JP5381539B2 - Front body structure of the vehicle - Google Patents

Description

  The present invention relates to a front body structure of a vehicle, and more particularly to a front body structure of a vehicle provided with a vehicle width direction member supported by a front side frame at a position below and in front of a bumper reinforcement.

  Conventionally, in order to prevent secondary obstacles such as the pedestrian's entanglement below the vehicle body at the time of collision between the vehicle and the pedestrian, the lower leg of the pedestrian is paid at the time of the collision and the pedestrian is jumped on the hood. Things have been done. As this specific configuration, a front body structure having a vehicle width direction member extending in the vehicle width direction supported by a shroud drawer member at a position below the bumper reinforcement, a so-called leg-paying member is known.

Since the leg-pasting member absorbs collision energy while being crushed toward the rear of the vehicle body at the time of a collision with a pedestrian, it is necessary to secure a longitudinal length for the leg-paying member to be crushed.
However, when the radiator is set to a forward leaning posture with the vehicle bonnet being lowered, the shroud drawer member is disposed on the rear side of the vehicle body, and the leg washer member may be elongated to increase the vehicle body weight.

  In the vehicle body structure described in Patent Document 1, a pair of support members fixed to a pair of left and right front side frames, and legs as vehicle width direction members that are supported by these support members and extend in the vehicle width direction. The paying member is provided below and in front of the bumper reinforcement, and the leg paying member is configured to be deformable in accordance with the collision energy with the pedestrian. In this vehicle body structure, the leg-pasting member can be firmly supported on the front side frame, and the impact load due to the collision can be absorbed by the deformation of the leg-pasting member, thereby ensuring the safety of the pedestrian's legs.

  On the other hand, deformation mode control that absorbs collision energy by deforming the front side frame in a predetermined deformation mode by collision energy input to the front side frame to reduce the impact load on the occupant at the time of frontal collision of the vehicle is also possible. It has been put into practical use. For example, the crash can placed at the front end of the front side frame is crushed and deformed at the beginning of the collision, and after the middle stage of the collision, the front side frame is viewed from above in the plan view centering on the connecting part with the dash panel. By bending and deforming in the direction of the vehicle, the vehicle body deceleration is increased at the initial stage of the collision, and the subsequent vehicle body deceleration is maintained.

JP 2001-88634 A

  In the vehicle body structure, the leg washer is firmly fixed to the front side frame by a support member such as a highly rigid bracket or tie-down hook. However, since these support members increase the thickness of the front side frame and increase the strength, the front side frame may be prevented from being crushed and deformed, and a desired impact energy absorption effect by deformation mode control may not be obtained. There is. In addition, a highly rigid support member may increase the weight of the vehicle body.

  In addition, since the leg-pasting member is configured to be deformable according to the collision energy, it is necessary to secure a longitudinal length to be crushed and deformed by receiving an impact load, so that the leg-pasting member can be deformed backward. There is also a possibility that the leg-pasting member itself provided with this energy absorbing mechanism is increased in size. When the leg wiping member is enlarged, it is necessary to fix it to the front side frame in consideration of the longitudinal length of the leg wiping member. There is a risk of increasing the weight of the vehicle body.

  An object of the present invention is to provide a vehicle having a vehicle width direction member supported by a front side frame at a position below and in front of a bumper reinforcement, and to ensure the deformation of the front side frame and the support rigidity of the vehicle width direction member. It is to provide a front vehicle body structure capable of achieving compatibility and a front vehicle body structure capable of reducing the weight of a vehicle width direction member.

The front vehicle body structure of the vehicle according to claim 1 is attached to a pair of left and right front side frames extending in the longitudinal direction of the vehicle body below the bonnet and the front end portions of the pair of front side frames and extends in the vehicle width direction. A bumper reinforcement, a bumper face that forms the outer surface of the front end portion of the vehicle body, and a vehicle width extending in the vehicle width direction at a lower position of the bumper reinforcement and the front end being disposed in front of the bumper reinforcement In a vehicle front body structure including a directional member and a support member that supports the vehicle width direction member on the pair of front side frames, between the pair of front side frames behind the support member. An installed heat exchanger that is formed in the center region in the vehicle width direction of the bumper face and that can introduce running wind into the vehicle. With the door, the support member is traveling to guide the vehicle front-rear direction of the impact load can absorb the shock absorbing unit entered in the vehicle width direction member, the running wind introduced from the inlet opening to the heat exchanger A wind guide part is provided.

  In this front vehicle body structure, the vehicle body longitudinal direction input to the vehicle width direction member by using a support member that supports the vehicle width direction member that collides with the lower leg portion of the pedestrian at the time of collision between the vehicle and the pedestrian Can absorb the impact load.

According to a second aspect of the present invention, in the first aspect of the invention, the support member includes an attachment portion for attaching the support member to the front side frame, a support main body portion provided with the shock absorbing portion, and the support main body portion. An impact transmission portion that can transmit the impact load to the vehicle width direction member, and the impact transmission portion extends forward from the lower end portion of the support body portion in the front-rear direction of the vehicle body. It is a feature.

According to a third aspect of the present invention, in the second aspect of the invention, the pair of front side frames has a crash can capable of absorbing the impact load in the longitudinal direction of the vehicle body input to the bumper reinforcement at the front end portion thereof by deformation. The attachment portion includes a fragile portion that is attached to the crash can and allows deformation of the crash can.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the support member guides the traveling wind that is introduced from the introduction opening and flows below the front side frame to the heat exchanger by the traveling wind guide portion. And is attached to the front side frame.

According to a fifth aspect of the present invention, in the first or fourth aspect of the present invention, the second heat exchanger supported by the vehicle width direction member, and formed in the support member and driving wind from the front side frame in the vehicle width direction. A discharge channel that can be discharged to the outside is provided, and a guide channel that guides the traveling wind that has passed through the second heat exchanger to the discharge port is formed.

According to the first aspect of the present invention, since the impact load in the longitudinal direction of the vehicle body input to the vehicle width direction member is absorbed by the support member, the pedestrian is prevented from being caught below the vehicle body when the vehicle collides with the pedestrian. The longitudinal length of the vehicle width direction member can be shortened, and the weight of the vehicle body can be reduced. In addition, since the support member is attached to the vehicle body via the front side frame, it is possible to ensure the support member's support rigidity and reduce the influence on the vehicle width direction member due to vibration during driving and a load input at the time of collision with a pedestrian Therefore, it is possible to reliably prevent the pedestrian from getting caught in the lower part of the vehicle body. Moreover, since the traveling wind guide portion is provided on the support member, the cooling performance of the heat exchanger can be enhanced without increasing the number of parts.

