CN214356285U

CN214356285U - Vehicle front structure

Info

Publication number: CN214356285U
Application number: CN202120267004.1U
Authority: CN
Inventors: 金田一哲圣
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2021-01-29
Filing date: 2021-01-29
Publication date: 2021-10-08
Anticipated expiration: 2031-01-29

Abstract

The utility model provides a vehicle front structure. The vehicle front structure is provided with an engine arranged in an engine compartment, a vehicle body component arranged on the side surface of the engine, an electric component arranged in a space between the engine and the vehicle body component, and a connecting bracket for connecting the electric component and the vehicle body component, wherein the connecting bracket comprises a 1 st bracket for connecting the end part of the electric component on the outer side in the vehicle width direction and the vehicle body component; and a second bracket 2 that is connected to the vehicle body member at a position on the vehicle width direction inner side of the outer end portion of the electrical component in the vehicle width direction, and has a higher rigidity in the vehicle width direction than the first bracket 1. Based on the above structure of the utility model, can prevent that the electric parts that lie in between automobile body component and the engine receive the extrusion and the damaged condition takes place when the vehicle takes place the side collision.

Description

Vehicle front structure

Technical Field

The utility model relates to a vehicle front portion structure.

Background

Conventionally, an engine and electrical components such as a Power Control Unit (P CU) are mounted in an engine compartment of a hybrid vehicle or the like. In a vehicle having a small height dimension in the engine compartment, the electric component is disposed on a side surface (outside in the vehicle width direction) of the engine. That is, the electric component is disposed between the engine and a vehicle body member such as an upper member (a frame member disposed on a vehicle body side surface).

With the above arrangement, when the vehicle is involved in a side collision and the vehicle body member is deformed inward in the vehicle width direction, the electric components located between the vehicle body member and the engine are pressed, and the electric components may be damaged.

SUMMERY OF THE UTILITY MODEL

In view of the above, an object of the present invention is to provide a vehicle front structure that can prevent damage to electrical components when a side collision occurs in a vehicle.

As a means for solving the above-described problems, the present invention provides a vehicle front structure including an engine disposed in an engine compartment, a vehicle body member disposed on a side surface of the engine, an electric component disposed in a space between the engine and the vehicle body member, and a connecting bracket connecting the electric component and the vehicle body member, characterized in that: the connecting bracket includes a 1 st bracket for connecting an outer end of the electric component in the vehicle width direction with the vehicle body member; and a second bracket 2 that is connected to the vehicle body member at a position on the vehicle width direction inner side of the outer end portion of the electric component in the vehicle width direction, and has a higher rigidity in the vehicle width direction than the first bracket 1.

The utility model discloses an above-mentioned vehicle front portion structure's advantage lies in, can prevent that electrical component is damaged when the vehicle takes place the side collision. When a side collision occurs in the vehicle, the vehicle body member deforms inward in the vehicle width direction due to the side collision load, and the side collision load acts on the 1 st bracket and the 2 nd bracket. Since the rigidity of the 2 nd bracket in the vehicle width direction is higher than the rigidity of the 1 st bracket in the vehicle width direction, the amount of compression deformation of the 2 nd bracket (the amount of deformation in the vehicle width direction) is smaller than that of the 1 st bracket. That is, the amount of change in the dimension of the 2 nd bracket in the vehicle width direction is smaller than the amount of change in the dimension of the 1 st bracket in the vehicle width direction. Therefore, the amount of change in the distance (distance is reduced) from the vehicle body member to the connection position between the electric component and the 2 nd bracket (a portion on the vehicle width direction inner side of the vehicle width direction outer end portion of the electric component) is smaller than the amount of change (distance is reduced) in the distance from the vehicle body member to the connection position between the electric component and the 1 st bracket (the vehicle width direction outer end portion of the electric component) that moves to the vehicle width direction inner side due to the side collision load. Since there is a difference in the amount of change in the distance, the electric component does not move horizontally inward in the vehicle width direction, but its end portion on the vehicle width direction inner side moves upward (tilts upward). Since the posture of the electric component is changed to an inclined posture in which the end portion on the inner side in the vehicle width direction is tilted upward, the electric component can be prevented from being damaged by being pressed by the vehicle body member and the engine.

