JP2021054387A - Vehicle structure - Google Patents

Abstract

To provide a vehicle structure capable of effectively absorbing a buffer load during a frontal collision.SOLUTION: A vehicle structure 1 includes: a dash panel 2; side members 3 extending from an area below the dash panel 2 to the vehicle front; a cross member 4 connected to front end parts of the side members 3; fender aprons 5, each of which is disposed at the front side of the dash panel 2 and the outer side of the side member 3 when viewed in a vehicle width direction; panel members 6, each of which covers the inner side of the fender apron 5 when viewed in the vehicle width direction; and closed spaces 10, each of which is enclosed by the dash panel 2, the cross member 3, the fender apron 5, and the panel member 6.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle structure.

Patent Document 1 discloses a front structure of a vehicle including a side member, a cross member, and a connecting member connected to an apron portion. In this vehicle structure, the front part of the side member, the side part of the cross member, and the lower part of the connecting member are connected to each other at substantially the same position in the front-rear direction of the vehicle body.

Japanese Unexamined Patent Publication No. 2005-238987

It is desired to more effectively absorb the collision load at the time of a frontal collision of the vehicle, particularly at the time of an offset collision. As a measure to absorb the collision load, for example, it is conceivable to add a reinforcing member to the side member or increase the thickness of the plate material constituting the apron portion to increase the rigidity against the collision load. However, in the above measures, the cost and weight increase and the productivity deteriorates, but there is a problem that the absorption effect against the collision load is low.

One of an object of the present invention is to provide a vehicle structure capable of effectively absorbing a collision load at the time of a frontal collision.

(1) The vehicle structure according to one aspect of the present invention is
With the dash panel
With the side members extending from the bottom of the dash panel to the front of the vehicle,
A cross member connected to the front end of the side member and
A fender apron arranged in front of the dash panel and outside in the vehicle width direction of the side member, and
A panel member that covers the inside of the fender apron in the vehicle width direction,
The dash panel, the cross member, the fender apron, and a closed space surrounded by the panel member are provided.

(2) As one form of the above vehicle structure,
The cross member has a box-shaped end that forms the closed space by being connected to the fender apron and the panel member.
The end is
An opening provided on the side connected to the fender apron and the panel member,
The outer surface of the cross member located on the outer side in the vehicle width direction and
The first surface connected to the fender apron,
A second surface connected to the panel member,
A third surface that connects to the outer surface and connects the first surface and the second surface,
With a notch provided at least on the opening side in the first ridge line portion between the outer surface and the first surface and the second ridge line portion between the outer surface and the second surface. Have,
It is mentioned that the third ridge line portion between the outer surface and the third surface is located inside the vehicle width direction with respect to the edge on the opening side of the outer surface when viewed from the front of the vehicle. Be done.

(1) According to the vehicle structure of (1) above, the rigidity of the front of the dash panel against the collision load at the time of a frontal collision is increased by forming a closed space with the dash panel, the cross member, the fender apron, and the panel member. be able to. Therefore, the vehicle structure of (1) above can effectively receive the collision load at the time of a frontal collision. Further, the collision load is distributed to the fender apron and the panel member via the cross member, and the fender apron and the panel member can also receive the collision load. Further, the side member can also receive the collision load via the cross member.

(2) According to the form of (2) above, since the end portion of the cross member has a box shape, the rigidity of the end portion can be ensured. Further, at the end of the cross member, the first ridge and the second ridge have notches, and the third ridge is located inside the opening side edge of the outer surface in the vehicle width direction. .. Therefore, at the time of a head-on collision with a pedestrian, the end portion of the cross member can be deformed so as to enter the closed space, so that the collision energy can be efficiently absorbed. In particular, among the end portions, the third ridgeline portion and its vicinity are easily deformed so as to enter the closed space. Therefore, the above-mentioned form (2) can improve the injury value to the lower limbs of the pedestrian in a head-on collision with the pedestrian. In the first ridge line portion and the second ridge line portion, the notch provided on the opening side may be a notch on at least one of the two surfaces constituting each ridge line portion. That is, the notch in the first ridge line portion may be on at least one surface side of the outer surface and the first surface. The notch in the second ridge line portion may be on the outer surface and at least one surface side of the second surface.

