JP4349243B2 - Vehicle front structure - Google Patents

Description

  The present invention relates to a vehicle front structure in which a radiator is supported on a vehicle body at a front portion of an engine room covered with a hood.

  In a general vehicle front structure, a hood covers the upper side of the engine room, and a radiator disposed in the front part is supported on the upper cross member in the engine room (see, for example, Patent Document 1).

However, in this vehicle front portion structure, when a collision body from the outside of the vehicle deforms the hood and displaces the vehicle front side end portion of the hood diagonally downward from the rear of the vehicle, the hood hits the upper cross member. For this reason, when the hood hits the upper cross member, the rigidity of the portion where the colliding body comes into contact with the hood and the upper cross member is high, and the reaction force against the colliding body becomes large.
JP 2003-81034 A

  An object of the present invention is to obtain a vehicle front structure capable of preventing a large load from acting locally on a collision object in consideration of the above facts.

The vehicle front portion structure according to claim 1 supports a hood that covers a vehicle upper side of an engine room in a front portion of the vehicle, and a vehicle upper side portion of a radiator that is disposed in a vehicle front side portion of the engine room. A radiator support arranged to be separated from the displacement range of the hood due to a collision of a colliding body that displaces the front end obliquely downward from the vehicle, and the displacement range of the hood is centered on the hinge of the hood At least one of the turning locus and the turning locus when the vehicle hood is bent at the front side of the vehicle from the center of bending with the vehicle middle in the longitudinal direction of the vehicle as the center of bending .

  The vehicle front structure according to claim 2 is the vehicle front structure according to claim 1, wherein an impact absorbing member is fixed to the radiator support.

  The vehicle front portion structure according to claim 3 is the vehicle front portion structure according to claim 2, wherein the impact absorbing member is disposed on the vehicle upper side or the vehicle front side of the radiator support, and more than the radiator support. It is characterized by being made of a material having low crushing strength or bending strength.

  The vehicle front structure according to claim 4 is the vehicle front structure according to any one of claims 1 to 3, wherein an easily deformable portion is formed on the radiator support.

  In the vehicle front structure according to claim 1, the radiator is disposed in the front part of the engine room in the front part of the vehicle, the hood covers the vehicle upper side of the engine room, and the radiator support covers the vehicle upper part of the radiator. I support it.

  Here, the radiator support is arranged so as to be separated from the range of displacement of the hood due to the collision of the colliding body that displaces the vehicle front side end portion of the hood obliquely downward after the vehicle. For this reason, when the collision object collides, the hood and the radiator support hit (it is a state in which it is deformed and not only directly hitting without passing through other members but also indirectly through other members And the load (impact) acts in a distributed manner on the contact part of the impact body with the hood and the radiator support so that a large load is applied locally to the impact object. Can be prevented.

  Further, when the collision body hits the hood and the radiator support at different timings, the load acts on the collision part of the collision body with the hood and the contact part of the radiator support with different timings. For this reason, the load acting on the collision object is dispersed in time, the peak (maximum load) of the total load acting on the collision object at each moment is reduced, and the protection performance against the collision object (pedestrian) is improved. Can do.

  In the vehicle front structure according to the second aspect, since the impact load of the collision body is absorbed by the impact absorbing member fixed to the radiator support, the load acting on the collision body by the contact with the radiator support can be reduced. Further, it is possible to further prevent a large load from acting locally on the collision body.

  Also, when the collision object hits the hood at an earlier timing than the radiator support, and the collision object hits the shock absorbing member at an earlier timing than when the collision with the hood ends (when the collision with the hood ends) In this case, the load acts on the impact portion of the impact body against the hood and the impact absorption member, so that the load acting on the impact body due to the impact with the hood can be reduced. It is possible to further prevent a large load from acting locally.

  In the vehicle front portion structure according to the third aspect, the impact absorbing member is arranged on the vehicle upper side or the vehicle front side of the radiator support and is made of a material having a lower strength than the radiator support. For this reason, an impact-absorbing member can be easily provided.

  In the vehicle front structure according to the fourth aspect, since the radiator support absorbs the impact load of the collision body at the easily deformable portion, the load acting on the collision body due to contact with a portion other than the easily deformable portion of the radiator support is reduced. This can further prevent a large load from acting locally on the collision body.

