Vehicle front section structure

A vehicle front section structure comprising a side rail extending along a vehicle front-rear direction at a vehicle width direction outside of a vehicle front section, the side rail including a bent portion at the vehicle rear side of a front tire, and the bent portion bending toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear; and a projection projecting out from the bent portion toward the vehicle width direction outside, and having an angled face angled toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear at a face of the projection facing the front tire.

CROSS-REFERENCE TO RELATED APPLICATION

This application is claims priority under 35 USC 119 from Japanese Patent Application, No. 2014-97017 filed May 8, 2014, the disclosure of which is incorporated by reference herein.

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention relates to a vehicle front section structure.

2. Related Art

In a known vehicle front section structure provided with a side rail running along the vehicle front-rear direction at the vehicle width direction outside of a vehicle front section, the vehicle front section structure includes a bent portion provided at the side rail so as to bend toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear, and a cab mount bracket provided projecting out from the bent portion toward the vehicle width direction outside. As such a vehicle front section structure, Japanese Patent Application Laid-Open (JP-A) No. 2008-290674 describes a structure in which planar reinforcement is joined to the bent portion, and the cab mount bracket is coupled to the side rail through the reinforcement.

SUMMARY

In the event of a head-on collision at the vehicle width direction outside of the side rail (in the event of a small overlap collision), sometimes a front tire is shunted backwards and contacts the bent portion. A vehicle front section structure capable of suppressing collision load from being input from the front tire to the side rail is accordingly desired.

In consideration of the above circumstances, the present invention is to obtain a vehicle front section structure capable of suppressing collision load from being input from the front tire to the side rail in the event of a head-on collision such as a small overlap collision.

A vehicle front section structure of a first aspect of the present invention includes: a side rail that extends along a vehicle front-rear direction at a vehicle width direction outside of a vehicle front section, the side rail includes a bent portion at the vehicle rear side of a front tire, and the bent portion bends toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear; and a projection that projects out from the bent portion toward the vehicle width direction outside, and that includes an angled face angled toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear at a face of the projection facing the front tire.

In the vehicle front section structure of the first aspect, the side rail includes the bent portion bending toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear. The bent portion is provided at the vehicle rear side of the front tire, and the projection projects out from the bent portion toward the vehicle width direction outside. Note that the face of the projection facing the front tire configures the angled face angled toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear. When the front tire contacts the projection in the event of a head-on collision such as a small overlap collision, the front tire can be diverted away from the side rail while pivoting about the angled face such that the front side of the tire opens out toward the vehicle width direction outside.

A vehicle front section structure of a second aspect of the present invention is the vehicle front section structure of the first aspect, wherein the projection includes a cab mount bracket projecting out from the bent portion toward the vehicle width direction outside, and an angled member that is provided at a vehicle front side of the cab mount bracket and that is supported from the vehicle rear side by the cab mount bracket, wherein the angled face is formed at the angled member.

In the vehicle front section structure of the second aspect, the angled member is provided at the vehicle front side of the cab mount bracket, enabling a gap between the cab mount bracket and the side rail to be closed off. The cab mount bracket can moreover bear collision load input to the angled member when the front tire contacts the angled member.

A vehicle front section structure of a third aspect of the present invention is the vehicle front section structure of the second aspect, wherein the angled member is joined to a vehicle width direction outside face of the side rail, and a height dimension of the angled member in the vehicle up-down direction at a joint portion of the angled member to the side rail is substantially the same as a height dimension of the side rail.

In the vehicle front section structure of the third aspect, the joint strength between the angled member and the side rail can be increased in comparison to when the height dimension of the joint portion of the angled member is smaller than the height dimension of the side rail.

A vehicle front section structure of a fourth aspect of the present invention is the vehicle front section structure of any one of the first aspect to the third aspect, wherein the angled face is formed longer in the vehicle width direction than a tire width of the front tire.

In the vehicle front section structure of the fourth aspect, the front tire can be made to contact the angled face reliably in the event of a head-on collision such as a small overlap collision.

