Patent Description:
<CIT> discloses a bumper attachment structure in which a bumper face is attached to a protrusion piece portion protruding forwardly from a radiator upper support as a vehicle-body member (a shroud upper provided at an upper portion of a radiator shroud).

As disclosed in the above-described patent document, a structure in which the bumper face is supported in a cantilever shape by the vehicle-body member, such as the shroud upper provided at the vehicle-body front portion is known.

Meanwhile, vehicles having a high vehicle-height are generally configured such that a front end portion of a bonnet (engine hood) provided at a front upper end of the vehicle is located at the same level as a thigh portion of a pedestrian. Accordingly, a structure in which the front end portion of the bonnet is retreated from a foremost portion of the vehicle so as to meet the pedestrian protection requirement, such as reduction of an influence on a knee's ligament of the pedestrian, in a vehicle collision against the pedestrian is known among the vehicles having the high vehicle-height.

Further, a latch which is configured to engage with a striker protruding downwardly from the bonnet in a bonnet's closed state and lock the bonnet is generally provided at the vehicle-body member, such as the shroud upper. Therefore, many of the vehicles having the high vehicle-height tend to have a structure in which the vehicle-body member, such as the shroud upper, is also retreated together with the bonnet according to the above-described retreat of the front end portion of the bonnet.

In this structure, since a longitudinal distance, in a longitudinal direction, between a bumper-face support member which has an attachment portion for attaching the bumper face and the vehicle-body member, such as the shroud upper which supports the bumper-face support member in the cantilever shape from behind, becomes long, a moment applied to the vehicle-body member becomes large, so that there is a concern that the support rigidity and the assembling accuracy of the bumper face may deteriorate.

For this problem, it may be considered that a moment length (an arm length of moment) can be suppressed (decreased) by connecting the bumper-face support member and the vehicle-body member, such as the shroud upper, by a bracket with the shortest distance. In this case, however, there occurs a new problem that a sufficient stroke (collision stroke) for allowing the vehicle-body front portion to be retreated for absorbing the vehicle frontal collision may not be secured.

<CIT> shows a front structure of a vehicle according to the preamble of claim <NUM> and describes that a bumper beam member is attached to the tip ends of a left/right pair of front side members so as to protrude towards the front of the vehicle, and an auxiliary member is provided above the bumper beam member so as to protrude towards the front of the vehicle from an upper support member of a radiator core support and also to extend in the vehicle width direction.

<CIT> describes that a vehicle front portion structure includes: a suspension member, first and second crash boxes, a front cross member and braces. The braces extends obliquely outward in a vehicle width direction and toward a vehicle rearward direction, with front end portions of the braces being fastened to the front cross member and rear end portions of the braces being fastened to arm portions.

The present invention has been devised in view of the above-described problems, and an object of the present invention is to provide a front structure of a vehicle which can compatibly improve the support rigidity and the assembling accuracy of the bumper face in a normal state and secure the collision stroke of the vehicle front portion in the vehicle frontal collision even if the vehicle has the high vehicle-height.

The front structure of the vehicle of the present invention is defined in claim <NUM>.

According to the present invention, the rigidity of the bracket in the normal state can be improved by the high-rigidity portion. Accordingly, the support rigidity and the assembling accuracy of the bumper face can be improved. Further, in the vehicle frontal collision, a bending stress is easily generated at the bracket by the inclination portion for the load input from the vehicle forward side, so that the fragile portion adjacent to the high-rigidity portion is deformed easily. Accordingly, the collision stroke can be secured by the bracket being bent and deformed in the vehicle frontal collision.

According to the present invention, the bracket is made to be bent and deformed by the bending portion in the vehicle frontal collision, so that the bracket can be crushed properly.

In another embodiment of the present invention, the bending portion may be located at the same position, in the vehicle longitudinal direction, as the high-rigidity portion.

According to this embodiment, the bending portion can be securely bent and deformed as a bending-deformation causing point even at the high-rigidity portion having the high resistance against the bending load, so that the energy-absorption quantity of the bracket in the vehicle frontal collision can be improved.

In another embodiment of the present invention, the bracket may comprise a side wall portion which extends in a vertical direction and in the vehicle longitudinal direction and a flange portion which is configured to be bent from an upper end of the side wall portion via a corner portion, and the fragile portion may be a bead portion provided at the corner portion.

According to this embodiment, the rigidity of the bracket can be increased by the corner portion (ridgeline) extending in the vehicle longitudinal direction and also the bending deformation of the bracket can be caused by the bead portion as the fragile portion in the vehicle frontal collision.

In another embodiment of the present invention, the fragile portion may be a recess portion which is configured to be recessed downwardly, in a side view, at an upper end portion of the bracket.

According to this embodiment, since the ridgeline extending along in the vehicle width direction is formed at the recess portion provided at the upper end portion of the bracket, the recess portion causes the bracket to be deformed such that its front portion positioned on the forward side of the recess portion is bent downwardly relative to its rear portion positioned on the rearward side of the recess portion when the downward collision load is inputted to the bumper-face support member. Accordingly, reduction of the damage degree of a collision object in the vehicle frontal collision (the pedestrian's protection performance) can be improved by the downward bending deformation of the bracket.

In another embodiment of the present invention, the recess portion and the bead portion may be provided at the same position, in the vehicle longitudinal direction, of the bracket.

According to this embodiment, securing of the collision stroke by the deformation, in the vehicle longitudinal direction, of the bracket and reducing of the damage degree of the collision object (the pedestrian's protection performance) by the downward deformation of the bracket in the vehicle frontal collision can be compatibly attained.

In another embodiment of the present invention, at least one of a front end portion and a rear end portion of the high-rigidity portion and the recess portion may be provided at the same position, in the vehicle longitudinal direction, of the bracket.

As described above, according to the present invention, improving of the support rigidity and the assembling accuracy of the bumper face in the normal state and securing of the collision stroke of the vehicle front portion in the vehicle frontal collision can be compatibly attained even if the vehicle has the high vehicle-height.

Herein, the above-described high-rigidity portion may be a bead portion which is formed at a side wall portion of said bracket and extends in the vehicle longitudinal direction.

Further, the above-described bead portion may be composed of a pair of bead portions which are arranged in parallel to each other, having a distance in a vertical direction, and each of the pair of bead portions be configured to protrude inwardly in the vehicle width direction.

