EP2173601A2

EP2173601A2 - Front face for automobile with a rigid beam provided between the shock absorbers and the main rails

Info

Publication number: EP2173601A2
Application number: EP08826974A
Authority: EP
Inventors: Caroline Riviere; Claude Laurent; Patrick Borde
Original assignee: Faurecia Bloc Avant SAS
Current assignee: Flex N Gate France SAS
Priority date: 2007-08-03
Filing date: 2008-07-30
Publication date: 2010-04-14
Also published as: FR2919568A1; WO2009019405A3; FR2919568B1; CN101808880A; US20110221213A1; WO2009019405A2

Abstract

According to the invention, the front face (1) of the vehicle can be rigidly attached to the front ends (2) of the two main rails (4) of the automobile. The front face includes (1): two shock absorbers (26) provided as an extension of the respective front ends (2) of the main rails (4), each absorber (26) being adapted for absorbing the so-called "medium-speed" shocks; and a rigid transverse beam (10). The beam (10) is rigidly attached by opposite transverse end portions (37) to the front ends (2) of the two main rails (4), said end portions (37) being provided between the shock absorbers (26) and the front ends (2) of the main rails (4).

Description

Front side of a motor vehicle with a rigid beam interposed between the shock absorbers and the main beams

The present invention generally relates to the front faces of motor vehicles. More specifically, the invention relates to a front face capable of being rigidly fixed to the front ends of the two main longitudinal members of the motor vehicle, the front face being of the type comprising:

two shock absorbers arranged in the extension of respective front ends of the main longitudinal members, each absorber being adapted to damp so-called "medium speed" shocks,

- a rigid transverse beam.

FR-A-2,871,122 discloses a bumper beam reported on the main longitudinal members of the vehicle through the medium-speed shock absorbers. The beam ensures cohesion between the main beams. As a result, this beam comprises a U-shaped rigid metal insert open upwards and a plastic material overmolded on the insert. This beam occupies a large volume at the front of the vehicle, and limits the margins of maneuver of the front-end designers to arrange the elements ensuring the other functions of the front face, for example the radiator support elements, the supports of projectors, the supports of the damping elements dedicated to the pedestrian shocks etc.

In this context, the invention aims to provide a front face to confer greater freedom for the design of the area of the front face located at the front of the side members. To this end, the invention relates to a front face of the aforementioned type, characterized in that the beam is rigidly fixed by transverse end portions opposite to the front ends of the two main longitudinal members, said end portions being interposed between the shock absorbers and the front ends of the main spars. The front panel may also have one or more of the following features, considered individually or in any technically feasible combination:

- the beam is a metal plate; the metal plate comprises a substantially flat central zone, said central zone extending in a substantially vertical and transverse plane;

the central zone extends over most of the transverse length of the beam and over most of the vertical height of the beam; the metal plate comprises an edge erected towards the rear of the vehicle with respect to the central zone, said erected edge extending over most of the periphery of the central zone;

the metal plate comprises an edge raised towards the front of the vehicle with respect to the central zone, said erected edge extending over most of the periphery of the central zone;

- the metal plate is stamped;

the beam is a metal tube;

the tube is extruded;

the tube is delimited by a transverse peripheral wall in which two windows are formed, the "mid-speed" shock absorbers being engaged inside the beam through the windows;

the front face comprises at least one transverse cross member and at least one lock for locking the hood of the motor vehicle, the or each lock being rigidly fixed to the cross member, the cross member being located vertically substantially at the front ends of the main longitudinal members; ;

the "medium speed" shock absorbers are interposed between opposite transverse end portions of the cross member and the end portions of the beam;

the "medium-speed" shock absorbers each comprise a block made of a cellular material and a casing inside which the block is inserted, the end portions of the sleeper constituting the envelopes of the "mid-speed" shock absorbers; ;

- The cross is a piece of plastic material coming from molding; and

- The transom has towards the rear of the vehicle an opening closed by the beam.

Other features and advantages of the invention will become apparent from the detailed description given below, for information only and in no way limitative, with reference to the appended figures, among which: - Figure 1 is an exploded perspective view of a front face according to the invention;

- Figure 2 is a perspective view of the front face of Figure 1, in the assembled state; FIG. 3 is a simplified schematic representation, in side view, of certain elements of the front face of FIGS. 1 and 2, illustrating the behavior of the upper half-cassette and the radiator in the case of a hip-type pedestrian impact;

FIG. 4 is a simplified schematic representation, in side view, of certain elements of the front face of FIGS. 1 and 2;

- Figure 5 is a representation similar to that of Figure 4, for an alternative embodiment of the invention; and

- Figure 6 is a representation similar to that of Figures 4 and 5, for another embodiment of the invention. In the following description, the front, the rear, the longitudinal and transverse directions, are heard relative to the direction of normal movement of the vehicle.

