Patent ID: 12221044

DETAILED DESCRIPTION OF THE INVENTION

An embodiment of the present invention will be described specifically referring to the drawings. The drawings show a front structure of a vehicle, whereinFIG.1is an upper-face perspective view showing the front structure of the vehicle,FIG.2is a lower-face perspective view showing the front structure of the vehicle,FIG.3is a perspective view showing a plate member, when viewed from a rearward-and-downward side of the vehicle, andFIG.4is a plan view showing a beam member, the plate member, and a lower-side crash can.

Further,FIG.5is an enlarged plan view of a central portion, in a vehicle width direction, ofFIG.4,FIG.6Ais a sectional view take along line A-A ofFIG.4,FIG.6Bis a sectional view take along line B-B ofFIG.4,FIG.6Cis a sectional view take along line C-C ofFIG.4,FIG.7is a perspective view showing a notch and a protrusion face portion, andFIG.8is a perspective vertical-direction sectional view of a major part ofFIG.7. Moreover,FIG.9is a partial plan view showing a relation between a barrier and the protrusion face portion in a predetermined collision mode.

As shown inFIG.1, a dash lower panel (dash panel)1which partitions an engine room from a cabin in a vehicle longitudinal direction is provided, and a pair of front side frames3which extend forwardly from right-and-left both-side portions, in a vehicle width direction, of a tunnel portion2which is formed at the dash lower panel1are provided.

The above-described front side frame3is a vehicle-body rigidity member which has a front-side closed-cross section extending in the vehicle longitudinal direction which is formed by fixedly joining a front side frame inner and a front side frame outer.

An upper-side crash can6(collision-energy absorbing member) extending in the vehicle longitudinal direction is attached to a front end portion of the front side frame3via a plate-shaped set plate4and a plate-shaped attachment plate5. As shown inFIGS.1and2, the upper-side crash can6is attached to the front end portion of each of the right-and-left front side frames3, and a bumper reinforcement7is attached to respective front end portions of a pair of right-and-left upper-side crash cans6.

As shown inFIG.1, the bumper reinforcement7is formed by two members of a plate-shaped bumper plate7awhich is positioned at a front side and a bumper plate7bwhich has a closed-cross section structure and is positioned at a rear side, and the bumper reinforcement7extends in the vehicle width direction in front of the upper-side crash cans6.

As shown inFIG.1, an apron reinforcement8which extends in the vehicle longitudinal direction is provided above the front side frame3and on an outward side, in the vehicle width direction, of the front side frame3. This apron reinforcement8is a vehicle-body strength member which has an apron-reinforcement closed-cross section extending in the vehicle longitudinal direction, a rear portion of which is connected to a hinge pillar directly or indirectly. The hinge pillar is a vehicle-body strength member which has a hinge-pillar closed-cross section extending in a vertical direction of the vehicle which is formed by fixedly joining a hinge pillar inner and a hinge pillar outer.

As shown inFIG.1, a shroud upper panel9is provided to interconnect respective front end portions of the pair of right-and-left apron reinforcements8,8in the vehicle width direction. In the present embodiment, the shroud upper panel9is formed by three members of a shroud-upper central portion9awhich is positioned at a center, in the vehicle width direction, thereof and shroud-upper side portions9b,9cwhich are positioned at right-and-left both sides, in the vehicle width direction, thereof.

Further, as shown inFIGS.1and2, there is provided a connecting member10which connects in the vertical direction a front portion of the front side frame3which is located at a lower side, and the shroud upper panel9and the apron reinforcement8which are located at an upper side.

Moreover, as shown inFIGS.1and2, there is provided a suspension housing11which connects in the vertical direction the apron reinforcement8which is located at the upper side and the front side frame3which is located at the lower side. This suspension housing11comprises a front-suspension tower portion12.

Meanwhile, as shown inFIG.1, a dash-lower reinforcing member13is fixedly joined to a front portion of the dash lower panel1, and a dash-lower closed-cross section which extends in a longitudinal direction of the dash-lower reinforcing member13is formed between the dash-lower reinforcing member13and the dash lower panel1.

The dash-lower reinforcing member13is formed integrally at a front end portion of the tunnel portion2by an arch-shaped portion13awhich is formed in an arch shape along a shape of the tunnel portion2and a horizontal portion13bwhich nearly horizontally extends outwardly, in the vehicle width direction, from a lower end portion of the arch-shaped portion13a.