  In addition, the collision body hits the hood at an earlier timing than the part other than the easily deformable portion of the radiator support, and when the collision body finishes hitting the easily deformable portion with the hood (at the end of hitting when the hood is deformed). When hitting at an earlier timing, the load acts on the colliding body's hood and the easily deformable portion in a distributed manner, thereby reducing the load acting on the colliding body by the hood. It is possible to further prevent a large load from acting locally on the collision body.

[First Embodiment]
FIG. 1 is a cross-sectional view of a vehicle front structure 10 according to a first embodiment of the present invention viewed from the left side of the vehicle. In the drawings, the front of the vehicle is indicated by an arrow FR, and the upper part of the vehicle is indicated by an arrow UP.

  The vehicle front structure 10 according to the present embodiment includes a thin plate-like bumper cover 12, and the bumper cover 12 constitutes the outer periphery of the front end of the vehicle. It is room 14. Further, the bumper cover 12 extends from the upper end 12A, which is the upper side end of the vehicle, to the rear side of the vehicle and to the lower side of the vehicle to form an extending portion 16.

  An engine hood 18 having a substantially rectangular shape in plan view as a hood is disposed on the rear side of the bumper cover 12 with respect to the upper end 12A. The engine hood 18 is a vehicle in the extending portion 16 of the bumper cover 12 and the vehicle in the engine room 14. A gap 20 is formed between the upper end 12A of the bumper cover 12 at the front end 18A, which is the front end of the vehicle, while covering the upper side. The engine hood 18 is configured by assembling a plate-like outer panel 22 on the vehicle outer side and a plate-like inner panel 24 as a reinforcing member (strength member) on the vehicle inner side. Reinforced by the panel 24, the strength is increased.

  A radiator 25 is disposed at a front portion of the engine room 14 in the vehicle, and the radiator 25 is a radiator support lower (as illustrated) as a support member (strength member) disposed along the vehicle width direction at the lower portion of the vehicle. (Omitted).

  The radiator 25 is supported by a radiator support upper 26 serving as a radiator support (strength member) at the vehicle upper portion. The radiator support upper 26 has a substantially trapezoidal cross section, and has a strength equal to or higher than that of the front end portion of the engine hood 18. The radiator support upper 26 is disposed along the vehicle width direction so that both ends thereof are frame members (strength members). ) (Not shown) (for example, a pair of apron upper members). The radiator support upper 26 is spaced diagonally downward in front of the vehicle from the gap 20 between the upper end 12A of the bumper cover 12 and the front end 18A of the engine hood 18. For this reason, the radiator support upper 26 bends and deforms the vehicle front-rear direction intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 obliquely downward (in the direction of arrow P in FIG. 1) rearward of the vehicle. For example, it is arranged so as to be separated from the displacement range of the engine hood 18 due to the collision of a pedestrian. When the collision body 28 hits the radiator support upper 26, the longitudinal direction of the radiator support upper 26 is curved and deformed.

  Here, the “displacement range of the engine hood 18 due to the collision of the collision body 28” is, as shown in FIG. 2, arranged around the hinge 19 of the engine hood 18 and the longitudinal direction of the vehicle longitudinal direction. This refers to at least one of the rotation trajectories T when the engine hood 18 is bent at the vehicle front side portion with respect to the bending center 19A with the longitudinal intermediate portion as the bending center 19A.

  A shock absorber 30 as an impact absorbing member is fixed to the radiator support upper 26. The shock absorber 30 is disposed obliquely above the front of the radiator support upper 26 in the vehicle. It is arranged to hit at an early timing. The buffer material 30 is made of, for example, a foamed resin material, a thin rib material or a plate material, and has a crushing strength lower than that of the radiator support upper 26, and the collision body 28 hits the buffer material 30. At this time, the buffer material 30 is crushed and deformed to absorb the impact load of the collision body 28.

  Next, the operation of the present embodiment will be described.

  In the vehicle front structure 10 having the above-described configuration, after the collision body 28 having the vehicle-side collision surface 28A made into a rectangular flat surface starts to hit the bumper cover 12 from the upper front side of the vehicle, the collision surface 28A becomes the engine. When it comes into contact with the front end 18A of the hood 18, it collides with the front end 18A of the engine hood 18 at an angle away from the radiator support upper 26 and the cushioning material 30 toward the vehicle front side.

  Here, the radiator support upper 26 bends and deforms the vehicle anteroposterior intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 diagonally downward from the rear of the vehicle. It is arranged to be separated.

