JP2004009919A

JP2004009919A - Vehicle front part structure

Info

Publication number: JP2004009919A
Application number: JP2002167612A
Authority: JP
Inventors: Hiroaki Makihara; 牧原　博明; Katsuki Matsushita; 松下　活己; Masahiro Murase; 村瀬　正宏
Original assignee: Mitsubishi Motors Corp; Mitsubishi Automotive Engineering Co Ltd
Current assignee: Mitsubishi Motors Corp; Mitsubishi Automotive Engineering Co Ltd
Priority date: 2002-06-07
Filing date: 2002-06-07
Publication date: 2004-01-15

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle front part structure capable of increasing deformation stroke of a wheel house 10 for sufficiently absorbing impact load in a vehicle body front part 6 regardless of a direction of wheels right before front collision. <P>SOLUTION: This invented vehicle front part structure is provided with a load transmitting member 18 having one end 18a connected to the vehicle body front part 6 and extending toward a support part 16 of the wheels 12 from a connection part 20a and having one end 18a arranged in front of another end 18b. The load transmitting member 18 is provided in such a manner that another end 18b gets into contact with the support part 16 of the wheel 12 by deformation of the vehicle body front part 6 to energize the wheel 12 downward. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、車両の前突時に車体前部が変形して該前突時の衝撃荷重を吸収する車両前部構造に関する。
【０００２】
【従来の技術】一般的に自動車２は、図５及び図６に示すように、前突時に車室４よりも前方に位置する車体前部６が変形して衝撃荷重を吸収し、車室４の変形を抑制するように構成されている。前記衝撃荷重は、主に、車体前部６の両側下部に前後方向に延在するよう配されるサイドフレームロア８が座屈変形することにより吸収される。そして、サイドフレームロア８は、前記衝撃荷重の吸収量を大きくするよう、形状や剛性を設定される。また、サイドフレームロア８の車幅方向外側にはホイールハウス１０が凹設されており、該ホイールハウス１０の内部に、ホイールとタイヤとから成る車輪１２が配設されている。
【０００３】このような自動車２が前面衝突すると、まず、車体前部６の前方の領域が変形し、車輪１２の前方に位置するホイールハウス前部１０ａが車輪１２に当接する。更に車体前部６の変形が進行すると、車輪１２が同車輪１２の後方に位置するホイールハウス後部１０ｂに当接する。そして、高剛性である車輪（特にホイール部分）がホイールハウス前部１０ａとホイールハウス後部１０ｂとに挟まれた状態になると、ホイールハウス１０がこれ以上変形し難いため、車体前部６の変形が抑制されてしまう。
【０００４】このため、特許３１４０５０６号や特開２００１−２７０４６５号では、前突時の衝撃荷重を車輪１２へ伝えて同車輪１２を左右いずれかに回動させる回動手段を設け、同回動手段により車輪１２を左右いずれかに向けることにより、ホイールハウス１０の変形ストロークを増大させるように図っている。
【０００５】しかし、上記両先行技術はいずれも車輪１２を回動するものなので、衝突直前の車輪１２の向きによっては効果が得られない可能性がある。例えば、衝突直前に右を向いていた車輪１２を左に回動してしまい、その結果、車輪１２が前方を向いてしまう様な場合がある。
【０００６】
【発明が解決しようとする課題】
本発明は、このような課題に鑑み創案されたもので、前突時に同前突直前の車輪１２の向きに関わらず、ホイールハウス１０の変形ストロークを増大させることができ、これにより車体前部６で衝撃荷重を十分に吸収することができる車両前部構造を提供することを目的とする。
【０００７】
【課題を解決するための手段】