FIG. 1 is a schematic perspective view showing the overall configuration of the vehicle structure according to the first embodiment. FIG. 2 is a schematic perspective view showing a main configuration of the vehicle structure according to the first embodiment. FIG. 3 is a schematic perspective view showing an apron member and a dash panel provided in the vehicle structure according to the first embodiment. FIG. 4 is a schematic perspective view showing the apron member and the panel member provided in the vehicle structure according to the first embodiment in an exploded manner. FIG. 5 is a cross-sectional end view taken along line VV shown in FIG. FIG. 6 is a schematic perspective view showing the configuration of the end portion of the cross member in the vehicle structure according to the second embodiment. FIG. 7 is a schematic front view of a main part of the vehicle structure according to the second embodiment as viewed from the front.

Specific examples of the vehicle structure according to the embodiment of the present invention will be described with reference to the drawings. The same reference numerals in the figures indicate the same names. In the figure, "FR" indicates the front of the vehicle, "RR" indicates the rear, "UP" indicates the upper side, "LWR" indicates the lower side, "LH" indicates the left side, and "RH" indicates the right side. The vertical direction corresponds to the vehicle height direction. Further, in the vehicle width direction, the center side of the vehicle is the inside, and the opposite side is the outside.

[Embodiment 1]
<Overall configuration>
The outline of the vehicle structure 1 according to the first embodiment will be described with reference to FIGS. 1 and 2. The vehicle structure 1 is provided at the front portion of the vehicle. As shown in FIG. 1, the vehicle structure 1 includes a dash panel 2, a side member 3, a cross member 4, a fender apron 5, and a panel member 6. One of the features of the vehicle structure 1 is that it includes a closed space 10 surrounded by a dash panel 2, a cross member 4, a fender apron 5, and a panel member 6, as shown in FIG. Hereinafter, each component of the vehicle structure 1 will be described in detail with reference to FIGS. 3 to 5 as appropriate. The vehicle structure 1 is arranged on both the left and right sides of the vehicle. Since the vehicle structure 1 has a substantially symmetrical structure, the right side portion will be described below, and the left side portion will be omitted. In the present embodiment, the right side of the vehicle is the driver's seat side.

(Dash panel)
The dash panel 2 is a member arranged along the vehicle width direction and separating the engine room and the vehicle interior. The vehicle width direction is the vehicle left-right direction. The dash panel 2 is provided between the front pillars 7 arranged on the left and right sides of the vehicle. The left and right ends of the dash panel 2 are connected to the front pillar 7 as shown in FIG. In this example, the end portion of the dash panel 2 and the inner surface surface of the front pillar 7 are joined by joining means such as welding or bolt fastening. Welding includes, for example, quench plug welding (SPW), arc welding, spot welding and the like. The front pillars 7 shown in FIGS. 1 to 3 and 5 are inner panels of the front pillars.

(Dash cross member)
In this example, as shown in FIG. 3, a dash cross member 21 is provided at the lower part of the dash panel 2. The dash cross member 21 is arranged along the vehicle width direction. The dash cross member 21 is joined to the front surface of the dash panel 2 by the joining means described above.

The dash cross member 21 may be provided in a part of the dash panel 2 in the vehicle width direction, or may be provided over the entire length of the dash panel 2 in the vehicle width direction. In this example, one dash cross member 21 is provided on the right side of the dash panel 2, that is, on the driver's seat side. The end of the dash cross member 21 is joined to the inner surface of the front pillar 7.

(Side member)
The side members 3 are arranged on the left and right sides of the vehicle and extend along the vehicle length direction. The vehicle length direction is the vehicle front-rear direction. The side member 3 is provided so as to pass under the dash panel 2 and extend from below the dash panel 2 to the front of the vehicle.