According to the invention 請 Motomeko 2, due to the provision of the shock absorbing unit to a supporting main body, it is possible to shorten the vehicle width direction member in the vehicle longitudinal direction, it is possible to reduce the weight of the vehicle weight.

According to the invention of claim 3 , since the attachment portion of the support member provided with the fragile portion is attached to the crash can, the vehicle width direction member is supported on the front side of the vehicle body without hindering the crushing deformation of the crash can by the fragile portion. The vehicle width direction member can be further shortened in the longitudinal direction of the vehicle body .

According to the invention of claim 4, since the traveling wind flowing outside the heat exchanger and below the front side frame when viewed from the front can be guided to the heat exchanger, the cooling performance of the heat exchanger is further enhanced. Can do.
According to the fifth aspect of the present invention, since the traveling wind that has exchanged heat with the second heat exchanger is discharged to the outside of the front side frame, the heat exchange efficiency of both heat exchangers can be increased.

It is a top view of the front part vehicle body concerning the reference technique 1 of this invention. It is a principal part perspective view inside the right half of the front vehicle body which abbreviate | omitted the shroud panel (II-II line cross section of FIG. 1). It is a front view of the vehicle body with the bumper face removed. It is the IV-IV sectional view taken on the line of FIG. It is a perspective view of a supporting member. FIG. 3 is a view corresponding to FIG. 2 after a collision. FIG. 5 is a view corresponding to FIG. 4 after the collision. FIG. 6 is a view corresponding to FIG. 5 after the collision. It is a 4 equivalent diagram according to a reference technique 2. FIG. 3 is a diagram corresponding to FIG. 2 according to the first embodiment. FIG. 3 is a diagram corresponding to FIG. 3 according to the first embodiment. FIG. 5 is a diagram corresponding to FIG. 4 according to the first embodiment. It is the principal part perspective view which looked at the inside of the right half of the front part vehicle body which abbreviate | omitted the shroud panel which concerns on Example 2 from diagonally downward. FIG. 3 is a diagram corresponding to FIG. 3 according to the second embodiment. FIG. 6 is a diagram corresponding to FIG. 4 according to the second embodiment. It is the principal part perspective view which looked at the inside of the right half of the front vehicle body which abbreviate | omitted the shroud panel which concerns on Example 3 from diagonally forward. FIG. 4 is a diagram corresponding to FIG. 4 according to the third embodiment. FIG. 10 is a right side plan view of a front vehicle body according to a third embodiment. FIG. 10 is a perspective view of a main part inside a right half of a front vehicle body in which a shroud panel according to a fourth embodiment is omitted. It is explanatory drawing explaining the flow of driving | running | working wind. FIG. 10 is a perspective view of a main part inside a right half of a front vehicle body in which a shroud panel according to a fifth embodiment is omitted. FIG. 9 is a diagram corresponding to FIG. 5 according to the fifth embodiment. It is a perspective view of the crush can integrally formed with the support member concerning Example 6. FIG.

Hereinafter, modes for carrying out the present invention will be described based on examples.
In the following embodiments, the front-rear direction of the vehicle will be referred to as the front-rear direction, and the left-right direction of the vehicle will be described as the left-right direction.

Hereinafter, Reference Technology 1 of the present invention will be described with reference to FIGS.
The front vehicle body 1 of the vehicle V includes a bonnet 2 that covers the upper part of the engine room E, a pair of left and right front side frames 3 that extend in the vehicle body longitudinal direction, a bumper reinforcement 4 that extends in the vehicle width direction, A bumper face 5 forming the outer surface of the vehicle body 1, a leg wiper member 6 (vehicle width direction member) extending in the vehicle width direction, and a support member for supporting the leg wiper member 6 on the pair of left and right front side frames 3 7 and a radiator 8 (heat exchanger) for exchanging heat between cooling water of the engine (not shown) and traveling wind.

  A bonnet reinforcement 2 a extending in the vehicle width direction along the outer edge shape is disposed at the front end portion of the bonnet 2. The bonnet reinforcement 2a forms a closed cross section with the bonnet 2.

  The pair of left and right front side frames 3 are formed to extend in the front-rear direction on the left and right sides of the engine room E on the front side of a dash panel (not shown) that partitions the front end of the passenger compartment. The pair of left and right front side frames 3 extend substantially horizontally from the front position of the vehicle V toward the rear, and the middle part on the rear end side is joined to the vertical wall portion of the dash panel. Since the pair of left and right front side frames 3 have the same configuration, the right front side frame 3 will be mainly described.

  As shown in FIGS. 2 and 4, the front side frame 3 includes an outer panel on the outer side in the vehicle width direction and an inner panel on the inner side in the vehicle width direction, and the outer panel and the inner panel close the section with a substantially rectangular shape. A cross section is formed. In the front side frame 3, a plurality of bead portions 3a extending in the vertical direction are formed on each of the outer panel and the inner panel. The bead depth, bead width, and vertical length of each bead portion 3a are set so that the front side frame 3 bends and deforms in a predetermined direction at the time of a frontal collision.

  At the front end portion of the front side frame 3, a flange portion 3b for attaching the crash can 9 via a shroud panel (not shown) is formed. The rectangular cylinder-shaped crash can 9 is formed with two annular front and rear grooves 9 a that are orthogonal to the longitudinal direction of the vehicle body and are recessed inward of the crash can 9. The rear end portion of the crash can 9 is fastened and fixed to the flange portion 3b by bolts.

  A bumper reinforcement 4 is connected to the front end portion of the crash can 9. The bumper reinforcement 4 has a closed cross-sectional shape extending in the left-right direction. The front end portion of the crash can 9 is formed so as to be fitted into the closed cross section of the bumper reinforcement 4. Accordingly, the bumper reinforcement 4 has a U-shaped cross section at the portion where the crash can 9 is inserted. As described above, the pair of left and right crash cans 9 receive an impact load from the front through the bumper reinforcement 4 at the beginning of the vehicle collision, and the impact load reduces the collision energy by compressing and deforming the grooves 9a and the like. Absorb.

  In front of the bumper reinforcement 4, a shock absorber 10 made of foamed synthetic resin is disposed over the entire vehicle width direction of the bumper face 5. The shock absorber 10 is configured to have a size and a shape that can absorb a collision energy by compressing and deforming by a shock load from the front via the bumper face 5 at the time of a vehicle collision and achieve a desired energy absorbing function. The shock absorber 10 is not limited to the foamed synthetic resin, but can be formed of a synthetic resin structure formed by combining a plurality of ribs.

