JP2012162108A - Vehicle front structure - Google Patents

Abstract

A vehicle front structure capable of suppressing deformation of a crash box in the left-right direction when a left-right moment is applied to the crash box during vehicle travel is obtained.
A pair of left and right crash boxes 16 are provided between a front side member 12 and a front bumper reinforcement 24. The crash box 16 includes a cylindrical impact absorbing portion 18 and a connecting plate 20. The shock absorbing portion 18 includes a first panel member 30 having a substantially U-shaped cross section that is opened inward of the vehicle, and a second panel member 32 having a substantially U-shaped cross section that is opened outward of the vehicle. The upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 are joined by spot welding 40 to form a closed cross section. The impact absorbing portion 18 is bilaterally symmetric in plan view of the vehicle, and the welded portions in the upper and lower overlapping portions 34 and 36 are arranged in different diagonal directions of the pair of left and right crash boxes 16.
[Selection] Figure 1

Description

  The present invention relates to a vehicle front structure.

  In the following Patent Document 1, a vehicle is obtained by overlapping and joining both end portions of a first panel member and a second panel member that are bent into a cross-sectionally recessed shape with the cross-sectionally recessed shapes facing each other. A crash box structure having a closed cross section extending in the front-rear direction is disclosed.

JP 2009-061845 A

  In the structure described in Patent Document 1, when the crash box is thinned due to the efficiency of the cross section or the use of a high-tensile steel plate, there is a concern that the rigidity may be lowered. For example, when a left / right moment acts on the crash box when the vehicle is traveling, the substantially rectangular crash box is easily deformed into a substantially parallelogram in a plan view of the vehicle, which affects steering stability.

  An object of the present invention is to obtain a vehicle front structure that can suppress the deformation of the crash box in the left-right direction when a left-right moment is applied to the crash box when the vehicle is traveling.

  The vehicle front structure according to the invention of claim 1 is provided on the front side of the vehicle with respect to the pair of left and right side members extending in the vehicle front-rear direction at the vehicle front portion, and along the vehicle width direction. A bumper reinforcement disposed between the side member and the bumper reinforcement, a first panel member having a substantially U-shaped cross section disposed on the outer side in the vehicle width direction, and disposed on the inner side in the vehicle width direction. A second panel member having a substantially U-shaped cross section, and joining both ends of the first panel member and the second panel member with overlapping portions provided on the upper and lower surfaces of the vehicle in the vehicle longitudinal direction. A pair of left and right crash boxes in which an extended closed cross section is formed, and the joint portion in the overlapping portion is in a different diagonal direction of the pair of left and right crash boxes in a vehicle plan view. Those which are location.

  According to a second aspect of the present invention, in the vehicle front portion structure according to the first aspect, the joint portion in the overlapping portion is arranged in a square shape that opens forward of the vehicle in a plan view of the vehicle.

  According to a third aspect of the present invention, in the vehicle front portion structure according to the first or second aspect, the joint portion in the overlap portion is joined by discontinuous welding, and the crash box is provided at least at a part between the weld portions. The step part orthogonal to the longitudinal direction is provided.

  According to the first aspect of the present invention, the pair of left and right crash boxes provided between the side member and the bumper reinforcement includes a first panel member having a substantially U-shaped cross section disposed outside the vehicle width direction, and the vehicle. A second panel member having a substantially U-shaped cross section disposed on the inner side in the width direction, and joining both ends of the first panel member and the second panel member with overlapping portions provided on the upper and lower surfaces of the vehicle. Thus, the cross section extends in the vehicle longitudinal direction. The centroid of the crash box is made to be the centroid of the crash box by arranging the joint portion in the overlapping portion of the first panel member and the second panel member of the crash box in different diagonal directions of the pair of left and right crash boxes in the vehicle plan view. It is set to be inclined with respect to the longitudinal direction (axial direction). As a result, when the left and right moments due to running are applied, the centroid of one of the left and right crash boxes virtually expands and the centroid of the other crash box virtually contracts. The centroid line length will be different. Therefore, the rotation radii of the centroids of the left and right crash boxes at the time of lateral deformation are different, and the crash boxes are difficult to deform in the left-right direction.