According to the invention, a front structure of a vehicle includes: a vehicle-body member provided at a vehicle-body front portion; a bumper-face support member extending in a vehicle width direction in front of the vehicle-body member and having an attachment portion where a bumper face is attached; and plural brackets fixedly connecting the vehicle-body member and the bumper-face support member. The bracket includes an inclination portion which is inclined such that a front side thereof is positioned on an inward or outward side, in the vehicle width direction, of the bracket. The bracket may also include a side wall portion which extends in a vertical direction and in the vehicle longitudinal direction and a flange portion which is configured to be bent from an upper end of the side wall portion via a corner portion. The bracket may also include a first bead portion which is formed at the side wall portion of the bracket and extends in the vehicle longitudinal direction. At least part of the bead portion may be positioned at the inclination portion. At least one of a front end portion and a rear end portion of the first bead portion and the recess portion are provided at the same position, in the vehicle longitudinal direction, of the bracket.

The bracket may also include a recess portion which is configured to be recessed downwardly, in a side view, at an upper end portion of the bracket. The bracket may also include a second bead portion provided at the corner portion.

The bracket also includes a base portion which extends forwardly from a fixation portion of the bracket to the vehicle-body member by a first angle in a plan view and the inclination portion which extends forwardly from a front end portion of the base portion via a bending portion by a second angle in the plan view.

The bending portion may be located at the same position, in the vehicle longitudinal direction, as the first bead portion.

The recess portion and the second bead portion may be provided at the same position, in the vehicle longitudinal direction, of the bracket.

The first bead portion may be composed of a pair of bead portions which are arranged in parallel to each other, having a distance in a vertical direction. Each of the pair of the first bead portions may be configured to protrude inwardly in the vehicle width direction.

A vehicle may include the above front structure.

The present invention will become apparent from the following description which refers to the accompanying drawings.

Hereafter, an embodiment of the present invention will be described referring to the drawings. All of the features as shown in the drawing may not necessary be essential. In the drawings, an arrow F shows a vehicle forward side, an arrow U shows a vehicle upward side, an arrow R shows a vehicle rightward side, and an arrow L shows a vehicle leftward side.

A vehicle to which a front structure of the present invention is applied is an automobile, such as Sports Utility Vehicle (SUV) or minivan, which has a relatively high vehicle-height compared with a sedan type or a hutch-back type. The front structure of the vehicle of the present embodiment may be configured to be substantially symmetrical laterally.

As shown in <FIG>, a front portion of the vehicle is provided with a bonnet <NUM> which covers over a power-unit room (or a power-unit compartment) <NUM> (see <FIG>) where a power unit (not illustrated), such as an engine, is installed and a bumper face <NUM> which is made of synthetic resin and arranged at a foremost position of the vehicle. A front-face opening portion <NUM> to take in flesh air (traveling air) into a vehicle body may be formed at the bumper face <NUM>.

The front-face opening portion <NUM> may be formed at a portion of the bumper face <NUM> which is located at an upper-and-central side, in a vehicle width direction, of the bumper face <NUM>, which is an outside-air induction port to introduce outside air for cooling into the power-unit room <NUM> in order to assist heat radiation of a radiator (not illustrated) which is arranged at a front side of the power-unit room <NUM> located and in back of the bumper face <NUM>.

The front-face opening port <NUM> may be covered with a front grille <NUM> in a state where the air permeability of the power-unit room <NUM> is secured. A pair of headlight opening portions <NUM> for arranging headlamps 6a (see <FIG>) are formed at right-and-left upper portions of the bumper face <NUM>.

The front grille <NUM> may extend laterally up to an inside portion, in the vehicle width direction, of each of the headlight opening portions <NUM> at a position which corresponds, in a front view, to the front-face opening portion <NUM> provided at a central portion, in the vehicle width direction, of the bumper face <NUM>, and may be attached to the bumper face <NUM>.

At an upper-end side of the bumper face <NUM> is provided a bumper face upper <NUM> which constitutes an upper end portion of the bumper face <NUM> and is continuous to a front end 2f of the bonnet <NUM>. The bumper face upper <NUM> is a portion which is integrally formed at a body portion 3a (lower portion) of the bumper face <NUM>, which forms respective upper-side parts of the front-face opening portion <NUM> and the right-and-left headlight opening portions <NUM>. The bumper face upper <NUM> is a flat-plate member with an upper face which has an inclination corresponding to a front-lowering inclination of an upper face of the bonnet <NUM>.

The bonnet <NUM> is pivotally supported at the vehicle body via a hinge (not illustrated) through its rear end so that it is openable over the power-unit room <NUM>.

As shown in <FIG>, the bonnet <NUM> may be comprised of a bonnet outer panel 2a and a bonnet inner panel 2b which may be integrated by means of hemming joint, and a bonnet reinforcement, not illustrated, may be adhesively fixed to a lower-face side of the bonnet outer panel 2a.

Herein, at a front portion of a central portion, in the vehicle width direction, of the bonnet inner panel 2b is provided a striker (not illustrated) which protrudes downwardly. This striker is configured to engage with a latch (not illustrated) provided at a vehicle-body side in a closed state of the bonnet <NUM> for locking.

As shown in <FIG>, a front side frame <NUM> extending in a vehicle longitudinal direction is provided at each of right-and-left both sides of the power-unit room <NUM>. A crash can <NUM> extending forwardly may be attached to a front end of the front side frame <NUM> via a set plate <NUM> (see <FIG> and <FIG>).

As shown in <FIG>, a bumper beam <NUM> (bumper reinforcement) which extends in the vehicle width direction so as to interconnect respective front ends of the right-and-left crash cans <NUM> is provided at a front-side position of the power unit room <NUM> which is located below and behind the bumper face <NUM>.

As shown in <FIG> and <FIG>, the bumper beam <NUM> is primarily composed of a bumper-beam body portion 12a which has a nearly hat-shaped cross section opened forwardly and a closing plate portion 12b which closes a forwardly-opened portion of the bumper-beam body portion 12a, and a closed-cross section 12c extending in the vehicle width direction is formed between the bumper-beam body portion 12a and the closing plate portion 12b. The bumper beam <NUM> is positioned at the front end 2f of the bonnet <NUM> in the vehicle longitudinal direction.

