JP2013082363A - Vehicle body front structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a vehicle body front structure that can reduce collision energy acting on a front tire, a suspension arm for holding the front tire, and the like during an offset collision.SOLUTION: The vehicle body front structure is configured such that a collision energy-absorbing body 14 is provided on an inner side of a bumper cover 16 and on a forward side of a vehicle body floor 18, and also both ends on outer sides in a vehicle width direction of the collision energy-absorbing body 14 cover at least parts of the front tires 32 in a forward view of the vehicle. Thus, the end on an outer side in a vehicle width direction of the collision energy-absorbing body 14 (part covering the front tire 32 in a forward view of the vehicle) is crushed so as to absorb the collision energy that is caused by an offset collision and acts on the front tire 32, the suspension arms for holding the front tire 32, and the like.

Description

  The present invention relates to a vehicle body front part structure that absorbs collision energy applied to the front part of a vehicle body at the time of a frontal collision.

  2. Description of the Related Art Conventionally, a structure in which a collision energy absorber is provided at the front part of a vehicle body to absorb collision energy applied to the front part of the vehicle body at the time of a frontal collision is known. For example, Patent Document 1 below discloses a structure in which a collision energy absorber is provided between the front side member and the left and right front side members of a dash panel to absorb the collision energy applied to the front part of the vehicle body at the time of a frontal collision. Yes.

JP 2009-51250 A

  However, in the conventional structure, when the collision energy is concentrated on a part of the front part of the vehicle body as in the so-called offset collision in which a part of the front part of the vehicle body collides, the front tire and the front tire are There is room for improvement in terms of reducing the collision energy applied to the suspension arm to be held.

  In view of the above fact, an object of the present invention is to obtain a vehicle body front structure that can reduce the collision energy applied to a front tire and a suspension arm that holds the front tire at the time of an offset collision.

  According to a first aspect of the present invention, there is provided a vehicle body front portion structure including a bumper cover provided at a front end portion of a vehicle body, an inner portion of the bumper cover, the front end portion extending along a vehicle width direction, and a vehicle body. And a collision energy absorber having both ends on the outer side in the width direction overlapping at least a part of the front tire when viewed from the front of the vehicle.

  In the first aspect of the present invention, when a collision load due to an offset collision is applied from the front of the vehicle body, the end portion on the outer side in the vehicle width direction of the collision energy absorber (the portion overlapping the front tire in a front view of the vehicle) is destroyed. The In other words, the collision energy that is applied to the front tire and the suspension arm that holds the front tire due to the offset collision is an end portion on the outer side in the vehicle width direction of the collision energy absorber (the portion overlapping the front tire in the vehicle front view). Absorbed by being destroyed.

  A vehicle body front structure according to a second aspect of the present invention is the vehicle body front structure according to the first aspect, wherein the compression required for breaking both ends of the collision energy absorber on the outer side in the vehicle width direction in the vehicle front-rear direction. The load is set to be larger than the compressive load required to break the vehicle width direction center portion of the collision energy absorber in the vehicle front-rear direction.

  In the present invention described in claim 2, the amount per unit volume of the collision energy that can be absorbed by both ends of the collision energy absorber on the outer side in the vehicle width direction per unit volume of the collision energy that can be absorbed by the intermediate portion in the vehicle width direction. More than the amount.

  A vehicle body front structure according to a third aspect of the present invention is the vehicle body front structure according to the second aspect, wherein the middle of the collision energy absorber between the outer end in the vehicle width direction and the center in the vehicle width direction. The compressive load required to destroy the vehicle in the longitudinal direction of the vehicle is smaller than the compressive load required to destroy both ends on the vehicle lateral direction in the longitudinal direction of the vehicle, and the central portion in the lateral direction of the vehicle is destroyed in the longitudinal direction of the vehicle. It is characterized by being set to be larger than the compressive load required for this.