  According to the second aspect of the present invention, the joint portion in the overlapping portion of the first panel member and the second panel member of the crash box is arranged in a square shape that opens forward in the vehicle plan view. Thus, it is possible to receive a load in the direction of the centroid of the crash box with respect to a collision from the obliquely outward direction of the vehicle, and to axially deform the crash box without bending it.

  According to this invention of Claim 3, the junction part in the overlap part of the 1st panel member and 2nd panel member of a crash box is joined by discontinuous welding, and a crash box is at least partially between the weld parts. A step portion orthogonal to the longitudinal direction is provided, and the crush box can be deformed in the longitudinal direction at the step portion. Therefore, even if the joint portion in the overlapping portion is provided obliquely with respect to the ridge line of the crash box, the crash box can be more reliably axially collapsed at the time of collision.

  As described above, the vehicle front structure according to the first aspect of the present invention can suppress deformation of the crash box in the left-right direction when a left-right moment is applied to the crash box during vehicle travel. Has an excellent effect.

  The vehicle front structure according to the second aspect of the present invention has an excellent effect that the crash box can be subjected to axial compression deformation without bending the crash box against a collision from the oblique outer direction of the vehicle.

  The vehicle front structure according to the third aspect of the present invention has an excellent effect that the crash box can be more reliably axially collapsed in the event of a collision.

1 is a schematic plan view showing a front portion of a vehicle to which a vehicle front structure according to a first embodiment is applied. 1 is a perspective view showing a vehicle front structure according to a first embodiment as viewed from the front side of a vehicle. It is a top view which shows the vehicle front part structure which concerns on 1st Embodiment. (A) is the longitudinal cross-sectional view along the 2-2 line of the vehicle front part structure shown by FIG. 3, (B) followed the 4-4 line of the vehicle front part structure shown by FIG. It is a longitudinal cross-sectional view. It is a top view which shows the centroid of the crash box in the vehicle front part structure which concerns on 1st Embodiment, Comprising: It is a figure which shows the state of the crash box when a right-and-left moment acts during vehicle travel. It is the figure which showed typically the state of the centroid of a left-right paired crash box when the left-right moment acts on the vehicle front part structure which concerns on 1st Embodiment. (A) is the figure which showed typically the state of the centroid of the crash box of the vehicle right side by the vehicle rear view when a load acts on the vehicle front part structure shown in FIG. FIG. 7 is a diagram schematically showing the state of the centroid of the crash box on the left side of the vehicle in a rear view of the vehicle when a load is applied to the vehicle front structure shown in FIG. 6 from the lateral direction. It is a top view which shows typically the state of the centroid of a crash box when the vehicle front part structure which concerns on 1st Embodiment collides with the collision body from diagonally outward. It is a perspective view which shows the vehicle front part structure which concerns on a comparative example in the state seen from the vehicle front side. It is a longitudinal cross-sectional view which shows the vehicle front part structure shown by FIG. It is a top view which shows the centroid of the crash box in the vehicle front part structure which concerns on a comparative example, Comprising: It is a figure which shows the state of the crash box when a right-and-left moment acts during vehicle travel. It is the figure which showed typically the state of the centroid of a pair of left and right crash boxes when a left and right moment acts on the vehicle front structure according to the comparative example.

  Hereinafter, a first embodiment of a vehicle front structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow OUT indicates the vehicle width direction outer side.