Further, a pair of right-and-left apron reinforcements <NUM> extending in the vehicle longitudinal direction are provided at upward-side positions inside the vehicle front portion which are located on the outward side, in the vehicle width direction, of the front side fames <NUM>. Herein, in <FIG> and <FIG>, reference character <NUM> denotes a fender panel which forms an outside face of a vehicle-body front portion, which is supported at the apron reinforcement <NUM>.

As shown in <FIG>, a shroud upper panel <NUM> extending straightly in the vehicle width direction may be connected to each front end of the pair of right-and-left apron reinforcements <NUM> via a shroud member <NUM>.

An engaging latch (not illustrated) to engage with a striker (not illustrated) provided at a side of the bonnet <NUM> as a lock device may be arranged at the above-described shroud member <NUM>. Herein, an area LR enclosed by an imaginary line in <FIG> corresponds to a latch arrangement point.

As shown in <FIG>, each front portion of the right-and-left front side frames <NUM> is located just below an end-outside portion of the shroud upper panel <NUM>. Further, as shown in <FIG>, <FIG>, <FIG> and <FIG>, the shroud member <NUM> and the front portion of the front side frame <NUM> are connected by a shroud-upper support frame <NUM> extending in a vertical direction.

That is, the shroud upper panel <NUM> is, as described above, supported by the pair of right-and-left apron reinforcements <NUM> via the shroud members <NUM> and supported by the pair of right-and-left front side frames <NUM> via the shroud members <NUM> and the shroud-upper support frames <NUM>.

As shown in <FIG> and <FIG>-<NUM>, the shroud-upper support frame <NUM> may be integrally formed by a vehicle-width-direction inner face portion 17a which is of a vertical wall shape and has its plate thickness in the vehicle width direction and a front face portion 17b which is of the vertical wall shape, extends outwardly, in the vehicle width direction, from a front end of the vehicle-width-direction inner face portion 17a, and has its plate thickness in the vehicle longitudinal direction.

Herein, each of the apron reinforcement <NUM>, the shroud upper panel <NUM>, the front side frame <NUM>, the shroud-upper support frame <NUM>, the shroud member <NUM>, and the bumper beam <NUM> is a vehicle-body member.

Further, as shown in <FIG> and <NUM>, a bumper-face support member <NUM> is arranged at a position inside the vehicle front portion which is located in front of the shroud upper panel <NUM>.

The bumper-face support member <NUM> extends in the vehicle width direction having a shorter, particularly a slightly shorter extension length than the bumper beam <NUM> (see <FIG>), and is arranged substantially at the same level as the shroud upper panel <NUM> at a position which nearly corresponds to the front portion of the bonnet <NUM> in the vehicle longitudinal direction, in other words, substantially at the same position as the bumper beam <NUM> in the vehicle longitudinal direction (see <FIG> and <FIG>).

The bumper-face support member <NUM> is arranged just below the bumper face upper <NUM> of the bumper face <NUM> and supports the bumper face <NUM> from just below the bumper face upper <NUM>. The bumper-face support member <NUM> is attached to a vehicle-body inside portion of the bumper face upper <NUM> by a bolt or the like. Herein, reference character 18a in <FIG> denotes a bumper-face attachment hole where the bumper face <NUM> (see <FIG>) is attached by fastening means (bolt and nut) (not illustrated).

Further, a radiator shroud (not illustrated) may be arranged in a front area of the power-unit room <NUM> at a position behind the bumper-face support member <NUM>. The radiator shroud is supported at the vehicle-body member (e.g., the shroud upper panel <NUM>, the front side frame <NUM> and the like).

The radiator shroud may be configured to be substantially rectangular, in an elevational view, and arranged in the front area of the power unit room <NUM> at a position between the front side frames <NUM>, and supports the radiator (not illustrated) and others. The radiator shroud and the radiator are provided to stand and face the front-face opening <NUM> from behind, respectively.

Further, as shown in <FIG>, at the front portion of the vehicle body are provided plural brackets <NUM>, <NUM> which fixedly connect the vehicle-body member <NUM>, <NUM> and the bumper-face support member <NUM> and a stay <NUM> which connects the bumper-face support member <NUM> and the bumper beam <NUM> in the vertical direction at the front portion of the vehicle body.

The brackets <NUM>, <NUM> comprise the outside brackets <NUM> which are arranged at both outsides, in the vehicle width direction, of the vehicle body and, optionally, the center bracket <NUM> which is arranged at the middle, in the vehicle width direction, of the vehicle body (i.e., the position corresponding to the stay <NUM> in the vehicle width direction). Thus, there are three brackets in total.

As shown in <FIG>, the middle bracket <NUM> comprises a bracket body portion <NUM> which extends straightly in the vehicle longitudinal direction, in a vehicle plane view, between the stay <NUM> and the shroud upper panel <NUM> and a front flange portion <NUM> and a rear flange portion <NUM>, which are formed integrally. In the present embodiment, the middle bracket <NUM> is made of a plate member extending in the vehicle longitudinal direction and in the vehicle width direction which is bent through pressing process or the like. Herein, as shown in <FIG>, a striker <NUM> of a safety lock device is provided to stand upwardly at an upper face portion 31a of the bracket body portion <NUM>.

Herein, an engaging lever (not illustrated) of the safety lock device may be provided at a front central portion of the bonnet <NUM> so as to engage with or disengage from a striker <NUM>. The safety lock device is a known device which is configured to restrain an opening move of the bonnet <NUM> even if a lock of a lock device (not illustrated) is released unexpectedly, thereby keeping a slightly-opened state of the bonnet <NUM>, in order that the bonnet <NUM> is prevented from opening improperly because of a traveling-air pressure or the like during vehicle traveling. In the present embodiment, the safety lock device is arranged at a different position from the lock device (see the area LR enclosed by the imaginary line in <FIG>) as described above (see <FIG>).

As shown in <FIG>, the middle bracket <NUM> may extend forwardly from a vehicle rearward side such that its front portion straddles an upper end of the stay <NUM> from above, and contacts an upper portion of the stay <NUM> (an upper portion of an upper flange portion <NUM> described later) from a vehicle forward side. In the present embodiment, the upper flange portion <NUM> and the front flange portion <NUM> are spot-welded at, in total, three points of a central point Sa and both-side points Sb, Sc. An "X" mark in <FIG> shows a spot-welding application point.