  By the way, the front part of a general vehicle body includes a pair of front side members that extend in the vehicle front-rear direction and are disposed on the left and right sides in the vehicle width direction. Further, the front portion of a general vehicle body includes an engine and a transmission between a pair of front side members, and front tires are arranged on the outer sides in the vehicle width direction of the pair of front side members. When this general vehicle body and a vehicle body to which the vehicle body front structure according to claim 3 is applied (hereinafter referred to as “the present vehicle body”) undergo an offset collision, the collision energy absorption between the general vehicle engine and transmission and the present vehicle body is absorbed. It collides in the state where the end of the body outside in the vehicle width direction is opposed. Similarly, a front side member of a general vehicle body and an intermediate portion between a vehicle width direction outer end portion and a vehicle width direction central portion of a collision energy absorber of the present vehicle body are opposed to each other. The front tire of the vehicle body collides with the central portion in the vehicle width direction of the collision energy absorber of the vehicle body of the present application. In other words, an engine or transmission of a general vehicle body having the highest strength and rigidity collides with an end portion on the outer side in the vehicle width direction of the collision energy absorber of the vehicle body of the present application. Similarly, the front side member of a general vehicle body having high strength and rigidity and the intermediate portion between the vehicle width direction outer end portion and the vehicle width direction center portion of the collision energy absorber of the present vehicle body are opposed to each other. Then, a front tire of a general vehicle body having high strength and rigidity collides with a center portion in the vehicle width direction of the collision energy absorber of the present vehicle body.

  According to the third aspect of the present invention, the compression required for breaking the collision energy absorber in the vehicle longitudinal direction from the vehicle width direction center of the collision energy absorber toward the outer end in the vehicle width direction. The load is set to increase in three stages. Therefore, the collision energy input from the engine or transmission of a general vehicle body having the highest strength and rigidity is absorbed by breaking the outer end portion in the vehicle width direction of the collision energy absorber of the present vehicle body. Similarly, the collision energy input from the front side member of a general vehicle body having high strength and rigidity is next between the vehicle width direction outer end portion and the vehicle width direction center portion of the collision energy absorber of the present vehicle body. It is absorbed by destroying the middle part. Further, the collision energy input from the front tire of a general vehicle body having high strength and rigidity is absorbed by the destruction of the central portion in the vehicle width direction of the collision energy absorber of the vehicle body of the present application.

  A vehicle body front structure according to a fourth aspect of the present invention is the vehicle body front structure according to the second or third aspect, wherein the collision energy absorber is formed using a fiber reinforced resin material, and the fiber Adjusting the compressive load required to break the collision energy absorber in the longitudinal direction of the vehicle by changing at least one of the fiber content, fiber length, and fiber type blended in the reinforced resin material. Features.

  In this invention of Claim 4, the collision energy absorber is formed using the fiber reinforced resin material. For this reason, an increase in the weight of the collision energy absorber itself is suppressed as compared with the case where it is formed using a metal such as steel. Furthermore, in the present invention as set forth in claim 4, the compressive load required for breaking each part of the collision energy absorber in the vehicle front-rear direction is determined based on the fiber content, fiber length, and fiber type blended in the fiber reinforced resin material. It is set by changing at least one of them. In this way, the compression load required to break each part of the collision energy absorber in the vehicle front-rear direction is set with a simple configuration in which the content of the fiber blended in the fiber reinforced resin material is changed.

  According to a fifth aspect of the present invention, there is provided a vehicle body front portion structure according to any one of the first to fourth aspects, wherein the collision energy absorber is a vehicle facing from the rear to the front of the vehicle. It is characterized by spreading toward the outside in the width direction.

  In the present invention according to claim 5, since the shape of the collision energy absorber is widened outward in the vehicle width direction from the rear to the front of the vehicle, the outer end of the collision energy absorber and the vehicle body The space between the floor and the dash portion of the floor (that is, the space where the tire is arranged) is expanded.

  As described above, the vehicle body front structure according to the first aspect of the present invention is excellent in that it can reduce the collision energy applied to the front tire and the suspension arm that holds the front tire at the time of an offset collision. Has an effect.