  FIG. 1 shows a front portion of a vehicle to which the vehicle front structure according to the present embodiment is applied. As shown in this figure, a pair of left and right front side members (side members) 12 as vehicle skeleton members extending in the vehicle front-rear direction are disposed on both front sides of a vehicle 10 of an automobile. A crash box 16 as an impact absorbing member is disposed in front of the front side member 12 with the reinforcing plate 14 interposed therebetween. The crash box 16 includes a cylindrical shock absorber 18 that absorbs collision energy by compressing and deforming in the axial direction when a collision load is input, and a connecting plate 20 for attaching the shock absorber 18 to the reinforcing plate 14. It has.

  A front bumper reinforcement (bumper reinforcement) 24 as a bumper skeleton member extending in the vehicle width direction is attached to the front side of the crash box 16 via a bracket 22. That is, the crash box 16 is provided between the front side member 12 and the front bumper reinforcement 24 via the bracket 22 and the reinforcing plate 14 in a vehicle plan view. The front side member 12, the reinforcing plate 14, the crash box 16 including the shock absorbing portion 18 and the connecting plate 20, and the bracket 22 are provided symmetrically one by one on one end side and the other end side in the vehicle width direction. . A front bumper cover (not shown) is attached to the front side of the front bumper reinforcement 24 along the vehicle width direction.

  The front side member 12 is formed of a cylindrical frame whose cross-sectional shape in the vehicle front-rear direction is a hollow rectangle, and extends along the vehicle width direction so as to close the front end portion 12A of the front side member 12 in the vehicle front-rear direction. A reinforcing plate 14 is attached. The reinforcing plate 14 is coupled to the front end portion 12A of the front side member 12 by welding or the like.

  As shown in FIGS. 2 to 4, the shock absorbing portion 18 of the crash box 16 includes a first panel member 30 disposed on the outer side in the vehicle width direction, and a second panel member 32 disposed on the inner side in the vehicle width direction. It is equipped with. 2 and 3, the crash box 16 disposed on the left side in the vehicle width direction when viewed from the front of the vehicle is illustrated. Since the pair of left and right crash boxes 16 (impact absorbers 18) are formed symmetrically, the illustration of the crash box 16 disposed on the right side in the vehicle width direction in the vehicle front view is omitted.

  The first panel member 30 is a member having a substantially U-shaped cross section disposed along the vehicle front-rear direction, and is opened inward in the vehicle width direction. That is, the first panel member 30 includes an upper surface portion 30A disposed along the vehicle width direction, a vertical wall portion 30B disposed along the vehicle lower side from the vehicle width direction outer side end portion of the upper surface portion 30A, and a vertical wall. And a lower surface portion 30C disposed along the inner side in the vehicle width direction from the lower end of the portion 30B. The inner edge of the upper surface portion 30A and the inner edge of the lower surface portion 30C are formed in an oblique direction so as to extend inward in the vehicle width direction from the front end portion toward the vehicle rear side. In other words, the inner edge of the upper surface portion 30A and the inner edge of the lower surface portion 30C are in a substantially diagonal direction of the substantially rectangular crush box 16 in a vehicle plan view, and the front end portion is rearward in the vehicle width direction outside. It arrange | positions so that an edge part may become a vehicle width direction inner side.

  The second panel member 32 is a member having a substantially U-shaped cross section disposed along the vehicle front-rear direction, and is opened outward in the vehicle width direction. That is, the second panel member 32 includes an upper surface portion 32A disposed along the vehicle width direction, a vertical wall portion 32B disposed along the vehicle lower side from the vehicle width direction inner end portion of the upper surface portion 32A, and a vertical wall. A lower surface portion 32C disposed along the outer side in the vehicle width direction from the lower end portion of the portion 32B. The outer edge of the upper surface portion 32A and the outer edge of the lower surface portion 32C are formed in an oblique direction so as to recede inward in the vehicle width direction from the front end portion toward the vehicle rear side. In other words, the inner edge of the upper surface portion 32A and the inner edge of the lower surface portion 32C are substantially diagonal to the substantially rectangular crush box 16 in a plan view of the vehicle, and the front end is rearward in the vehicle width direction outside. It arrange | positions so that an edge part may become a vehicle width direction inner side.