Herein, as shown inFIGS.1and2, a sub frame (suspension cross member)14is provided at a lower part of the engine room. The sub frame14is formed by a front cross member15as a sub-frame body, a rear cross member16(seeFIG.1) which is positioned on a rearward side, in the vehicle longitudinal direction, of the front cross member15and extends in the vehicle width direction, and right-and-left side members17,17which respectively connect the front cross member15and the rear cross member16in the vehicle longitudinal direction, which are connected together in a frame shape in the plan view.

The above-described front cross member15is configured such that its front portion extends in the vehicle width direction and its right-and-left side portions extend in the vehicle longitudinal direction. Further, the right-and-left side members17extend in the vehicle longitudinal direction.

As shown inFIGS.1and2, a suspension-arm support bracket18to support a vehicle-body-side end portion of a front suspension, not illustrated, is attached to a front portion of the side member17. Further, as shown in the same figures, an extension member19which extends forwardly is provided at a front end portion of the side member17.

The extension member19is formed in a hollow shape by combining an upper-split member and a lower-split member so as to have a closed-cross section therebetween, and configured such that a width, in the vehicle width direction, of a front portion of the extension member19is wider than that of a rear portion of the extension member19.

The extension member19is provided at the front end portion of each of the pair of right-and-left side members17,17, a cross member20which extends in the vehicle width direction is provided between respective front portions of the pair of right-and-left extension members19,19.

As shown inFIG.2, a lower-side crash can23(collision-energy absorbing member) which extends in the vehicle longitudinal direction is attached to a front end portion of each of the extension members19,19via a plate-shaped set plate21and a plate-shaped attachment plate22. A beam member24extending in the vehicle width direction (specifically, a perimeter beam) is attached to respective front end portions of a pair of right-and-left lower-side crash cans23.

As shown inFIGS.6A,6B and6C, the beam member24is formed such that a front wall24a, a rear wall24b, an upper wall24c, and a lower wall24dare combined together in a rectangular frame shape, a partition wall24ewhich is parallel to the upper-and-lower walls24c,24dis formed between the front wall24aand the rear wall24b, whereby two closed-cross sections25,26are formed. The beam member24can be made of an aluminum-made or aluminum-alloy-made extrusion molding member.

That is, as shown inFIG.2, the beam member24is a member which is positioned in front of the sub frame14and has the closed-cross sections25,26extending in the vehicle width direction. Further, the beam member24comprises, as shown inFIG.4, a central portion27which is positioned at a central side, in the vehicle width direction, of the beam member24and extends in the vehicle width direction and both-end portions28,28which are positioned on both sides, in the vehicle width direction, of the central portion27and configured to extend obliquely outwardly-and-rearwardly from both-side ends (see border portions β described later) of the central portion27in the plan view.

As shown inFIGS.1,2and6, there is provided a lower stiffener30as a plate member which extends forwardly from the beam member24. This lower stiffener30is made of resin and configured such that its front end reaches a position close to a back face of a front bumper face (not illustrated), and this lower stiffener30is a so-called foot sweeping member which prevents a portion around an ankle of a pedestrian's foot from coming into a lower side of the vehicle when the vehicle contacts (collides against) a pedestrian.

As shown inFIGS.3,4and6, the lower stiffener30comprises a vertical face portion31which is provided along a front face portion of the beam member24, plural fixation portions32which fix the vertical face portion31to the beam member24, a body portion33which extends forwardly from the vertical face portion31including the fixation portions32, and a front end portion34which is positioned at a front end of the body portion33and configured to have high rigidity against a load applied in the longitudinal direction than the body portion33.

Further, as shown in the same figures, the lower stiffener30comprises protrusion face portions35which are forwardly spaced from the vertical face portion31. As shown inFIGS.3and6, the vertical face portion31extends in the vertical direction in a side view, and as shown inFIG.4, the vertical face portion31is formed in the plan view such as it extends along a front face of the central portion27of the beam member24and front faces of the both-end portions28,28of the bean member24.