上記目的を達成するため、請求項１記載の本発明の車両の前部構造は、車両の前突時に車体前部が変形して該前突時の衝撃荷重を吸収する車両の前部構造において、前記車体前部に凹設されたホイールハウスの内部に配されるよう前記車体前部に支持された車輪と、一端が前記車体前部に連結されて該連結部から前記車輪の支持部へ向かって延び、且つ前記一端が他端よりも前方に配置された荷重伝達部材とを備え、前記荷重伝達部材は、前記他端が前記車体前部の変形により前記車輪の支持部に当接して前記車輪を下方へ付勢するよう配設されていることを特徴とする。
【０００８】また、請求項２記載の本発明の車両前部構造は、請求項１に記載の車両前部構造において、前記車体前部は、その両側上部に車両前後方向に延びるよう配設されたサイドフレームアッパを有し、前記荷重伝達部材の前記一端が前記サイドフレームアッパに連結されたことを特徴とする。
【０００９】また、請求項３記載の本発明の車両前部構造は、請求項１又は請求項２に記載の車両前部構造において、前記車輪の支持部は、両端を車輪側と車体側とに枢支されて前記車輪に連動して上下方向へ変位可能な支持アーム部材を有し、前記荷重伝達部材の前記他端は、前記車体前部の変形により前記支持アーム部材の車体側部分に当接して前記車輪を下方へ付勢するよう配設されていることを特徴とする。
【００１０】また、請求項４記載の本発明の車両前部構造は、請求項３に記載の車両前部構造において、前記荷重伝達部材の他端は、二股形状を成す当接片を有し、前記当接片は、前記支持アーム部材の前記車体側部分の前面と上面とに間隔を存して対向するよう配設されたことを特徴とする。
【００１１】
【発明の実施の形態】
以下、図面を参照しながら本発明の実施形態について説明する。なお、前述した従来例の車両の前部構造と同一の部位等については同一の符号を付して説明を省略する。
【００１２】本発明の一実施形態としての車両前部構造は、図１に示すように、車両１４の車体前部６に連結されて車輪１２の支持部１６へ向かって延びる荷重伝達部材１８を備えている。そして荷重伝達部材１８は、前突時の衝撃荷重により屈曲変形しない程度の剛性を有する直線形状の金属製パイプ材等で形成されている。また、荷重伝達部材１８の一端１８ａは、車体前部６の両側上部に前後方向に延びるよう配設されたサイドフレームアッパ２０の連結部２０ａに連結されている。そして荷重伝達部材１８は、一端１８ａよりも後方に配置された他端１８ｂに二股に分かれた形状を成す当接片２２が設けられ、該当接片２２が車輪１２の支持部１６の前方と上方とに位置するよう配設されている。
【００１３】車輪１２は車体に対して上下方向へ遥動可能に、車体前部６にサスペンションを介して支持されている。該支持部１６は、車輪１２と連動可能に車体前部６と車輪１２とに連結されており、サスペンションの型式により種々の形態をとる。サスペンションの型式としては、ダブルウィッシュボーン型や、ストラット型等が好適である。
【００１４】そして、車両の前突時に車輪１２がホイールハウス前部１０ａとホイールハウス後部１０ｂとに挟まれた状態になる前に、荷重伝達部材１８の他端１８ｂの当接片２２が支持部１６に当接して車輪１２を下方へ付勢して車輪１２を下方へ十分変位させることができるよう、サイドフレームアッパ２０の強度やサイドフレームロア８の強度、サイドフレームアッパ２０の連結部２０ａの位置、当接片２２の形状等は適宜設定される。特に、サイドフレームアッパ２０の連結部２０ａを前方に配した方が、前突時に荷重伝達部材１８がより速やかに後方へ変位するので、他端１８ｂが支持部１６に当接することができ、好適である。
【００１５】また、車輪１２は車体前部６に対して上下方向に２００ｍｍ位の幅で遥動可能であり、乗員の操舵により左右方向へ回転可能なので、車輪１２の上下方向の遥動時や左右方向への回転時に、荷重伝達部材１８が車輪１２及び同車輪１２に連動する支持部１６に干渉しない位置に、荷重伝達部材１８の他端１８ｂを配設するのが良い。例えばサスペンションがストラット型の場合には、荷重伝達部材１８の当接片２２が、図２に示すような、ナックル２４の下部と車体前部６とに両端を枢支された支持アーム部材２６の車体側部分２６ａの上面と前面とに対向するよう荷重伝達部材１８を配設すると、荷重伝達部材１８と車輪１２との間隔を大きくとることができるので、車輪１２の左右方向への回転による荷重伝達部材１８と車輪１２との干渉を、容易に回避できる。また、支持アーム部材２６の車体側部分２６ａは、車輪側部分よりも上下方向の変位幅が小さいので、当接片２２の上下方向の長さをより短くすることができる。
【００１６】以上のように構成される車両１４が正面衝突すると、衝突の衝撃荷重により車体前部６が変形する際、サイドフレームロア８の座屈変形に伴って、サイドフレームアッパ２０も座屈変形する。図３に示すように、サイドフレームアッパ２０が座屈変形して荷重伝達部材１８が後退変位すると、同荷重伝達部材１８の他端１８ｂの当接片２２が車輪１２の支持部１６に当接する。更にサイドフレームアッパ２０の座屈変形が進行すると、荷重伝達部材１８が他端１８ｂを中心として後方へ回動しつつ、車輪１２を下方へ付勢する。これにより、車輪１２がホイールハウス前部１０ａとホイールハウス後部１０ｂとに当接するまでに、少なくとも車輪１２の中心よりも下部側がホイールハウス１０の下方へ突出する程度に、車輪１２を下方へ変位させる。更に、車体前部６の変形が進行すると、車輪１２がホイールハウス前部１０ａとホイールハウス後部１０ｂとに当接する。そして、車輪１２が同車輪１２の上部をホイールハウス前部１０ａとホイールハウス後部１０ｂとに押されて、ホイールハウス１０の下方へ押し出されることとなる。即ち、図４に示すように、ホイールハウス１０の内部から車輪１２を排除できるので、ホイールハウス１０の変形ストロークを増大させることができ、したがって、車体前部６で衝撃荷重を十分に吸収することができる。