  For this reason, even if the engine hood 18 is displaced to the position of the two-dot chain line in FIG. 1, the engine hood 18 and the radiator support upper 26 do not hit each other. As a result, the load (impact) acts on the collision portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 26 so that a large load acts locally on the collision body 28. Can be prevented.

  Further, the collision body 28 hits the engine hood 18 and the radiator support upper 26 at different timings. For this reason, a load acts on the collision portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 26 at different timings, and the load acting on the collision body 28 can be dispersed in time. Therefore, it is possible to efficiently absorb the impact load of the collision body 28 without securing a particularly large space (a space between the engine hood 18 and the radiator support upper 26, a space where there is no load in the engine room 14). The peak of the total load (maximum load) acting on the collision body 28 at each moment can be reduced, and the protection performance for the collision body 28 (pedestrian) can be improved.

  In addition, the collision body 28 hits the cushioning material 30 at an earlier timing than the radiator support upper 26. For this reason, since the shock absorber 30 absorbs the impact load of the collision body 28, the load acting on the collision body 28 by hitting the radiator support upper 26 can be reduced, and a large load is locally applied to the collision body 28. It can be further prevented from acting.

  In addition, the collision body 28 strikes the engine hood 18 at an earlier timing than the radiator support upper 26, and the collision body 28 strikes the cushioning material 30 at an earlier timing than when the collision with the engine hood 18 ends. For this reason, the load acts on the contact portion of the collision body 28 with the engine hood 18 and the contact portion of the shock absorber 30 to reduce the load acting on the collision body 28 due to the contact with the engine hood 18. It is possible to further prevent a large load from acting on the collision body 28 locally.

  As described above, as shown in FIG. 3, the load due to the bumper cover 12 hitting the bumper cover 12 (line A in FIG. 3), the load due to hitting the engine hood 18 (line B in FIG. 3), and the shock absorber 30 The load due to the contact (line C in FIG. 3) and the load due to the contact with the radiator support upper 26 (line D in FIG. 3) act in this order. Accordingly, a period in which the total load (line E in FIG. 3) acting on the collision body 28 at each moment is close to the reference load (the line F in FIG. 3 and the load that can sufficiently protect the collision body 28) is maintained for a long time. be able to.

  Further, the cushioning material 30 is arranged obliquely above the vehicle front of the radiator support upper 26 and is made of a material having lower crushing strength or bending strength than the radiator support upper 26. For this reason, the buffer material 30 can be provided easily.

(Comparative example)
FIG. 4 shows a vehicle front structure 40 according to a comparative example in a cross-sectional view seen from the left side of the vehicle.

  The vehicle front structure 40 according to this comparative example differs from the first embodiment in the following points.

  The vehicle front structure 40 includes a radiator support upper 42 instead of the radiator support upper 26 in the first embodiment, and the radiator support upper 42 has a long plate shape with a substantially inverted U-shaped cross section. In addition, the strength of the engine hood 18 is increased to be equal to or higher than that of the vehicle front side end portion, and the two ends of the engine hood 18 are fixed to a vehicle body frame (for example, a pair of apron upper members). The radiator support upper 42 is disposed in a gap 20 between the upper end 12 </ b> A of the bumper cover 12 and the front end 18 </ b> A of the engine hood 18 at a position that is obliquely below and below the vehicle. For this reason, the radiator support upper 42 bends and deforms the vehicle front-rear direction intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 diagonally downward (in the direction of arrow P in FIG. 4) rearward of the vehicle. The engine hood 18 is disposed so as to enter the displacement range due to the collision. Further, when the collision body 28 hits the radiator support upper 42, the longitudinal direction of the radiator support upper 42 is curved and deformed.

  Further, in the vehicle front structure 40, the cushioning material 30 in the first embodiment is not provided.

  Next, the operation of this comparative example will be described.

  In the vehicle front structure 40 having the above-described configuration, after the collision body 28 having the vehicle-side collision surface 28A formed into a rectangular flat surface starts to hit the bumper cover 12 from the upper front side of the vehicle, the collision surface 28A becomes the engine. When it comes into contact with the front end 18A of the hood 18, it collides with the front end 18A of the engine hood 18 at an angle away from the radiator support upper 42 to the vehicle front side.

  Here, the radiator support upper 42 bends and deforms the vehicle anteroposterior intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 diagonally downward (in the direction of arrow P in FIG. 4) rearward of the vehicle. The engine hood 18 is disposed so as to enter the displacement range due to the collision.