  The vehicle body front structure according to the second aspect of the present invention has an excellent effect of being able to more efficiently absorb the collision energy applied to the front tire and the suspension arm that holds the front tire at the time of an offset collision. Have.

  The vehicle body front structure according to the third aspect of the present invention can more efficiently absorb collision energy when an offset collision occurs with a general vehicle body including an engine, a transmission, a front side member, and a front tire. It has an excellent effect.

  The vehicle body front structure according to the fourth aspect of the present invention has an excellent effect that a collision energy absorber excellent in productivity can be obtained while suppressing an increase in the weight of the collision energy absorber itself.

  The vehicle body front structure according to the fifth aspect of the present invention has an excellent effect that the arrangement and the steering angle of the front tire are not limited.

It is a perspective view which shows the front part of the vehicle body to which the vehicle body front part structure which concerns on 1st Embodiment was applied. (A) is a side view which shows the front part of the vehicle body to which the vehicle body front part structure which concerns on 1st Embodiment is applied, (B) is the front of the vehicle body to which the vehicle body front part structure which concerns on 1st Embodiment is applied. It is a top view which shows a part. It is a top view which shows the positional relationship of both vehicles at the time of the vehicle body to which the vehicle body front part structure which concerns on 1st Embodiment is applied, and the vehicle body to which the general vehicle body front part structure is applied. When a vehicle body to which the vehicle body front structure according to the first embodiment is applied and a vehicle body to which a general vehicle body front structure is applied have an offset collision, the vehicle body according to the first embodiment is changed from the vehicle body to the vehicle. It is the top view which showed typically distribution of the load input into this collision energy absorber. It is a top view of the vehicle body front part structure which shows the example which adjusted the load required to destroy each part of a collision energy absorber by changing the length of the fiber mix | blended with the fiber reinforced resin material. It is a perspective view which shows the front part of the vehicle body to which the vehicle body front part structure which concerns on 2nd Embodiment was applied.

<First Embodiment>
The vehicle body front part structure according to the first embodiment of the present invention will be described with reference to FIGS. The front side in the vehicle front-rear direction is indicated by an arrow FR, the outer side in the vehicle width direction is indicated by an arrow OUT, and the upper lower side on the vehicle is indicated by an arrow UP.

  As shown in FIGS. 1 and 2A, a vehicle body 12 to which the vehicle body front structure 10 of the present embodiment is applied includes a vehicle body floor 18 and a front suspension that is disposed and joined in front of the vehicle body floor 18. A member module 22 is provided. The vehicle body 12 also includes a collision energy absorber 14 that is disposed inside the bumper cover 16 and attached to the front of the front suspension member module 22. When the collision energy absorber 14 is broken by receiving a collision load due to a frontal collision, the collision energy due to the frontal collision is absorbed. Hereinafter, the vehicle body floor 18 will be described first, then the front suspension member module 22 will be described, and finally, the collision energy absorber 14 which is a main part of the present embodiment will be described.

  The vehicle body floor 18 is formed in a bathtub shape and constitutes a main part of the cabin 24. Specifically, as shown in FIG. 2A, the vehicle body floor 18 includes a floor portion 26 that extends in the vehicle front-rear direction and the vehicle width direction and forms the floor surface of the cabin 24. A seat, a center console, and other interior design materials (not shown) are attached to the floor portion 26. The vehicle body floor 18 includes a dash portion 20 that extends from the front end portion of the floor portion 26 in the vehicle upper direction and the vehicle width direction. An instrument panel, a steering wheel and the like (not shown) are attached to the dash portion 20.

  As shown in FIG. 1, the front suspension member module 22 is configured by attaching a plurality of suspension parts to a suspension member 28. In this embodiment, the front suspension member module 22 is configured by attaching an upper arm and a lower suspension arm (not shown) holding the suspension unit 30, the front tire 32, and the like to the front suspension member 28. Further, as shown in FIG. 2A, a load transmitting member 34 extending in the vehicle width direction is provided at the end of the front suspension member 28 on the vehicle lower side. Although a detailed illustration of the configuration of the load transmission member 34 is omitted, it is sufficient that a member having a required rigidity is used for the load transmission member, for example, a member for reinforcing the suspension member 28. You may also use.