As shown inFIG.3, the plural (six, in the present embodiment) fixation portions32to fix the vertical face portion31to the beam member24are provided such that they are positioned at intervals in the vehicle width direction. Herein, the number of the plural fixation portions32is not to be limited to six, and any number more than or less than six is applicable. The fixation portions32are fixed to the front face portion of the beam member24by using the plural fixation members36shown inFIG.1.

As shown inFIGS.6A,6B and6C, the body portion33extends forwardly from the vertical face portion31including the fixation portions32substantially perpendicularly to the vertical face portion31. Further, as shown in the same figures, the body portion33is configured to have a liner shape in a vehicle side view.

As shown inFIGS.6A,6B and6C, the front end portion34configured to have the higher rigidity against the longitudinal load than the body portion33comprises a rear-side inclined piece portion37which extends obliquely forwardly-and-downwardly from the front end of the body portion33, a front-side inclined piece portion38which extends obliquely forwardly-and-upwardly from a lower end of the rear-side inclined piece portion37, and a front piece portion39which extends substantially just upwardly from an upper end of the front-side inclined piece portion38.

That is, the front end portion34is formed by the above-described respective piece portions37,38,39as shown by an enclosing imaginary line inFIG.6A. Moreover, the front end portion34comprises, as shown inFIGS.6A,6B and6C, a front-end-portion upper section34U which is located above the body portion33and a front-end-portion lower section34L which is located below the body portion33, and the front-end-portion upper section34U is positioned on the forward side of the front-end-portion lower section34L.

In the present embodiment, the front-end-portion upper section34U is formed by the front piece portion39, and the front-end-portion lower section34L is formed by both of the rear-side inclined piece portion37and the front-side inclined piece portion38. Thereby, even if the vehicle collides against the pedestrian from any direction, the front end portion34transmits the load to the body portion33so as to allow the body portion33to be deformed with a constant load, so that an appropriate reaction force is generated.

Further, in the vehicle frontal collision, since a load input happens at the front-end-portion upper section34U earlier than the front-end-portion lower section34L, there occurs a moment to cause the upper end of the front end portion34to rotate such that its rear side is moved more downwardly, so that the body portion33is deflected downwardly. Thereby, the body portion33is suppressed from being crushed at the front face of the beam member24.

That is, even if the lower stiffener30is applied to the beam member24having the closed-cross sections25,26, the pedestrian-protection performance and the vehicle-parts (e.g., a cooling member) damage suppression in the vehicle light collision are compatibly attained.

Moreover, as shown inFIGS.6A,6B and6C, the front end portion34comprises the front-end-portion lower section34L which protrudes downwardly from the front end of the body portion33and the front-end-portion upper section34U which is positioned at a front end of the front-end-portion lower section34L, specifically at a front end of the front-side inclination piece portion38. Thereby, a border portion α between the front end of the body portion33and a rear end of the front-end-portion lower section34L becomes a bending causing point where the front end portion34is rotated in the vehicle frontal collision.

Also, as shown inFIGS.6A,6B and6C, the front end portion34is configured to have a forwardly-inclined shape, in a so-called forward-and-upward direction, such that its front side is located at a higher level than its rear side. Thereby, the moment to cause the upper end of the front end portion34, specifically an upper end of the front piece portion39, to rotate such that its rear side is moved more downwardly becomes larger, so that the downward deflection of the body portion33is secured.

Moreover, according to the above-described forwardly-inclined shape, a stroke of the rearward rotation of the front end portion34can be secured sufficiently, so that the front end portion is suppressed from interfering with the body portion33, thereby allowing the sufficient rotation of the front end portion34.

As shown inFIGS.3and6A, a hook portion40to be inserted into a hole portion24fwhich is formed at the front wall24aof the beam member24is integrally formed at a back face of a central portion, in the vehicle width direction, of the vertical face portion31of the lower stiffener30such that it protrudes rearwardly. By inserting the hook portion40into the hole portion24f, temporary attaching and positioning of the lower stiffener30is attained when the lower stiffener30is assembled to the beam member24.

As shown inFIGS.4,5and6A-6C, there are provided ribs41which connect the front end of the front end portion34and the front end of the body portion33. As shown inFIG.6C, the rib41comprises a front piece, a rear piece, a lower piece, and an upper piece, the front piece of the rib41contacts a back face of the front piece portion39, the rear piece of the rib41contacts a front face of the rear-side inclination piece portion37, the lower piece of the rib41contacts an upper face of the front-side inclination piece portion38, and the upper piece of the rib41is inclined such that its front side is located at the higher level than its rear side so as to connect the upper end of a front piece portion39and the front end of the body portion33. The ribs41are integrally formed at the front end portion34.