Meanwhile, the rear flange portion <NUM> may extend upwardly from a rear end of the bracket body portion <NUM>, and contacts the lower flange portion 15a of the shroud upper panel <NUM> from the vehicle forward side. As shown in <FIG>, the rear flange portion <NUM> of the middle bracket <NUM> and the lower flange portion 15a of the shroud upper panel <NUM> are fastened together by a bolt B2 and a nut N2 as fastening means (see <FIG>).

Thus, the middle bracket <NUM> connects the shroud upper panel <NUM> and the stay <NUM>. Herein, the outside bracket <NUM> will be described later.

Further, the stay <NUM> may be made of a meal member which has a width in the vehicle width direction and is elongated in the vertical direction. Specifically, as shown in <FIG>, the stay <NUM> comprises the upper flange portion <NUM>, a first extension portion <NUM> which straightly extends downwardly from a lower end of the upper flange portion <NUM> in the vertical direction, a second extension portion <NUM> which straightly extends from a lower end of the first extension portion <NUM> via the first bending portion <NUM> in an inclined shape such that its lower side is located on the vehicle forward side, and a lower flange portion <NUM> which extends downwardly from a lower end of the second extension portion <NUM> via a second bending portion <NUM>. The above-described first bending portion <NUM> is a deformation promotion portion which is configured to be bent and deformed when a collision load applied downwardly is inputted to the bumper-face support member <NUM>.

As shown in <FIG>, the stay <NUM> may be connected to the bumper-face support member <NUM> via a gusset <NUM>.

The gusset <NUM> may comprise a lateral plate portion <NUM> which extends horizontally in the vehicle longitudinal direction and supports a lower side of the bumper-face support member <NUM> and a vertical plate portion <NUM> which extends downwardly from a rear end of the lateral plate portion <NUM>, which is made of a metal plate extending in an inverse-L shape in a vehicle side view and has its width in the vehicle width direction.

The lateral plate portion <NUM> may support the bumper-face support member <NUM> from below as shown in <FIG>, and the vertical plate portion <NUM> is joined to the upper portion of the stay <NUM> (the upper portion of the upper flange portion <NUM>) from the vehicle forward side such that the front flange portion <NUM> of the middle bracket <NUM> is interposed between these members as shown in <FIG>.

Subsequently, the outside bracket <NUM> will be described. Herein, since the right-and-left outside brackets <NUM> are configured to be symmetrical laterally, the outside bracket <NUM> which is arranged at the right side of the vehicle will be described here.

As shown in <FIG>, <FIG>, <FIG>, <FIG>, the outside bracket <NUM> comprises a side wall portion <NUM> which extends in the vertical direction and in the vehicle longitudinal direction and an eaves-shaped flange portion <NUM> which protrudes inwardly, in the vehicle width direction, from an upper end of the side wall portion <NUM> via a corner portion <NUM> (see <FIG>), which is made of a metal plate which is bent through pressing process or the like.

As shown in <FIG> and <FIG>, the side wall portion <NUM> may be formed over a whole length, in the vehicle longitudinal direction, of the outside bracket <NUM>. Further, as shown in <FIG>, the corner portion <NUM> may be configured such that an angle between the side wall portion <NUM> and the eaves-shaped flange portion <NUM> is nearly <NUM> degrees.

Further, as shown in <FIG> and <FIG>, a front portion of the eaves-shaped flange portion <NUM> (a front-side horizontal upper edge portion <NUM> described later) may be fixedly fastened to an outward-side portion, in the vehicle width direction, of the bumper-face support member <NUM> by a bolt B6 and a nut N6 as fastening means (see <FIG>) in a state where it contacts this outward-side portion, in the vehicle width direction, of the bumper-face support member <NUM> from below. In <FIG>, reference character <NUM> denotes an attachment hole which is formed at a front portion of the eaves-shaped flange portion <NUM> for insertion of the bolt B6.

As shown in <FIG>, <FIG>, the outside bracket <NUM>, in other words, may comprise a fixation portion <NUM> which is fixed to the shroud-upper support frame <NUM> as the vehicle-body member, a base portion <NUM> which extends forwardly from the fixation portion <NUM>, and an inclination portion <NUM> which is inclined relative to the base portion <NUM>.

The fixation portion <NUM> may be located in an area where the fixation portion extends forwardly from a rear end of the outside bracket <NUM>, and fixedly fastened to the vertical-wall shaped vehicle-width-direction inner face portion 17a of the shroud-upper support frame <NUM> by bolts B7 and nuts N7 as fastening means in a state where it contacts the vehicle-width-direction inner face portion 17a as shown in <FIG>. In <FIG>, reference character <NUM> denotes attachment holes for insertion of the bolts B7 which are formed upper-and-lower positions of the fixation portion <NUM>.

The base portion <NUM> extends forwardly from a front end of the fixation portion <NUM>. In the present embodiment, as shown in <FIG>, the base portion <NUM> extends such that an angle α (first angle α) between the fixation portion <NUM> and the base portion <NUM> may become <NUM> degrees or about <NUM> degrees in the plan view, that is, straightly extends in a direction which matches the vehicle longitudinal direction in the plan view.

The inclination portion <NUM> is inclined from a front end of the base portion <NUM> via a bending portion <NUM> (see <FIG>) such that its front side is positioned on the outward side, in the vehicle width direction, of the outside bracket <NUM>. In the present embodiment, the bending portion <NUM> is configured such that an angle β (second angle β) between the base portion <NUM> and the inclination portion <NUM> may be nearly <NUM> degrees as shown in <FIG>.

As shown in <FIG> and <FIG>, the eaves-shaped flange portion <NUM> is configured to be continuous over a range from the vicinity of the front end of the outside bracket <NUM> to the bending portion <NUM> along an upper end of the side wall portion <NUM>. The eaves-shaped flange portion <NUM> protrudes over its whole longitudinal length except its both ends having substantially the same width.