  The shock absorbing portion 18 is provided with an overlapping portion 34 in which the inner end portion of the upper surface portion 30A of the first panel member 30 is superimposed on the vehicle lower side of the outer end portion of the upper surface portion 32A of the second panel member 32, and the second An overlapping portion 36 is provided in which the inner end portion of the lower surface portion 30C of the first panel member 30 is superimposed on the vehicle upper side of the outer end portion of the lower surface portion 32C of the panel member 32. The upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 are joined by spot welding (discontinuous welding) 40, respectively. Thus, the shock absorbing portion 18 has a closed cross section that extends in the vehicle front-rear direction by the first panel member 30 and the second panel member 32.

  As shown in FIGS. 2 and 3, a plurality (two in this embodiment) of convex portions 42 are formed on the upper overlapping portion 34 of the shock absorbing portion 18 so as to protrude upward of the vehicle. The front end and the rear end of the convex portion 42 are step portions 42A that are bent upward from the general portion of the overlapping portion 34 to the vehicle. The convex portion 42 is formed in a substantially parallelogram shape in a plan view of the vehicle, and the step portion 42 </ b> A is provided so as to be orthogonal to the longitudinal direction (axial direction) of the crash box 16. Between the step portions 42 </ b> A in the convex portion 42, it is substantially planar, and the planar portions are joined by spot welding 40. That is, the stepped portion 42 </ b> A is arranged between the welded portions by the spot welding 40. The convex portion 42 is provided on both the upper surface portion 30A of the first panel member 30 and the upper surface portion 32A of the second panel member 32, and the convex portion 42 is overlapped vertically by the overlapping portion 34, thereby spot welding. The surface accuracy of the welded part by 40 is ensured.

  Similarly, a plurality (two in this embodiment) of convex portions 42 projecting downward from the vehicle are also formed on the lower overlapping portion 36 of the shock absorbing portion 18. A front end and a rear end of the convex portion 42 are stepped portions 42A bent downward from the general portion of the overlapping portion 36, and the stepped portion 42A is orthogonal to the longitudinal direction (axial direction) of the crash box 16. It is provided to do. The planar portion between the step portions 42 </ b> A in the convex portion 42 is joined by spot welding 40. The convex portion 42 is provided on both the lower surface portion 30C of the first panel member 30 and the lower surface portion 32C of the second panel member 32, and the convex portion 42 is overlapped vertically by the overlapping portion 36, so that spot welding is performed. The surface accuracy of the welded part by 40 is ensured.

  By providing a plurality of step portions 42A perpendicular to the longitudinal direction (axial direction) of the shock absorbing portion 18 on the upper and lower surfaces of the shock absorbing portion 18 of the crash box 16, the overlapping portions 34 and 36 of the shock absorbing portion 18 are provided. Is provided obliquely with respect to the ridgeline of the shock absorbing portion 18, the shock absorbing portion 18 can be subjected to axial compression deformation (axial collapse) at the time of a vehicle collision.

  The upper and lower overlapping portions 34 and 36 are shown in FIGS. 4 and 5 by being arranged in an oblique direction so that the front end portion is outside in the vehicle width direction and the rear end portion is inside in the vehicle width direction in the vehicle plan view. As described above, the centroid 50 of the shock absorbing portion 18 of the crash box 16 is disposed to be inclined with respect to the longitudinal direction (axial direction) of the shock absorbing portion 18.

  Further, as shown in FIG. 1, since the shock absorbing portion 18 of the crash box 16 is bilaterally symmetric, the upper and lower overlapping portions 34 and 36 have different diagonal directions of the pair of left and right shock absorbing portions 18 in a plan view of the vehicle. Is arranged. In the present embodiment, the upper and lower overlapping portions 34 and 36 are arranged in a generally square shape that opens forward of the vehicle in a plan view of the vehicle. Accordingly, as shown in FIG. 5, the centroid 50 of the shock absorbing portion 18 is disposed so as to be inclined in a substantially square shape that opens forward of the vehicle with respect to the longitudinal direction (axial direction) of the shock absorbing portion 18. Yes.