As shown inFIG.4, the plural ribs41are provided at the lower stiffener30at intervals in the vehicle width direction with a prescribed distance between the two. Thereby, the front end portion34is configured to have the high rigidity with a simple structure.

Herein, the lower stiffener30is configured to control a reaction force to the pedestrian by means of the high-rigidity front end portion34which performs a function of receiving the load and the body portion33which performs a function of deformation.

As shown inFIG.5which is an enlarged view of the central portion, in the vehicle width direction, ofFIG.4, the rib41which is provided at a position, in the vehicle width direction, of the front end portion34which corresponds to the central portion27of the beam member24is configured to extend obliquely outwardly-and-rearwardly in the plan view. Herein, inFIG.5, an obliquely-extending direction of each of the ribs41is illustrated by an imaginary extension line for clarification.

Thus, by configuring the rib41provided at the position, in the vehicle width direction, of the front end portion34which corresponds to the central portion27of the beam member24to extend obliquely outwardly-and-rearwardly in the plan view, the rib41is crushed completely. If this rib is configured to extend straightly in the longitudinal direction, the rib resists the vehicle-frontal collision load to a considerably-large extent, so that this rib may not be crushed completely, that is, part of the rib may remain uncrushed. Meanwhile, since the rib41of the present embodiment is inclined relative to the vehicle longitudinal direction as described above, falling down of the rib41is promoted, so that the rib's complete crushing is promoted.

Specifically, as shown inFIG.5, the ribs41which are positioned on the right side, in the vehicle width direction, of a center line30CL, in the vehicle width direction, of the lower stiffener30extend obliquely rightwardly-and-rearwardly, whereas the ribs41which are positioned on the left side, in the vehicle width direction, of the center line30CL, in the vehicle width direction, of the lower stiffener30extend obliquely leftwardly-and-rearwardly. Thereby, the ribs41are configured such that the rib's complete crushing is promoted.

As shown inFIGS.2,3and6C, the body portion33of the lower stiffener30is configured to have a liner shape extending in the vehicle longitudinal direction, and lower ribs42which connect the vertical face portion31including the fixation portions32and the front end portion34are provided at a lower face of the body portion33of the lower stiffener30. In the present embodiment, the plural lower ribs42which respectively connect the front end portion34and the vertical face portion31in the vehicle longitudinal direction are provided at intervals in the vehicle width direction at the lower face of the body portion33at respective positions which correspond to the both-end portions28of the bead member24in the vehicle longitudinal direction.

Herein, at a position where an under-cover attachment portion described later (see reference number43shown inFIGS.7and8) is provided, the lower ribs42are provided at the lower face of the body portion33such that they connect the front end portion34and the under-cover attachment portion43in the vehicle longitudinal direction.

Thereby, the reaction force in the pedestrian's protection is adjusted by the lower ribs42. Specifically, the reaction force in the pedestrian's protection can be adjusted by changing the number of the lower ribs42or the thickness of the lower ribs42.

Further, since the rigidity of the body portion33is improved by the lower ribs42, the body portion33is securely deflected downwardly without buckling or bending in the vehicle frontal collision. Further, as shown inFIG.6C, a lower end of the lower rib42is located at the higher level than a lower end of the front-end-portion lower section34L of the front end portion34.

Thereby, the rotation of the front end portion34in the vehicle frontal collision is not hindered by the lower rib42. Further, the collision reaction force in the pedestrian protection is adjusted by the lower rib42.

The under-cover attachment portions43which extend downwardly are provided at the base portion (i.e., a root portion) of the body portion33of the lower stiffener30as shown inFIGS.2and3. As shown in the same figures, the under-cover attachment portions43are provided at intervals in the vehicle width direction.

As shown inFIGS.7and8, the under-cover attachment portion43comprises a pair of right-and-left side walls43a,43awhich face each other in the vehicle width direction with a prescribed distance, a front wall43bwhich interconnects respective front end portions of the right-and-left side walls43ain the vehicle width direction, and a bottom wall43cwhich interconnects respective lower end portions of the right-and-left side walls43ain the vehicle width direction.