【００１７】以上詳述したように、本発明の実施形態としての車両前部構造によれば、前突時に車輪１２をホイールハウス１０の下方へ押し出すことにより、前突直前の車輪１２の向きに関わらず、ホイールハウス１０の変形ストロークを増大させることができ、これにより車体前部６で衝撃荷重を十分に吸収することができる。また、前突時の衝撃荷重を利用して車輪１２を下方へ付勢することができ、特別な動力源が不必要であるという利点がある。
【００１８】
【発明の効果】
以上詳述したように、請求項１に記載の本発明の車両前部構造によれば、ホイールハウスの変形ストロークを増大させることができ、これにより車体前部で衝撃荷重を十分に吸収することができる効果を奏する。また、前突時に車輪をホイールハウスの下方へ押し出すことにより、ホイールハウスの変形ストロークを増大させるので、前突直前の車輪の向きに関わらず、車体前部で衝撃荷重を十分に吸収することができる効果を得ることができる。また、前突時の衝撃荷重を利用して車輪を下方へ付勢することができ、特別な動力源が不必要であるという利点がある。
【００１９】また、請求項２に記載の本発明の車両前部構造によれば、請求項１に記載の本発明の車両前部構造の効果に加えて、荷重伝達部材の一端をサイドフレームアッパに連結することにより、前突時の荷重伝達部材の一端の後退変位を容易に制御することができる効果を奏する。
【００２０】また、請求項３に記載の本発明の車両前部構造によれば、請求項１又は請求項２に記載の本発明の車両前部構造の効果に加えて、前突時に荷重伝達部材の他端が支持アーム部材の車体側部分に当接するようにしたので、荷重伝達部材と車輪との干渉を回避し易くなり、また荷重伝達部材が車輪を下方へ付勢することが容易となる効果を奏する。
【００２１】また、請求項４に記載の本発明の車両前部構造によれば、請求項３に記載の本発明の車両前部構造の効果に加えて、簡素な構造により、前突時に荷重伝達部材の他端が支持アーム部材の車体側部分に確実に当接するようにできる効果を奏する。
【００２２】
【図面の簡単な説明】
【図１】本発明の一実施形態としての車両前部構造を模式的に示す側面図である。
【図２】本発明の一実施形態における車両のサスペンションを模式的に示す正面図である。
【図３】本発明の一実施形態における車両の前突時の初期状態を模式的に示す側面図である。
【図４】本発明の一実施形態における車両の前突後の状態を模式的に示す側面図である。
【図５】従来の車両前部構造を模式的に示す側面図である。
【図６】従来の車両の前突後の状態を模式的に示す側面図である。
【符号の説明】
２　　　自動車
４　　　車室
６　　　車体前部
８　　　サイドフレームロア
１０　　ホイールハウス
１０ａ　ホイールハウス前部
１０ｂ　ホイールハウス後部
１２　　車輪
１４　　車両
１６　　支持部
１８　　荷重伝達部材
１８ａ　一端
１８ｂ　他端
２０　　サイドフレームアッパ
２０ａ　連結部
２２　　当接片
２４　　ナックル
２６　　支持アーム部材
２６ａ　支持アーム部材の車体側部分[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle front structure in which a front portion of a vehicle body is deformed at the time of a frontal collision of a vehicle to absorb an impact load at the time of the frontal collision.
[0002]
2. Description of the Related Art Generally, as shown in FIGS. 5 and 6, a vehicle front portion 6 located forward of a vehicle compartment 4 is deformed at the time of a frontal collision to absorb an impact load, so that a vehicle 4 is configured to suppress deformation. The impact load is mainly absorbed by the buckling deformation of the lower side frame 8 arranged to extend in the front-rear direction at the lower part on both sides of the front part 6 of the vehicle body. The shape and rigidity of the side frame lower 8 are set so as to increase the absorption amount of the impact load. A wheel house 10 is recessed outside the side frame lower 8 in the vehicle width direction, and a wheel 12 including a wheel and a tire is disposed inside the wheel house 10.
