bracket piece 44, the second bracket piece 46, the first fastening bolt 66a and the nut 68a, and thus the first fastening bolts 66a and 66c are MC cross By penetrating the closed cross section of the member 20, the mounting rigidity of the first fastening bolts 66a and 66c can be improved. Further, in this case, since the torsional rigidity of the MC cross member 20 is improved, even if the MC cross member 20 vibrates due to the vibration of the transaxle or the high voltage component, the bending or deformation of the MC cross member 20 is effectively performed. It can prevent.

  Here, the gap between the first fastening holes 64a to 64c and the inner end of the first bracket piece 44 in the vehicle width direction, and the vehicle width direction of the first fastening holes 74a and 74c and the second bracket piece 46. The first and second bracket pieces 44 and 46 receive load from the first fastening bolts 66a to 66c when the first and second bracket pieces 44 and 46 are pulled outward in the vehicle width direction. 65c, 75a, 75c (see FIG. 8). In this example, among the plurality of load bearing portions 65a to 65c, 75a, 75c, the strength of the load bearing portions 65a, 75a located at the frontmost position is higher than the strength of the other load bearing portions 65b, 65c, 75c. doing. Specifically, as is apparent from FIG. 8, among the three first fastening holes 64 a to 64 c provided in the first bracket piece 44, the central and rear first fastening holes 64 a and 64 c are in the vehicle width direction It has a substantially C-like shape with the inner peripheral edge interrupted halfway. Similarly, among the two first fastening holes 74a and 74c provided in the second bracket piece 46, the rear first fastening hole 74c is also substantially C-shaped, with the peripheral edge on the inner side in the vehicle width direction interrupted halfway It has become. Therefore, the strength of the center and rear load bearing portions 65b, 65c, and 75c is significantly reduced as compared to the front load bearing portions 65a and 75a. With such a configuration, when the front side member 12 is bent, the rotational movement of the first and second bracket pieces 44 and 46 is permitted.

  That is, as described above and as shown in FIG. 3, the front side member 12 is bent inward in the vehicle width direction at a position forward of the bracket 32 at the time of a small wrap collision or an oblique collision. In order to follow the bending of the front side member 12, the bracket 32 needs to rotate around the vertical axis so that the rear end is displaced outward in the vehicle width direction, as shown in FIG. At this time, if the periphery of the central first fastening hole 64b of the bracket 32 and the periphery of the rear first fastening holes 64c and 74c are firmly connected to the MC cross member 20, the bracket 32 can not rotate. . Therefore, in the present embodiment, the peripheral edge of the central first fastening hole 64b and the peripheral edge of the rear first fastening holes 64c and 74c have a substantially C shape that is interrupted at the inner side in the vehicle width direction. Thus, when the bracket 32 is pulled outward in the vehicle width direction, the center and rear load bearing portions 65b, 65c, 75c are easily broken, and the center and rear first fastening holes 64b, 64c, The first fastening bolts 66b and 66c are disengaged from 74c. And thereby, the bracket 32 can be easily rotated centering | focusing on the front 1st fastening hole 64b, 74a.

  In the present embodiment, in order to provide a strength difference between the load bearing portions 65a to 65c, 75a, and 75c, the periphery of a portion of the first fastening holes 64b, 64c, and 74c is substantially C-shaped. However, as long as the frontmost load bearing portions 65a and 75a have higher strength than the other load bearing portions 65b, 65c and 75c, other forms may be used. For example, the center and rear load bearing portions 65b, 65c, 75c may be provided with cuts or grooves extending in the vehicle width direction. Further, the widths of the center and rear load bearing portions 65b, 65c, and 75c may be smaller than those of the front load bearing portions 65a and 75a.

  Next, the rotating electrical machine unit 22 and the motor mount 28 will be described. FIG. 11 is a perspective view of the rotating electrical machine unit 22 and the motor mount 28. As shown in FIG. As described above, the rotary electric machine unit 22 includes the rotary electric machine MG, which is a drive source of the vehicle, and the transmission TA. The fastening hole 23 for fastening with the motor mount 28 is formed in the width direction both ends and upper surface of the rotary electric machine unit 22. The rotating electrical machine unit 22 is coupled to the MC cross member 20 via the right side motor mount 28R and the left side motor mount 28L.