The outside bracket <NUM> may have a peripheral flange portion <NUM> which is formed over a part of a periphery of the side wall portion <NUM> except its rear end and the eaves-shaped flange portion <NUM>. The peripheral flange portion <NUM> protrudes inwardly similarly to the eaves-shaped flange portion <NUM>, but its protrusion width is set to be shorter than that of the eaves-shaped flange portion <NUM>. That is, the peripheral flange portion <NUM> extends along the periphery of the side wall portion <NUM> except a rear end of the side wall portion <NUM> so as to be continuous to the eaves-shaped flange portion <NUM>, and protrudes along the periphery of the side wall portion <NUM> with substantially the same protrusion width.

Further, as shown in <FIG>, the outside bracket <NUM> may be configured such that the fixation portion <NUM> extends horizontally in the vehicle longitudinal direction, whereas its part located on the forward side of the fixation portion <NUM>, i.e., its part corresponding to the base portion <NUM> and the inclination portion <NUM> extends toward the bumper-face support member <NUM> obliquely such that its front side is located at the higher level.

Specifically, a part of a lower edge side 120D of the outside bracket <NUM> which corresponds to the base portion <NUM> and the inclination portion <NUM>, including the peripheral flange portion <NUM>, straightly extends obliquely such that its front side is located at the higher level.

Meanwhile, an upper edge side 120U of the outside bracket <NUM>, including the peripheral flange portion <NUM> and the eaves-shaped flange portion <NUM>, may be formed stepwise (with two stages in the present embodiment) such that its front side is located at the higher level.

Specifically, as shown in <FIG> and <FIG>, the upper edge side 120U of the outside bracket <NUM> is composed of a rear-side horizontal upper edge portion <NUM>, a rear-side inclination upper edge portion <NUM>, a middle horizonal upper edge portion <NUM>, a front-side inclination upper edge portion <NUM>, and a front-side horizontal upper edge portion <NUM> which extend in this order from a rear end to a front end of the upper edge side 120U.

The rear-side horizontal upper edge portion <NUM> may be formed over a range from the base portion <NUM> of the fixation portion <NUM> to a middle position, in the longitudinal direction, of the base portion <NUM> of the outside bracket <NUM> and nearly horizontally extends in the vehicle longitudinal direction. The rear-side inclination upper edge portion <NUM> may be formed over a range from the middle position, in the longitudinal direction, of the base portion <NUM> of the fixation portion <NUM> to the bending portion <NUM> (a border portion between the inclination portion <NUM> and the base portion <NUM>) and extends from a front end of the rear-side horizontal upper edge portion <NUM> obliquely such that its front side is located at the higher level. The middle horizonal upper edge portion <NUM> may be formed over a range from the bending portion <NUM> to a front-end position of a rear portion of the inclination portion <NUM>, and forwardly extends nearly horizontally from a front end of the rear-side inclination upper edge portion <NUM>. The front-side inclination upper edge portion <NUM> may be formed over a range from the front end position of the rear portion of the inclination portion <NUM> to a middle position, in the longitudinal direction, of the inclination portion <NUM>, and may extend from a front end of the middle horizontal upper edge portion <NUM> obliquely such that its front side is located at the higher level. The front-side horizonal upper edge portion <NUM> may be formed over a range from the middle position, in the longitudinal direction, of the inclination portion <NUM> to a front end of the inclination portion <NUM>, and forwardly extends nearly horizontally from a front end of the front-side inclination upper edge portion <NUM>.

Herein, as shown in <FIG>, since the rear-side horizontal upper edge portion <NUM> is downwardly recessed relative to the rear-side inclination upper edge portion <NUM> (located at a lower level) in the vehicle side view, a front end portion of the rear-side horizontal upper edge portion <NUM> is set at a rear-side recess portion 61r. Likewise, since the middle horizontal upper edge portion <NUM> is downwardly recessed relative to the front-side inclination upper edge portion <NUM> (located at a lower level) in the vehicle side view, a front end portion of the middle horizontal upper edge portion <NUM> is set at a front-side recess portion 61f.

As shown in <FIG> and <FIG>, a fragile bead portion <NUM> may be formed at a position, in the longitudinal direction, of the outside bracket <NUM> which corresponds to the front-side recess portion 61f. The fragile bead portion <NUM> is formed at around the corner portion <NUM> (see <FIG>) located between the side wall portion <NUM> and the eaves-shaped flange portion <NUM>. The fragile bead portion <NUM> is configured to protrude toward an inner-angle side of the side wall portion <NUM> and the eaves-shaped flange portion <NUM>, and extends over an upper-end side portion of the side wall portion <NUM> and a vehicle-width-direction outer end side portion of the eaves-shaped flange portion <NUM> across the corner portion <NUM> extending in the longitudinal direction. That is, the fragile bead portion <NUM> is configured to cut a ridgeline extending in the vehicle longitudinal direction along the corner portion <NUM>.

Further, as shown in <FIG>, <FIG>, one or a pair of high-rigidity bead portions 63U, 63D which extend in the vehicle longitudinal direction are formed at the side wall portion <NUM>. The pair of high-rigidity bead portions 63U, 63D are arranged in parallel to each other, having a distance in the vertical direction, and each of the high-rigidity bead portions 63U, 63D is configured to protrude inwardly in the vehicle width direction as shown in <FIG>.

Each of the high-rigidity bead portions 63U, 63D may be configured to be continuous in the longitudinal direction over an area of a front side of the base portion <NUM> and a rear side of the inclination portion <NUM>, passing through the bending portion <NUM>. That is, the bending portion <NUM> is provided at the same position, in the longitudinal direction, as the high-rigidity bead portions 63U, 63D.

Further, each of the high-rigidity bead portions 63U, 63D may straightly extend obliquely so as to be parallel to a part of the lower edge side 120D of the outside bracket <NUM> which reaches the base portion <NUM> and the inclination portion <NUM> in the vehicle side view (see <FIG>).

The lower-side high-rigidity bead portion 63D is configured such that its front end 63Df is positioned on the slightly rearward side of a front end 63Uf of the upper-side high-rigidity bead portion 63U and its rear end 63Dr is positioned on the slightly forward side of a rear end 63Ur of the upper-side high-rigidity bead portion 63U. Thereby, the lower-side high-rigidity bead portion 63D is configured to be slightly shorter than the upper-side high-rigidity bead portion 63U in the vehicle longitudinal direction.