When such a vehicle 2 collides from the front, the area in front of the vehicle body front portion 6 is deformed, and the wheel house front portion 10a located in front of the wheel 12 comes into contact with the wheel 12. When the deformation of the vehicle body front part 6 further progresses, the wheel 12 comes into contact with the wheel house rear part 10 b located behind the wheel 12. When the high-rigidity wheels (particularly, the wheel portion) are sandwiched between the wheel house front portion 10a and the wheel house rear portion 10b, the wheel house 10 is hardly deformed any more. It will be suppressed.
For this reason, in Japanese Patent No. 3140506 and Japanese Patent Application Laid-Open No. 2001-270465, there is provided a rotating means for transmitting the impact load at the time of a front collision to the wheel 12 and rotating the wheel 12 to the left or right. By turning the wheels 12 to the left or right by means, the deformation stroke of the wheel house 10 is increased.
However, since both of the above prior arts rotate the wheel 12, the effect may not be obtained depending on the direction of the wheel 12 immediately before the collision. For example, there is a case where the wheel 12 which turned right just before the collision turns to the left, and as a result, the wheel 12 turns forward.
[0006]
[Problems to be solved by the invention]
The present invention has been made in view of such a problem, and can increase the deformation stroke of the wheel house 10 at the time of a frontal collision regardless of the direction of the wheels 12 immediately before the frontal collision. 6 to provide a vehicle front structure capable of sufficiently absorbing an impact load.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a vehicle front structure according to the present invention according to claim 1 is a vehicle front structure in which a vehicle body front portion is deformed during a vehicle front collision to absorb an impact load at the time of the front collision. A wheel supported by the vehicle body front so as to be disposed inside a wheel house recessed in the vehicle body front portion, and one end connected to the vehicle body front portion and from the connection portion to the wheel support portion. And a load transmitting member, the one end of which is disposed forward of the other end, the load transmitting member having the other end abutting on a support portion of the wheel due to deformation of the vehicle body front portion. It is characterized by being arranged to urge the wheel downward.