  The motor mount 28 is roughly divided into an MG-side fastening portion 52 fastened to the rotary electric machine unit 22 and a member-side fastening portion 54 fastened to the MC cross member 20. The MG side fastening portion 52 is formed with a fastening hole 53 for fastening to the rotary electric machine unit 22.

  The member side fastening portion 54 is fastened to the bottom surface of the MC cross member 20 across the opening 34 of the MC cross member 20 in the vehicle longitudinal direction. The member side fastening portion 54 further projects upward from the center of the base portion 80 fastened to the bottom surface of the MC cross member 20, a projection 82 projecting upward from the center of the base portion 80, and the center of the projection 82 The arc portion 84 can be roughly divided.

  The dimension of the base portion 80 in the vehicle longitudinal direction is larger than the distance from the rear end of the front cross portion 20F of the MC cross member 20 to the front end of the rear cross portion 20R. The base portion 80 corresponds to the front cross portion 20F. Is fastened to the bottom surface of the rear cross portion 20R. From the upper surface of the base portion 80, a stud bolt 86 used for this fastening protrudes. The vehicle longitudinal dimension of the projecting portion 82 is smaller than the distance from the rear end of the front cross portion 20F to the rear end of the rear cross portion 20R, and greater than the longitudinal dimension of the opening 34. The left motor mount 28L is fastened to the peripheral edge of the opening 34 through a fastening hole 83 formed in the projection 82. The arc portion forms a space that allows the MG side fastening portion 52 to be inserted.

  FIG. 12 is a schematic cross-sectional view showing how the member side fastening portion 54 of the left motor mount 28L is fastened to the MC cross member 20. As shown in FIG. Here, as is clear from FIG. 12, the base portion 80 is fastened to the MC cross member 20 across the opening 34 of the MC cross member 20 in the front-rear direction. With such a structure, the motor mount 28 functions as a reinforcing member of the MC cross member 20. That is, at the time of a full-lap collision, a backward collision load may be applied to the front end of the MC cross member 20. Under the collision load, the front cross portion 20F tries to deform in the direction of crushing the opening 34. In order for the front cross portion 20F to be deformed rearward of the vehicle, the member side fastening portion 54 connected to the front cross portion 20F and the rear cross portion 20R needs to be compressed and deformed in the vehicle longitudinal direction, but the member side Due to the shape of the fastening portion 54, compression in the longitudinal direction of the vehicle is unlikely to occur. Therefore, according to this embodiment, the deformation of the MC cross member 20 at the time of the full wrap collision is effectively suppressed. In addition, when the member side fastening portion 54 is fastened to the MC cross member 20 so as to cross the opening 34, the torsional rigidity of the MC cross member 20 is improved. Thereby, the generation of the vibration of the MC cross member 20 in normal operation and the noise associated therewith are suppressed.

  Further, as apparent from FIG. 12, the projecting portion 82 of the member side fastening portion 54 is disposed between the front cross portion 20F and the rear cross portion 20R which are disposed to be separated from each other in the front and rear direction. Therefore, when the front cross portion 20F tries to be deformed rearward at the full wrap collision, the front cross portion 20F abuts on the projection 82. By this abutment, the further backward movement of the front cross portion 20F is restricted, and the deformation of the front cross portion 20F is inhibited. That is, by arranging the projecting portion 82 of the member side fastening portion 54 between the front cross portion 20F and the rear cross portion 20R, deformation of the MC cross member 20 (particularly deformation such that the opening 34 is crushed) can be further enhanced. It is effectively prevented.

  Furthermore, as is clear from FIG. 12, the stud bolts 86 for fastening the base part 80 and the front and rear cross parts 20F and 20R are similar to the first fastening bolts 66a and 66c fastened to the bracket 32. The closed cross sections of the front and rear cross parts 20F, 20R are penetrated. That is, the collar 90 is disposed in the closed cross section of the front and rear cross portions 20F, 20R, and the stud bolt 86 and the nut 88 are formed by the base 80 (motor mount 28), the lower member 38, the collar 90 and the collar 90. Tighten the upper member 36 together. Thereby, the attachment rigidity of the stud bolt 86 can be improved. Further, since the torsional rigidity of the MC cross member 20 is improved, bending and deformation of the MC cross member 20 can be effectively prevented.