The front face 1 shown in Figure 1 is a module intended to be reported in one piece on the front ends 2 of the main longitudinal members 4 of the motor vehicle. The front ends of the main spars are, in a vertical plane, located midway up the front of the vehicle, the latter may further comprise upper spars (not shown) located above the main spars and intended to stiffen the wings of the vehicle, and lower rails (not shown) located below the main rails and intended to support for example a pedestrian shock absorber.

The front face 1 comprises a rigid support structure 6, and a plurality of equipment rigidly fixed to this structure. Among these equipment include the radiator 7 of the engine cooling circuit (see Figure 3), a motor-fan unit adapted to create a forced convection of air in contact with the radiator, the front headlamps, the front turn signals, the horn, one or more parking assistance sensors, fog lamps, elements of the ventilation and air-conditioning system of the vehicle cabin, control sensors of the various vehicle airbags, shock absorbers. All of these elements are generally mounted on the rigid structure of the front face in the supplier's shop of the front face, then it, with pre-assembled equipment, is reported on the main beams of the vehicle in the factory assembly of the manufacturer of the motor vehicle. The rigid structure 6 comprises a transverse cross member 8, a transverse rigid beam 10, an upper half-block 12 for blocking the radiator 7, a lower half-cassette 14 for supporting the radiator 7, and two arms 16 for supporting the floodlight housings .

The crossbar 8 is a molded plastic part. It extends transversely substantially over the entire width of the vehicle. In the vertical direction, it is located substantially at the front ends 2 of the main beams. Thus, it has opposite end portions 18 disposed longitudinally in the extension of the front ends 2 of the main beams. Considered in a plane perpendicular to the transverse direction, the cross member 8 has a U-shaped section open towards the rear. Towards the front of the vehicle, it has a closed front face. Up and down, it is delimited by upper and lower closed faces 22 and 24. It is for example reinforced by molded spacers, arranged in the internal space of the U-shaped cross member, and interconnecting them. the three faces 20, 22, 24 of the crossbar.

The front face 1 also comprises different absorbers, provided to cushion shocks between the vehicle on which said front face is mounted and another vehicle. The front face includes absorbers intended to dampen shocks on another vehicle at medium speed, that is to say at a relative speed of about 16 km / h. These shocks are called "repairability". In the event of shock, each absorber can absorb energy between 4000J and 18000J (Allianz shock). The absorbers 26 are visible in FIG. 1. Such absorbers typically comprise a block made of a cellular material 28 and an envelope 30 in which the block 28 is engaged. The block 28 is preferably made of a metallic or composite cellular material. It is for example made of aluminum foam, or consists of a honeycomb structure made of aluminum or aluminum alloy. In order to obtain a good behavior of the shock absorber, these blocks must be disposed in an envelope defining a substantially shaped housing conjugate to that of the block. The deformation of the envelope under the effect of the shock makes it possible to control the behavior of the block. The block 28 not having the support function of the beam 10 works optimally.

As shown in Figure 1, each envelope 30 is constituted by an end portion 18 of the cross member. These end portions each comprise a plurality of walls defining the receiving housing of a block 28.

It will be seen in FIG. 1 that the blocks 28 are interposed longitudinally between the front ends 2 of the longitudinal members and the end portions 18 of the crossmember.

The beam 10 acts as a bumper beam. It thus constitutes the structural element of the bumper of the motor vehicle. It also has a cohesive function between the front parts 2 of the main longitudinal members of the vehicle, in the event of a high-speed impact. The beam, in case of shock at high speed, ensures the bracing of the upper beams.

In a first embodiment of the invention, shown in Figures 1 to 3, the beam 10 is a rectangular metal plate of elongated shape transversely. It comprises a substantially flat central zone 32, extending in a substantially vertical and transverse plane. The plate 10 also has an edge 34 raised towards the rear of the vehicle with respect to the central zone 32. The central zone 32 extends over almost the entire transverse length and the vertical height of the beam 10. It thus present a rectangular shape substantially corresponding to the rectangular shape of the beam. The erected edge 34 extends continuously over the entire periphery of the central zone 32. It thus comprises two large transverse sections and two small vertical sections.