According to a second aspect of the present invention, there is provided a vehicle front structure according to the first aspect, wherein the vehicle body front portion is disposed at upper portions on both sides thereof so as to extend in the vehicle front-rear direction. Wherein the one end of the load transmitting member is connected to the side frame upper.
According to a third aspect of the present invention, there is provided a vehicle front structure according to the first or second aspect, wherein the support portion of the wheel has both ends on the wheel side and the vehicle body side. A support arm member that is pivotally supported by and can be displaced in the vertical direction in conjunction with the wheel, and the other end of the load transmitting member is provided on a vehicle body side portion of the support arm member due to deformation of the vehicle body front portion. The wheel is arranged so as to abut on the wheel to urge the wheel downward.
According to a fourth aspect of the present invention, in the vehicle front structure according to the third aspect, the other end of the load transmitting member has a contact piece having a forked shape. The contact piece is disposed so as to oppose a front surface and an upper surface of the support arm member with a space between the front surface and the upper surface.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. The same parts and the like as those in the front structure of the conventional vehicle described above are denoted by the same reference numerals, and description thereof is omitted.
As shown in FIG. 1, a vehicle front structure according to an embodiment of the present invention includes a load transmitting member 18 connected to a vehicle body front portion 6 of a vehicle 14 and extending toward a support portion 16 of a wheel 12. Have. The load transmitting member 18 is formed of a linear metal pipe material or the like having such a rigidity as not to be bent and deformed by an impact load at the time of a frontal collision. In addition, one end 18a of the load transmitting member 18 is connected to a connecting portion 20a of a side frame upper 20 which is disposed at an upper portion on both sides of the vehicle body front portion 6 so as to extend in the front-rear direction. The load transmitting member 18 has a bifurcated abutting piece 22 at the other end 18b disposed rearward of the one end 18a, and the abutting piece 22 is located in front of and above the support portion 16 of the wheel 12. It is arranged to be located in and.
The wheels 12 are supported by a front part 6 of the vehicle body via a suspension so as to be able to move up and down with respect to the vehicle body. The support portion 16 is connected to the vehicle body front portion 6 and the wheel 12 so as to be interlocked with the wheel 12, and takes various forms depending on the type of suspension. As a type of the suspension, a double wishbone type, a strut type, or the like is preferable.
Before the wheel 12 is sandwiched between the wheel house front part 10a and the wheel house rear part 10b at the time of a front collision of the vehicle, the contact piece 22 of the other end 18b of the load transmitting member 18 is supported. 16, the strength of the side frame upper 20, the strength of the side frame lower 8, and the connecting portion 20a of the side frame upper 20 so that the wheel 12 can be sufficiently displaced downward by urging the wheel 12 downward. The position, the shape of the contact piece 22, and the like are appropriately set. In particular, when the connecting portion 20a of the side frame upper 20 is disposed forward, the load transmitting member 18 is more quickly displaced rearward at the time of a front collision, so that the other end 18b can abut on the supporting portion 16, which is preferable. It is.
The wheel 12 can move up and down with a width of about 200 mm in the vertical direction with respect to the front part 6 of the vehicle body, and can rotate in the left and right direction by steering of the occupant. The other end 18b of the load transmitting member 18 is preferably provided at a position where the load transmitting member 18 does not interfere with the wheel 12 and the supporting portion 16 interlocked with the wheel 12 when rotating in the left-right direction. For example, when the suspension is a strut type, the abutting piece 22 of the load transmitting member 18 has a support arm member 26 pivotally supported at both ends by a lower portion of a knuckle 24 and a vehicle body front portion 6 as shown in FIG. When the load transmitting member 18 is disposed so as to face the upper surface and the front surface of the vehicle body side portion 26a, the distance between the load transmitting member 18 and the wheel 12 can be increased. Interference between the transmission member 18 and the wheels 12 can be easily avoided. Further, since the vehicle body side portion 26a of the support arm member 26 has a smaller vertical displacement width than the wheel side portion, the vertical length of the contact piece 22 can be further reduced.