  The bumper face 5 includes a pair of headlight openings 5a capable of storing headlights on both the left and right sides, an introduction opening 5b capable of introducing traveling wind into the engine room E in the center region in the vehicle width direction, and an introduction opening 5b. An introduction opening 5c or the like that can introduce the traveling wind formed at the lower position is provided. A pair of left and right front fenders 11 that are continuous with the bumper face 5 and form the outer surface of the side part of the vehicle body are mounted on the left and right rear ends of the bumper face 5.

  As shown in FIG. 4, between the pair of left and right front side frames 3, a shroud doorper 12 that supports the upper part of the radiator 8, and a lower part of the radiator 8 at a position lower and rear than the shroud doorper 12. A shroud drawer 13 to be supported, and a pair of left and right shroud sides (not shown) for connecting the left and right end portions of the shroud upper 12 and the left and right end portions of the shroud drawer 13 are arranged. The shroud upper 12 and the shroud drawer 13 and the pair of shroud sides are disposed so as to be in a forward inclined posture, and form a rectangular frame shape having an opening in the central region. An opening formed by the shroud upper 12 and the shroud drawer 13 and a pair of shroud sides is disposed so as to face the introduction openings 5 b and 5 c of the bumper face 5. As described above, the radiator 8 is disposed so as to be inclined forward, and the hood height can be kept low.

  Between the shroud upper 12 and the shroud drawer 13, a radiator 8 and a fan 14 for the radiator 8 are arranged. A bracket (not shown) for supporting the upper portion of the radiator 8 is attached to the shroud upper 12 by bolting. A bracket (not shown) for supporting the lower portion of the radiator 8 is attached to the shroud drawer 13. As described above, the radiator 8 is configured to be able to cool the engine coolant with the traveling wind introduced from the introduction opening 5b and the like.

  The leg-spreading member 6 (vehicle width direction member) made of synthetic resin is provided at the lower and front positions of the bumper reinforcement 4, that is, below the shock absorber 10, at the introduction opening 5c corresponding to the lower leg portion height of the pedestrian. Near the rear, the front end is arranged in front of the bumper reinforcement 4. The leg disposing member 6 includes a top surface portion 6a, a bottom surface portion 6b, a front surface portion 6c, a rear surface portion 6d, and the like, and has a closed cross-section structure extending in the vehicle width direction. A protrusion 6e that protrudes forward and extends in the vehicle width direction is formed at the lower portion of the front surface portion 6c. The leg wiper member 6 is attached to the left and right support members 7 with bolts 15 at the left and right ends. Note that the leg-pasting member 6 is not limited to the closed cross-section structure, and may be a solid structure depending on the desired rigidity. In addition, in FIG. 1, since the leg-pasting member 6 is provided in the substantially the same position as the shock absorber 10, illustration is abbreviate | omitted.

  As shown in FIGS. 2, 4, and 5, the steel plate support member 7 has an attachment portion 7 a for attaching the support member 7 to the crash can 9, a support main body portion 7 b, and an impact on the support main body portion 7 b. It is configured integrally with an impact transmission portion 7c or the like for transmitting a load and for mounting the leg-pasting member 6. These support members 7 are fixed to the lower end surfaces of the left and right crash cans 9 by bolts 16, respectively. Since the left and right support members 7 have the same configuration, the right support member 7 will be described.

  As shown in FIG. 5, the mounting portion 7 a is opposed to the pair of bolt holes 30 through which the bolt 16 can pass through the front portion and the rear portion, and the two rows of groove portions 9 a orthogonal to the longitudinal direction of the vehicle body. It is composed of two rows of front and rear bead portions 31 (fragile portions) that are recessed on the opposite side of each groove portion 9a and extend in the left-right direction. When the support member 7 is fixed to the lower end surface of the crash can 9, the mounting portion 7a is arranged in parallel to the surface orthogonal to the vehicle body vertical direction, and each bead portion 31 is front and rear orthogonal to the vehicle body longitudinal direction. Has been placed.

  As described above, when the groove portion 9a of the crash can 9 is compressed and deformed due to the collision of the vehicle V, the mounting portion 7a fixed to the lower end surface of the crash can 9 by the bolt 16 corresponds to the compression deformation of each groove portion 9a. Thus, each bead portion 31 is compressed and deformed and can be crushed in the longitudinal direction of the vehicle body. Therefore, the attachment portion 7 a can support the leg-pasting member 6 on the front side frame 3 without hindering the absorption of collision energy by the crash can 9.

  The support main body portion 7b is formed by bending the outer end in the vehicle width direction of the mounting portion 7a downward in the orthogonal direction, recessed inward in the vehicle width direction, and extending in the vertical direction. 32 (impact absorber) and the like. The front bead portion 32 includes a curved portion 32a that continuously extends downward from the vehicle width direction outer side end portion of the front bead portion 31 and curves forward at the lower portion of the support main body portion 7b. Is formed up to the front end. The rear bead portion 32 includes a curved portion 32a that extends continuously downward from the outer end in the vehicle width direction of the rear bead portion 31 and curves forward at the lower portion of the support main body portion 7b. It is formed up to an intermediate position in the front-rear direction of the portion 7b. Upper portions of the front bead portion 32 and the rear bead portion 32 extend in a substantially parallel manner in the vertical direction, and lower end portions of the front bead portion 32 and the upper bead portion 32 are formed to substantially the same height as viewed in the vertical direction of the vehicle body.

  The bead depth, bead width, etc. of each bead portion 32 are set so as to be able to absorb an impact load greater than the collision energy necessary for guiding the pedestrian onto the hood 2 at the time of collision with the pedestrian. . As described above, the impact load applied to the pedestrian at the time of collision can be reduced as much as possible, and the pedestrian can be effectively guided onto the hood 2.

The impact transmission portion 7c is formed by bending the lower end portion of the support main body portion 7b toward the vehicle body front side.
The impact transmitting portion 7c is a pair of mounting portions 33 that can be mounted with a leg-pasting member 6 formed by bending the front end portion of the impact transmitting portion 7c inward in the vehicle width direction, and a pair that can penetrate the mounting portion 33. Bolt holes 34 and the like. The leg member 6 fixed to the front surface of the mounting portion 33 is fixed to the support member 7 by the bolt 15 via a pair of bolt holes 34.