(Cross member)
The cross member 4 is arranged along the vehicle width direction and connects the left and right side members 3. In this example, the cross member 4 has a main body portion 40 connected to the front end portion of the side member 3, and an extension portion 41 extending outward in the vehicle width direction from the end portion of the main body portion 40. The main body 40 extends in the vehicle width direction, and the left and right outer portions are connected to the front end portions of the side members 3. The extension portion 41 extends outward in the vehicle width direction from the outer portion of the main body portion 40. The end 411 of the extension 41 is connected to the front end of the front pillar 7. That is, the extension portion 41 connects the end portion of the main body portion 40 and the front pillar 7. The extension portion 41 is arranged at the front end portion of the apron member 50 and the panel member 6, which will be described later. Specifically, as shown in FIGS. 1 and 2, the extension portion 41 is arranged so as to cover the front end faces of the apron member 50 and the panel member 6. In FIG. 2, the extension portion 41 is shown by a virtual line. The extension portion 41 of this example is formed so as to be curved downward from the outside in the vehicle width direction to the inside when viewed from the front of the vehicle so as to correspond to the shape of the apron member 50.

In this example, the front end portion of the side member 3 and the outer portion of the main body portion 40, the outer portion of the main body portion 40 and one end portion 412 of the extension portion 41, and the other end portion 411 and the front pillar 7 of the extension portion 41. The front ends of the above are joined by the joining means described above.

As shown in FIG. 1, the end portion 411 of the cross member 4 of this example has a box shape having four surfaces of an outer surface 41e, a first surface 41a, a second surface 41b, and a third surface 41c. The rear surface side, which is the side connected to the fender apron 5 and the panel member 6, which will be described later, is open. The outer side surface 41e is a surface of the end portion 411 of the cross member 4 located on the outer side in the vehicle width direction. In this example, the rear surface side of the outer surface 41e is joined to the front end surface of the front pillar 7. The first surface 41a is a lower surface connected to the apron member 50 described later. The second surface 41b is an upper surface connected to the panel member 6. The third surface 41c is a front surface that connects to the outer surface 41e and connects the lower surface that is the first surface 41a and the upper surface that is the second surface 41b. Flange portions for joining with the mating member are provided on the rear end side edges of the outer side surface 41e, the first surface 41a, and the second surface 41b. The cross-sectional shape of the end portion 411 is U-shaped formed by the first surface 41a, the second surface 41b, and the third surface 41c. The cross-sectional shape of the end portion 411 referred to here is a shape in a cross section orthogonal to the longitudinal direction in which the extension portion 41 extends. Through holes (not shown) for adjusting the rigidity of the end portion 411 may be provided on each surface of the first surface 41a, the second surface 41b, and the third surface 41c. The through hole may be provided only in the outer portion of the end portion 411 in the vehicle width direction, and may not be provided in the other portion.

(Fender apron)
The fender apron 5 is a part constituting the tire house, and is arranged in front of the dash panel 2 and outside the side member 3 in the vehicle width direction. The fender apron 5 includes an apron member 50. The fender apron 5 of this example is composed of an apron member 50 and a front portion of a front pillar 7 to which an upper end portion of the apron member 50 is connected. In this example, a vehicle in which the upper end portion of the apron member 50 is connected to the front pillar 7 and a part of the front pillar 7 constitutes a part of the fender apron 5 is shown. In the case of a vehicle in which the upper end portion of the apron member 50 is connected to the fender panel, the fender apron 5 is formed by the apron member 50 and the inside of the fender panel.

(Apron member)
The apron member 50 is a member arranged on both the left and right sides of the vehicle and partitioning a tire and an engine room (not shown). As shown in FIGS. 3 and 5, the apron member 50 of this example is provided inside the front pillar 7 in the vehicle width direction. In this example, as shown in FIG. 3, a suspension tower to which the upper portion of the suspension 8 is attached is integrally formed behind the apron member 50. The suspension tower is located behind the dash panel 2. Hereinafter, the suspension tower is abbreviated as the suspension tower.

As shown in FIGS. 1 and 2, the front end portion of the apron member 50 is connected to the extension portion 41 of the cross member 4 described above. As shown in FIG. 3, the above-mentioned dash panel 2 is connected to the rear portion of the apron member 50. In this example, the front end surface of the apron member 50 and the rear surface side of the first surface 41a of the end portion 411 are joined by the above-mentioned joining means. Further, the lower ends on both the left and right sides of the dash panel 2 are joined to the inner surface of the rear portion of the apron member 50 by the joining means described above.