When the vehicle 14 constructed as described above collides head-on, when the front part 6 of the vehicle body is deformed by the impact load of the collision, the side frame upper 20 also buckles with the buckling deformation of the side frame lower 8. Deform. As shown in FIG. 3, when the side frame upper 20 buckles and the load transmitting member 18 is displaced backward, the contact piece 22 of the other end 18 b of the load transmitting member 18 comes into contact with the support portion 16 of the wheel 12. . When the buckling deformation of the side frame upper 20 further progresses, the load transmitting member 18 urges the wheel 12 downward while rotating backward about the other end 18b. By this, the wheel 12 is displaced downward to such an extent that at least the lower side of the center of the wheel 12 projects downward from the wheel house 10 before the wheel 12 comes into contact with the wheel house front portion 10a and the wheel house rear portion 10b. . Further, as the deformation of the vehicle body front part 6 progresses, the wheels 12 come into contact with the wheel house front part 10a and the wheel house rear part 10b. Then, the upper portion of the wheel 12 is pushed by the front portion 10a of the wheel house and the rear portion 10b of the wheel house, and is pushed out below the wheel house 10. That is, as shown in FIG. 4, since the wheels 12 can be eliminated from the inside of the wheel house 10, the deformation stroke of the wheel house 10 can be increased, and therefore, the impact load can be sufficiently absorbed by the vehicle body front portion 6. Can be.
As described in detail above, according to the vehicle front structure according to the embodiment of the present invention, the wheel 12 is pushed out below the wheel house 10 at the time of a front collision, so that the direction of the wheel 12 immediately before the front collision is changed. Regardless, the deformation stroke of the wheel house 10 can be increased, so that the impact load can be sufficiently absorbed by the front portion 6 of the vehicle body. Further, the wheel 12 can be urged downward by utilizing the impact load at the time of a front collision, and there is an advantage that a special power source is not required.
[0018]
【The invention's effect】
As described above in detail, according to the vehicle front structure according to the first aspect of the present invention, the deformation stroke of the wheel house can be increased, so that the impact load can be sufficiently absorbed at the vehicle body front. It has the effect of being able to. In addition, since the deformation stroke of the wheel house is increased by pushing the wheel below the wheel house at the time of a front collision, it is possible to sufficiently absorb the impact load at the front of the vehicle body regardless of the direction of the wheel immediately before the front collision. A possible effect can be obtained. In addition, there is an advantage that a wheel can be urged downward by using an impact load at the time of a front collision, and a special power source is unnecessary.
According to the vehicle front structure of the present invention, in addition to the effect of the vehicle front structure of the present invention, one end of the load transmitting member is connected to the side frame upper. The effect of being able to easily control the retreat displacement of one end of the load transmitting member at the time of a front collision is provided.
According to the vehicle front structure according to the third aspect of the present invention, in addition to the effects of the vehicle front structure according to the first or second aspect of the present invention, a load is transmitted during a front collision. Since the other end of the member abuts on the body side portion of the support arm member, it is easy to avoid interference between the load transmitting member and the wheel, and it is easy for the load transmitting member to urge the wheel downward. It has an effect.
Further, according to the vehicle front structure of the present invention described in claim 4, in addition to the effect of the vehicle front structure of the present invention described in claim 3, a simple structure allows a load at the time of a front collision. This has the effect that the other end of the transmission member can be reliably brought into contact with the vehicle body side portion of the support arm member.