A vehicle front section structure of a fifth aspect of the present invention is the vehicle front section structure of any one of the second aspect to the fourth aspect, wherein a height dimension of the angled member in the vehicle up-down direction gradually decreases on progression from the vehicle width direction inside toward the vehicle width direction outside.

In the vehicle front section structure of the fifth aspect, an increase in weight of the angled member can be suppressed while maintaining the joint strength between the angled member and the side rail.

A vehicle front section structure of a sixth aspect of the present invention is the vehicle front section structure of any one of the second aspect to the fifth aspect, wherein a vehicle width direction outside end portion of the angled member is joined to the cab mount bracket.

In the vehicle front section structure of the sixth aspect, the angled member is supported from the vehicle rear side by the cab mount bracket. This thereby enables the cab mount bracket to bear collision load input to the angled member when the front tire contacts the angled member.

As described above, the vehicle front section structure of the first aspect exhibits the excellent advantageous effect of enabling input of collision load from the front tire to the side rail to be suppressed in the event of a head-on collision such as a small overlap collision.

The vehicle front section structure of the second aspect enables the front tire to be suppressed from entering between the cab mount bracket and the side rail. The second aspect moreover exhibits the excellent advantageous effect of enabling deformation of the angled member toward the vehicle rear to be suppressed.

The vehicle front section structure of the third aspect exhibits the excellent advantageous effects of raising the joint strength of the angled member, and enabling deformation of the angled member toward the vehicle rear to be suppressed.

The vehicle front section structure of the fourth aspect enables the front tire to be diverted stably away from the side rail.

The vehicle front section structure of the fifth aspect enables an increase in the weight of the angled member to be suppressed.

The vehicle front section structure of the sixth aspect enables the front tire to be suppressed from entering between the cab mount bracket and the side rail. Deformation of the angled member toward the vehicle rear can also be suppressed.

DETAILED DESCRIPTION OF THE INVENTION

Explanation follows regarding a vehicle front section structure according to the present invention, with reference to the drawings. In the drawings, the arrow FR indicates the vehicle front side, the arrow UP indicates the vehicle upper side, and the arrow LH indicates the left hand side in the vehicle width direction, as appropriate. In the following explanation, unless specifically mentioned, reference to the front and rear, up and down, and left and right directions refers to front and rear in the vehicle front-rear direction, up and down in the vehicle up-down direction, and left and right in the vehicle left-right direction (vehicle width direction).

Vehicle Front Section Structure Configuration

FIG. 1illustrates a vehicle front section12of a vehicle10applied with a vehicle front section structure according to an exemplary embodiment. As illustrated inFIG. 1, a pair of left and right side rails14is respectively provided on both sides in the vehicle width direction of the vehicle10.

The side rails14extend along the vehicle front-rear direction at the vehicle width direction outsides of the vehicle front section12. Front tires16are disposed at the vehicle width direction outsides of front portion14A of the side rails14. Vicinity of the front portion14A of the side rails14are set with shorter dimensions in the vehicle width direction than vicinity of vehicle front-rear direction central portion14B of the side rails14, in consideration of interference with the front tires16.

Bent portions18bending toward the vehicle width direction outside on progression of the side rails14from the vehicle front toward the vehicle rear are provided between the front portion14A and central portion14B in the vehicle front-rear direction of each side rail14. The bent portions18are provided at the vehicle rear side of the front tires16, and the bent portions18connect together the front portions14A and the central portions14B of the respective side rails14. The front portions14A of the side rails14are disposed at the upper side of the vehicle than the central portions14B, in consideration of the placement of components such as a suspension unit. The bent portions18therefore slope toward the lower side on progression from the front portions14A of the side rails14toward the vehicle rear side.

Bumper reinforcement20spans between front ends of the pair of side rails14in the vehicle width direction. Energy absorbing members such as crash boxes may be installed between the front ends of the side rails14and the bumper reinforcement20. In the present exemplary embodiment, the bumper reinforcement20has a length longer than the separation between the front portions14A of the side rails14, and shorter than the separation between the central portions14B; however there is no limitation thereto, and the bumper reinforcement20may be formed longer in the vehicle width direction than the separation between the central portions14B.

