A collision detection apparatus includes a bumper beam, an absorber, a collision detection sensor, and a bumper cover. The bumper beam extends in a vehicle width direction. The absorber is disposed adjacent to a vehicle front side of the bumper beam. The collision detection sensor includes a pressure tube extending in the vehicle width direction and held by the absorber and is configured to output a signal corresponding to a pressure change in the pressure tube. The bumper cover is disposed on a vehicle front side of the absorber. The bumper cover includes: a low rigidity part disposed at a position lower than the pressure tube; and a high rigidity part having a bending rigidity higher than a bending rigidity of the low rigidity part, disposed at a position above the low rigidity part, and having an upper end at a position higher than the pressure tube.

A collision detection device includes an impact absorber and a collision detector. The impact absorber extends along a vehicle width direction between a bumper face and a bumper beam of a vehicle, and is configured to absorb impact by being deformed upon collision of the vehicle. The collision detector extends along the vehicle width direction, includes a lower collision detector and an upper collision detector, and is configured to detect that the collision has occurred by being deformed upon the collision of the vehicle. The upper collision detector has greater flexibility than the lower collision detector.

A collision detection device includes an impact absorber and a collision detector. The impact absorber extends along a vehicle width direction between a bumper face and a bumper beam of a vehicle, and is configured to absorb impact by being deformed upon collision of the vehicle. The collision detector extends along the vehicle width direction, includes a lower collision detector and an upper collision detector, and is configured to detect that the collision has occurred by being deformed upon the collision of the vehicle. The upper collision detector has greater flexibility than the lower collision detector.

A first member (110) of an automotive structural member (1) has a flange portion (111), a first member ridgeline portion (112) connected to the flange portion (111), a protruding portion (113) having a top surface (113a) which is connected to, the first member ridgeline portion (112) and is aligned with a top surface (111a) of the flange portion (111) at the same level (L), and a recessed portion (114) adjacent to the protruding portion (113). A second member (120) has a second member ridgeline portion (121) having an upper surface (121a) in contact with a lower surface (112b) along the lower surface (112b) of the first member ridgeline portion (112), a vertical wall (122) connected to the second, member ridgeline portion (121), and a bottom wall (123) connected to the vertical wall (122). A stiffening member (200) supports the recessed portion (114).

A first member (110) of an automotive structural member (1) has a flange portion (111), a first member ridgeline portion (112) connected to the flange portion (111), a protruding portion (113) having a top surface (113a) which is connected to, the first member ridgeline portion (112) and is aligned with a top surface (111a) of the flange portion (111) at the same level (L), and a recessed portion (114) adjacent to the protruding portion (113). A second member (120) has a second member ridgeline portion (121) having an upper surface (121a) in contact with a lower surface (112b) along the lower surface (112b) of the first member ridgeline portion (112), a vertical wall (122) connected to the second, member ridgeline portion (121), and a bottom wall (123) connected to the vertical wall (122). A stiffening member (200) supports the recessed portion (114).

An energy dissipation system for a frame of a vehicle includes a frame rail including a crushable region and a non-crushable region. An energy dissipation device includes an energy transfer portion arranged partially in the crushable region and partially in the non-crushable region and configured to move in response to a vehicle impact on the frame rail. An energy dissipation portion is arranged within the non-crushable region, connected to the energy transfer portion. The energy dissipation device includes a first region connecting the energy dissipation portion to the non-crushable region, and a second region connecting the energy dissipation portion to the energy transfer portion. The first region of the energy dissipation portion is stiffer than the second region of the energy dissipation portion.

A vehicle front body structure is provided for reliably transferring a collision load to a crash can and a front frame by preventing a bumper beam from buckling during a small overlap collision. Bending rigidity of the bumper beam in a vehicle width direction is such that 1) a bending moment generated on the bumper beam when a collision load in a direction toward a vehicle rear side is applied to an extending section, which extends outward in the vehicle width direction from a crash can fixed section, is the highest in a vehicle width direction inner end portion of the crash can fixed section on a side where the collision load is applied, and 2) the bending moment is continuously reduced as a distance from the vehicle width direction inner end portion in the vehicle width direction increases.

A vehicle front body structure is provided for reliably transferring a collision load to a crash can and a front frame by preventing a bumper beam from buckling during a small overlap collision. Bending rigidity of the bumper beam in a vehicle width direction is such that 1) a bending moment generated on the bumper beam when a collision load in a direction toward a vehicle rear side is applied to an extending section, which extends outward in the vehicle width direction from a crash can fixed section, is the highest in a vehicle width direction inner end portion of the crash can fixed section on a side where the collision load is applied, and 2) the bending moment is continuously reduced as a distance from the vehicle width direction inner end portion in the vehicle width direction increases.

A vehicle front structure that absorbs a shock load applied to immediately under a front grille by using a structure at a position higher than a bumper beam as a support. The vehicle front structure includes a shock absorbing member at an interior of a bumper face below a front grille. The shock absorbing member includes a load receiving portion that receives a load, an abutting portion abutting against a structure above a bumper beam during receding of the shock absorbing member, an upper-side connecting portion connecting the load receiving portion and the abutting portion, a locking portion deformed while being locked to the bumper beam during receding of the shock absorbing member, and a lower-side connecting portion connecting the load receiving and locking portions. A bending facilitating portion extending in the vehicle width direction is formed on the side of a rear portion of the upper-side connecting portion.

A vehicle front structure that absorbs a shock load applied to immediately under a front grille by using a structure at a position higher than a bumper beam as a support. The vehicle front structure includes a shock absorbing member at an interior of a bumper face below a front grille. The shock absorbing member includes a load receiving portion that receives a load, an abutting portion abutting against a structure above a bumper beam during receding of the shock absorbing member, an upper-side connecting portion connecting the load receiving portion and the abutting portion, a locking portion deformed while being locked to the bumper beam during receding of the shock absorbing member, and a lower-side connecting portion connecting the load receiving and locking portions. A bending facilitating portion extending in the vehicle width direction is formed on the side of a rear portion of the upper-side connecting portion.