In the vehicle front structure according to the present invention, it is preferable that the vehicle front structure further includes a 3 rd bracket that connects a lower vehicle body member disposed below the 2 nd bracket to the 2 nd bracket, and a separation mechanism that is provided at a fixed connection portion between the 2 nd bracket and the 3 rd bracket and separates the 2 nd bracket from the 3 rd bracket when the 2 nd bracket moves inward in the vehicle width direction.

With the above configuration, when the 2 nd bracket moves inward in the vehicle width direction due to the side collision load, the 2 nd bracket is detached from the 3 rd bracket. Therefore, the 2 nd carriage can move freely without being restricted by the 3 rd carriage. In this way, the posture of the electrical component can be changed in accordance with the movement of the 2 nd bracket, and therefore, the posture change of the electrical component due to the difference in the compression deformation amount of each bracket can be ensured, and the electrical component can be reliably prevented from being pressed between the vehicle body member and the engine.

In the vehicle front structure according to the present invention, it is preferable that the detaching mechanism includes an opening formed in the 2 nd bracket or the 3 rd bracket, and a bolt inserted into the opening to fasten the 2 nd bracket and the 3 rd bracket to each other, and when the 2 nd bracket moves inward in the vehicle width direction, the bolt moves relative to the opening to detach the 2 nd bracket from the 3 rd bracket.

With the above configuration, the 2 nd bracket can be surely detached from the 3 rd bracket when the vehicle is involved in a side collision.

In the vehicle front structure according to the present invention, it is preferable that a block member that blocks a space between an end portion of the 2 nd bracket on the outside in the vehicle width direction and a vehicle body panel on the outside in the vehicle width direction than the end portion is provided.

With the above configuration, when a side collision load acts on the vehicle body panel and deforms the vehicle body panel inward in the vehicle width direction, the block member is disposed between the vehicle body panel and the vehicle width direction outer end portion of the 2 nd bracket, so the amount of movement by which the 2 nd bracket moves inward in the vehicle width direction is substantially the same as the amount of movement by which the vehicle body panel moves inward in the vehicle width direction. This increases the amount of movement of the 2 nd bracket to move inward in the vehicle width direction, and a large distance difference can be obtained. As a result, the posture of the electric component can be changed by moving the end portion of the electric component on the inner side in the vehicle width direction upward, and the electric component can be reliably prevented from being pressed between the vehicle body member and the engine.

Drawings

Fig. 1 is a front view showing a schematic structure of a right portion in an engine compartment of a vehicle according to an embodiment of the present invention.

Fig. 2 is a schematic diagram for explaining a change in the attitude of the PCU when the vehicle undergoes a side collision in the present embodiment.

Fig. 3 is a front view showing a schematic structure of a right portion in an engine compartment of a vehicle according to a first modification.

Fig. 4 is an exploded perspective view showing a separation mechanism between the 2 nd bracket and the 3 rd bracket in the first modification.

Fig. 5 is a perspective view for explaining a disengaging operation of the 2 nd bracket at the time of a side collision of the vehicle in the first modification.

Fig. 6 is a schematic diagram for explaining a change in the attitude of the PCU when a side collision occurs in the vehicle in the first modification.

Fig. 7 is a front view showing a schematic structure of a right portion in an engine compartment of a vehicle according to a second modification.

Fig. 8 is an exploded perspective view showing a detaching mechanism between the 2 nd bracket and the 3 rd bracket in the second modification.

Fig. 9 is a front view showing a schematic structure of a right portion in an engine compartment of a vehicle according to a third modification.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a hybrid vehicle will be described.

Fig. 1 is a front view showing a schematic structure of a right portion in an engine compartment 1 of a vehicle in the present embodiment. In fig. 1, the direction of arrow HR indicates the right side in the vehicle width direction, and the direction of arrow UP indicates the upward direction.

As shown in fig. 1, an engine 2 and a PCU3 as an electric component are disposed in an engine compartment 1. The engine 2 is an internal combustion engine as a power source for running of the vehicle. PCU3 is a device that converts electric power stored in a battery, not shown, into electric power for a drive motor. The P CU3 is configured such that an inverter and a boost converter are incorporated in the housing 31.

An upper member 4 is provided at a side portion in the vehicle width direction in the engine compartment 1. The upper member 4 is a vehicle body frame member extending in the vehicle length direction, and constitutes an upper end edge of the engine compartment 1. The upper beam 4 has a rectangular closed cross-sectional structure.