  As shown in FIG. 2, the shock absorbing portion 18 has a long distance between the ridge lines of the vertical wall portions 30B and 32B, and the upper surface portions 30A and 32A and the lower surface portion 30C joined by the overlapping portions 34 and 36, respectively. The distance between the ridgelines of 32C is shorter than the vertical wall portions 30B and 32B. The rear end portion of the shock absorbing portion 18 includes a pair of left and right flange portions 30D and 32D in which the edge portions of the vertical wall portions 30B and 32B are bent outward, and the edge portions of the upper surface portion 30A and the lower surface portion 30C, respectively. A pair of upper and lower flange portions 30E (not shown on the lower side) bent outward are formed.

  The connecting plate 20 includes a bent portion 20B obtained by bending the peripheral portion of the flat portion 20A toward the vehicle front side. A pair of left and right flange portions 30D, 32D and a pair of upper and lower flange portions 30E of the shock absorbing portion 18 are disposed in surface contact with the flat surface portion 20A of the connecting plate 20, and the edges of the flange portions 30D, 32D and the flange portion 30E. The portion and the flat portion 20A are joined by welding (in this embodiment, arc welding).

  The shock absorbing portion 18 constituting the crash box 16 is made thinner and lighter by using a high-strength steel plate in order to improve the cross-section efficiency. Further, the rear surface portion of the connecting plate 20 is disposed in surface contact with the front surface portion of the reinforcing plate 14 (see FIG. 1), and the connecting plate 20 and the reinforcing plate 14 are coupled by a fastener or the like.

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

  As shown in FIG. 2 and the like, the shock absorbing portion 18 constituting the crash box 16 is disposed on the vehicle width direction inner side with the first panel member 30 having a substantially U-shaped cross section disposed on the vehicle width direction outer side. By joining the upper and lower overlapping portions 34 and 36 with the second panel member 32 having a substantially U-shaped cross section by spot welding 40, a closed cross section extending in the vehicle front-rear direction is formed. As shown in FIGS. 1 and 5, the upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 in the shock absorbing portion 18 of the crash box 16 are paired with a pair of left and right crashes in a vehicle plan view. The centroid 50 of the crash box 16 (shock absorbing portion 18) is set to be inclined with respect to the longitudinal direction (axial direction) of the shock absorbing portion 18 by arranging the box 16 (shock absorbing portion 18) in different diagonal directions. Has been. In the present embodiment, the upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 are arranged in a square shape that opens in front of the vehicle in a plan view of the vehicle, and the crash box 16 (impact The centroid 50 of the absorption part 18) is set in a square shape that opens forward of the vehicle.

  Here, the state of the crash box 16 when a left and right moment by traveling acts on the front portion of the vehicle 10 will be described. FIG. 6 schematically shows the state of the centroid 50 of the pair of left and right crash boxes 16 when a load is applied from the right side of the vehicle 10 in the rear view of the vehicle. FIG. 7A schematically shows the state of the centroid 50 of the crash box 16 on the right side as viewed from the rear of the vehicle when a load is applied from the lateral direction of the vehicle 10. B) schematically shows the state of the centroid 50 of the left crash box 16 in the vehicle rear view.

  7A and 7B, the input F from the lateral direction of the vehicle 10 is disassembled when the inclination of the centroid 50 of the crash box 16 with respect to a line along the vehicle longitudinal direction is an angle θ. It is shown. As shown in FIGS. 6 and 7B, when a load is applied from the right direction of the vehicle 10 in the rear view of the vehicle, the centroid 50 of the left crash box 16 is virtually extended in the rear view of the vehicle, As shown in FIGS. 6 and 7A, the centroid 50 of the crash box 16 on the right side in the rear view of the vehicle virtually contracts, so the line length of the centroid 50 is different between the pair of left and right crash boxes 16. (A difference in line length occurs). Accordingly, the rotation radius of the centroid 50 at the time of lateral deformation of the crash box 16 (impact absorber 18) is different, and the right centroid 50 is stretched in the rear view of the vehicle, so that the crash box 16 is laterally (laterally). Difficult to deform. For this reason, it is possible to prevent the substantially rectangular shock absorbing portion 18 from being deformed in the left-right direction when the left-right moment due to traveling is applied, and the steering stability is improved.