Plural cross members22,24,26,28span between the pair of side rails14in the vehicle width direction at the vehicle rear side of the bumper reinforcement20. The vehicle front section12of the present exemplary embodiment is thereby configured with a ladder shaped frame. The cross members22,24are provided on the front portion14A side of the side rails14, and the cross members26,28are provided on the central portion14B side of the side rails14.FIG. 1illustrates the front portions14A and part of the central portions14B of the side rail14; however plural cross members also span between the pair of side rails14further to the rear side than is illustrated inFIG. 1.

Metal engine mount brackets30are provided projecting out from the front portions14A of the side rails14toward the vehicle width direction inside of the side rails14between the cross member22and the cross member24. An engine mount, not illustrated in the drawings, is attached to the engine mount brackets30, and configuration is made such that an engine unit can be coupled to the side rails14through the engine mount and the engine mount brackets30.

Metal suspension mount brackets32are provided slightly further to the vehicle front side than the engine mount brackets30, projecting out from the front portions14A of the side rails14toward the vehicle width direction outsides of the side rails14between the cross member22and the cross member24. Suspension mounts, not illustrated in the drawings, are attached to the suspension mount brackets32, and configuration is made such that suspension units can be coupled to the side rails14through the suspension mounts and the suspension mount brackets32.

Projections40are provided at the bent portions18at the vehicle rear side of the suspension mount brackets32. Each of the projections40projects out from the corresponding bent portion18toward the vehicle width direction outside, and is configured including a cab mount bracket34and an angled member36. As viewed from the front side of the vehicle, the projections40are in a state projecting out further to the vehicle width direction outsides than other portions of the side rails.

As illustrated inFIG. 2, the cab mount brackets34configuring the projections40become gradually thinner on progression from the vehicle width direction inside toward the outside, and each of the cab mount brackets34is formed with an attachment hole34A for attaching a cab mount, not illustrated in the drawings. Configuration is made such that a cab (body), not illustrated in the drawings, can be coupled to the side rails14through the cab mounts and the cab mount brackets34.

As illustrated inFIG. 4, the cab mount brackets34are each configured including an upper bracket42and a lower bracket44. The cross-section profile of the upper bracket42along the vehicle front-rear direction is formed substantially in an inverted U-shape, and is open toward the lower side. The upper bracket42is configured including a front wall42A positioned at a vehicle front-rear direction front portion, a rear wall42B positioned at a vehicle front-rear direction rear portion, and an upper wall42C positioned at an upper portion and connecting between the front wall42A and the rear wall42B. The upper wall42C is formed with a step42D such that a rear portion of the upper wall42C is higher than a front portion of the upper wall42C. As illustrated inFIG. 2, a flange42E juts out toward the outside from a vehicle width direction inside end of the upper bracket42. The flange42E abuts the side rail14, and is joined thereto by welding or the like.

As illustrated inFIG. 3, the upper bracket42is formed so as to become wider toward the side rail14side, and is tapered on progression toward a leading end side positioned at the vehicle width direction outside. This thereby enables an increase in weight of the upper bracket42to be suppressed while maintaining joint strength to the side rail14.

As illustrated inFIG. 4, the lower bracket44is configured in a plate shape, and an edge portion44A is provided standing upright around an outer edge of the lower bracket44. The edge portion44A of the lower bracket44is disposed so as to cover a lower end of the upper bracket42from the outside, and the edge portion44A is joined to the upper bracket42by welding or the like to configure the cab mount bracket34. Note that the reference numeral50inFIG. 4indicates a footrest provided in the footwell of the driving seat.

As illustrated inFIG. 2andFIG. 3, the angled members36configuring the projections40are provided at the vehicle front side of the cab mount brackets34. Each angled member36projects out from a front end portion of the corresponding bent portion18toward the vehicle width direction outside, and a vehicle width direction outside leading end portion of the angled member36is joined to the cab mount bracket34.