  The high voltage components such as the rotating electrical machine unit 22, the charger 26, and the PCU 24 are all attached such that the front end is behind the front end of the MC cross member 20. Therefore, the collision load at the time of the full wrap collision is applied to the MC cross member 20 earlier than the rotating electrical machine unit 22, the charger 26, and the PCU 24. In the above description, the member side fastening portion 54 extends in the direction parallel to the vehicle longitudinal direction, but the member side fastening portion 54 is bridged between the front cross portion 20F and the rear cross portion 20R. If it is, it may extend in a direction inclined with respect to the vehicle longitudinal direction.

  Next, the behavior of each part at the time of a frontal collision will be described. First, the behavior at the time of a full lap collision in which almost the entire width of the vehicle collides with the collision object will be described. In the case of a full wrap collision, a collision load is input to almost the entire surface of the bumper RF 14. Part of this collision load is absorbed by the compressive deformation of the crash box 16. The collision load that can not be absorbed by the crash box 16 is further transmitted to the front end of the front side member 12. The front side member 12 tries to endure the collision load, but if the collision load is too large to be received by the front side member 12, the front side member 12 deforms so as to escape from the collision load.・ Curve. In this process, the bumper RF 14 moves to the rear of the vehicle, and a part of the collision load is directly from the bumper RF 14 or the MC cross member 20 through another member interposed between the bumper RF 14 and the MC cross member 20. May also be entered.

  When a collision load in the backward direction of the vehicle is applied to the MC cross member 20, the front cross portion 20F of the MC cross member 20 tends to deform in the direction to crush the opening 34. However, the member-side fastening portion 54 of the motor mount 28 is connected to the front cross portion 20F and the rear cross portion 20R so as to cross the opening 34. The member side fastening portion 54 functions as a reinforcing member that restricts the deformation of the MC cross member 20 in the front-rear direction. By connecting the member side fastening portion 54 to the front cross portion 20F and the rear cross portion 20R, the relative displacement of the two cross portions 20F and 20R is restricted, and the deformation of the MC cross member 20 is suppressed.

  Also, the connection between the front cross portion 20F and the member side fastening portion 54 is released by breakage of the stud bolt 86 and the fastening bolt 92 connecting the front side cross portion 20F and the member side fastening portion 54. Also, the protruding portion 82 of the member side fastening portion 54 intervenes between the front cross portion 20F and the rear cross portion 20R. Therefore, even if the front side cross portion 20F is to move rearward, the front side cross portion 20F abuts on the projecting portion 82 and further backward movement is restricted. As a result, deformation of the MC cross member 20 is suppressed.

  And, by suppressing the deformation of the MC cross member 20, the pinching of the high voltage cable passed through the opening 34 is effectively prevented. In addition, high-voltage components such as the rotating electrical machine unit 22 mounted on the MC cross member 20, the PCU 24, and the charger 26 are more appropriately protected.

  Next, the behavior at the time of a minute wrap collision or an oblique collision will be described. In this case, the collision load is applied to the gusset 18 protruding outward from the front side member 12. The collision load applied to the gusset 18 is transmitted to the side surface of the front side member 12 via the gusset 18. At this time, the stress caused by the collision load tends to be concentrated at the rear end of the gusset 18 or at the break point 42 of the reinforcing bead 40. As a result, the front side member 12 bends inward in the vehicle width direction near the rear end of the gusset 18 or the discontinuous portion 42 of the reinforcing bead 40. At this time, MC cross member 20 and front side member 12 are separated from each other in the vehicle width direction in the same vehicle longitudinal direction position as the stress concentration portion (rear end of gusset 18 and discontinuous portion 42 of reinforcing bead 40). It is against. In other words, a space for the front side member 12 to be bent inward in the vehicle width direction is sufficiently secured between the MC cross member 20 and the MC cross member 20. Therefore, according to the present embodiment, the front side member 12 can be bent inward in the vehicle width direction with certainty.