As shown in FIGS. 3 and 5, the apron member 50 of this example is formed so as to be curved downward from the outside in the vehicle width direction to the inside when viewed from the front of the vehicle. In this example, as shown in FIG. 5, the lower end of the apron member 50 is connected to the side member 3. The upper end of the apron member 50 is connected to the front pillar 7. Specifically, the lower end of the apron member 50 is joined to the upper edge of the side member 3 by the joining means described above. Further, the upper end portion of the apron member 50 is joined to the inner side surface of the front pillar 7 by the joining means described above.

In this example, the fender apron 5 is composed of an apron member 50 and a front portion of a front pillar 7. The configuration of the fender apron 5 is not limited to this. For example, the fender apron 5 may be formed only by the apron member 50 by extending the upper end portion of the apron member 50 upward. Further, the apron member 50 may have a structure integrally formed with the front pillar 7. For example, the upper end portion of the apron member 50 may be extended upward to integrally provide the apron member 50 with the front pillar 7.

<Material>
Examples of the material of the apron member 50 include metal and resin. Examples of the metal include steel and aluminum alloys. In this example, the apron member 50 is made of metal. The apron member 50 is manufactured by, for example, casting, injection molding, press molding, or the like.

In this example, as shown in FIGS. 3 and 4, the suspension tower is integrally formed with the apron member 50, but the suspension tower may be formed separately and the suspension tower may be connected to the apron member 50.

(Panel member)
The panel member 6 is a member that covers the inside of the fender apron 5 in the vehicle width direction. As shown in FIG. 5, the panel member 6 covers the inside of the apron member 50 in the vehicle width direction and is arranged at a distance from the apron member 50. As shown in FIGS. 1 and 2, the front end portion of the panel member 6 is connected to the extension portion 41 of the cross member 4 described above. The rear end of the panel member 6 is connected to the dash panel 2 described above. In this example, the front end surface of the panel member 6 and the rear surface side of the second surface 41b of the end portion 411 are joined by the above-mentioned joining means. Further, the rear end surface of the panel member 6 is joined to the front surface of the dash panel 2 by the above-mentioned joining means. The panel member 6 is provided with a notch through which the above-mentioned dash cross member 21 penetrates. A dash cross member 21 is partially welded to this notch by SPW.

As shown in FIG. 4, the panel member 6 of this example is formed in an L-shaped cross section when viewed from the front-rear direction of the vehicle. The panel member 6 has two surfaces connected via the corner portion 6c. Specifically, the two surfaces referred to here are the upper surface 6a and the side surface 6b. The shape of the panel member 6 is not particularly limited as long as it is arranged at intervals from the apron member 50. For example, the shape of the panel member 6 may be curved along the apron member 50.

In this example, as shown in FIG. 5, the lower end of the panel member 6 is connected to the lower end of the apron member 50. The upper end of the panel member 6 is connected to the front pillar 7. Specifically, the lower end of the panel member 6 is joined to the inner surface of the lower end of the apron member 50 by the joining means described above. Further, the upper end portion of the panel member 6 is joined to the inner side surface of the front pillar 7 by the above-mentioned joining means. That is, the upper end portion of the panel member 6 and the upper end portion of the apron member 50 are connected via the front pillar 7.

<Material>
Examples of the material of the panel member 6 include metal and resin. Examples of the metal include steel and aluminum alloys. In this example, the panel member 6 is made of metal. The panel member 6 is manufactured by, for example, casting, injection molding, press molding, or the like.

(bead)
In this example, as shown in FIG. 4, a bead 61 is provided on the panel member 6. The bead 61 is provided on the two surfaces 6a and 6b so as to straddle the corner portion 6c. The bead 61 extends in the vehicle length direction, that is, in the direction intersecting the vehicle front-rear direction. Specifically, the bead 61 extends in a direction orthogonal to the vehicle length direction, in other words, along the vehicle width direction.

As shown in FIG. 5, the bead 61 is continuously formed so as to straddle the corner portion 6c and extend over the two surfaces 6a and 6b. The shape of the cross section orthogonal to the longitudinal direction of the bead 61 is not particularly limited, and examples thereof include a V shape and a U shape. In this example, the bead 61 has a V-shaped cross section. The length of the bead 61 is not particularly limited as long as it has a length extending over the two surfaces 6a and 6b. The number of beads 61 may be singular or plural. In this example, a plurality of beads 61 are provided on the panel member 6 at intervals in the vehicle length direction.