As shown in FIG. 4, the front ends 2 of the main longitudinal members carry plates 35 for fastening to the beam 10. The plates 35 are of transverse and vertical orientation and are, for example, welded at the end of each end 2. The plates 35 are mutually disjoint and are independent of each other. Each plate 35 is applied against the face 36 of the central zone of the beam turned towards the rear. The erect edges 34 of the are projecting rearwardly with respect to the plate 35, above and below it.

The beam 10 is rigidly fixed to the plates 35 of the longitudinal members by two opposite transverse ends 37. It is fixed to the plates by any suitable means, by welding points, or by bolts, as described below.

The ends 37 of the beam 10 are interposed longitudinally between the shock absorbers 26 and the plates of the main beams.

The shock absorbers 26 each comprise a plate 38 for attaching the shock absorber to the beam 10. The plate 38 is rigidly fixed to the block 28, for example by welding, or is integral with this block. The plate 38 is fixed on the corresponding end 37 of the beam by means of fixing bolts, as described below.

The support arms 16 of the floodlight housings are of the type described in the patent application EP-1 232 932. They are located, in the vertical direction, at a distance above the crossbar 8. They are typically from molding with transom 8.

As shown in Figure 1, the arms 16 have an elongated shape, and extend from an inner end 40, rearwardly and outwardly of the vehicle, to an outer end 42. Each arm 16 is connected to the cross member 8 via a leg 44, which also comes integrally with the cross member

8.

Furthermore, the front face comprises means 46 for connecting the outer end 42 of the arm 16 to one of the upper longitudinal stiffening of the wings of the vehicle. The means 46 typically comprise indexing means of the arm 16 relative to the wing of the vehicle, and positive attachment means of this arm on the corresponding upper spar. The indexing means may comprise for example a finger. The positive attachment means may for example comprise one or more bolts.

The means 46 provide a rigid attachment of the arm 16 to said upper spar.

The upper half-cassette 12 is disposed above the cross-member 8. It has the general shape of an arch open downwards, that is to say towards the cross-member 8. It has come from molding in a material plastic. It involves a transverse central portion 48 and two legs 50 extending perpendicularly to the central portion 48 from the two opposite ends thereof. The legs 50 are rigidly fixed to the cross member 8 by frangible attachment means 52. The cross member 8 carries on its two end portions 18 of the brackets 54.

Each bracket 54 has a substantially vertical and transverse flange 56 integral with the cross member 8, and a substantially horizontal flange 58 extending rearwardly from the vertical flange 56. The brackets 54 are integrally molded with the cross member 8 The vertical wing 56 carries two orifices 60. The orifices 60 are placed facing corresponding orifices 61 and 62 respectively formed in the plate 38 and in the end 37 of the beam corresponding to the angle 54. Bolts, symbolized 4, are engaged through the orifices 60, 61, 62 placed in correspondence, so that the beam 10, the plate 38 and the end 37 of the cross member are pressed against each other and joined to each other.

It should be noted that the plate 35 of the main beams may have orifices arranged in coincidence with the orifices 62 of the beam. In this case, said fixing bolts can be engaged in these orifices and allow the attachment of the cross member 8, the shock absorbers 26 of the beam 10 and the laminates 35 to each other.

The frangible attachment means 52 comprise soles 63 secured to the free ends of the legs 50 and applied above the horizontal flanges 58 of the brackets. The flanges 63 and the flanges 58 have orifices 64 and 66 arranged in correspondence. Bolts (not shown) for fixing the upper half-cassette to the cross member are engaged in the orifices 64 and 66. The legs 50 extend substantially perpendicular to the soles 63. The legs 50 are connected to the soles 63 by a plurality of sails 68 of plastics material. Recesses (not shown) are formed in the sole plate 63 at the base of the sails 68. The soles 63, the sails 68 and the recesses constitute the frangible connection means 52. As detailed below, the means 52 allow the half upper cassette to be retractable in the event of a hip-type pedestrian impact, in accordance with the principles of applications FR 06 04571 and FR 06 04577 filed by the applicant. The lower half-cassette 14 is disposed below the crosspiece 8. It has a hoop-shaped similar to that of the upper half-cassette. The hoop is open upwards, that is to say towards the cross-member 8. The lower half-cassette has no direct connection with the upper half-cassette. The lower half-cassette 14 is typically integrally molded with the cross-member 8. The connecting means between the lower half-cassette 14 and the cross-member 8 are not frangible in case of pedestrian impact. The lower half-cassette 14 has two eyelets 69 for supporting and locking the lower part of the radiator. The eyelets 69 project towards the rear of the vehicle with respect to the transverse central portion 70 of the lower half-cassette.