[0022]
[Brief description of the drawings]
FIG. 1 is a side view schematically showing a vehicle front structure as one embodiment of the present invention.
FIG. 2 is a front view schematically showing a vehicle suspension according to the embodiment of the present invention.
FIG. 3 is a side view schematically showing an initial state at the time of a frontal collision of the vehicle in one embodiment of the present invention.
FIG. 4 is a side view schematically showing a state of the vehicle after a front collision in one embodiment of the present invention.
FIG. 5 is a side view schematically showing a conventional vehicle front structure.
FIG. 6 is a side view schematically showing a state after a front collision of a conventional vehicle.
[Explanation of symbols]
2 Car 4 Cab 6 Body front 8 Side frame lower 10 Wheel house 10a Wheel house front 10b Wheel house rear 12 Wheel 14 Vehicle 16 Supporting part 18 Load transmitting member 18a One end 18b Other end 20 Side frame upper 20a Connecting part 22 Contact piece 24 Knuckle 26 Support arm member 26a Body-side portion of support arm member

Claims

車両の前突時に車体前部が変形して該前突時の衝撃荷重を吸収する車両の前部構造において、
前記車体前部に凹設されたホイールハウスの内部に配されるよう前記車体前部に支持された車輪と、
一端が前記車体前部に連結されて該連結部から前記車輪の支持部へ向かって延び、且つ前記一端が他端よりも前方に配置された荷重伝達部材とを備え、
前記荷重伝達部材は、前記他端が前記車体前部の変形により前記車輪の支持部に当接して前記車輪を下方へ付勢するよう配設されていることを特徴とする車両前部構造。In a vehicle front structure in which a front portion of a vehicle body is deformed at the time of a frontal collision and absorbs an impact load at the time of the frontal collision,
A wheel supported by the vehicle body front so as to be disposed inside a wheel house recessed in the vehicle body front,
A load transmission member having one end connected to the vehicle body front portion and extending from the connection portion toward the support portion of the wheel, and the one end disposed forward of the other end;
The vehicle front structure, wherein the load transmitting member is disposed such that the other end thereof abuts on a support portion of the wheel due to deformation of the vehicle body front portion and urges the wheel downward.

前記車体前部は、その両側上部に車両前後方向に延びるよう配設されたサイドフレームアッパを有し、前記荷重伝達部材の前記一端が前記サイドフレームアッパに連結されたことを特徴とする請求項１に記載の車両前部構造。The vehicle body front portion includes a side frame upper disposed on both upper sides thereof so as to extend in the vehicle front-rear direction, and the one end of the load transmitting member is connected to the side frame upper. 2. The vehicle front structure according to claim 1.

前記車輪の支持部は、両端を車輪側と車体側とに枢支されて前記車輪に連動して上下方向へ変位可能な支持アーム部材を有し、前記荷重伝達部材の前記他端は、前記車体前部の変形により前記支持アーム部材の車体側部分に当接して前記車輪を下方へ付勢するよう配設されていることを特徴とする請求項１又は請求項２に記載の車両前部構造。The support portion of the wheel has a support arm member whose both ends are pivotally supported on the wheel side and the vehicle body side and can be displaced in the vertical direction in conjunction with the wheel, and the other end of the load transmitting member is The vehicle front part according to claim 1, wherein the front part of the vehicle is arranged so as to abut on a vehicle body side portion of the support arm member to urge the wheel downward by deformation of the front part of the vehicle body. Construction.

前記荷重伝達部材の他端は、二股形状を成す当接片を有し、前記当接片は、前記支持アーム部材の前記車体側部分の前面と上面とに間隔を存して対向するよう配設されたことを特徴とする請求項３に記載の車両前部構造。The other end of the load transmitting member has a bifurcated abutting piece, and the abutting piece is disposed so as to face a front surface and an upper surface of the support arm member at a distance from a front surface and a top surface of the vehicle body side portion. The vehicle front structure according to claim 3, wherein the vehicle front structure is provided.