Each of the fragile bead portion <NUM>, the rear-side recess portion 61r, and the front-side recess portion 61f is a fragile portion which is configured to be deformable by receiving the load inputted to the outside bracket <NUM> in the longitudinal direction, which is provided adjacently to the high-rigidity bead portions 63U, 63D in the longitudinal direction.

Specifically, as shown in <FIG>, each of the fragile bead portion <NUM> and the front-side recess portion 61f is provided substantially at the same position as the front end 63Uf of the upper-side high-rigidity bead portion 63U in the longitudinal direction, and/or provided at a forward vicinity position of the front end 63Df of the lower-side high-rigidity bead portion 63D.

The rear-side recess portion 61r is provided substantially at the same position as the rear end 63Ur of the upper-side high-rigidity bead portion 63U in the longitudinal direction, and/or provided at a rearward vicinity position of the rear end 63Dr of the lower-side high-rigidity bead portion 63D.

Herein, in <FIG> and <FIG>, reference character <NUM> denotes a base portion where a harness (not illustrated) and the like, which are installed around the outside bracket <NUM>, may be attached, and this base portion <NUM> may be configured to protrude outwardly, in the vehicle width direction, so as to have a flat base surface 28a at an outward end, in the vehicle width direction, thereof.

Subsequently, a move of the outside bracket <NUM> in a case where a collision object <NUM> hits against the vehicle from the forward side (i.e., in the vehicle frontal collision) will be described referring to <FIG>, <FIG> and <FIG>. <FIG>, <FIG> are plan views of a major part of a left-side portion of the vehicle front portion, which show results of simulation analysis of the move of the vehicle front portion in the vehicle frontal collision. <FIG> shows an initial stage of the vehicle frontal collision, <FIG> shows a middle stage of the vehicle frontal collision, and <FIG> shows a late stage of the vehicle frontal collision.

Herein, <FIG>, <FIG> show a stress distribution of the collision load inputted to the outside bracket <NUM> in the vehicle frontal collision based on density of dots, wherein a portion with a higher density of dots shows an area where a larger bending-stress is generated.

Further, in order to clarify the drawings in <FIG>, illustration of each of the front side frame <NUM>, the crash can <NUM>, the set plate <NUM>, and the like is omitted here, and the shroud member <NUM> is shown in a partially-broken manner in <FIG>.

First, in the vehicle frontal collision, the bumper beam <NUM> receives the collision object <NUM> hitting from the vehicle forward side, and is retreated, and the crash can <NUM> is crushed in the vehicle longitudinal direction accordingly. Herein, since the bumper-face support member <NUM> is retreated together with the bumper beam <NUM>, the load is inputted to the outside bracket <NUM> from the forward side.

Then, as shown in <FIG>, in the initial stage of the vehicle frontal collision, the collision load inputted to the outside bracket <NUM> (stress) focusses on the front-side recess portion 61f and the fragile bead portion <NUM>, and the rear-side recess portion 61r.

As shown in <FIG>, in the middle stage of the vehicle frontal collision, the collision load inputted to the outside bracket <NUM> (stress) further focusses on the front-side recess portion 61f and the fragile bead portion <NUM>, and the rear-side recess portion 61r, so that the outside bracket <NUM> is bent and deformed with bending causing points of the front-side recess portion 61f and the fragile bead portion <NUM>, and the rear-side recess portion 61r, such that the inclination portion <NUM> is inclined outwardly, in the vehicle width direction, relative to the fixation portion <NUM>.

As shown in <FIG>, in the late stage of the vehicle frontal collision as well, the state where the collision load inputted to the outside bracket <NUM> (stress) focusses on the front-side recess portion 61f and the fragile bead portion <NUM>, and the rear-side recess portion 61r similarly to the <FIG> is maintained, so that the inclination portion <NUM> is further inclined outwardly, in the vehicle width direction.

Thereby, since the outside bracket <NUM> is deformed without being stretched in the longitudinal direction in the vehicle frontal collision, the absorption performance of the collision energy of the vehicle-body front portion can be secured without hindering the crushing, in the longitudinal direction, of the crash can <NUM>.

Next, the move of the outside bracket <NUM> in a case where the collision object <NUM> hits against the vehicle front portion from above will be described referring to <FIG> and <FIG>. <FIG> and <FIG> are perspective sectional views taken along line B-B of <FIG>, which show results of simulation analysis of the move of the vehicle front portion in the case where the collision object <NUM> hits against the vehicle front portion from above. <FIG> shows a situation before the vehicle collision and <FIG> shows a situation after the vehicle collision.

Herein, <FIG> show a stress distribution of the collision load inputted to the outside bracket <NUM> in the vehicle frontal collision based on density of dots, wherein a portion with a higher density of dots shows an area where a larger bending-stress is generated.

In a case where the collision object <NUM> hits against the vehicle front portion shown in <FIG> from above, the collision load is transmitted downwardly through the bumper face upper <NUM>, the bumper-face support member <NUM>, and the outside bracket <NUM> in this order (see <FIG>).

Then, the collision load inputted to the outside bracket <NUM> (stress) focus on the front-side recess portion 61f and the fragile bead portion <NUM>, and the rear-side recess portion 61r as shown in <FIG>. Thereby, the outside bracket <NUM> is deformed downwardly with the causing points of these portions <NUM>, 61f, 61r such that the upper portion of the outside bracket <NUM> is twisted outwardly in the vehicle width direction, so that the damage degree of the collision object <NUM> can be reduced.

The front structure of the vehicle of the above-described present invention comprises, as shown in <FIG>, the vehicle-body member <NUM>, <NUM> provided at the vehicle-body front portion, the bumper-face support member <NUM> extending in the vehicle width direction in front of the vehicle-body member <NUM>, <NUM> and having the bumper-face attachment hole 18a (attachment portion) where the bumper face <NUM> (see <FIG>) is attached, and the plural brackets <NUM>, <NUM> fixedly connecting the vehicle-body member <NUM>, <NUM> and the bumper-face support member <NUM>, wherein the outside bracket <NUM> comprises, as shown in <FIG>, <FIG>, <FIG>, <FIG>, the inclination portion <NUM> which is inclined such that its front side thereof is positioned on the outward side, in the vehicle width direction, of the outside bracket <NUM>, the high-rigidity portion 63U, 63D, at least part of which is positioned at the inclination portion <NUM> and which is configured to have the high rigidity against the input of the load applied in the vehicle longitudinal direction, and the fragile portion <NUM>, 61f, 61r which is configured to be deformable by receiving the input of the load applied in the vehicle longitudinal direction, and the high-rigidity portion 63U, 63D and the fragile portion <NUM>, 61f, 61r are provided adjacently to each other in the vehicle longitudinal direction.