  For this reason, when the engine hood 18 is displaced by the collision of the collision body 28, the engine hood 18 hits the radiator support upper 42. As a result, the load concentrates on the contact portion of the collision body 28 with the engine hood 18 and the radiator support upper 42, and a large load acts locally on the collision body 28 (all the moments acting on the collision body 28 at each moment). (See line G in FIG. 3 showing load).

[Second Embodiment]
FIG. 5 shows a vehicle front structure 50 according to the second embodiment of the present invention in a sectional view as seen from the left side of the vehicle.

  The vehicle front structure 50 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  The vehicle front structure 50 includes a radiator support upper 52 as a radiator support (strength member) instead of the radiator support upper 26 in the first embodiment, and the radiator support upper 52 has a substantially parallel cross section. It has a quadrangular cylindrical shape with a strength equal to or higher than that of the front end portion of the engine hood 18, and is in a fixed state, a disposition state similar to the radiator support upper 26, and a deformation mode by the collision body 28.

  Further, in the vehicle front structure 50, the cushioning material 30 in the first embodiment is not provided.

  Next, the operation of the present embodiment will be described.

  In the vehicle front structure 50 having the above-described configuration, after the collision body 28 having the vehicle-side collision surface 28A formed into a rectangular flat surface starts to hit the bumper cover 12 from the front upper side of the vehicle, the collision surface 28A When it comes into contact with the front end 18A of the hood 18, it collides with the front end 18A of the engine hood 18 at an angle away from the radiator support upper 52 toward the vehicle front side.

  Here, the radiator support upper 52 bends and deforms the vehicle anteroposterior intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 obliquely downward (in the direction of arrow P in FIG. 5) rearward of the vehicle. The engine hood 18 is disposed away from the displacement range of the engine hood 18 due to the collision.

  For this reason, even if the engine hood 18 is displaced to the position of the two-dot chain line in FIG. 5, the engine hood 18 and the radiator support upper 52 do not hit each other. As a result, the load acts on the contact portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 52 to prevent a large load from acting locally on the collision body 28.

  Further, the collision body 28 hits the engine hood 18 and the radiator support upper 52 at different timings. For this reason, a load acts on the contact portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 52 at different timings, and the load acting on the collision body 28 can be dispersed in time. For this reason, it is possible to efficiently absorb the impact load of the collision body 28 without securing a particularly large space (a space between the engine hood 18 and the radiator support upper 52 and a space where there is no load in the engine room 14). The peak of the total load (maximum load) acting on the collision body 28 at each moment can be reduced, and the protection performance for the collision body 28 (pedestrian) can be improved.

[Third Embodiment]
FIG. 6 shows a vehicle front structure 60 according to the third embodiment of the present invention in a sectional view as seen from the left side of the vehicle.

  The vehicle front structure 60 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  The vehicle front structure 60 includes a radiator support upper 62 as a radiator support (strength member) instead of the radiator support upper 26 in the first embodiment, and the radiator support upper 62 is disposed on the rear side of the vehicle. It has a main body 63 and a shock absorber 64 on the front side of the vehicle. The main body material 63 has a long plate shape with a substantially L-shaped cross section, while the cushioning material 64 has a long plate shape. The main body material 63 and the cushioning material 64 have a vehicle upper end and a vehicle lower side. At the side end, it is fixed over the vehicle width direction. The radiator support upper 62 is fixed and arranged in the same manner as the radiator support upper 26, and has a larger cross section and a larger size than the radiator support upper 26.

  Parts other than the fixing portions 64A of the cushioning material 64 to the main body material 63 (including the bent portions 64B adjacent to the fixing portions 64A) are formed as easy-to-deform portions 62A, and the radiator support upper 62 is deformed. Parts other than the easy part 62A are made into the strength part 62B. The strength portion 62 </ b> B has a strength equal to or higher than that of the vehicle front side end portion of the engine hood 18, and has a deformation mode by the collision body 28 similar to the radiator support upper 26.

  The easily deformable portion 62A is disposed obliquely above the front of the strength portion 62B and protrudes toward the front of the vehicle relative to the strength portion 62B. The front end of the engine hood 18 is deformed by bending the middle portion of the engine hood 18 in the vehicle front-rear direction. The collision body 28 that displaces 18A obliquely downward (in the direction of arrow P in FIG. 6) rearward of the vehicle is disposed so as to hit at a timing earlier than the strength portion 62B. Further, the easily deformable portion 62A is bent along the vehicle width direction at a plurality of locations (six locations in the present embodiment) other than the bent portions 64B, so that the crushing strength is lower than that of the strength portion 62B. When the collision body 28 hits the easily deformable portion 62A, the cushioning material 64 is crushed and deformed by the extension of each bent portion (including each bent portion 64B).