The front face 1 comprises an absorber 72 adapted to cushion leg-type pedestrian impacts. The absorber 72 is a bar made of a plastic material foam rigidly fixed on the front face 20 of the cross-member 8, or may be injected or integral with the cross-member 8. The absorber 72 extends over the greater part the transverse length of the cross member 8, substantially from one main spar to another.

The front includes another absorber 74 provided for cushioning foot-type pedestrians, rigidly fixed to the central portion 70 of the lower half cassette. This absorber, called "low path", has the shape of a substantially horizontal plate, made of a foam of plastic material. It extends forward from the central portion 70 of the lower half-cassette.

The front panel also comprises a lock 76 for locking the hood of the motor vehicle. This lock 76 is rigidly fixed on the upper face 22 of the cross member, transversely substantially midway between the two longitudinal members 4, that is to say in the center of the cross member 8.

Each of the plates 38 for fixing the absorbers on the beam 10 has an extension 78 of appropriate section acting as a stiffener of a vertical leg 80 of the lower half-cassette. The stiffeners 78 extend downwardly from the plate 38 and are integrally formed therewith. They are pressed against the legs 80 at the rear of them.

In the assembled state of the front face, illustrated in Figure 2, the blocks of cellular material 28 are engaged inside the crosspiece 8, the plate 38 abutting against the vertical flanges 56 of the brackets. Platinum 38 is taken in sandwich between the wing 56 and the end 37 of the beam. The beam 10 is applied towards the front against the open rear face of the cross member 8 and closes it. The beam 10 is applied rearward on the plates 15 of the longitudinal members, by its ends 37. The lower and upper half-cassettes 14 and 12 are disposed substantially in the same transverse and vertical plane, below and above the crossing 8.

As shown in Figure 2, the upper transverse edge 81 of the beam protrudes above the upper face 22 of the crossbar. The lock 76 is supported on said edge 81. The radiator 7 rests on the eyelets 69 of the lower half-cassette. It comprises pins projecting downward, these pins being engaged in the eyelets 69. The pins cooperate with the eyelets 69 to block the lower part of the radiator in translation in a horizontal plane.

Furthermore, the upper half-cassette has through holes 82 of vertical axes. Pins are engaged through the orifices 82. Their ends are engaged in receiving housings formed on the upper part of the radiator. The pins are locked in position relative to the upper half-cassette by removable keys. The means for blocking the radiator with respect to the upper and lower half-cassettes are known in the art and will not be described in more detail here.

The housings of the headlamps rest by their lower part on the arms 16 and are rigidly fixed to these arms 16. In addition, the front face comprises means not shown for fixing the upper parts of the headlamp housings on the wings of the vehicle. In the event of a pedestrian impact, it may happen that the hip or the head of the pedestrian hit the bonnet of the vehicle substantially at the level of the upper half-cassette 12. If the energy transmitted by the shock to the upper half cassette exceeds a predetermined limit, the connecting means 52 break and the half-cassette 12 tilts backwards and downwards about a transverse axis X1 substantially passing through the flanges 63. As shown in FIG. tilting of the upper half cassette causes the tilting of the radiator 7 about a transverse axis X2 substantially passing through the eyelets 69. The lower half-cassette 14 as for it undergoes no displacement. The swivel- The radiator with respect to the lower half-cassette is made possible by the fact that the lower part of the radiator is blocked simply by engagement of radiator pins in the eyelets 69 of the lower half-cassette. Likewise, there is a relative pivoting of the radiator 7 relative to the upper half-cassette 12, which is made possible by the fact that the upper half-cassette is connected to the radiator by pins which are simply engaged in housings on the radiator.

In an alternative embodiment shown in FIG. 5, the peripheral edge 34 of the beam 10 is raised towards the front of the vehicle with respect to the central zone 32. The plate 35 is, as in FIG. 3, rigidly fixed on the face 36 of the central zone 32 turned towards the rear. In contrast, the plate 38 of each shock absorber is applied against the face 92 of the central zone facing forward. The erected edge 34 protrudes forwardly with respect to the plate 38, above and below it. The angles 54 of the cross member and the arms 80 of the lower half-cassette are offset towards the front of the vehicle relative to the embodiment of Figure 4, so as to accommodate the erected edge 34. The vertical wing 56 the angle and the arm 80 each comprise a box 94 whose bottom 96 is applied against the plate 38 of the shock absorber. The holes 60 through which the fixing bolts pass are formed on the bottoms 96. The fastening bolts are symbolized in FIG. 5 by a mixed line. They solidarize the beam 10, the shock absorbers, the crossbar 8, and possibly the plate 35 to each other.