(Closed space)
As described above, the dash panel 2 is connected to the rear portion of the apron member 50 and the rear end portion of the panel member 6, and the extension portion 41 of the cross member 4 is connected to each front end portion of the apron member 50 and the panel member 6. As a result, the closed space 10 is configured as shown in FIGS. 1 and 2. The closed space 10 of this example includes the inner and outer surfaces of the apron member 50 and the panel member 6 facing each other, the front surface of the dash panel 2, the end portion 411 of the extension portion 41, and the inner surface surface of the front pillar 7. It is composed by being surrounded. The closed space 10 does not have to be a completely closed space. For example, holes or slits that penetrate each member may be provided, or a gap may be partially formed at a connection portion between the members.

In this example, each front end surface of the apron member 50 and the panel member 6 is joined to the rear surface side of the end portion 411, but the lower surface of the first surface 41a of the end portion 411 is the front end portion of the apron member 50. It may be joined to the inner side surface, or the upper surface which is the second surface 41b of the end portion 411 may be joined to the outer surface of the front end portion of the panel member 6. For example, the upper and lower surfaces of the end portion 411 may be sandwiched between the front end portion of the apron member 50 and the front end portion of the panel member 6. Further, in this example, the inner surface of the rear portion of the apron member 50 and the lower end portion of the dash panel 2 are joined. For example, when the suspension tower is formed separately from the apron member 50, the apron member is formed. The rear end surface of the 50 may be joined to the front surface of the dash panel 2. Even with such a configuration, the above-mentioned closed space 10 can be formed.

<Effect>
By providing the closed space 10 in the vehicle structure 1 of the first embodiment described above, the rigidity in front of the dash panel 2 with respect to the collision load at the time of a frontal collision can be increased. By forming the closed space 10 in front of the dash panel 2, it is possible to effectively receive a large load at the time of an offset collision. Further, since the end portion 411 of the extension portion 41 of the cross member 4 is arranged on each front end surface of the apron member 50 and the panel member 6, the apron member 50 and the panel member 6 can also receive the collision load. Further, since the outer portion of the main body portion 40 of the cross member 4 and the end portion 412 of the extension portion 41 are connected to the front end portion of the side member 3, the side member 3 can also receive the collision load.

Since the vehicle structure 1 can effectively receive the collision load at the time of a frontal collision, it is possible to suppress the deformation of the vehicle interior at the time of a frontal collision. Therefore, the vehicle structure 1 is suitable for a vehicle in which the distance from the front end of the vehicle to the dash panel 2 is short, for example, a cab-over vehicle.

Further, since the bead 61 is provided so as to straddle the corner portion 6c of the panel member 6, deformation starting from the corner portion 6c of the panel member 6 due to the vertical vibration of the suspension 8 during normal running is also possible. Can be effectively suppressed. In addition, the buckling amount and buckling timing at the time of a frontal collision can be controlled by the shape, size, number, and the like of the beads 61.

In addition, since the dash cross member 21 penetrates the panel member 6 and the end portion of the dash cross member 21 is joined to the front pillar 7, the rigidity of the dash panel 2 can be further improved.

[Embodiment 2]
The vehicle structure 1 according to the second embodiment will be described with reference to FIGS. 6 and 7. The vehicle structure 1 of the second embodiment is different from the first embodiment in the configuration of the end portion 411 of the extension portion 41 in the cross member 4 for forming the closed space 10. In the following, the differences from the first embodiment will be mainly described, and the description of the matters common to the first embodiment may be omitted. FIG. 6 shows the end portion 411 of the cross member 4 viewed diagonally from the front. In FIG. 7, hatching is provided on the front end surface of the apron member 50 and the front end surface of the panel member 6 for the sake of clarity.