  As shown in FIGS. 2 and 4, an under cover 17 made of synthetic resin is disposed below the front portion of the engine room E. The under cover 17 extends from the lower end of the bumper face 5 to a position below the shroud drawer 13 that supports the lower portion of the radiator 8. The front end portion of the under cover 17 is connected to a mounting bracket (not shown) provided on the leg wiping member 6 at the center position in the vehicle width direction.

Next, the deformation mode control by the front side frame 3 when the vehicle V collides will be described.
When a frontal collision of the vehicle V occurs, an impact load that is not absorbed by the bumper face 5 and the impact absorber 10 is transmitted to the crash can 9. This load is absorbed by crushing the groove 9 a of the crash can 9. The impact load that is not absorbed by the crushing deformation of the crash can 9 is input from the front end portion of the front side frame 3 and transmitted rearward.

  The impact load input to the front end portion of the front side frame 3 acts on the plurality of bead portions 3a, and the bending deformation of each bead portion 3a is started. At this time, since the bead portion 3a is formed in a recessed shape, the cross-sectional modulus of the front side frame 3 at this portion is smaller than the cross-sectional modulus of the front and rear portions thereof, and the bead portion 3a is a fold portion with respect to the vehicle width direction outside Become. As described above, the collision energy in the frontal collision is absorbed.

  Here, although the support member 7 is fixed to the crash can 9 by the attachment portion 7a, the front and rear two rows of bead portions 31 extending in the left-right direction corresponding to the respective groove portions 9a are provided. Each bead portion 31 is compressed and deformed in the longitudinal direction of the vehicle body in accordance with the compression deformation, and does not hinder the collision energy absorption of the crash can 9 at the initial stage of the collision.

Next, the pedestrian leg payment control by the leg payment member 6 will be described.
As shown in FIGS. 6 and 7, when it collides with a pedestrian, the leg wiping member 6 is disposed below the shock absorber 10 and in the vicinity of the rear of the introduction opening 5 c corresponding to the height of the lower leg portion of the pedestrian. Therefore, the protrusion 6e collides with the lower leg portion of the pedestrian via the bumper face 5. The impact load input to the protruding portion 6e is absorbed by the crushing deformation of the upper surface portion 6a and the lower surface portion 6b.

  The impact load that is not absorbed by the crushing deformation of the upper surface portion 6a and the lower surface portion 6b is transmitted from the mounting portion 33 to the impact transmission portion 7c. Since the impact transmission portion 7c is configured in a flat plate shape with the lower end portion of the support main body portion 7b curved toward the front of the vehicle body, the impact transmission portion 7c transmits the impact load in the longitudinal direction of the vehicle body to the support main body portion 7b with almost no attenuation.

  The impact load input to the support main body portion 7b is absorbed by the deformation of the front and rear two rows of bead portions 32 extending in the vertical direction. When the impact load input to the support body portion 7b is small, the front portion of the front bead portion 32 is crushed and deformed to absorb the impact load, as shown in FIG. As the impact load increases, the area A where the front bead portion 32 is deformed is expanded rearward and upward. The impact load that is not absorbed even by the crushing deformation of the front bead part 32 is absorbed by the crushing deformation of the rear bead part 32. When the front end portion of the impact transmission portion 7c is displaced upward, each bead portion 32 undergoes crushing deformation, and when the impact transmission portion 7c is displaced downward, each bead portion 32 extends and undergoes deformation. In this way, the impact load is absorbed.

  As described above, when the pedestrian collides with the vehicle V, the protrusion 6e of the leg wiping member 6 collides with the lower leg of the pedestrian the earliest, so that the pedestrian before the upper body of the pedestrian collides with the bumper reinforcement 4 It is possible to effectively guide the pedestrian onto the hood 2 by paying the lower leg portion. And since the impact load more than the collision energy required in order to guide a pedestrian on the bonnet 2 is absorbed by the crushing deformation of each bead part 32, the impact load added to a pedestrian can be made low.

Next, the operation and effect of the front body structure will be described.
The front vehicle body structure includes a pair of left and right front side frames 3 extending in the vehicle front-rear direction below the bonnet 2, and a bumper rain attached to the front end portions of the pair of front side frames 3 and extending in the vehicle width direction. A force 4, a bumper face 5 that forms the outer surface of the front end portion of the vehicle body, and a leg extending in the vehicle width direction at a lower position of the bumper reinforcement 4 and having a front end disposed in front of the bumper reinforcement 4. Since the displacing member 6 and the support member 7 that supports the leg displacing member 6 on the pair of front side frames 3 are provided, the pedestrian is prevented from being caught below the vehicle body when the vehicle V collides with the pedestrian. be able to.

  Since the support member 7 includes the bead portion 32 that can absorb the impact load in the vehicle front-rear direction input to the leg cleaning member 6, the leg cleaning member 6 does not need to have a sufficient impact absorbing function, and the leg cleaning member 6 It can be formed short in the longitudinal direction of the vehicle body, and the weight of the vehicle body can be reduced. Since the leg-pasting member 6 is shortened in the longitudinal direction of the vehicle body, the degree of freedom of attachment of the support member 7 to the front side frame 3 can be increased. Moreover, since the leg-pasting member 6 can be reduced in weight, the rigidity of the support member 7 can be reduced, and can be attached to the front side frame 3 without hindering deformation mode control at the time of collision of the front side frame 3.

  The leg disposing member 6 is composed of an upper surface portion 6a, a lower surface portion 6b, a front surface portion 6c, a rear surface portion 6d, a protruding portion 6e, and the like, and has a closed cross-sectional structure extending in the vehicle width direction. The deformation of the support member 7 can be promoted by transmitting to the support member 7. In addition, since the deformation of the support member 7 is promoted, the shock absorption can be easily adjusted by setting the support member 7. Therefore, the longitudinal length of the leg-pasting member 6 can be shortened while absorbing the impact load in the vehicle longitudinal direction input to the leg-pasting member 6 by the support member 7, and the size can be reduced.

  The support member 7 includes an attachment portion 7a for attaching the support member 7 to the front side frame 3, a support main body portion 7b provided with a bead portion 32, and an impact load that can be transmitted to the support main body portion 7b. 6 is provided, and the impact transmission portion 7c extends from the lower end portion of the support main body portion 7b toward the front of the vehicle body. Therefore, the leg washer 6 can be shortened in the longitudinal direction of the vehicle body. The weight of the vehicle body can be reduced.

  The pair of left and right front side frames 3 are provided with a crash can 9 that can absorb the impact load in the vehicle longitudinal direction inputted to the bumper reinforcement 4 at the front end portion by deformation, and the mounting portion 7a is attached to the lower end surface of the crash can 9 In addition, since the bead portion 31 that can allow the deformation of the crash can 9 is provided, the leg washer 6 can be supported on the front side of the vehicle body without inhibiting the deformation of the bead portions 9a of the crash can 9. The leg wiping member 6 can be shortened in the longitudinal direction of the vehicle body.