In another alternative embodiment shown in Figure 6, the beam 10 is a metal tube, typically made of aluminum. The tube is for example manufactured by extrusion. The beam 10, in this case, is hollow, of rectangular section in a plane perpendicular to the transverse direction. The tube 10 is delimited by a peripheral wall 98. The plates 35 of the longitudinal members are rigidly fixed on the web 100 of the peripheral wall 98 facing rearwardly. Furthermore, the beam 10 comprises two windows 102 formed in the web 104 of the peripheral wall facing forward. These windows are formed in the extension of the front ends 2 of the longitudinal members, that is to say to the right of the plates 35. The shock absorbers 26 are engaged inside the beam 10 through the windows 102. The plate 38 of each medium-speed shock absorber is applied against the web 100, on one side of the web 100 facing inwards. of the beam. The block of cellular material 28 is partially engaged inside the beam 10 and protrudes forward, outside the beam 10, through the window 102. The projecting portion of the block 28 is engaged to the inside the crossbar 8.

As previously, the angles 54 and the arms 80 are offset forwardly with respect to the variant embodiment of FIG. 4. As in the variant embodiment of FIG. 5, each flange 56 and each arm 80 comprises a caisson 94 whose bottom 96 carries the holes 60 for passing fastening bolts 106. These bolts secure each other to the cross member 8, the shock absorbers 26, the beam 10, and possibly the plate 35.

The front face described above has many advantages. Because the beam is rigidly secured by transverse end portions opposite to the forward ends of the two main beams, said end portions being interposed between the shock absorbers and the front ends of the main beams, the front members located at the front of the shock absorbers no longer have to provide a cohesive function between the main beams of the vehicle or stiffening of the bumper. The shape and arrangement of these elements can thus be chosen freely according to other constraints, linked to other functions of the front face, for example to provide the radiator support, the support of the projectors, the support of the damping elements dedicated to pedestrian shocks, etc .. The beam can be conveniently made in the form of a stamped metal plate.

The central zone of the plate allows attachment to the longitudinal members and shock absorbers, the upright edge giving the beam greater rigidity.

Because the central zone extends in a transverse and vertical plane, the size of the beam in a longitudinal direction is extremely small.

The upright edge of the beam can be oriented forward or backward as needed. The fact of arranging the beam between the main beams and the medium-speed shock absorbers makes it possible to free up space at the front of the shock absorbers in order to arrange a transverse cross member made of plastic that supports the hood lock. of the vehicle. In the front faces of the state of the art, this cross member extends at a distance above the main longitudinal members of the vehicle. Its layout hinders access to the projectors of the vehicle, in particular to change the bulbs of these projectors, and is a hard point in case of pedestrian shocks hips or head. The cross member, when arranged vertically at the same level as the beam and the main spars as in the invention, does not exhibit the above defects.

The crossbar does not reduce the flow of air for cooling the radiator, because it is integrated in the shock absorption area occupied in the state of the art by the bumper beam.

The upper half-cassette is not a structural part, since neither the cohesion of the main spars between them, nor the cohesion between the upper spars and the main spars, is made through this upper half-cassette. Therefore, the upper half-cassette can be made of a less rigid material and better suited to meeting the requirements for damping the pedestrian shock hips and head. The elements of the front which vary from one vehicle to another within the same platform builder are gathered on the cross. These elements are essentially the position of the projectors supports, the location of the lock and the location of the connection points to the upper wing spars. The longitudinal position of the beam makes it possible to increase the value of the deformation modes of the vehicle body.

The front panel may have multiple variants. In the case where the beam is a metal plate, it may have a shape that is not rectangular. In particular, it can not be delimited by straight edges. The erected edges may not extend over the entire periphery of the central zone, but only on a part of this periphery, generally over most of the periphery, that is to say on more than half from this periphery. The plate may comprise in the central zone raised or protruding reliefs, such as the transverse rib 106 shown in Figure 1, to increase the rigidity of the beam.

The plate may not be obtained by stamping, but by any other suitable means.