  Further, when the front side member 12 bends, as shown in FIG. 3, the fastening position of the front side member 12 and the bracket 32 also changes. With the change of the fastening position, the peripheries of the middle and rear first fastening holes 64b, 64c, 74c break and separate from the fastening bolt. Thus, the bracket 32 can rotate around the foremost first fastening holes 64 a and 74 a so as to follow the displacement of the fastening position of the front side member 12. And thereby, the front side member 12 can be bent more reliably.

  By bending the front side member inward in the vehicle width direction, the side surface of the MC cross member 20 is pressed inward in the vehicle width direction by the bending portion of the front side member 12. At this time, the front side member 12 tries to move not only inward in the vehicle width direction but also in the rear of the vehicle. However, the bent portion of the front side member 12 is caught on the overhanging wall 62 provided on the side surface of the MC cross member 20, whereby the backward movement of the front side member 12 is effectively restricted. Thus, the collision load is more reliably transmitted from the front side member 12 to the MC cross member 20.

  The collision load input to one side portion 20S of the MC cross member 20 is transmitted to the opposite side portion 20S via the front cross portion 20F and the rear cross portion 20R. The opposite side portion 20S abuts and presses the opposite front side member 12. As a result, the collision load is transmitted to the opposite front side member 12. The front side member 12 on the opposite side absorbs a part of the collision load and is displaced in the vehicle width direction so as to avoid the collision load. That is, the entire vehicle body is displaced in the vehicle width direction so as to escape from the collision load. And as a result, a passenger | crew and high voltage components can be protected effectively.

  As apparent from the above description, according to the vehicle front structure 10 disclosed herein, the MC cross member 20 and the front side member are located at the rear end of the gusset 18 or at the same vehicle longitudinal position as the stress concentration portion. 12 face each other in a state of being separated in the vehicle width direction. As a result, the front side member 12 can be bent inward in the vehicle width direction at the time of a minute lap collision or an oblique collision. Thus, the collision load can be transmitted to the opposite front side member 12 via the MC cross member 20. The configuration described so far is an example, and the MC cross member 20 and the front side member 12 are separated in the vehicle width direction at the rear end of the gusset 18 or at the same vehicle longitudinal direction position as the stress concentration portion. If there are, other configurations may be changed as appropriate. For example, in the above-described example, the MC cross member 20 is substantially in the shape of a letter having the opening 34 at its center, but the MC cross member 20 may have a shape without the opening 34. Therefore, the MC cross member 20 may be in the form of a substantially rectangular block in plan view. Further, the MC cross member 20 may be replaced with the side portion 20S, and may be shaped so as to have two crossover portions that are stretched in a substantially X shape between the front cross portion 20F and the rear cross portion 20R.

  DESCRIPTION OF SYMBOLS 10 Vehicle front structure, 11 power unit room, 12 front side member, 14 bumper RF, 16 crush box, 18 gusset, 20 MC cross member, 20F front cross part, 20R rear cross part, 20S side part, 22 rotary electric unit , 26 chargers, 28 motor mounts, 32 brackets, 34 openings, 36 upper members, 38 lower members, 40 reinforcing beads, 42 discontinuous points, 44 first bracket pieces, 46 second bracket pieces, 50, 90 collars, 52 MG side fastening portion, 54 member side fastening portion, 62 overhanging wall, 64a to 64c, 74a, 74c first fastening hole, 65a to 65c, 75a, 75c load bearing portion, 80 base portion, 82 projecting portion, 84 arc portion , 86 stud bolt, MG rotating electric machine, TA transmission.