Next, the front vehicle body structure of the vehicle according to Reference Technology 2 will be described with reference to FIG. Only the configuration different from the front vehicle body structure of the reference technique 1 will be described, and the same members as those of the reference technique are denoted by the same reference numerals and the description thereof will be omitted.

  As shown in FIG. 9, the leg-pasting member 6 </ b> A made of a steel plate has a closed cross-sectional structure extending in the vehicle width direction, and the rigidity of the leg-pasting member 6 </ b> A in the longitudinal direction of the vehicle body is greater than the rigidity of the support member 7 in the longitudinal direction of the vehicle body. It is set high. The leg disposing member 6A includes an upper surface portion 6a, a lower surface portion 6b, a front surface portion 6c, a rear surface portion 6d, a protruding portion 6e that is located below the front surface portion 6c and protrudes to the front side. The left and right end portions of the leg wiper member 6A are attached to the left and right support members 7 with bolts 15.

Next, functions and effects of the front vehicle body structure according to Reference Technology 2 will be described.
In this front vehicle body structure, the leg washer 6A is configured as a member having rigidity higher than the rigidity of the support member 7 in the longitudinal direction of the vehicle body, so that the collision energy can be absorbed only by the support member 7. Therefore, the shock absorption can be easily adjusted only by the rigidity of the material of the support member 7 and the setting of the bead portion 32. In addition, along with the increase in rigidity of the leg cleaning member 6A, the longitudinal length of the leg cleaning member 6A can be further shortened, and the weight of the vehicle body can be reduced.

We will now be described with reference to FIGS. 10 to 12 for the front body structure of a vehicle according to the first embodiment. Only the configuration different from the front vehicle body structure of the reference technique 1 will be described, and the same members as those of the reference technique are denoted by the same reference numerals and the description thereof will be omitted.

  Between the pair of left and right front side frames 3, a radiator 8 and a fan 14 on the rear side of the radiator 8 are supported by a shroud upper 12 and a shroud drawer 13. The radiator 8 disposed in the slant so as to be inclined forward toward the front of the vehicle body is disposed at a position facing the introduction openings 5 b and 5 c of the bumper face 5.

  The steel plate support member 7A has a mounting portion 7a for mounting the support member 7A to the lower end surface of the crash can 9, a support main body portion 7b, an impact load can be transmitted to the support main body portion 7b, and the leg-pasting member 6 It is comprised integrally from the impact transmission part 7c for mounting | wearing. Since the left and right support members 7A have the same configuration, the right support member 7A will be described.

The support main body portion 7b is formed by bending the outer end in the vehicle width direction of the mounting portion 7a in the orthogonal direction, and is recessed inward in the vehicle width direction and extends in two rows in the front and rear direction. Further, a plate-like overhanging portion 35 extending behind the bead portion 32 is provided.
The front bead portion 32 is curved toward the front at the lower portion of the support main body portion 7b, and is formed up to the front end portion of the support main body portion 7b. The rear bead portion 32 is curved forward at the lower portion of the support main body portion 7b, and is formed up to the front portion of the support main body portion 7b. The front side bead part 32 and the upper part of the rear side bead part 32 are extended in a substantially parallel shape in the vertical direction.

  The overhang portion 35 extends from the rear side of the rear bead portion 32 to the upper side position of the radiator 8 disposed rearward of the flange portion 3b, and is substantially the same as the front side frame 3 below the front side frame 3. It is formed in parallel. The rear end portion of the overhang portion 35 is configured to bend toward the front of the vehicle body from the upper portion toward the lower portion, and its front-rear width is formed such that the lower portion is narrower than the upper portion.

  The overhang portion 35 includes an attachment portion 36 for attaching the support member 7 </ b> A to the lower end surface of the front side frame 3 at the upper end portion. Therefore, the pair of left and right support members 7 </ b> A are fixed to the left and right crash cans 9 and the lower end surface of the front side frame 3 by the bolts 16. The impact transmission portion 7c is formed by bending the lower end portion of the support main body portion 7b toward the vehicle body front side.

  The pair of left and right traveling wind guide portions 18 are arranged between the introduction openings 5b and 5c and the radiator 8, and are configured to guide the traveling wind introduced from the introduction openings 5b and 5c to the radiator 8. The traveling wind guide portion 18 is formed of a synthetic resin plate and is disposed below the front side frame 3. The traveling wind guide portion 18 is formed to be inclined so that the front end portion is fastened to the overhang portion 35 with a bolt, and moves toward the center in the vehicle width direction toward the rear from the fastening portion with the overhang portion 35. Yes. The left traveling wind guide unit 18 is configured in the same manner as the right traveling wind guide unit 18.

Next, functions and effects of the front vehicle body structure according to the first embodiment will be described.
With this front vehicle body structure, basically the same effects as in Reference Technology 1 can be achieved.
Further, since the pair of left and right traveling wind guide portions 18 are fixed to the respective support members 7A without newly installing a mounting member for the traveling wind guide portion 18, the traveling wind introduced from the introduction openings 5b and 5c is effectively applied to the radiator 8. Therefore, the cooling performance of the radiator 8 can be improved. In addition, since the traveling wind passing through the outside of the so-called front frame 3 outside the radiator 8 in the vehicle width direction is guided to the center side in the vehicle width direction, the cooling performance of the radiator 8 can be further enhanced.

Next, a front vehicle body structure for a vehicle according to Embodiment 2 will be described with reference to FIGS. Only the configuration different from the front vehicle body structure of the reference technique 1 will be described, and the same members as those of the reference technique are denoted by the same reference numerals and the description thereof will be omitted.

  The steel plate support member 7B is integrally composed of a front support part 7d, a rear support part 7e, an intermediate part 7f formed between the front support part 7d and the rear support part 7e, and the like. The pair of left and right support members 7 </ b> B are fixed to the lower end surfaces of the left and right crash cans 9 by bolts 16, respectively. Since the left and right support members 7B have the same configuration, the right support member 7B will be described.

The front support portion 7d is integrally formed between the attachment portion 37 for attaching the support member 7B to the crush can 9, the attachment portion 38 for fastening the leg washer member 6 by bolts, and the attachment portion 37 and the attachment portion 38. It has a front main body 39 and the like to be connected.
The attachment portion 37 is fixed to the outer position in the vehicle width direction of the lower end surface of the crash can 9 by the bolt 16. The front main body portion 39 is formed by bending the outer end portion of the attachment portion 37 in the vehicle width direction downward. The mounting portion 38 is formed by bending the front end portion of the lower end portion of the front main body portion 39 inward in the vehicle width direction.