On the outer side (outer side in the vehicle width direction) of the upper member 4, a fender outer panel 81 and a fender inner panel 82 are provided. In fig. 1, the wing outer panel 81 and the wing inner panel 82 are indicated by two-dot chain lines.

A skirt panel 5 is joined to an inner side surface (a surface facing the inside in the vehicle width direction) 41 of the upper member 4. The skirt panel 5 constitutes a wheel house for accommodating a front wheel (not shown). The skirt panel 5 includes a 1 st vertical portion 51, an extension portion 52, and a 2 nd vertical portion 53. The upper end of the 1 st vertical portion 51 is joined to the inner side surface 41 of the upper beam 4 and extends in the vertical direction. The extending portion 52 extends inward in the vehicle width direction and is connected to a lower end of the 1 st vertical portion 51. The 2 nd vertical portion 53 is connected to the vehicle width direction inner side end of the extending portion 52 and extends downward. The lower end of the 2 nd vertical portion 53 is joined to a front side frame, not shown.

The PCU3 is provided in a space between the engine 2 and the upper beam 4. That is, the PC U3 is located on the vehicle width direction outer side of the engine 2 and the vehicle width direction inner side of the upper member 4. P CU3 is supported by bracket 1 and

bracket

2, 6.

The 1 st bracket 6 connects the vehicle width direction outer end portion of the PCU3 to the upper beam 4. Specifically, a flange 32 is provided on the outer surface of the housing 31 of the PCU3 in the vehicle width direction. The 1 st bracket 6 is formed of an L-shaped metal plate and includes a horizontal portion 61 and a vertical portion 62. The horizontal portion 61 overlaps the lower surface of the flange 32 of the PCU3, and is fixedly connected to the flange 32 by bolts. The vertical portion 62 is welded to the inner side surface 41 of the upper beam 4.

The 2 nd bracket 7 connects a portion on the vehicle transverse direction inner side of the bottom surface 33 of the case 31 of the PCU3 with the 2 nd vertical portion 53 of the apron panel 5. Specifically, the 2 nd bracket 7 includes an upper connection portion 71, a 1 st vertical portion 72, a 1 st inclined portion 73, a 2 nd vertical portion 74, a 2 nd inclined portion 75, and a lower connection portion 76. Upper connection portion 71 overlaps a portion of bottom surface 33 of PCU3 on the vehicle width direction inner side, and extends in the horizontal direction. The upper connecting portion 71 is fixed to the bottom surface 33 of the PCU3 by a bolt. The lower connecting portion 76 overlaps the 2 nd vertical portion 53 of the skirt panel 5 and extends in the vertical direction. The lower connecting portion 76 is welded to the 2 nd vertical portion 53 of the skirt panel 5. The 1 st vertical portion 72 extends vertically downward from the vehicle width direction outer end of the upper connecting portion 71. The 1 st inclined portion 73 extends obliquely downward from the lower end of the 1 st vertical portion 72 toward the outside in the vehicle width direction. The 2 nd vertical part 74 extends vertically downward from the lower end of the 1 st inclined part 73. The 2 nd inclined portion 75 extends obliquely downward from the lower end of the 2 nd vertical portion 74 toward the outside in the vehicle width direction. The lower end of the 2 nd inclined portion 75 is connected to the lower connecting portion 76. Thus, in the above structure, the upper member 4 and the skirt panel 5 correspond to the vehicle body member of the present invention.

In the vehicle front structure of the present embodiment, the rigidity of the 2 nd bracket 7 in the vehicle width direction is higher than the rigidity of the 1 st bracket 6 in the vehicle width direction. Therefore, when a side collision of the vehicle occurs and a side collision load acts on each

bracket

6, 7, the amount of compressive deformation of the 2 nd bracket 7 in the vehicle width direction is smaller than the amount of compressive deformation of the 1 st bracket 6 in the vehicle width direction. Specifically, for example, by setting the thickness dimension of the 2 nd bracket 7 to be larger than the thickness dimension of the 1 st bracket 6; or, the 2 nd bracket 7 is made of a material having a rigidity higher than that of the 1 st bracket 6, so that the 2 nd bracket 7 has a rigidity in the vehicle width direction higher than that of the 1 st bracket 6.