The front structure of the vehicle according to the present invention can compatibly improve the support rigidity and the assembling accuracy of the bumper face <NUM> in the normal state and secure the collision stroke of the vehicle front portion in the vehicle frontal collision even if the vehicle has the high vehicle-height.

Specifically, the downward load is inputted to the bumper-face support member <NUM> even in the normal state because of each weight of the bumper face <NUM> and the bumper-face support member <NUM>, a pressing-down force by a person's hand applied to the bumper face <NUM> for closing the bonnet <NUM>, or the like.

Herein, since the front end portion of the bonnet is generally located at the level of the pedestrian's thigh portion in the vehicle having the high vehicle-height, there exists a structure in which the front end portion of the bonnet is retreated from a foremost portion of the vehicle in order to reduce an influence on a knee's ligament of the pedestrian in the vehicle collision like the vehicle of the present embodiment.

Thereby, this vehicle is configured such that the vehicle-body member, such as the shroud member <NUM> or the shroud upper panel <NUM> which are provided with the latch as a lock device of the bonnet <NUM>, is retreated together width the bonnet's front end portion.

Accordingly, the length, in the vehicle longitudinal length, between the bumper-face support member <NUM> supporting the bumper face <NUM> and the vehicle-body member (<NUM>, <NUM>), such as the shroud upper panel <NUM> supporting the bumper-face support member <NUM> in the cantilever shape from behind, becomes long. Therefore, in particular, in the vehicle having the high vehicle-height, when the above-described downward load is inputted to the bumper-face support member <NUM>, there is a concern that a load applied to the brackets <NUM>, <NUM> connecting the bumper-face support member <NUM> and the vehicle-body member (<NUM>, <NUM>) in the vehicle longitudinal direction may become improperly large.

For this problem, meanwhile, in a case where the outside bracket is configured such that the bumper-face support member <NUM> and the vehicle-body member, such as the shroud upper panel <NUM>, are connected with the shortest distance, there occurs a new problem that the energy-absorption quantity of the vehicle-body front portion may be hindered because the outside bracket is stretched in the vehicle frontal collision.

Herein, according to the present embodiment, the rigidity of the outside bracket <NUM> in the normal state can be improved by providing the high-rigidity portion 63U, 63D at the outside bracket <NUM>, so that the support rigidity and the assembling accuracy of the bumper face <NUM> can be improved.

Further, according to the present embodiment, even if the outside bracket <NUM> is configured to have the high-rigidity portion 63U, 63D by providing the inclination portion <NUM> where at least part of the high-rigidity portion 63U, 63D is positioned, a bending stress is easily generated at the outside bracket <NUM> in the vehicle frontal collision, and also the outside bracket <NUM> is configured to be easily deformed at the bending causing points of the fragile portion <NUM>, 61f, 61r adjacent to the high-rigidity portion 63U, 63D. Accordingly, the collision stroke can be secured by the outside bracket <NUM> being bent and deformed in the vehicle frontal collision.

In the embodiment of the present invention, as shown in <FIG> and <FIG>, the outside bracket <NUM> comprises the base portion <NUM> which extends forwardly from the fixation portion <NUM> to the vehicle-body member by the first angle α (see <FIG>) in the plan view and the inclination portion <NUM> which extends forwardly from the front end portion of the base portion <NUM> via the bending portion <NUM> by the second angle β in the plan view.

According to this structure, the outside bracket <NUM> is made to be bent and deformed by the bending portion <NUM> in the vehicle frontal collision, so that the outside bracket <NUM> can be crushed properly.

In the embodiment of the present invention, as shown in the same figures, the bending portion <NUM> is located at the same position, in the vehicle longitudinal direction, as the high-rigidity portion 63U, 63D.

According to this structure, the bending portion <NUM> can be securely bent and deformed as a bending-deformation causing point even at the high-rigidity portion 63U, 63D having the high resistance against the bending load, so that the energy-absorption quantity of the outside bracket <NUM> in the vehicle frontal collision can be improved.

In the embodiment of the present invention, as shown in <FIG>, <FIG>, the outside bracket <NUM> comprises the side wall portion <NUM> which extends in the vertical direction and in the vehicle longitudinal direction and the eaves-shaped flange portion <NUM> (flange portion) which is configured to be bent from the upper end of the side wall portion <NUM> via the corner portion <NUM> (see <FIG>), and the fragile portion is the fragile bead portion <NUM> (bead portion) provided at the corner portion <NUM>.

According to this structure, the rigidity of the outside bracket <NUM> can be increased by the corner portion <NUM> (ridgeline) extending in the vehicle longitudinal direction and also the bending deformation of the outside bracket <NUM> can be caused by the fragile bead portion <NUM> which is configured to cut the corner portion <NUM> (ridgeline) in the vehicle frontal collision.

Further, the rigidity decrease of the outside bracket <NUM> in the normal state, which is caused by providing the inclination portion <NUM>, can be compensated by the high-rigidity portion 63U, 63D, at least part of which is provided at the inclination portion <NUM>, and also the crushing of the outside bracket <NUM>, including the high-rigidity portion 63U, 63D, can be caused by providing the fragile bead portion <NUM> in the vehicle frontal collision.

In the embodiment of the present invention, as shown in <FIG> and <FIG>, the fragile portion is the front-side recess portion 61f and the rear-side recess portion 61r (recess portion) which are respectively configured to be recessed downwardly, in the side view, at the upper edge side 120U (upper end portion) of the outside bracket <NUM>.

According to this structure, since the ridgeline extending along in the vehicle width direction is formed at each of the front-side recess portion 61f and the rear-side recess portion 61r which are provided at the upper edge side 120U of the outside bracket <NUM>, the front-side recess portion 61f and the rear-side recess portion 61r cause the outside bracket <NUM> to be deformed such that its front portion positioned on the forward side of these recess portions 61f, 61r is bent downwardly relative to its rear portion positioned on the rearward side of these recess portions 61f, 61r when the downward collision load is inputted to the bumper-face support member <NUM> (i.e., when the load is inputted to the front portion of the outside bracket <NUM> from above). Accordingly, the pedestrian's protection performance can be improved.