  Further, in the vehicle front structure 60, the cushioning material 30 in the first embodiment is not provided.

  Next, the operation of the present embodiment will be described.

  In the vehicle front structure 60 having the above-described configuration, after the collision body 28 having the vehicle-side collision surface 28A formed into a rectangular flat surface starts to hit the bumper cover 12 from the front upper side of the vehicle, the collision surface 28A When it comes into contact with the front end 18A of the hood 18, it collides with the front end 18A of the engine hood 18 at an angle away from the radiator support upper 62 toward the vehicle front side.

  Here, the radiator support upper 62 folds and deforms the middle part of the engine hood 18 in the vehicle front-rear direction to displace the front end 18A of the engine hood 18 diagonally downward from the rear of the vehicle. It is arranged to be separated.

  For this reason, even if the engine hood 18 is displaced to the position of the two-dot chain line in FIG. 6, the engine hood 18 and the radiator support upper 62 do not hit each other. As a result, the load acts on the contact portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 62, thereby preventing a large load from acting locally on the collision body 28.

  Further, the collision body 28 hits the engine hood 18 and the radiator support upper 62 at different timings. For this reason, the load acts on the contact portion of the collision body 28 with the engine hood 18 and the contact portion with the radiator support upper 62 at different timings, and the load acting on the collision body 28 can be dispersed in time. Therefore, it is possible to efficiently absorb the impact load of the collision body 28 without securing a particularly large space (a space between the engine hood 18 and the radiator support upper 62, a space where there is no load in the engine room 14). The peak of the total load (maximum load) acting on the collision body 28 at each moment can be reduced, and the protection performance for the collision body 28 (pedestrian) can be improved.

  Further, the collision body 28 hits the easily deformable portion 62A of the radiator support upper 62 at a timing earlier than that of the strength portion 62B. For this reason, since the radiator support upper 62 absorbs the impact load of the collision body 28 by the easily deformable portion 62A, the load acting on the collision body 28 due to the contact with the strength portion 62B can be reduced. Therefore, it is possible to further prevent a large load from acting.

  In addition, the collision body 28 hits the engine hood 18 at an earlier timing than the strength portion 62B of the radiator support upper 62, and the collision body 28 hits the easily deformable portion 62A of the radiator support upper 62 than when the collision with the engine hood 18 ends. Hit early. For this reason, the load acts on the collision portion of the collision body 28 with the engine hood 18 and the contact portion of the easily deformable portion 62 </ b> A, thereby reducing the load acting on the collision body 28 due to the collision with the engine hood 18. This can further prevent a large load from acting on the collision body 28 locally.

  As described above, the load caused by the contact with the bumper cover 12, the load caused by the contact with the engine hood 18, the load caused by the contact with the easily deformable portion 62 </ b> A of the radiator support upper 62, and the strength portion of the radiator support upper 62. The load due to hitting 62B acts in this order. Thereby, the period when the total load which acts on the collision body 28 at each moment is close to the reference load can be maintained for a long time.

  The easily deformable portion 62A is provided over the vehicle width direction obliquely above the strength portion 62B of the radiator support upper 62 in the front of the vehicle, and is more easily deformable than the strength portion 62B. For this reason, the easily deformable portion 62A can be easily provided.

  In the present embodiment, instead of the easily deformable portion 62A, it is possible to use a deformable easily portion that is made weak by forming a slit or the like.

[Fourth Embodiment]
FIG. 7 shows a vehicle front structure 70 according to a fourth embodiment of the present invention in a sectional view as seen from the left side of the vehicle.

  The vehicle front structure 70 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  The vehicle front structure 70 includes a radiator support upper 72 as a radiator support (strength member) instead of the radiator support upper 26 in the first embodiment, and the radiator support upper 72 has a substantially parallel cross section. It has a quadrangular cylindrical shape with a strength equal to or higher than that of the front end portion of the engine hood 18, and is in a fixed state, a disposition state similar to the radiator support upper 26, and a deformation mode by the collision body 28. However, the radiator support upper 72 is disposed on the front side of the vehicle with respect to the radiator support upper 26, so that the radiator support upper 72 bends and deforms the intermediate portion in the vehicle longitudinal direction of the engine hood 18 to deform the front end of the engine hood 18. A colliding body 28 that displaces 18A obliquely downward (in the direction of arrow P in FIG. 7) rearward of the vehicle is disposed so as to hit the engine hood 18 at an earlier timing.