In the present embodiment, as shown in FIG. 6, the end portion 411 of the cross member 4 has a box shape having four surfaces of an outer surface 41e, a first surface 41a, a second surface 41b, and a third surface 41c. It is formed and has an opening 41o on the rear surface side. As shown in FIG. 7, the closed space 10 is formed by connecting the rear surface side of the end portion 411 to the fender apron 5 and the panel member 6 as in the first embodiment. Further, the outer surface 41e of the end portion 411 is connected to the front end surface of the front pillar 7. The lower surface, which is the first surface 41a of the end portion 411, is connected to the front end surface of the apron member 50. The upper surface, which is the second surface 41b of the end portion 411, is connected to the front end surface of the panel member 6. The cross-sectional shape of the end portion 411 is U-shaped formed by the first surface 41a, the second surface 41b, and the third surface 41c. Specifically, the cross-sectional shape of the end portion 411 is a trapezoidal shape in which the distance between the first surface 41a and the second surface 41b gradually narrows toward the third surface 41c. That is, the internal angles of the first surface 41a and the second surface 41b with respect to the third surface 41c are both obtuse angles.

As shown in FIG. 6, in this example, the projecting pieces 45 are provided on the edge of the first surface 41a on the outer surface 41e side and the edge of the second surface 41b on the outer surface 41e side. In this example, projecting pieces 45 are provided on each of the first surface 41a and the second surface 41b. Each projecting piece 45 is bent and welded by SPW to the surface of the outer surface 41e on the closed space 10 side. The x mark in FIG. 6 virtually indicates the welding point of the SPW. The projecting piece 45 may be provided over the entire length of the edge of the first surface 41a and the second surface 41b on the outer surface 41e side, or may be provided on a part of the edge. The projecting piece 45 of this example is provided on a part of the edge. More specifically, the length of the projecting piece 45 is a length that does not reach the rear surface having the opening 41o and the third surface 41c. Therefore, there are notches on the opening 41o side of the first ridge line portion between the outer surface 41e and the first surface 41a and the second ridge line portion between the outer surface 41e and the second surface 41b. It is formed. In addition, it is composed of a lower corner portion composed of a first surface 41a, a third surface 41c and an outer surface 41e and its vicinity, and a second surface 41b, a third surface 41c and an outer surface 41e. Notches are formed at the upper corners and their vicinity. The notches provided in the lower corner and the upper corner are through holes. Further, in this example, the projecting pieces 45 provided on the first surface 41a and the second surface 41b are arranged at intervals from each other. Each projecting piece 45 preferably has a bead corresponding to the bead 44 on the outer surface 41e described later.

In the present embodiment, as shown in FIG. 6, at the end portion 411, the first ridge line portion between the outer surface 41e and the first surface 41a, and the space between the outer surface 41e and the second surface 41b. Each of the second ridges has a notch 431 (see also FIG. 7). The notch 431 is provided on the rear surface side, which is the opening 41o side, at each ridge line portion. In FIG. 6, the notch on the first ridge line side is hidden and invisible. Since the notch 431 is provided on the opening 41o side, the rear surface side of the outer surface 41e is easily bent. Therefore, the outer surface 41e is bent into the closed space 10 due to the collision load from the front, and the end portion 411 is easily deformed so as to enter the closed space 10. The notch 431 may be provided at least on the opening 41o side of each ridgeline portion. The notch 431 may be formed from the rear surface side to the third surface 41c. That is, the notch 431 may be provided over the entire length of each ridgeline portion.

The outer surface 41e of this example is inclined inward in the vehicle width direction toward the third surface 41c. The internal angle of the outer surface 41e with respect to the third surface 41c is an obtuse angle. That is, the edge of the outer surface 41e on the third surface 41c side is located inside the edge on the rear surface side in the vehicle width direction. Therefore, as shown in FIG. 7, when viewed from the front of the vehicle, the third ridge line portion 423 between the outer surface 41e and the third surface 41c is closer to the vehicle than the rear edge of the outer surface 41e. It is configured to be located inside in the width direction. In front view, the third ridge line portion 423 is located inside the inner side surface of the front pillar 7 in the vehicle width direction. The outer side surface 41e does not have to be an inclined surface as long as the third ridge line portion 423 is provided so as to be located inside the rear surface side edge of the outer surface 41e in the vehicle width direction. The outer side surface 41e may be formed in a stepped shape, for example.