  Further, the welded portions in the upper and lower overlapping portions 34, 36 of the first panel member 30 and the second panel member 32 of the crash box 16 are arranged in a square shape that opens forward in the vehicle in a plan view of the vehicle. (See FIGS. 1 and 5) As shown in FIG. 8, for example, when a frontal collision is made with the collision body 60 from the diagonally outward direction on the right side of the vehicle in a rear view of the vehicle, the crash box 16 (impact A load can be received in the direction of the centroid 50 of the absorber 18). For this reason, the crash box 16 can be axially deformed without bending.

  Furthermore, the upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 of the crash box 16 are joined by spot welding 40, and the longitudinal direction (axial direction) of the crash box 16 between the welded portions. Is provided, the crash box 16 (impact absorber 18) can be deformed in the longitudinal direction by the step 42A in the event of a vehicle collision. Therefore, even if the upper and lower overlapping portions 34 and 36 of the first panel member 30 and the second panel member 32 are provided obliquely with respect to the ridge line of the crash box 16, the crash box 16 can be more reliably axially crushed.

  Next, a vehicle front structure 100 according to a comparative example will be described with reference to FIGS.

  As shown in FIG. 9 and FIG. 10, the shock absorbing portion 104 constituting the crash box 102 is disposed on the vehicle width direction inner side with the first panel member 110 having a substantially U-shaped cross section disposed on the vehicle width direction outer side. And a second panel member 112 having a substantially U-shaped cross section. The first panel member 110 is opened inward in the vehicle width direction, and the inner edge portion of the upper surface portion 110A and the inner edge portion of the lower surface portion 110B are arranged along the vehicle front-rear direction. The second panel member 112 opens outward in the vehicle width direction, and the outer edge portion of the upper surface portion 112A and the outer edge portion of the lower surface portion 112B are disposed along the vehicle front-rear direction.

  The upper surface portion 110A of the first panel member 110 is superimposed on the lower side of the upper surface portion 112A of the second panel member 112 and joined by spot welding, and the first panel is disposed above the vehicle of the lower surface portion 112B of the second panel member 112. The bottom surface 110B of the member 110 is overlapped and joined by spot welding to form a closed cross section.

  As shown in FIG. 10, in the shock absorbing portion 104, the first panel member 110 and the second panel member 112 have substantially the same cross-sectional shape in the vehicle front-rear direction. A joint portion by spot welding (not shown) of the member 112 is disposed along the ridge line of the shock absorbing portion 104. As shown in FIGS. 10 and 11, in the crash box 102, the centroid 120 of the impact absorbing portion 104 is arranged along the longitudinal direction (axial direction) of the impact absorbing portion 104. That is, the centroids 120 of the pair of left and right shock absorbers 104 are arranged substantially parallel to each other along the longitudinal direction of the shock absorber 104 in the vehicle plan view, and the line lengths of the left and right centroids 120 are equal.

  In such a vehicle front structure 100, as shown in FIGS. 11 and 12, when the left and right moments due to traveling are applied, the line length of the centroid 120 is equal in the pair of left and right shock absorbers 104. The radius of rotation of the centroid 120 at the time of deformation is equal, and the crash box 102 is easily deformed in the left-right direction (lateral direction). For this reason, when the front side member 12 is swung in the left-right direction during vehicle travel, the front bumper reinforcement 24 and the crash box 102 may be swung in the left-right direction together.