As illustrated inFIG. 4, the cross-section profile of the angled member36along the vehicle front-rear direction is formed substantially in a U-shape, and is open toward the vehicle rear side. The angled member36is configured including a front wall36A positioned at a vehicle front-rear direction front portion, an upper wall36B extending from an upper end of the front wall36A toward the vehicle rear, and a lower wall36C extending from a lower end of the front wall36A toward the vehicle rear.

At a vehicle width direction outside end portion of the angled member36, a rear end portion of the upper wall36B abuts the front wall42A of the upper bracket42configuring the cab mount bracket34, and is joined thereto by welding or the like. The lower wall36C extends further to the vehicle rear than the upper wall36B to overlap with a lower face of the lower bracket44configuring the cab mount bracket34, and is joined thereto by welding or the like. The angled member36is thus supported from the vehicle rear side by the cab mount bracket34due to the configuration described above.

As illustrated inFIG. 2, a flange36D juts out toward the outside at a vehicle width direction inside end of the angled member36. The flange36D abuts the side rail14, and is joined thereto by welding or the like. Note that in the present exemplary embodiment, the vehicle width direction outside end portion of the angled member36is joined to the cab mount bracket34; however there is no limitation thereto, and joining is not necessary as long as the angled member36is supported by the cab mount bracket34from the vehicle rear.

Similarly to the cab mount bracket34, the angled member36is configured with height dimension in the vehicle up-down direction that gradually decreases on progression from the vehicle width direction inside toward the vehicle width direction outside. Namely, the angled member36is thinner on the vehicle width direction outside. In the present exemplary embodiment, the height dimension in the vehicle up-down direction at the vehicle width direction inside end of the angled member36, namely the portion joined to the side rail14, is set with the same height dimension as the side rail14, and the height dimension gradually decreases on progression toward the vehicle width direction outside.

The “same height dimension as the side rail14” referred to here is not limited to configurations in which the front wall36A of the angled member36has exactly the same height dimension as a vehicle width direction outside face of the side rail14, and encompasses a broad range of configurations in which the height dimension of the angled member36is smaller than the height dimension of the side rail14, within a range in which there is no significant decrease in the joint strength between the angled member36and the side rail14. In the structure of the present exemplary embodiment formed with the flange36D, the dimension of the flange36D is included in the height dimension of the angled member36.

As illustrated inFIG. 1, the front wall36A of the angled member36faces the front tire16, and configures an angled face that is angled toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear. The length of the front wall (angled face)36A along the vehicle width direction is formed longer than a tire width W of the front tire16in the vehicle width direction.

A mudguard38is provided at the vehicle width direction outside of the angled member36. As illustrated inFIG. 2, the mudguard38is formed in a substantially rectangular plate shape with length direction along the vehicle up-down direction, and is disposed with the plate thickness direction running substantially in the vehicle front-rear direction. Note that a vehicle width direction inside edge portion of the mudguard38is joined to a vehicle width direction outside leading end portion of the cab mount bracket34by welding or the like. The mudguard38enables mud, water, and the like flicked up by the front tire16to be suppressed from hitting a vehicle body panel.

In the present exemplary embodiment, the mudguard38is provided at the vehicle width direction outside of the angled member36, and so the leading end of the angled member36only extends as far as the vehicle width direction inside of the leading end of the cab mount bracket34; however there is no limitation thereto. Namely, the angled member36may extend as far as the leading end of the cab mount bracket34in a vehicle not provided with the mudguard38, or in a configuration in which the mudguard38is disposed further to the vehicle front side than the angled member36, in a range where the mudguard38does not interfere with operation of the front tire16.

In the present exemplary embodiment, the vehicle width direction inside end portion of the angled member36is not joined to the cab mount bracket34, and a gap is formed between the angled member36and the cab mount bracket34; however there is no limitation thereto. The angled member36may be formed with a shape that closes off the gap, as long as it does not get in the way of other peripheral components.