Next, a case when a vehicle has a side collision will be described. Fig. 2 is a schematic diagram for explaining a change in the posture of the PCU3 when a side collision of the vehicle occurs. As shown in fig. 2, when the vehicle is involved in a side collision, a side collision load acts on the 1 st bracket 6 via the upper beam 4. At the same time, the side collision load is also applied to the 2 nd bracket 7 via the upper beam 4 and the skirt panel 5. In this situation, as described above, since the rigidity of the 2 nd bracket 7 in the vehicle width direction is higher than the rigidity of the 1 st bracket 6 in the vehicle width direction, the amount of compression deformation of the 2 nd bracket 7 in the vehicle width direction is smaller than the amount of compression deformation of the 1 st bracket 6 in the vehicle width direction. That is, the dimension of the 1 st bracket 6 in the vehicle width direction is greatly reduced, while the dimension of the 2 nd bracket 7 in the vehicle width direction is almost unchanged, and therefore the 2 nd bracket 7 moves inward in the vehicle width direction. Therefore, the amount of change in the distance between the upper beam 4 to PCU3 and the 2 nd bracket 7 (the portion on the vehicle width direction inner side of the vehicle width direction outer end portion of PCU 3) is smaller than the amount of change in the distance between the connecting portions between the upper beam 4 to PCU3 and the 1 st bracket 6 (the vehicle width direction outer end portion of PCU 3) that move toward the vehicle width direction inner side due to the side collision load. As a result, the PCU3 does not move horizontally inward in the vehicle width direction but moves upward at the end portion on the vehicle width direction inner side of the PCU3 because of the difference in the amount of change in the distance. By thus changing the attitude of PCU3 (to the inclined attitude in which the vehicle width direction inner side end portion of PCU3 is raised), the vehicle width direction inner side end portion of PCU3 can be positioned higher than the upper end of engine 2. As a result, the PCU3 can be prevented from being pressed between the upper beam 4 and the engine 2, and the PCU3 can be prevented from being damaged.

< modification example one >

Next, a first modification will be described. Fig. 3 is a front view showing a schematic configuration of a right portion in the engine compartment 1 of the vehicle according to the present modification. As shown in fig. 3, in the present modification, the 2 nd bracket 7 includes a fixing portion 7A, a vertical portion 7B, an extending portion 7C, and an outer connecting portion 7D. A flange 34 is provided on the vehicle width direction inner side surface of the case 31 of the PCU 3. The fixing portion 7A overlaps the bottom surface of the flange 34 of the PCU3, and is fixedly connected to the flange 34 by bolts. The vertical portion 7B extends vertically downward from the vehicle width direction outer end of the fixed portion 7A. The extending portion 7C extends outward in the vehicle width direction from the lower end of the vertical portion 7B. The outer connecting portion 7D extends vertically upward from the vehicle width direction outer end of the extending portion 7C. The outer connecting portion 7D is welded to the 1 st vertical portion 51 of the skirt panel 5.

Further, a 3 rd bracket 9 is connected to an end portion of the extending portion 7C of the 2 nd bracket 7 on the inner side in the vehicle width direction. The 3 rd bracket 9 extends in the up-down direction. The lower end of the 3 rd bracket 9 is connected to a front side frame (not shown) as a lower vehicle body member. A detaching mechanism 10 is provided at a fixed connection portion between the upper end of the 3 rd bracket 9 and the extension portion 7C of the 2 nd bracket 7. The disengaging mechanism 10 disengages the 2 nd bracket 7 from the 3 rd bracket 9 when the 2 nd bracket 7 moves inward in the vehicle width direction due to a side collision load acting on the 2 nd bracket 7 upon a side collision of the vehicle. The following describes the disengagement mechanism 10.

Fig. 4 is an exploded perspective view showing the detachment mechanism 10. As shown in fig. 4, a connection hole 10A is formed at an inner end portion in the vehicle width direction of the extension portion 7C of the 2 nd bracket 7. The connection hole 10A includes a 1 st opening 10A and a 2 nd opening 10b located on the vehicle width direction outer side of the 1 st opening 10A and communicating with the 1 st opening 10A. The width dimension of the 1 st opening 10a in the vehicle length direction is set smaller than the outer diameter dimension of the head B1 of the bolt B for fixing the 2 nd bracket 7 to the 3 rd bracket 9. On the other hand, the width dimension in the vehicle length direction and the length dimension in the vehicle width direction of the 2 nd opening 10B are set larger than the outer diameter dimension of the head B1 of the bolt B, respectively.