In the embodiment of the present invention, as shown in the same figures, the front-side recess portion 61f (recess portion) and the fragile bead portion <NUM> (bead portion) are provided at the same position, in the vehicle longitudinal direction, of the outside bracket <NUM>.

According to this structure, securing of the collision stroke by the deformation, in the vehicle longitudinal direction, of the outside bracket <NUM> and reducing of the damage degree of the collision object (the pedestrian's protection performance) by the downward deformation of the bracket in the vehicle frontal collision can be compatibly attained.

That is, the fragile bead <NUM> and the front-side recess portion 61f which are provided at the same position in the longitudinal direction can securely cause the deformation, in the longitudinal direction, of the outside bracket <NUM> in the vehicle frontal collision in cooperation with each other.

Likewise, the fragile bead <NUM> and the front-side recess portion 61f which are provided at the same position in the longitudinal direction can securely cause the downward deformation of the outside bracket <NUM> when the collision load is downwardly inputted to the bumper-face support member <NUM> in cooperation with each other, so that the reduction effect of the damage degree of the collision object (pedestrian's protection performance) can be improved.

Thus, according to this structure, the securing of the collision stroke by the deformation, in the vehicle longitudinal direction, of the outside bracket <NUM> and the reducing of the damage degree of the collision object by the downward deformation of the outside bracket <NUM> in the vehicle frontal collision can be compatibly attained.

In the embodiment of the present invention, as shown in <FIG>, the front-side recess portion 61f and the front end 63Uf of the upper-side high-rigidity bead portion 63U are provided at the same position, in the vehicle longitudinal direction, of the outside bracket <NUM>, and the rear-side recess portion 61r and the rear end 63Ur of the upper-side high-rigidity bead portion 63U are provided at the same position, in the vehicle longitudinal direction, of the outside bracket <NUM>.

Each of the front end and the rear end of the high-rigidity portion 63U, 63D corresponds to a border portion, in the longitudinal direction, between a section of the outside bracket <NUM> where the high-rigidity portion 63U, 63D is provided and another portion of the outside bracket <NUM> where the high-rigidity portion 63U, 63D is not provided. Accordingly, by providing the front-side recess portion 61f and the rear-side recess portion 61r at or around this point where the rigidity difference exists of the outside bracket <NUM> in the longitudinal direction, deformation of this point for the fontal-collision load or the downward load can be caused.

Accordingly, the securing of the collision stroke by the deformation, in the vehicle longitudinal direction, of the outside bracket <NUM> and the reducing of the damage degree of the collision object (the pedestrian's protection performance) by the downward deformation of the outside bracket <NUM> in the vehicle frontal collision can be compatibly attained further.

The present invention is not limited to the above-described embodiment, but can be materialized by various modifications. The inclination portion of the present invention is not limited to the inclination portion <NUM> described in the present embodiment which is inclined such that its front side is located on the vehicle outward side, but it may be inclined toward the vehicle inward side. Further, an inclination manner (i.e., being inclined toward the vehicle outward side or toward the vehicle inward side) of the inclination portion of the present invention may be differentiated between the inclination portion provided at the left-side outside bracket and the inclination portion provided at the right-side outside bracket.

Further, while the first angle α is set at <NUM> degrees as shown in <FIG> in the present embodiment, the present invention is not limited to this structure, but the base portion <NUM> may be inclined, similarly to the inclination portion <NUM>, such that its font side is located on the inwards side or on the outward side relative to the fixation portion <NUM>.

Moreover, the fragile portion of the present invention is not limited to the structure of the recess portion (61f, 61r) of the above-described embodiment in which the portion of the upper end portion of the bracket which is located on the rearward side of the recess portion is located at the lower level than the portion of the upper end portion of the bracket which is located on the forward side of the recess portion, but the structure in which the portion located on the forward side is located at the lower level than the portion located on the rearward side may be applied, or the recess portion may be located at the lower level than both of the portion located on the rearward side and the portion located on the froward side.

Claim 1:
A front structure of a vehicle, comprising:
a vehicle-body member (<NUM>, <NUM>) provided at a vehicle-body front portion;
a bumper-face support member (<NUM>) extending in a vehicle width direction in front of the vehicle-body member (<NUM>, <NUM>) and having an attachment portion (18a) where a bumper face (<NUM>) is attached, wherein a bumper face upper (<NUM>) is provided at an upper end portion of the bumper face (<NUM>) and wherein the bumper-face support member (<NUM>) is arranged below the bumper face upper (<NUM>) of the bumper face (<NUM>) and is configured to support the bumper face (<NUM>) from below the bumper face upper (<NUM>); and
plural brackets (<NUM>) fixedly connecting the vehicle-body member (<NUM>, <NUM>) and the bumper-face support member (<NUM>),
wherein
said brackets (<NUM>) are arranged at both outsides, in the vehicle width direction, of a vehicle body, characterised in that
said bracket (<NUM>) comprises an inclination portion (<NUM>) which is inclined such that a front side thereof is positioned on an inward or outward side, in the vehicle width direction, of the bracket (<NUM>), a high-rigidity portion (63U, 63D), at least part of which is positioned at said inclination portion (<NUM>) and which is configured to have high rigidity against an input of a load applied in a vehicle longitudinal direction, and a fragile portion (<NUM>, 61f, 61r) which is configured to be deformable by receiving the input of the load applied in the vehicle longitudinal direction,
said high-rigidity portion (63U, 63D) and said fragile portion (<NUM>, 61f, 61r) are provided adjacently to each other in the vehicle longitudinal direction, and
said bracket (<NUM>) comprises a base portion (<NUM>) which extends forwardly from a fixation portion (<NUM>) of the bracket (<NUM>) to said vehicle-body member (<NUM>, <NUM>) by a first angle (α) in a plan view and said inclination portion (<NUM>) which extends forwardly from a front end portion of said base portion (<NUM>) via a bending portion (<NUM>) by a second angle (β) in the plan view.