Further, the outer surface 41e has a bead 44. The bead 44 is provided substantially parallel to the direction from the first surface 41a to the second surface 41b. The bead 44 of this example is formed on the outer surface 41e along the vertical direction. The shape, position, number, and the like of the bead 44 are not particularly limited as long as the outer surface 41e is provided so as to bend and enter the closed space 10 due to the collision load from the front. In this example, the bead 44 is formed by a bent portion that is convex toward the closed space 10.

<Effect>
In the vehicle structure 1 of the second embodiment described above, in addition to the action and effect of the first embodiment, the following actions and effects are exhibited.

Since the end portion 411 of the cross member 4 has a box shape, the rigidity of the end portion 411 can be ensured. Therefore, for example, in the initial stage of a head-on collision with a pedestrian, the end portion 411 can withstand the collision load and receive the collision load. Further, in the end portion 411, notches 431 are provided in each of the first ridge line portion and the second ridge line portion, and the third ridge line portion 423 is a vehicle from the rear end side edge of the outer surface 41e. It is configured to be located inside in the width direction. Therefore, from the middle to the late stage of the head-on collision with the pedestrian, the end portion 411 can be deformed so as to enter the closed space 10 due to the collision load. By deforming the end portion 411 so as to enter the closed space 10 without stretching against the collision load, the collision energy can be efficiently absorbed. Therefore, in a head-on collision with a pedestrian, the injury value to the lower limbs of the pedestrian can be improved.

Since the notch 431 is provided on the opening 41o side, the outer surface 41e is easily deformed so as to bend and enter the closed space 10 due to the collision load. Further, since the bead 44 is provided on the outer surface 41e, the outer surface 41e is likely to bend inward with the bead 44 as the starting point from the middle to the late stage of the head-on collision with the pedestrian. Therefore, the end portion 411 is more easily deformed so as to enter the closed space 10.

At the end portion 411, only the notch 431 is provided in each of the first ridge line portion and the second ridge line portion, so that the influence such as a significant decrease in rigidity is small, and the formation of the closed space 10 is almost adversely affected. Absent. Further, since the end portion 411 is connected so as to cover the front end portions of the front pillar 7, the apron member 50, and the panel member 6, the installation rigidity of the end portion 411 can be ensured even if the notch 431 is provided.

The present invention is not limited to these examples, and is indicated by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims. In the cross member 4, the main body portion 40 and the extension portion 41 may be integrally formed. In this case, the left and right ends of the cross member 4 may be arranged so as to extend outward in the vehicle width direction and cover the front end faces of the apron member 50 and the panel member 6.

1 Vehicle structure 2 Dash panel 21 Dash cross member 3 Side member 4 Cross member 40 Main body, 41 Extension 411, 412 End 41a First surface, 41b Second surface, 41c Third surface 41e Outer side surface 41o Opening 423 Third ridgeline 431 Notch 44 Bead 45 Projection 5 Fender apron 50 Apron member 6 Panel member 6a Top, 6b Side, 6c Corner 61 Bead 7 Front pillar 8 Suspension 10 Closed space

Claims (2)

With the dash panel
With the side members extending from the bottom of the dash panel to the front of the vehicle,
A cross member connected to the front end of the side member and
A fender apron arranged in front of the dash panel and outside in the vehicle width direction of the side member, and
A panel member that covers the inside of the fender apron in the vehicle width direction,
A vehicle structure including the dash panel, the cross member, the fender apron, and a closed space surrounded by the panel member. The cross member has a box-shaped end that forms the closed space by being connected to the fender apron and the panel member.
The end is
An opening provided on the side connected to the fender apron and the panel member,
The outer surface of the cross member located on the outer side in the vehicle width direction and
The first surface connected to the fender apron,
A second surface connected to the panel member,
A third surface that connects to the outer surface and connects the first surface and the second surface,
With a notch provided at least on the opening side in the first ridge line portion between the outer surface and the first surface and the second ridge line portion between the outer surface and the second surface. Have,
Claim 1 in which the third ridge line portion between the outer surface and the third surface is located inside in the vehicle width direction with respect to the edge on the opening side of the outer surface when viewed from the front of the vehicle. Vehicle structure described in.

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