  The rear support portion 7e includes an attachment portion 40 for attaching the support member 7B to the crash can 9, a rear main body portion 41 positioned below the attachment portion 40, and the like. The mounting portion 40 is fixed to the inner side position in the vehicle width direction of the lower end surface of the crash can 9 by bolts 16. The rear main body portion 41 is formed by bending the inner end portion of the attachment portion 40 in the vehicle width direction downward.

  The intermediate portion 7f is arranged at a position directly below the front side frame 3, and is formed so as to move toward the center in the vehicle width direction as it goes rearward. The intermediate portion 7f corresponds to a boundary portion with the front support portion 7d, and at the boundary portion between the valley support portion 42 (shock absorbing portion) facing the vehicle width direction inner side and extending in the vertical direction, and the rear support portion 7e. An upper opening 44 formed at the upper end portion of the intermediate portion 7f between the mounting portion 37 and the mounting portion 40 between the mounting portion 37 and the mounting portion 40. Etc.

  As described above, since the upper opening 44 and the intermediate portion 7f formed to be inclined with respect to the vehicle width direction are formed at a position between the attachment portion 37 and the attachment portion 40, the crash can 9 is caused by the collision of the vehicle V. Since the intermediate portion 7f is crushed starting from the valley fold portions 42 and 43 as it is crushed due to compressive deformation, inhibition of the compressive deformation of the crash can 9 can be prevented. Therefore, the support member 7 </ b> B can support the leg wiper member 6 on the front side frame 3 without hindering the collision energy absorption of the crash can 9.

  Further, in the case of a collision with a pedestrian, the leg washer 6 is disposed below the shock absorber 10 and in the vicinity of the rear of the introduction opening 5c corresponding to the height of the lower leg of the pedestrian. The protrusion 6e collides with the lower leg of the pedestrian. The impact load is input from the mounting portion 38 to the front support portion 7d. At this time, the front support portion 7d moves outward in the vehicle width direction and absorbs the collision load with the valley fold portion 42 as a node of bending deformation. The impact load that is not absorbed even by deformation of the front support portion 7d is absorbed by the rear support portion 7e moving inward in the vehicle width direction using the valley fold portion 43 as a bending deformation node. Thereby, since the impact load more than the collision energy required in order to guide a pedestrian on the bonnet 2 is absorbed by the buckling deformation of the valley folding part 42 and the valley folding part 43, the impact load added to a pedestrian is reduced. Can be small.

  In addition, since the intermediate portion 7f is inclined and installed so as to move to the center side in the vehicle width direction as it goes rearward, the front frame introduced from the introduction openings 5b and 5c without newly installing a traveling wind guide portion. 3 can be guided to the radiator 8 and the cooling performance of the radiator 8 can be further enhanced.

Next, a front vehicle body structure for a vehicle according to Embodiment 3 will be described with reference to FIGS. Only the configuration different from the front vehicle body structure of the second embodiment will be described, and the same members as those of the second embodiment are denoted by the same reference numerals and description thereof will be omitted.

  The steel plate support member 7C is integrally composed of a front support part 7d, a rear support part 7e, an intermediate part 7f positioned between the front support part 7d and the rear support part 7e, and the like. The pair of left and right support members 7 </ b> C are fixed to the lower end surfaces of the left and right crash cans 9 by bolts 16, respectively.

  The intermediate portion 7f is disposed at a position directly below the lower end surface of the crash can 9, and is inclined so as to move toward the center in the vehicle width direction as it goes rearward. The intermediate portion 7 f includes a valley fold 42, a valley fold 43, an upper opening 44, a central opening 45 formed below the upper opening 44, and the like. The size of the central opening 45 can absorb the impact load more than the collision energy necessary for guiding the pedestrian on the hood 2 in cooperation with the folds 42 and 43 in the event of a collision with the pedestrian. Is set to

  As described above, the support member 7C can support the leg member 6 on the front side frame 3 without hindering the absorption of the collision energy by the crush can 9, and the buckling deformation of the valley folded portion 42 and the valley folded portion 43 is achieved. By absorbing the impact load, the impact load applied to the pedestrian can be reduced. In addition, the formation of the central opening 45 can reduce the weight of the support member 7C and reduce the weight of the vehicle body.

Next, a front vehicle body structure for a vehicle according to Embodiment 4 will be described with reference to FIGS. Only the configuration different from the front vehicle body structure of the reference technique 1 will be described, and the same members as those of the reference technique are denoted by the same reference numerals and the description thereof will be omitted.

  The front vehicle body 1 of the vehicle V includes a bonnet 2, a pair of left and right front side frames 3, a bumper reinforcement 4, a bumper face 5, a leg cleaning member 6B (vehicle width direction member), and a leg cleaning member. A support member 7D that supports 6B on the pair of left and right front side frames 3, a radiator 8, an intercooler 19 (second heat exchanger) for cooling the intake air that has been compressed and heated to a high temperature, and the like are provided. .

  The steel plate leg washer 6B is disposed below the shock absorber 10 and behind the lower part of the introduction opening 5c corresponding to the height of the lower leg of the pedestrian. The rigidity of the leg disposing member 6B in the longitudinal direction of the vehicle body is set to be higher than the rigidity of the supporting member 7D in the longitudinal direction of the vehicle body. The leg wiper member 6B is formed in a substantially hat shape in cross section, and the left and right end portions are attached to the left and right support members 7D by bolts 15.

  The steel plate support member 7D is integrally formed of an attachment portion 7a, a support main body portion 7b, an impact transmission portion 7c, and the like. The pair of left and right support members 7 </ b> D are fixed to the lower end surfaces of the left and right crash cans 9 by bolts 16, respectively. The mounting portion 7a includes front and rear two rows of bead portions 31 and the like that extend perpendicularly in the left-right direction by being recessed on the opposite side of the groove portions 9a so as to face the front and rear groove portions 9a. ing. When the support member 7D is fixed to the lower end surface of the crash can 9, the mounting portion 7a is disposed in parallel with the surface perpendicular to the vehicle body vertical direction, and each bead portion 31 is orthogonal to the vehicle longitudinal direction. Is arranged.