  Next, the collision energy absorber 14 that is a main part of the present embodiment will be described.

  As shown in FIG. 1 and FIG. 2A, the collision energy absorber 14 extends in the vehicle front-rear direction and the vehicle width direction with the vehicle width direction as the longitudinal direction, and extends outward in the vehicle width direction from the rear to the front of the vehicle. The bottom wall portion 36 has a substantially fan shape in a plan view that is widened to the end. The collision energy absorber includes a right vertical wall 38 extending from the right end of the bottom wall 36 in the vehicle width direction to the vehicle upper side, and a left upper end of the bottom wall 36 in the vehicle width direction. And a left vertical wall 40 extending to the side. Further, the collision energy absorber 14 connects the upper end portion of the right vertical wall portion 38 and the upper end portion of the left vertical wall portion 40, and is substantially flat in a plan view extending outward from the vehicle rearward to the front in the vehicle width direction. A fan-shaped upper wall 42 is provided. The outer wall 44 of the collision energy absorber 14 is formed by the bottom wall portion 36, the right vertical wall portion 38, the left vertical wall portion 40, and the upper wall portion 42 described above. The outer shell 44 of the collision energy absorber 14 is integrally formed using a fiber reinforced resin material.

  As shown in FIG. 1, the collision energy absorber 14 connects the surface on the vehicle upper side of the bottom wall portion 36 and the surface on the vehicle lower side of the upper wall portion 42 and extends 4 in the vehicle front-rear direction. Two partition walls 46 are provided. Due to the four partition walls 46, a portion divided into five along the vehicle width direction is formed inside the outer shell 44 of the collision energy absorber 14 (in this embodiment, the left side from the right side in the vehicle width direction). A part A, a part B, a part C, a part D, and a part E are formed. Each portion is filled with a fiber reinforced resin material.

  As shown in FIG. 2 (B), the portion A and the portion E at the outer end in the vehicle width direction are filled with a fiber reinforced resin material having the highest fiber content. Further, a portion B between a portion A at the outer end in the vehicle width direction and a portion C at the center in the vehicle width direction, and a portion E between the end portion E at the outer side in the vehicle width direction and a portion C at the center in the vehicle width direction. Part D is filled with a fiber reinforced resin material having a lower fiber content than the fiber reinforced resin material filled in part A and part E. further. The portion C in the middle in the vehicle width direction is filled with a fiber reinforced resin material having a lower fiber content than the fiber reinforced resin material filled in the portions B and D. In this way, by filling the fiber reinforced resin materials having different fiber contents, it is necessary to destroy both ends (part A and part E) of the collision energy absorber 14 on the vehicle width direction outer side in the vehicle front-rear direction. The compressive load is set to be larger than the compressive load required for breaking the vehicle width direction central portion (part C) in the vehicle front-rear direction. Furthermore, in this embodiment, the intermediate part (part B and part D) between the vehicle width direction outer end part (part A and part E) and the vehicle width direction center part (part C) in the collision energy absorber 14. Is smaller than the compressive load required for breaking both ends (part A and part E) on the outer side in the vehicle width direction in the vehicle longitudinal direction, and the vehicle width direction center portion ( It is set larger than the compressive load required to destroy the portion C) in the vehicle longitudinal direction.

  Further, the collision energy absorber 14 includes flange portions 48 that extend from the vehicle rear side ends of the right vertical wall portion 38 and the left vertical wall portion 40 to the left and right in the vehicle width direction. The flange portion 48 is formed with a through hole (not shown). The collision energy absorber 14 and the front suspension member module 22 are joined by passing a bolt 50 through the through hole (not shown) and tightening the bolt 50 into a screw hole (not shown) provided in the front suspension member module 22. When a fiber reinforced resin material is inserted and tightened with a bolt to join, it is conceivable that the axial force of the bolt 50 is reduced due to creep deformation of the tightened fiber reinforced resin material. Therefore, in this embodiment, the fiber reinforced resin material itself is suppressed from being tightened by the bolt 50 by inserting a collar (not shown) into the flange portion 48.