In the case where the beam is a metal tube, the tube does not necessarily have a rectangular section but may have a round section, oval or any other adapted section.

The tube may be made of a material other than aluminum, for example magnesium or magnesium alloy, steel, or any other suitable material.

The tube can be obtained by a method other than extrusion. In a non preferred embodiment, the cross member 8 may not be arranged vertically at the same level as the beam 10, and be disposed at the upper longitudinal stiffening of the wings of the vehicle.

The cross member 8 may not be a molded plastic part, but have a metal insert and a plastic material overmolded on the insert.

The part of the cross-section forming the receiving envelope of the block of cellular material for medium-speed shock absorbers may be reinforced by a metal insert.

The support arms of the floodlight housings may not be integral with the crossbeam but may be attached to the crossbeam 8.

The lower half-cassette 14 may not be integral with the crossbar 8, but, like the upper half cassette, be reported on the cross.

The shock absorber secured to the lower half-cassette may be integrally molded with said lower half-cassette. This absorber can also act as an absorber for damping shocks so-called compatibility between vehicles. The front face may comprise not a hood lock lock, but two or more locks, the locks being distributed along the cross and all being secured to the cross.

Claims

1. Front face (1) of a motor vehicle, the front face (1) being capable of being rigidly fixed to the front ends (2) of the two main longitudinal members (4) of the motor vehicle, the front face (1) comprising: two shock absorbers (26) arranged in the extension of respective front ends (2) of the main longitudinal members (4), each absorber (26) being adapted to damping so-called "medium speed" shocks,

a rigid transverse beam (10), characterized in that the beam (10) has opposite end portions (37) rigidly fixed to the front ends (2) of the two main longitudinal members (4); end (37) being interposed between the shock absorbers (26) and the front ends (2) of the main beams (4).

2. Front face according to claim 1, characterized in that the beam (10) is a metal plate.

3. Front face according to claim 2, characterized in that the metal plate (10) comprises a substantially flat central zone (32), said central zone (32) extending in a substantially vertical and transverse plane.

4. Front face according to claim 3, characterized in that the central zone (32) extends over most of the transverse length of the beam (10) and over most of the vertical height of the beam. (10).

5. Front face according to claim 3 or 4, characterized in that the metal plate (10) comprises an edge (34) rearwardly facing the vehicle relative to the central zone, said erect edge extending over the much of the periphery of the central area (32).

6. Front face according to claim 3 or 4, characterized in that the metal plate (10) comprises an edge (34) facing the front of the vehicle relative to the central zone (32), said edge (34) erected extending over most of the periphery of the central area (32).

7. Front face according to any one of claims 2 to 6, characterized in that the metal plate (10) is stamped.

8. Front face according to claim 1, characterized in that the beam (10) is a metal tube.

9. Front face according to claim 8, characterized in that the tube (10) is extruded.

10. Front face according to claim 8 or 9, characterized in that the tube (10) is delimited by a transverse wall (98) in which are formed two windows (102), the shock absorbers "medium speed" (26). ) being engaged inside the beam (10) through the windows (102).

11. Front face according to any one of claims 1 to 10, characterized in that it comprises at least one cross member (8) transverse and at least one lock (76) for locking the hood of the motor vehicle, the or each lock (76) being rigidly fixed to the cross member (8), the cross member being located vertically substantially at the front ends (2) of the main beams (4).

Front face according to claim 11, characterized in that the "mid-speed" shock absorbers (26) are interposed between opposite transverse end portions (18) of the cross-member (8) and the end portions (18). 37) of the beam (10).

13. Front face according to claim 12, characterized in that the shock absorbers "medium speed" (26) each comprise a block (28) of a cellular material and an envelope (30) inside which is inserted the block (28), the end portions (18) of the cross member (8) constituting the envelopes (30) of the "mid-speed" shock absorbers (26).

14. Front face according to any one of claims 11 to 13, characterized in that the cross member (8) is a molded plastic part.

15. Front face according to any one of claims 11 to 14, characterized in that the cross member (8) has towards the rear of the vehicle an opening closed by the beam (10).

16. Front face according to any one of the preceding claims, characterized in that the shock absorbers (26) are provided to dampen shocks on another vehicle at about 16 km / h.

17. Front face according to any one of the preceding claims, characterized in that the beam (10) is provided to ensure cohesion between the main longitudinal members of the vehicle.

18. Front face according to any one of the preceding claims, characterized in that the shock absorbers (26) comprise a block of a cellular or composite honeycomb material.