  The support main body portion 7b is formed by bending the outer end in the vehicle width direction of the mounting portion 7a in the orthogonal direction, and is recessed inward in the vehicle width direction and extends in two rows in the front and rear direction. And an opening 46 (discharge port). The front bead portion 32 continuously extends downward from the outer end in the vehicle width direction of the front bead portion 31 and is curved forward at the lower portion of the support main body portion 7b. The front end portion of the support main body portion 7b Is formed. The rear bead portion 32 continuously extends downward from the outer end in the vehicle width direction of the rear bead portion 31 and is curved forward at the lower portion of the support body portion 7b. The substantially rectangular opening 46 is formed between the front and rear bead portions 32 so as to penetrate the support main body portion 7b.

  The intercooler 19 is disposed in the vicinity of the right end portion of the leg wiper member 6B, and is fixed by a mounting bracket (not shown). Behind the intercooler 19, a synthetic resin duct 21 (guide channel) for guiding the traveling wind heat-exchanged by the intercooler 19 to the wheel house 20 is disposed. The rectangular tube-shaped duct 21 is configured to connect the back surface of the intercooler 19 and the opening 46.

  As shown by the arrows in FIG. 20, the traveling wind heat-exchanged by the intercooler 19 passes through the duct 21 and is guided to the wheel house 20 and released to the outside of the vehicle V. Therefore, it is possible to supply the running air before heat exchange to the radiator 8 and to prevent the heated running air from being guided to the radiator 8, so that the cooling performance of each heat exchanger is kept high. Can do. In addition, since the duct 21 is made of a synthetic resin, the duct 21 is configured not to affect the crushing deformation of the support member 7D.

As described above, basically the same operational effects as those of the reference technique 1 can be achieved.
Further, since the leg-pasting member 6B is configured with rigidity higher than the rigidity of the support member 7D in the longitudinal direction of the vehicle body, adjustment of shock absorption can be easily performed only by setting the bead portion 32 of the support member 7D. In addition, the cooling performance of the radiator 8 and the cooling performance of the intercooler 19 can be maintained high.

Next, a front vehicle body structure for a vehicle according to Embodiment 5 will be described with reference to FIGS. Only the configuration different from the front vehicle body structure of the reference technique 1 will be described, and the same members as those of the reference technique are denoted by the same reference numerals and the description thereof will be omitted.

  A pair of left and right crash cans 9A are attached to the flange portions 3b of the pair of left and right front side frames 3, respectively. Each crush can 9A is integrally formed with a support member 7E capable of supporting the leg wiper member 6. Since the pair of left and right crash cans 9A have the same configuration, the right crash can 9A will be described.

  The crash can 9A is composed of an upper panel 23 and a lower panel 24. The two panels 23, 24 extend in the longitudinal direction of the vehicle body and form a cross-shaped closed cross section when viewed from the front. The upper panel 23 includes a vertical plane portion 23a on the inner side in the vehicle width direction, a horizontal plane portion 23e that connects an upper end portion of the vertical plane portion 23a and a lower end portion of the vertical plane portion 23b, an outer end portion of the horizontal plane portion 23e, and a horizontal plane portion 23f. The vertical surface portion 23b that connects the inner end portion, the horizontal surface portion 23f that connects the upper end portion of the vertical surface portion 23b and the upper end portion of the vertical surface portion 23c, the outer end portion of the horizontal surface portion 23f, and the inner end portion of the horizontal surface portion 23g. The vertical surface portion 23c, the horizontal surface portion 23g connecting the lower end portion of the vertical surface portion 23c and the upper end portion of the vertical surface portion 23d, the vertical surface portion 23d extending downward from the outer end portion of the horizontal surface portion 23g, and the like. .

  The horizontal plane portion 23g is formed with two rows of front and rear bead portions 23h that go straight in the longitudinal direction of the vehicle body and are recessed into the crash can 9A. The vertical surface portion 23d is formed with two rows of front and rear bead portions 23i that are continuous with the respective bead portions 23h, are recessed inward in the vehicle width direction, and extend from the upper end to the lower end.

  The lower panel 24 includes a vertical surface portion 24a on the inner side in the vehicle width direction, a horizontal plane portion 24e connecting the lower end portion of the vertical surface portion 24a and the upper end portion of the vertical surface portion 24b, an outer end portion of the horizontal plane portion 24e, and an inner side of the horizontal plane portion 24f. A vertical surface portion 24b connecting the end portions, a horizontal plane portion 24f connecting the lower end portion of the vertical surface portion 24b and the lower end portion of the vertical surface portion 24c, an outer end portion of the horizontal plane portion 24f and an inner end portion of the horizontal plane portion 24g. Are formed by a vertical surface portion 24c that connects the upper end portion of the vertical surface portion 24c and the lower end portion of the vertical surface portion 24d, a vertical surface portion 24d that extends upward from the outer end portion of the horizontal surface portion 24g, and the like. ing.

  The support member 7E is integrally formed with the crash can 9A by extending the lower end of the vertical surface portion 23d downward. The support member 7E includes a support main body portion 47a and an impact transmission portion 47b. The support main body 47a is formed with two front and rear rows of bead portions 48 that are recessed inward in the vehicle width direction and extend in the vertical direction.

  The front bead portion 48 is connected to the lower end of the front bead portion 23i, extends downward, and curves forward at the lower portion of the support main body portion 47a, and is formed to the front end portion of the support main body portion 47a. The rear bead portion 48 is connected to the lower end of the rear bead portion 23i and extends downward, and is curved forward at the lower portion of the support main body portion 47b. The bead depth, bead width, etc. of each bead portion 48 are set so as to be able to absorb an impact load more than the collision energy necessary for guiding the pedestrian onto the hood 2 at the time of collision with the pedestrian. .

  The impact transmission portion 47b is formed by bending the lower end portion of the support main body portion 47a toward the front side of the vehicle body. The impact transmission portion 47b includes a mounting portion 49 of the leg washer 6 formed by bending the front end portion of the impact transmission portion 47b inward in the vehicle width direction, and a pair of bolt holes provided so as to be able to penetrate the mounting portion 49. 50 or the like. The leg cleaning member 6 disposed on the front surface of the mounting portion 49 is fixed to the support member 7E by bolts (not shown) from the rear of the pair of bolt holes 50.

As described above, basically the same effects as those of the reference technique 1 can be obtained.
In addition, since the support member 7E for supporting the leg wiping member 6 is integrally formed by extending the vertical surface portion 23d of the crash can 9A, the mounting portion of the support member 7E can be omitted, and the weight of the vehicle body can be reduced. 9A can be easily crushed and deformed.