  In the state where the collision energy absorber 14 described above is joined to the suspension member module, both ends (portion A and portion E) on the outer side in the vehicle width direction of the collision energy absorber 14 are one of the front tires 32 in the vehicle front view. It is the structure which has overlapped with the part.

(Operation and effect of this embodiment)
As shown in FIG. 3, when an offset collision occurs between the general vehicle body 100 and the vehicle body 12 to which the vehicle body front structure 10 of the present embodiment is applied, the present embodiment is performed with the engine 102 and the transmission 104 of the general vehicle body 100. It collides in the state which the edge part (part A) of the vehicle width direction outer side of the collision energy absorber 14 of a form opposed. Similarly, between the front side member 106 of the general vehicle body 100 and the end portion (part A) in the vehicle width direction of the collision energy absorber 14 of the present embodiment and the central portion (part C) in the vehicle width direction. Collide with the middle part (part B) of Further, the front tire 108 of the general vehicle body 100 collides with the vehicle width direction central portion (part C) of the collision energy absorber 14 of the present embodiment facing each other. In other words, the engine 102 and transmission 104 of the general vehicle body 100 having the highest strength and rigidity collide with the portion A of the collision energy absorber 14 of the present embodiment facing each other. Similarly, the front side member 106 of the general vehicle body 100 having high strength and rigidity then collides with the portion B of the collision energy absorber 14 of the present embodiment facing each other, and then the general body having high strength and rigidity. The front tire 108 of the vehicle body 100 collides with the portion C of the collision energy absorber 14 of the present embodiment facing each other.

  Here, in the present embodiment, the end (part A) on the outer side in the vehicle width direction of the collision energy absorber 14 overlaps with the front tire 32 in the vehicle front view. Therefore, when a collision load due to an offset collision is applied from the front of the vehicle body, the end (part A) on the outer side in the vehicle width direction of the collision energy absorber is destroyed. In other words, the collision energy applied to the front tire 32 and the suspension arm that holds the front tire 32 due to the offset collision destroys the end (portion A) in the vehicle width direction of the collision energy absorber 14. Absorbed. As a result, in the present embodiment, it is possible to reduce the collision energy applied to the front tire 32 and the suspension arm that holds the front tire 32 at the time of an offset collision.

  Further, in the present embodiment, the compressive load required to break the vehicle width direction outer end portion (part A) of the collision energy absorber 14 in the vehicle front-rear direction causes the vehicle width direction center portion (part C) to move in the vehicle front-rear direction. It is set larger than the compressive load required for breaking in the direction. Therefore, as shown in FIG. 4, when the end (portion A) on the outer side in the vehicle width direction of the collision energy absorber 14 is broken, the load F1 generated in the portion is an intermediate portion (portion C) in the vehicle width direction. Is larger than the collision load F3 generated in the portion when the is broken. As a result, in this embodiment, the amount per unit volume of the collision energy that can be absorbed by the outer end (part A) in the vehicle width direction of the collision energy absorber can be absorbed by the intermediate part (part C) in the vehicle width direction. The amount of collision energy is larger than the amount per unit volume. Therefore, the collision energy applied to the front tire 32 and the suspension arm that holds the front tire 32 at the time of an offset collision can be absorbed more efficiently.