In the present exemplary embodiment, the angled member36is formed with a substantially U-shaped cross-section profile so as to suppress an increase in weight; however there is no limitation thereto, and, for example, a rear wall connecting between the upper wall36B and the lower wall36C may be provided to configure a closed cross-section profile in the angled member36. Moreover, a reinforcement member may be provided inside the angled member36. The cab mount bracket34and the angled member36may also be integrally formed to one another. Namely, the cab mount bracket34may be formed such that a face of the cab mount bracket34that faces the front tires16configures an angled face angled toward the vehicle width direction outside on progression from the vehicle front toward the vehicle rear.

Vehicle Front Section Structure Operation and Advantageous Effects

Next, explanation follows regarding operation and advantageous effects of the vehicle front section structure according to the present exemplary embodiment. As illustrated inFIG. 1, the side rails14are formed with the bent portions18, and each of the bent portions18is provided with the projection40including the cab mount bracket34and the angled member36, and projecting out toward the vehicle width direction outside. As viewed from the vehicle front side of the vehicle10, the projections40are in a state projecting out from the vehicle front section12further toward the vehicle width direction outside than other portions of the side rails14.

When collision load is input to the vehicle10in the event of a head-on collision such as a small overlap collision, as illustrated inFIG. 5, sometimes the front tire16is shunted backwards and contacts the projection40. When this occurs, the angled member36configuring the projection40closes off the gap between the cab mount bracket34and the side rail14, namely a space at a corner portion where a front end portion of the cab mount bracket34contacts the side rail14. Accordingly, in the event of a small overlap collision, the front tire16can be suppressed from entering the gap between the side rail14and the cab mount bracket34.

The front wall (angled face)36A is provided facing the front tire16at the front portion of the angled member36configuring the projection40. The front tire16that has contacted the front wall36A can accordingly be diverted away from the side rail14while pivoting about the front wall36A in the sequence illustrated by the arrows A1and A2inFIG. 5, such that the front side of the tire opens out toward the vehicle width direction outside. This thereby enables the front tire16to escape to the vehicle width direction outside, thereby enabling a reduction in the collision load input from the front tire16to the side rail14. The space in the footwell of the driving seat in which components such as the footrest50are installed can accordingly be secured as a result (seeFIG. 4). The front tire16rotates about the front wall36A, thereby enabling collision load from the front tire16to the side rail14to be suppressed being transmitted concentrated in the same direction.

In the present exemplary embodiment, the vehicle width direction outside end portion of the angled member36is joined to the cab mount bracket34, and the angled member36is supported from the vehicle rear side by the cab mount bracket34. This thereby enables the cab mount bracket34to bear the collision load input to the angled member36when the front tire16contacts the angled member36. The angled member36can accordingly be suppressed from deforming so as to bend toward the vehicle rear as a result.

As illustrated inFIG. 2, the angled member36of the present exemplary embodiment is formed with a gradually decreasing height dimension on progression from the vehicle width direction inside toward the vehicle width direction outside, and the portion of the angled member36joined to the side rail14is configured with the same height dimension as the side rail14. This thereby enables an increase in weight to be suppressed while raising the joint strength between the angled member36and the side rail14.

In the present exemplary embodiment, the length of the front wall (angled face)36A of the angled member36along the vehicle width direction is formed longer than the tire width W of the front tire16in the vehicle width direction. This thereby enables the front tire16to contact the front wall36A reliably when the front tire16has been shunted backwards. This thereby enables the front tire16to be suppressed from contacting the cab mount bracket34, and enables the front tire16to be diverted stably away from the side rail14.

Explanation has been given above regarding an exemplary embodiment of the present invention, however there is no limitation of the present invention to such an exemplary embodiment, and obviously various configurations may be implemented within a range not departing from the spirit of the present invention. For example, the present exemplary embodiment is provided with the projections40on both the left and right sides, but there is no limitation thereto, and, for example, a projection40may be provided only on the vehicle width direction left hand side, and a different structure configured on the vehicle width direction right hand side.