Next, based on FIG. 23, a modified example of the crash can 9A integrally formed with the support member that supports the leg disposing member 6 will be described. Only the configuration different from the crash can 9A of the fifth embodiment will be described, and the same members as those of the above-described embodiment are denoted by the same reference numerals and the description thereof will be omitted. Since the pair of left and right crash cans have the same configuration, the right crash can will be described.

  As shown in FIG. 23, the crash can 9B is constituted by an outer panel 25 and an inner panel 26. The two panels 25 and 26 extend in the longitudinal direction of the vehicle body and form a cross-shaped closed cross section when viewed from the front. .

  The outer panel 25 is formed of a horizontal plane portion 25a, a vertical plane portion 25e, a horizontal plane portion 25b, a vertical plane portion 25f, a horizontal plane portion 25c, a vertical plane portion 25g, a horizontal plane portion 25d, and the like. The inner panel 26 includes a horizontal plane part 26a, a vertical plane part 26e, a horizontal plane part 26b, a vertical plane part 26f, a horizontal plane part 26c, a vertical plane part 26g, a horizontal plane part 26d, and the like. The closed cross-section portion extending in the front-rear direction of the crash can 7F is formed by welding the horizontal plane portion 25a and the horizontal plane portion 26a and welding the horizontal plane portion 25d and the horizontal plane portion 26d.

The support member 7F is formed integrally with the outer panel 25, and is configured to bend at the inner end in the vehicle width direction of the horizontal surface portion 25d and extend downward. The support member 7F includes a support main body portion 47a and an impact transmission portion 47b. The support main body 47a is formed with two front and rear rows of bead portions 48 that are recessed inward in the vehicle width direction and extend in the vertical direction.
In addition, it is also possible to form the bead part orthogonal to the vehicle body front-back direction as needed in each surface part 25a-25g, 26a-26g of the crash can 9B.

  As described above, the horizontal surface portion 25d of the crash can 9B is bent to integrally form the support member 7F that supports the leg wiping member 6. Therefore, the mounting portion of the support member 7F can be omitted, and the weight of the vehicle body can be reduced. The collapse deformation control of the can 9A can be facilitated. In addition, the mounting portions of the support member 7F and the leg wiper member 6 can be arranged on the inner side in the vehicle width direction, and the degree of freedom in vehicle design can be expanded.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above-described embodiment, the example in which the support member is formed of a steel plate has been described. However, at least the collision energy required for guiding the pedestrian on the hood at the time of the collision with the pedestrian is more than the support member. Any other material such as resin can be used, and the same effect can be obtained.

2) In the above-described embodiment, the example in which the impact transmission unit transmits the impact load in the longitudinal direction of the vehicle body to the support main body without being attenuated has been described. However, it is sufficient that at least the impact load can be absorbed by the support member. It is also possible to provide an impact absorbing portion such as a bead portion capable of absorbing an impact load in the longitudinal direction of the vehicle body.

3) In the above-described embodiment, the example in which the bead portion as the shock absorbing portion and the bead portion as the fragile portion are continuously formed has been described, but each bead portion can be provided independently. Moreover, it is also possible to comprise by the opening which formed the impact-absorbing part and the weak part in the support member.

4) In the above embodiment, the example in which the traveling wind guide portion is fixed to the overhanging portion of the support member has been described, but the overhanging portion itself is configured to be closer to the center in the vehicle width direction toward the rear. The overhanging portion can also serve as the traveling wind guide portion.

5] In the above embodiment, an example in which an intercooler is disposed on one end side of the leg-wiping member as the second heat exchanger has been described. Can also be arranged. It is also possible to arrange an intercooler, an oil cooler or the like at both ends of the leg member.

6) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention achieves both deformation of the front side frame and securing of the support rigidity of the vehicle width direction member in a vehicle provided with the vehicle width direction member supported by the front side frame below and in front of the bumper reinforcement. be able to.

V Vehicle 1 Front car body 2 Bonnet 3 Front side frame 4 Bumper reinforcement 5 Bumper face 5b, 5c Introduction opening
6, 6A, 6B Leg wiper member 7, 7A-7F Support member 7a Mounting portion 7b, 47a, 52a Support main body portion 7c, 47b, 52b Shock transmitting portion 8 Radiator 9, 9A-9B Crash can 18 Traveling wind guide portion 19 Inter Cooler 21 Duct 32, 48 Bead part 33, 38, 49 Mounting part 42, 43 Valley folding part 46 Opening part

Claims (5)

A pair of left and right front side frames extending in the longitudinal direction of the vehicle body below the bonnet, a bumper reinforcement attached to the front end portions of the pair of front side frames and extending in the vehicle width direction, and an outer surface of the front end portion of the vehicle body A bumper face forming a vehicle width direction member extending in the vehicle width direction at a lower position of the bumper reinforcement and having a front end disposed in front of the bumper reinforcement, and the vehicle width direction member In the front body structure of a vehicle provided with a support member that supports the pair of front side frames,
A heat exchanger disposed between the pair of front side frames behind the support member;
An introduction opening that is formed in a vehicle width direction central region of the bumper face and that can introduce a traveling wind into the vehicle;
The support member includes an impact absorbing portion capable of absorbing an impact load in the vehicle longitudinal direction input to the vehicle width direction member, and a traveling wind guide portion that guides the traveling wind introduced from the introduction opening to the heat exchanger. A vehicle front body structure characterized by comprising: The support member includes an attachment portion for attaching the support member to the front side frame, a support main body portion provided with the shock absorbing portion, and capable of transmitting the impact load to the support main body portion and the vehicle width direction member. Equipped with a shock transmission part for mounting
The vehicle front body structure according to claim 1, wherein the impact transmission portion extends from the lower end portion of the support main body portion forward in the vehicle longitudinal direction . The pair of front side frames includes a crash can at the front end portion thereof that can absorb the impact load in the longitudinal direction of the vehicle body input to the bumper reinforcement by deformation,
The vehicle front body structure according to claim 2 , wherein the attachment portion includes a fragile portion that is attached to the crash can and allows deformation of the crash can . The support member is attached to the front side frame so as to guide the traveling wind introduced from the introduction opening and flowing below the front side frame to the heat exchanger by the traveling wind guide portion. The front body structure of the vehicle according to claim 1 . A second heat exchanger supported by the vehicle width direction member;
A discharge port formed in the support member and capable of discharging the traveling wind to the outside in the vehicle width direction from the front side frame;
Front body structure for a vehicle according to claim 1 or 4, characterized in that the running wind that has passed through the second heat exchanger to form a guide passage for guiding to the outlet.