  Further, in the present embodiment, the collision energy absorber 14 is broken in the vehicle longitudinal direction from the vehicle width direction central portion (part C) of the collision energy absorber 14 toward the outer end portion (part A) in the vehicle width direction. The compressive load required for this is set to increase in three stages (F1> F2> F3). For this reason, the collision energy input from the engine 102 or transmission 104 of the general vehicle body 100 having the highest strength and rigidity destroys the end (portion A) of the collision energy absorber 14 of the present embodiment in the vehicle width direction. To be absorbed. Similarly, the collision energy input from the front side member 106 of the general vehicle body 100 having high strength and rigidity is the outer end portion (part A) of the collision energy absorber 14 of the present embodiment in the vehicle width direction. It is absorbed by breaking the middle part (part B) between the vehicle width direction central part (part C). Further, the collision energy input from the front tire 108 of the general vehicle body 100 having high strength and rigidity is absorbed by the destruction of the center part (part C) in the vehicle width direction of the collision energy absorber 14 of the present embodiment. Is done. As a result, in this embodiment, an offset collision occurs between a general vehicle body 100 including the engine 102, the transmission 104, the front side member 106, and the front tire 108 and the vehicle body 12 to which the vehicle body front structure 10 of the present embodiment is applied. In this case, the collision energy can be absorbed more efficiently.

  Furthermore, in this embodiment, the collision energy absorber 14 is formed using a fiber reinforced resin material. Therefore, compared with the case where it forms using metals, such as steel materials, the increase in the weight of the collision energy absorber 14 itself is suppressed. Furthermore, in this embodiment, changing the content rate of the fiber mix | blended with the fiber reinforced resin material about the compressive load required to destroy each part (part A-part E) of the collision energy absorber 14 in the vehicle front-back direction. It is set by. Thus, the compression required to break each part (part A to part E) of the collision energy absorber 14 in the vehicle front-rear direction with a simple configuration in which the content of the fiber blended in the fiber reinforced resin material is changed. Load is set. As a result, in the present embodiment, it is possible to obtain the collision energy absorber 14 that is excellent in productivity while suppressing an increase in the weight of the collision energy absorber 14 itself.

  In the present embodiment, the shape of the collision energy absorber 14 is widened outward in the vehicle width direction from the rear to the front of the vehicle. Therefore, the space between the end portion (portion A) of the collision energy absorber 14 on the vehicle width direction outside and the dash portion 20 of the vehicle body floor 18 (that is, the space where the tire is arranged) is expanded. As a result, in the present embodiment, the arrangement of the front tires and the steering angle (range G surrounded by a two-dot difference line in FIG. 2B) are not limited.

  Furthermore, in this embodiment, since the load transmission member 34 is provided on the vehicle lower side of the front suspension member module 22, the floor portion 26 efficiently applies the load input from the collision energy absorber 14 to the front suspension member module 22. Can be shed.

  In addition, in this embodiment, the content rate of the fiber mix | blended with the fiber reinforced resin material is changed in the compressive load required to destroy each part (part A-part E) of the collision energy absorber 14 in the vehicle front-back direction. However, the present invention is not limited to this. For example, as shown in FIG. 5, the length of the fiber blended in the fiber reinforced resin material with the compressive load required to break each part (part A to part E) of the collision energy absorber 14 in the vehicle front-rear direction. You may set by changing. Moreover, you may set the compressive load required to destroy each part (part A-part E) to a vehicle front-back direction by changing the kind (glass fiber, carbon fiber, etc.) of a fiber.

  In the present embodiment, the compression load required to break the collision energy absorber 14 in the vehicle front-rear direction from the center in the vehicle width direction of the collision energy absorber 14 toward the outer end in the vehicle width direction is 3. Although an example of setting to increase in stages has been described, the present invention is not limited to this, and may be set to a plurality of stages such as two stages or four stages.