The under-cover attachment portion43is formed by the above-described respective walls43a,43b,43cin a boxy shape which is opened forwardly and upwardly. Also, the bottom wall43cof the under-cover attachment portion43becomes an attaching (mounting) seat for attaching an under cover50shown inFIGS.10-13.

As shown inFIGS.6C,7and8, a notch44is formed at a base portion of the under-cover attachment portion43. As shown inFIGS.7and8, this notch44is formed such that a lower side of the above-described vertical face portion31is cutout partially, corresponding to an upper side between the pair of right-and-left side walls43aof the under-cover attachment potion43.

Thereby, since the notch44becomes a fragile portion, the body portion33is bent downwardly with a supporting point of the base portion, i.e., the root portion, of the body portion33because the notch44becomes a bending causing point. Thereby, a position where a tip-side part of the body portion33remains uncrushed is moved downwardly.

Herein, as shown inFIGS.4and9, the protrusion face portion35is provided at a part of the vertical face portion31, and comprises an upper wall35aand right-and-left side walls35b,35bsuch that it is formed in a boxy shape. In other words, the protrusion face portion35is formed at the vertical face portion31via the upper wall35aand the right-and-left side walls35b,35bsuch that it is forwardly spaced apart from the vertical face portion31. As shown inFIGS.7and8, a vehicle rearward side and a vehicle downward side of the protrusion portion35are opened.

Further, as shown inFIG.6B, the protrusion face portion35comprises a protrusion-face-portion upper section35U which is located at the higher level than an upper end of the front-end-portion upper section34U and a protrusion-face-portion lower section35L which is located at a lower level than an upper end of the front-end-portion upper section34U.

In the present embodiment, as shown inFIG.6B, the protrusion-face-portion lower section35L is set at the same level, in the vehicle vertical direction, as the front-end-portion upper section34U. The protrusion-face-portion lower section35L is configured to have the lower strength against the collision load applied from the vehicle forward side than the protrusion-face-portion upper section35U.

Specifically, as shown inFIGS.6B,7and8, plural ribs45extending in the vertical direction as a high-rigidity portion are arranged in an upper area of the above-described boxy shape (i.e., an area of the protrusion-face-portion upper section35U), and a lower area of the boxy shape is configured to be a hollow46.

Thereby, even if the front end portion34is retreated by the rearward load and the front-end-portion lower section34L remains uncrushed partially, the front face of the beam member24is moved back just straightly by the protrusion-face-portion upper section35U of the protrusion face portion35protruding forwardly, so that the beam member24is suppressed from being rotated.

Further, by arranging the vertical rib45in the upper area of the boxy shape and forming the hollow46in the lower area of the boxy shape, the protrusion-face-portion lower section35L is configured such that it has the lower strength against the collision load applied from the vehicle forward side than the protrusion-face-portion upper section35U with a simple structure.

As shown inFIGS.7and8, the plural vertical ribs45are provided at intervals in the vehicle width direction. Further, the vertical ribs45extend downwardly from the upper wall35aof the protrusion face portion35and supported by a lateral crosspiece47which extends laterally between the right-and-left side walls35b,35bat their lower portions.

As shown inFIG.4, the protrusion face portion35is provided, in the vehicle width direction, at a location of the lower stiffener30which corresponds to an area between the border portion β between the central portion27and each of the both-end portions28of the beam member24and a position of an inward-side end portion, in the vehicle width direction, of the lower-side crash can23. In the present embodiment, the protrusion face portion35is provided, in the vehicle width direction, at a location adjacent to the inward-side end position, in the vehicle width direction, of the lower-side crash can23.

Thereby, since the protrusion face portion35hits against a barrier BRA earlier than the vertical face portion31when the barrier BRA intrudes in a collision mode determined by the MPDB collision test (seeFIG.9), the crushing is controllable.

As shown inFIGS.4and9, a central portion, in the vehicle width direction, of the boxy shape of the protrusion face portion35protrudes forwardly as a central protrusion portion35c. Thereby, in the vehicle frontal collision, the portion protruding forwardly (see the central protrusion portion35c) previously hits against the barrier BAR (seeFIG.9), so that the front face of the protrusion face portion35is crushed substantially uniformly.