When fastening the 2 nd bracket 7 and the 3 rd bracket 9 with a bolt, a bolt through hole 92 formed in a horizontal portion 91 provided in the 3 rd bracket 9 is placed below the 1 st opening 10a of the 2 nd bracket 7, and an extended portion 7C of the 2 nd bracket 7 is overlapped with the horizontal portion 91 of the 3 rd bracket 9. Then, the bolt B is inserted through the 1 st opening 10a and the bolt through hole 92, and the nut N is screwed to the bolt B on the lower side of the 3 rd bracket 9. In this way, the head B1 of the bolt B can connect the 2 nd bracket 7 and the 3 rd bracket 9 together in a state of abutting against the outer peripheral portion of the 1 st opening 10a of the 2 nd bracket 7 (see the state shown in fig. 3).

In the event of a side collision of the vehicle, as shown in fig. 5 (a perspective view for explaining the detachment operation of the 2 nd bracket 7 in the event of a side collision of the vehicle), the 2 nd bracket 7 moves inward in the vehicle width direction (rightward in fig. 5) with respect to the 3 rd bracket 9 by the side collision load F. Thus, the head B1 of the bolt B moves from the 1 st opening 10a to the 2 nd opening 10B of the 2 nd bracket 7. Since the width and length of the 2 nd opening 10B are set to be larger than the outer diameter of the head B1 of the bolt B, the head B1 of the bolt B drops downward from the 2 nd opening 10B. Thereby, the connection between the 2 nd bracket 7 and the 3 rd bracket 9 is released.

Fig. 6 is a diagram for explaining a change in the posture of the PCU3 when the vehicle undergoes a side collision in the present modification. As described above, when the connection between the 2 nd holder 7 and the 3 rd holder 9 is released, the 2 nd holder 7 is separated from the 3 rd holder 9, and the 2 nd holder 7 is not restrained by the 3 rd holder 9 and can be easily moved upward. As a result, with the upward movement of the 2 nd bracket 7, the PCU3 more easily changes its posture, that is, the change in the posture of the PCU3 due to the difference in the amount of compression deformation of the

brackets

6 and 7 is more easily achieved, and the PCU3 can be prevented from being pressed between the upper beam 4 and the engine 2.

< modification example two >

Next, a second modification will be described. Here, only the differences from the first modification will be described.

Fig. 7 is a front view showing a schematic configuration of a right portion in the engine compartment 1 of the vehicle according to the present modification. As shown in fig. 7, in the present modification, the block member 11 is disposed between the 1 st vertical portion 51 of the skirt panel 5 and the fender inner panel (vehicle body panel) 82. Specifically, the block member 11 is disposed between the lower flange 42 of the upper beam 4 joined to the 1 st vertical portion 51 of the skirt panel 5 and the fender inner panel 82. The block member 11 is a metal rectangular parallelepiped box member.

With the structure of the present modification, since the block member 11 is disposed between the 1 st vertical portion 51 of the skirt panel 5 and the fender inner panel 82, the space between the fender inner panel 82 and the skirt panel 5 can be maintained during a side collision of the vehicle. Thus, when the vehicle is involved in a side collision, the amount of movement of the 2 nd bracket 7 to move inward in the vehicle width direction increases. As a result, the attitude change of the PCU3 due to the difference in the compression deformation amounts of the

brackets

6 and 7 can be ensured, and the PCU3 can be prevented from being pressed between the upper beam 4 and the engine 2.

In the present modification, the structure of the detachment mechanism 10 is different from that in the first modification. Fig. 8 is an exploded perspective view showing the detachment mechanism 10 according to this modification. As shown in fig. 8, a bolt insertion hole 7E is formed in the extension portion 7C of the 2 nd bracket 7. On the other hand, a U-shaped groove (opening) 93 that opens inward in the vehicle width direction is formed in the horizontal portion 91 of the 3 rd bracket 9.