Claims (13)

A pair of front side members spaced apart in the vehicle width direction, each extending in the longitudinal direction of the vehicle;
A gusset which is attached to the outer surface in the vehicle width direction of each front side member and protrudes outward in the vehicle width direction with respect to the front side member and whose dimension in the vehicle width direction decreases as it goes to the rear of the vehicle;
A cross member bridged between the pair of front side members;
Equipped with
The cross member and the front side member face each other in a state of being separated in the vehicle width direction at the same vehicle longitudinal direction position as the rear end of the gusset.
Vehicle front structure characterized by The vehicle front structure according to claim 1, wherein
At the vehicle longitudinal direction position which is the same as the rear end of the gusset or behind the rear end of the gusset, one or more overhanging walls are provided on the lateral surface of the cross member in the vehicle width direction,
The overhanging wall protrudes outward in the vehicle width direction more than the front of the overhanging wall.
Vehicle front structure characterized by The vehicle front structure according to claim 2, wherein
At the end face in the vehicle width direction of the front side member, there is provided a reinforcing bead extending in the longitudinal direction of the vehicle, the reinforcing bead being interrupted temporarily in the middle,
The overhanging wall is provided at a position in the vehicle longitudinal direction which is the same as the break point of the reinforcing bead or a rear side of the break point of the reinforcing bead.
Vehicle front structure characterized by A vehicle front structure according to any one of claims 1 to 3, wherein
The cross member includes an upper member forming an upper surface of the cross member, and a lower member forming a bottom surface of the cross member.
The upper member and the lower member are connected to each other to form a closed cross section.
Vehicle front structure characterized by The vehicle front structure according to any one of claims 1 to 4, further comprising:
A bracket for connecting the cross member and the front side member in a state where the cross member and the front side member are separated in the vehicle width direction;
Vehicle front structure characterized by The vehicle front structure according to claim 5, wherein a fourth aspect is cited,
The bracket, the upper member, and the lower member are fastened together with a first fastening bolt and a nut,
The first fastening bolt passes through a closed cross section formed by the upper member and the lower member.
Vehicle front structure characterized by The vehicle front structure according to claim 5 or 6, wherein
The bracket is fastened to the cross member and the front side member at the same vehicle longitudinal direction position behind the rear end of the gusset.
The bracket is used for fastening with the cross member, and has a plurality of first fastening holes aligned in the longitudinal direction of the vehicle,
Between each first fastening hole and an inner end in the vehicle width direction of the bracket, a load bearing portion which is a predetermined gap is interposed,
The foremost load-bearing portion is stronger than the other load-bearing portions,
Vehicle front structure characterized by A vehicle front structure according to any one of claims 1 to 4, wherein
The cross member has a height direction dimension at an end portion in the vehicle width direction larger than a height direction dimension at the center in the vehicle width direction. A vehicle front structure according to any one of claims 1 to 8, wherein
The cross member is
A front cross portion extending in the vehicle width direction,
A rear cross portion provided rearward of the front cross portion and extending in the vehicle width direction;
A pair of side portions connecting ends of the front cross portion and the rear cross portion;
Equipped with
Vehicle front structure characterized by A vehicle front structure according to any one of claims 1 to 8, wherein
The cross member is
A front cross portion extending in the vehicle width direction,
A rear cross portion provided rearward of the front cross portion and extending in the vehicle width direction;
Equipped with
Furthermore, a mount for connecting a high voltage component to the cross member, the mount being bridged between the front cross portion and the rear cross portion.
Vehicle front structure characterized by The vehicle front structure according to claim 10, wherein a fourth aspect is cited,
The mount, the upper member, and the lower member are fastened together with a bolt and a nut;
The bolt passes through a closed cross section formed by the upper member and the lower member.
Vehicle front structure characterized by A vehicle front structure according to claim 10 or 11, wherein
The mount is
A base portion fastened to a bottom surface or an upper surface of the front cross portion and the rear cross portion;
A protrusion which protrudes in the vehicle height direction from the center of the base portion;
Equipped with
When the base portion is fastened to the front cross portion and the rear cross portion, the projection is located in the gap between the front cross portion and the rear cross portion.
Vehicle front structure characterized by A pair of front side members spaced apart in the vehicle width direction, each extending in the longitudinal direction of the vehicle;
A cross member bridged between the pair of front side members;
Equipped with
The front side member has a stress concentration portion where stress is concentrated in the event of a minute wrap collision or an oblique collision.
The cross member and the front side member face each other in a state of being separated in the vehicle width direction at the same vehicle longitudinal direction position as the stress concentration portion.
Vehicle front structure characterized by

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