Meanwhile, as shown inFIGS.6A-6C, the front end portion34comprises the front-end-portion upper section34U which is located above the body portion33and the front-end-portion lower section34L which is located below the body portion33. The front-end-portion upper section34U is positioned on the vehicle forward side of the front-end-portion lower section34L and protrudes highly relative to the body portion33.

Thereby, in the vehicle frontal collision, the upper end of the front end portion34is rotated such that its rear side is moved more downwardly, so that the body portion33is deflected downwardly. Consequently, the part of the front end portion34which remains uncrushed is moved below the vertical face portion31.

FIG.10is a schematic side view showing deformation at a first stage in the vehicle frontal collision,FIG.11is a schematic side view showing deformation at a second stage in the vehicle frontal collision,FIG.12is a schematic side view showing deformation at a third stage in the vehicle frontal collision, andFIG.13is a schematic side view showing deformation at a fourth stage in the vehicle frontal collision. Hereafter, the respective deformations in the vehicle frontal collision will be described referring toFIGS.10-13.

Deformation at First Stage Shown inFIG.10

At the first stage of the vehicle frontal collision, the frontal-collision load is inputted to the front-end-portion upper section34U earlier than the front-end-portion lower section34L of the front end portion34of the lower stiffener30, the upper end of the front end portion34is rotated with a support point of the border portion α such that its rear side is moved more downwardly as shown by an arrow a inFIG.10, and this moment causes the body portion33to be deflected downwardly as shown by an arrow b inFIG.10.

Deformation at Second Stage Shown inFIG.11

Since the base portion of the body portion33of the lower stiffener30is configured to be fragile by forming the notch44, at the second stage of the vehicle frontal collision, as shown inFIG.11, the body portion33is bend downwardly with the support point of the base portion, i.e., the root portion, of the body portion33, so that the position of the front end portion34which remains uncrushed is moved downwardly. Further, the under-cover attachment portion43is rotated rearwardly with the support point of the part where the notch44is formed so as not to hinder the downward move of the body portion33.

Deformation at Third Stage Shown inFIG.12

Since members (see the protrusion face portion35and the vertical ribs45of the upper section35U) which are substantially equivalent to the uncrushed-remaining degree of the front end portion34of the lower stiffener30moving rearwardly is provided at the rear portion of the lower stiffener30, at the third stage of the vehicle frontal collision, the uncrushed-remaining degree of the front-face side of the beam member24becomes substantially uniform as show inFIG.12.

Deformation at Fourth Stage Shown inFIG.13

The above-described uniformizing moves back the beam member24just straightly and axially compresses the lower-side crash can23, thereby absorbing the collision energy properly.

In the drawings, an arrow F shows the vehicle forward side, an arrow R shows the vehicle rearward side, an arrow IN shows the inward side in the vehicle width direction, and an arrow OUT shows the outward side in the vehicle width direction, and an arrow UP shows the vehicle upward side.

As described above, the front structure of the vehicle according to the present embodiment comprises the beam member24positioned in front of the sub frame14and having the closed-cross sections25,26extending in the vehicle width direction, and the plate member (the lower stiffener30) extending forwardly from the beam member24, wherein the plate member (the lower stiffener30) comprises the vertical face portion31provided along the front face portion of the beam member24, the body portion33extending forwardly from the vertical face portion31, the front end portion34positioned at the front end of the body portion33and configured to have the higher rigidity against the load applied in the longitudinal direction than the body portion33, and the protrusion face portion35provided to be forwardly spaced apart from the vertical face portion31, the front end portion34of the plate member (the lower stiffener30) comprises the front-end-portion upper section34U located at the higher level than the body portion33, the protrusion face portion35comprises the protrusion-face-portion upper section35U located at the higher level than the upper end of the front-end-portion upper section34U and the protrusion-face-portion lower section35L located at the lower level than the upper end of the front-end-portion upper section34U, and the protrusion-face-portion lower section35L is configured to have the lower strength against the collision load applied from the vehicle forward side than the protrusion-face-portion upper section45U (seeFIGS.1,2and6A-6C)

According to this structure, even if the vehicle collides against the pedestrian from any direction, the front end portion34of the plate member transmits the collision load to the body portion33so as to allow the body portion33to be deformed with a constant load. Thereby, an appropriate reaction force can be generated.