When fastening the 2 nd bracket 7 and the 3 rd bracket 9 with a bolt, first, the groove 93 formed in the horizontal portion 91 of the 3 rd bracket 9 is placed below the bolt penetration hole 7E of the 2 nd bracket 7, and the extension portion 7C of the 2 nd bracket 7 is overlapped with the horizontal portion 91 of the 3 rd bracket 9. Then, the bolt B is inserted through the bolt through hole 7E and the groove 93, and the nut N is screwed to the bolt B on the lower side of the 3 rd bracket 9. In this way, the head B1 of the bolt B connects the 2 nd bracket 7 and the 3 rd bracket 9 in a state of abutting against the outer peripheral portion of the bolt penetration hole 7E of the 2 nd bracket 7 (see the state shown in fig. 7).

When the vehicle undergoes a side collision, the 2 nd bracket 7 moves inward in the vehicle width direction (rightward in fig. 8) with respect to the 3 rd bracket 9 by the side collision load F. Thereby, the bolt B is disengaged from the groove 93 of the 3 rd bracket 9, and the connection between the 2 nd bracket 7 and the 3 rd bracket 9 is released. Thus, the 2 nd carriage 7 can be easily moved upward without being restricted by the 3 rd carriage 9. As a result, with the upward movement of the 2 nd bracket 7, the PCU3 more easily changes its posture, that is, changes in the posture of the PCU3 due to the difference in the amount of compression deformation between the

brackets

6 and 7 are more easily achieved, and the PCU3 can be prevented from being pinched between the upper beam 4 and the engine 2.

< modification example three >

Next, a third modification will be described. Here, only the difference from the second modification will be described.

Fig. 9 is a front view showing a schematic configuration of a right portion in the engine compartment 1 of the vehicle according to the present modification. As shown in fig. 9, in the present modification, the vehicle width direction outer side end of the 2 nd bracket 7 is connected to the lower portion of the 1 st vertical portion 51 of the apron panel 5. Further, the block member 11 is disposed between the lower portion of the 1 st vertical portion 51 of the skirt panel 5 and the wing inner panel 82.

In the structure of the present modification, since the block member 11 is disposed between the lower portion of the 1 st vertical portion 51 of the skirt panel 5 and the fender inner panel 82, the space between the fender inner panel 82 and the skirt panel 5 is maintained in the event of a side collision of the vehicle. Therefore, when the vehicle is involved in a side collision, the amount of movement of the 2 nd bracket 7 to move inward in the vehicle width direction increases. As a result, the posture change of the PC U3 due to the difference in the compression deformation amounts of the

brackets

The present invention is not limited to the description of the above embodiment and the modifications, and can be modified as appropriate. For example, in the above-described embodiment and the modifications, an example in which the present invention is applied to a hybrid vehicle is shown. However, the present invention is also applicable to plug-in hybrid vehicles and vehicles (conventional vehicles) that use only an internal combustion engine as a power source for vehicle travel.

The electric component in the present invention is not limited to PCU3, and may be any electric component (e.g., a fuse breaker, an alternator, etc.).

Claims

1. A vehicle front structure including an engine disposed in an engine compartment, a vehicle body member disposed on a side surface of the engine, an electric component provided in a space between the engine and the vehicle body member, and a connecting bracket that connects the electric component and the vehicle body member, characterized in that:

the connecting bracket includes a 1 st bracket for connecting an outer end of the electric component in the vehicle width direction with the vehicle body member; and a second bracket 2 that is connected to the vehicle body member at a position on the vehicle width direction inner side of the outer end portion of the electric component in the vehicle width direction, and has a higher rigidity in the vehicle width direction than the first bracket 1.

2. The vehicle front structure according to claim 1, characterized in that:

further comprises a 3 rd bracket for connecting a lower vehicle body member disposed below the 2 nd bracket to the 2 nd bracket,

a release mechanism for releasing the 2 nd bracket from the 3 rd bracket when the 2 nd bracket moves inward in the vehicle width direction is provided at a fixed connection portion between the 2 nd bracket and the 3 rd bracket.

3. The vehicle front structure according to claim 2, characterized in that:

the detaching mechanism includes an opening formed in the 2 nd bracket or the 3 rd bracket, and a bolt inserted into the opening to fasten the 2 nd bracket and the 3 rd bracket together,

when the 2 nd bracket moves inward in the vehicle width direction, the bolt moves relative to the opening to separate the 2 nd bracket from the 3 rd bracket.

4. The vehicle front structure according to claim 1 or 2, characterized in that:

a block member that blocks a space between an end portion of the 2 nd bracket on the outside in the vehicle width direction and a vehicle body panel located on the outside in the vehicle width direction with respect to the end portion is provided.