  Furthermore, in the vehicle front structure 70, the cushioning material 30 in the first embodiment is not provided.

  Next, the operation of the present embodiment will be described.

  In the vehicle front structure 70 having the above-described configuration, after the collision body 28 having the vehicle-side collision surface 28A formed into a rectangular flat surface starts to hit the bumper cover 12 from the diagonally upper front of the vehicle, the collision surface 28A becomes the radiator. When it comes into contact with the support upper 72, it collides with the front end 18A of the engine hood 18 at an angle away from the engine hood 18 toward the vehicle front side.

  Here, the radiator support upper 72 bends and deforms the vehicle anteroposterior intermediate portion of the engine hood 18 to displace the front end 18A of the engine hood 18 diagonally downward from the rear of the vehicle. By being displaced obliquely downward (in the direction of arrow Q in FIG. 7) by the collision of the collision body 28, the vehicle is separated.

  For this reason, even if the radiator support upper 72 and the engine hood 18 are displaced by the collision of the collision body 28, the radiator support upper 72 and the engine hood 18 do not hit each other. As a result, the load acts on the contact portion of the collision body 28 with the radiator support upper 72 and the contact portion with the engine hood 18, thereby preventing a large load from acting locally on the collision body 28.

  Further, the collision body 28 hits the radiator support upper 72 and the engine hood 18 at different timings. For this reason, a load acts at different timings on the contact portion of the collision body 28 with the radiator support upper 72 and the contact portion with the engine hood 18, and the load acting on the collision body 28 can be dispersed in time. For this reason, it is possible to efficiently absorb the impact load of the collision body 28 without securing a particularly large space (a space between the engine hood 18 and the radiator support upper 72, a space where there is no load in the engine room 14). The peak of the total load (maximum load) acting on the collision body 28 at each moment can be reduced, and the protection performance for the collision body 28 (pedestrian) can be improved.

It is sectional drawing seen from the vehicle left side which shows the vehicle front part structure which concerns on the 1st Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the bending condition of the longitudinal direction intermediate part of the engine hood in the vehicle front part structure which concerns on the 1st Embodiment of this invention. 5 is a graph showing a relationship between a load acting on a collision body and a displacement amount (stroke) of the collision body in the vehicle front structure according to the first embodiment of the present invention and the vehicle front structure according to the comparative example. is there. It is sectional drawing seen from the vehicle left side which shows the vehicle front part structure which concerns on a comparative example. It is sectional drawing seen from the vehicle left side which shows the vehicle front part structure which concerns on the 2nd Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the vehicle front part structure which concerns on the 3rd Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the vehicle front part structure which concerns on the 4th Embodiment of this invention.

Explanation of symbols

10 Vehicle front structure 14 Engine room 18 Engine hood (hood)
18A front end (the front end of the hood)
25 Radiator 26 Radiator support upper (Radiator support)
28 Colliding body 30 Buffer material (shock absorbing member)
50 Vehicle front structure 52 Radiator support upper (Radiator support)
60 Vehicle front structure 62 Radiator support upper (Radiator support)
62A Deformable part 70 Vehicle front structure 72 Radiator support upper (Radiator support)

Claims (4)

A hood that covers the vehicle upper side of the engine room at the front of the vehicle;
Supporting the vehicle upper side portion of the radiator arranged in the vehicle front side portion of the engine room, and disposing the vehicle front side end portion of the hood away from the displacement range of the hood due to collision of a collision body that is displaced obliquely downward rearward of the vehicle. Radiator support,
The hood displacement range includes a rotation trajectory centered on the hinge of the hood, and a rotation when the hood is bent at the front side of the vehicle with respect to the center of the vehicle in the front-rear direction. A vehicle front structure that is at least one of the movement trajectories .   The vehicle front structure according to claim 1, wherein an impact absorbing member is fixed to the radiator support.   The vehicle according to claim 2, wherein the shock absorbing member is disposed on a vehicle upper side or a vehicle front side of the radiator support and is made of a material whose crushing strength or bending strength is lower than that of the radiator support. Front structure.   The vehicle front structure according to any one of claims 1 to 3, wherein an easily deformable portion is formed on the radiator support.

Images