Further, in the vehicle frontal collision, even if the front end portion34is retreated by the rearward load and the protrusion-face-portion lower section35L remains uncrushed partially, since the protrusion-face-portion lower section35L is configured to have the lower strength against the collision load applied from the vehicle forward side than the protrusion-face-portion upper section35U, the protrusion-face-portion lower section35L can be deformed rearwardly. Consequently, the front face of the beam member24is moved back just straightly because of an uncrushed-remaining structure of the front end portion34which is created between the protrusion-face-portion upper section35U of the protrusion face portion35protruding forwardly and the protrusion-face-portion lower section35L deformed rearwardly, so that the beam member24can be suppressed from being rotated.

That is, even if the plate member (the lower stiffener30) is applied to the beam member24having the closed-cross sections25,26, the pedestrian-protection performance and the vehicle-parts damage suppression in the vehicle light collision can be compatibly attained.

Further, in the present embodiment, the protrusion face portion35is provided at a part of the vertical face portion31and comprises the upper wall35aand the right-and-left side walls35bsuch that the protrusion face portion35is formed in the boxy shape, and the high-rigidity portion (see the vertical ribs45) is provided in the upper area of the boxy shape and the lower area of the boxy shape is configured to be the hollow46(seeFIGS.6A-6C and8). According to this structure, a structure in which the protrusion-face-portion lower section35L has the lower strength against the collision load applied from the vehicle forward side than the protrusion-face-portion upper section35U can be materialized with a simple structure.

Moreover, in the present embodiment, the lower-side crash can23which is connected to the beam member24is provided in front of the sub frame14, the beam member24comprises the central portion27which is positioned at the central side, in the vehicle width direction, of the beam member24and extends in the vehicle width direction and the both-end portions28which extend obliquely outwardly-and-rearwardly from the right-and-left both ends of the central portion27in the plan view, and the protrusion face portion35is provided between the border portion β between the central portion27and each of the both-end portions28and the position of the inward-side end portion, in the vehicle width direction, of the lower-side crash can23(seeFIG.4). According to this structure, since the protrusion face portion35hits against the barrier BAR earlier than the vertical face portion31when the barrier BAR intrudes, crushing control can be properly attained.

Also, in the present embodiment, the boxy shape of the protrusion face portion35is configured such that the center, in the vehicle width direction, thereof protrudes forwardly (see the central protrusion portion35c) (seeFIGS.4and9). According to this structure, the forwardly-protrusion portion (see the central protrusion portion35c) of the boxy shape hits against the barrier BAR first (seeFIG.9), so that the front face of the protrusion face portion35can be crushed substantially uniformly.

Additionally, in the present embodiment, the front end portion34comprises the front-end-portion upper section34U located at the higher level than the body portion33and the front-end-portion lower section34L which is located at the lower level than the body portion33, and the front-end-portion upper section34U is positioned on the vehicle forward side of the front-end-portion lower section34L and protrude highly relative to the body portion33(seeFIGS.6A-6C).

According to this structure, the upper end of the front end portion34can be rotated such that its rear side is moved more downwardly in the vehicle frontal collision, so that the body portion33is so deflected downwardly that the part of the front end portion34which remains uncrushed can be moved below the vertical face portion31.

Further, in the present embodiment, the ribs41which connect the front end of the front end portion34and the body portion33are provided (seeFIGS.6A-6C). According to this structure, the front end portion34can be made to have the high rigidity with a simple structure. The collision load can be properly received by this high-rigidity front end portion34in the pedestrian's protection.

In correspondence of the present invention to the above-described embodiment, the plate member of the present invention corresponds to the lower stiffener30of the embodiment. Likewise, the high-rigidity portion corresponds to the vertical rib45. However, the present invention is not to be limited to the above-described embodiment but can be materialized in a various manners.

For example, while the engine-driven vehicle provided with the engine room is exemplified in the embodiment, the present invention is applicable to an electric vehicle provided with a motor room.

As described above, the present invention is useful for the front structure of the vehicle which comprises the beam member positioned in front of the sub frame and having the closed-cross section extending in the vehicle width direction and the plate member extending forwardly from the beam member.