Second Embodiment
The vehicle body front part structure according to the second embodiment of the present invention will be described with reference to FIG. In addition, about the member same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The vehicle body front structure 52 of the present embodiment is a so-called honeycomb in which a plurality of hexagonal columnar holes extending in the vehicle longitudinal direction are formed in each part (part A to part E) partitioned by the partition wall 46 in the collision energy absorber 54. It is characterized by its structure. Specifically, a plurality of hexagonal cross-sectional holes having the smallest cross-sectional area when viewed from the front of the vehicle are formed in a portion A and a portion E on the outer side in the vehicle width direction of the collision energy absorber 54 along the vehicle front-rear direction. Has been. Further, a portion B between a portion A at the outer end in the vehicle width direction and a portion C at the center in the vehicle width direction, and a portion E between the end portion E at the outer side in the vehicle width direction and a portion C at the center in the vehicle width direction. In the portion D, a plurality of hexagonal cross-sectional holes having a larger cross-sectional area in front of the vehicle than the hexagonal cross-sectional holes formed in the portions A and E are formed in the vehicle front-rear direction. further. A plurality of hexagonal cross-sectional holes having a larger cross-sectional area in the vehicle front view than the hexagonal cross-sectional holes formed in the parts B and D are formed in the vehicle width direction middle part C along the vehicle longitudinal direction. ing. As a result, the compressive load required to destroy both ends (portion A and portion E) of the collision energy absorber 54 on the vehicle width direction outside in the vehicle front-rear direction causes the vehicle width direction center portion (portion C) to move in the vehicle front-rear direction. It is set to be larger than the compressive load required for breaking. Furthermore, in this embodiment, the intermediate part (part B and part D) between the vehicle width direction outer side edge part (part A and part E) and the vehicle width direction center part (part C) in the collision energy absorber 54. Is smaller than the compressive load required for breaking both ends (part A and part E) on the outer side in the vehicle width direction in the vehicle longitudinal direction, and the vehicle width direction center portion ( It is set larger than the compressive load required to destroy the portion C) in the vehicle longitudinal direction.

(Operation and effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

  In the vehicle body front structure 52 of the present embodiment, each part (part A to part E) partitioned by the partition wall 46 in the collision energy absorber 54 has a so-called honeycomb structure, and thus is obtained in the first embodiment. In addition to the above effects, it is possible to obtain an effect that the weight of the collision energy absorber 54 itself can be further reduced.

  In addition, although the said 1st Embodiment and 2nd Embodiment demonstrated the example which formed the collision energy absorbers 14 and 54 with the fiber reinforced resin material, this invention is not limited to this, For example, steel materials, An aluminum alloy or the like may also be used. As described above, the material of the collision energy absorber may be appropriately set in consideration of strength, weight, manufacturing cost, and the like.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and various modifications other than the above can be implemented without departing from the spirit of the present invention. Of course.

10 Body front structure
12 body
14 Impact energy absorber
32 Front tire
52 Car body front structure
54 Impact energy absorber

Claims (5)

A bumper cover provided at the front end of the vehicle body;
A collision energy absorber that is provided inside the bumper cover and has a front end portion extending in the vehicle width direction and both end portions on the vehicle width direction outer side overlapping at least a part of the front tire in a vehicle front view;
Body front structure with   The compressive load required to break the vehicle width direction outer ends of the collision energy absorber in the vehicle longitudinal direction is the compressive load required to break the vehicle width direction central portion of the collision energy absorber in the vehicle longitudinal direction. The vehicle body front part structure according to claim 1, which is set to be larger than that.   In the collision energy absorber, the compressive load required to break the intermediate portion between the vehicle width direction outer end portion and the vehicle width direction center portion in the vehicle front-rear direction causes both ends on the vehicle width direction outer side to move in the vehicle front-rear direction. The vehicle body front part structure according to claim 2, wherein the vehicle body front part structure is set to be smaller than a compressive load required to cause the vehicle to be destroyed and larger than a compressive load required to destroy the central portion in the vehicle width direction in the vehicle longitudinal direction.   The collision energy absorber is formed using a fiber reinforced resin material, and the collision energy absorber is changed by changing at least one of a fiber content, a fiber length, and a fiber type blended in the fiber reinforced resin material. The vehicle body front part structure according to claim 2 or 3, wherein a compressive load required to break the energy absorber in the longitudinal direction of the vehicle is adjusted.   The vehicle body front part structure according to any one of claims 1 to 4, wherein the collision energy absorber spreads outward in the vehicle width direction from the rear to the front of the vehicle.