  On the other hand, in the present embodiment, when a left / right moment due to traveling of the vehicle 10 acts, a line length difference of the centroid 50 occurs between the pair of left and right shock absorbing portions 18, and the shock absorbing portion 18 is deformed in the left / right direction. Hard to do. For this reason, it can suppress that the crash box 16 deform | transforms in the left-right direction, and steering stability improves.

  In the present embodiment, the centroid 50 of the pair of left and right crash boxes 16 in the plan view of the vehicle is set in a substantially square shape that opens forward of the vehicle. However, the present invention is not limited to this. The centroid 50 of the crash box 16 may be set in a substantially square shape (reverse square shape) that narrows toward the front of the vehicle.

  Further, in the present embodiment, the stepped portion 42A between the welded portions by the spot welding 40 is provided in both the first panel member 30 and the second panel member 32, but is not limited to this, and the first panel member The structure provided in any one of 30 and the 2nd panel member 32 may be sufficient. Further, the stepped portion 42A between the welded portions by the spot welding 40 is provided on both the upper surface and the lower surface of the impact absorbing portion 18, but is not limited to this, and either one of the upper surface or the lower surface of the impact absorbing portion 18 is provided. The structure provided in may be sufficient. Further, the stepped portion 42 </ b> A may be provided at least at a part between the welded portions by the spot welding 40.

  In the present embodiment, the upper surface portion 32A of the second panel member 32, the upper surface portion 30A of the first panel member 30, the lower surface portion 32C of the second panel member 32, and the lower surface portion 30C of the first panel member 30 are viewed in a vehicle plan view. However, the shape is not limited to this shape, and the upper surface portion of the second panel member 32, the upper surface portion of the first panel member 30, the lower surface portion of the second panel member 32, and the first shape. The welding point of the lower surface part of the panel member 30 should just be in a diagonal direction.

  In the present embodiment, the upper surface portion 30A of the first panel member 30 is overlapped and joined to the vehicle lower side of the upper surface portion 32A of the second panel member 32, and the lower surface portion 32C of the second panel member 32 is connected to the upper side of the vehicle. Although the lower surface portion 30C of the one panel member 30 is overlapped and joined, it is not limited to this, and the vertical relationship between the upper surface portion 32A and the upper surface portion 30A overlapping portion, and the lower surface portion 32C and the lower surface portion 30C overlapping portion is changed. Also good.

10 Vehicle 12 Front side member (side member)
16 Crash box 18 Shock absorber 24 Front bumper reinforcement (bumper reinforcement)
30 1st panel member 30A Upper surface part 30C Lower surface part 32 2nd panel member 32A Upper surface part 32C Lower surface part 34 Overlapping part 36 Overlapping part 40 Spot welding (welding part)
42 Projection 42A Step 50 Centroid

Claims (3)

A pair of left and right side members extending in the vehicle front-rear direction at the front of the vehicle;
Bumper reinforcement provided on the vehicle front side with respect to the side member and disposed along the vehicle width direction;
A first panel member that is provided between the side member and the bumper reinforcement and is disposed on the outer side in the vehicle width direction, and a second panel having a substantially U-shaped cross section that is disposed on the inner side in the vehicle width direction. And a closed section that extends in the vehicle front-rear direction is formed by joining both ends of the first panel member and the second panel member with overlapping portions provided on the upper and lower surfaces of the vehicle. A pair of left and right crash boxes,
And having
The vehicle front part structure in which the junction part in the said overlap part is arrange | positioned in the diagonal direction from which a pair of left and right said crush boxes differ in planar view of a vehicle.   The vehicle front portion structure according to claim 1, wherein the joint portion in the overlapped portion is arranged in a square shape that opens forward of the vehicle in a plan view of the vehicle.   The joint part in the said overlap part is joined by discontinuous welding, and the step part orthogonal to the longitudinal direction of the said crash box is provided in at least one part between the weld parts. Vehicle front structure.

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