A pair of left and right front frames are formed with brittle sections on proximal portions of the frames, by the provision of the smaller cross-sectional area than other sections of the frame. The brittle sections and their peripheral sections are processed so as to become approximately equal to the other sections of the front frames in axial compressive strength by way of a hardening treatment like quenching. In an early-phase of a collision, the hardened brittle sections will not buckle so as to induce larger initial load. Thereafter, the brittle sections will buckle because of their lower ductility, so that the front frames begin bending deformation to effectively absorb the collision energy.
A vehicle front structure of the present invention has a pair of side members longitudinally located on right and left sides of a vehicle, and a pair of sub side members juxtaposed to the respective side members and adapted to receive a impact load in the event of a frontal collision after the side members receive the impact load. In this vehicle front structure, the side members first receive the impact load and then the sub side members juxtaposed to the side members also receive the impact load after a certain interval, in collaboration with the side members. Therefore, vehicle deceleration increases in two stages. Since the vehicle front structure has such sub side members, the magnitude of deceleration in the second stage upon collision can be made greater than that in the first stage, and it becomes feasible to make a decision on activation of occupant protection apparatus well.
A vehicle front structure of the present invention has a pair of side members longitudinally located on right and left sides of a vehicle, and a pair of sub side members juxtaposed to the respective side members and adapted to receive a impact load in the event of a frontal collision after the side members receive the impact load. In this vehicle front structure, the side members first receive the impact load and then the sub side members juxtaposed to the side members also receive the impact load after a certain interval, in collaboration with the side members. Therefore, vehicle deceleration increases in two stages. Since the vehicle front structure has such sub side members, the magnitude of deceleration in the second stage upon collision can be made greater than that in the first stage, and it becomes feasible to make a decision on activation of occupant protection apparatus well.
A vehicle front structure includes a side member to be placed to extend in the longitudinal direction of a vehicle. The side member includes a support portion to support a power unit at a support point, and a weak section which is formed on the front side of the support point toward the front of the vehicle, and which is weakened in an upper side and lateral sides of the side member with respect to a lower side of the side member.
A vehicle hood for achieving generally predetermined deformation in an event of a front impact. The hood may include an outer panel including at least one raised section along rear and side edges of the hood for thereby defining a reverse power dome. An inner panel may be attached to the outer panel and include at least two laterally extending beams each of which extend substantially across a width of the hood respectively adjacent front and the rear edges. At least one crush initiator may be disposed adjacent each of the laterally extending beams for enabling generally predetermined deformation of the hood in the event of a front impact.
A vehicle end structure comprises a pair of side frame members disposed at a longitudinal end portion adjacent to a cabin and a suspension support member disposed below the side frame members in a portion adjacent to the cabin. A pair of pressure receiving members is provided that are fixedly coupled to the suspension support member and extend toward a longitudinal end of the vehicle in direction substantially parallel to the side frame members. Thus, the vehicle end structure is configured and arranged to minimize the influence on the cabin even when collision energy is inputted from the longitudinal end of the vehicle.
