JP2002046651A - Structure for front part of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure for the front part of a vehicle capable of absorbing the energy of a shock load acting on a molding member nearly from its upper side and of enhancing its energy absorbing effect by mounting the molding members to front fenders and a bonnet. SOLUTION: The first molding member 5 elongated in the lengthwise direction of the vehicle is mounted in the vicinity of the upper end of each of the front fenders 1, and the second molding member 6 elongated in the lengthwise direction of the vehicle is mounted on the upper part in the vicinity of each edge part on the front fender 1 side within the bonnet 2. When the shock load acts on the first and second molding members 5 and 6 nearly from their upper side, the first and second molding members 5 and 6 are deformed to absorb energy.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a front portion of a vehicle, and more particularly, to a structure in which a molding member for absorbing an impact load acting substantially from above and absorbing energy is mounted near an upper end of a front fender.

[0002]

2. Description of the Related Art Hitherto, various structures have been proposed for a structure of a front portion of a vehicle having a front fender configured to buffer an impact load acting on the front fender from substantially above and absorb energy.

For example, in the structure shown in FIG. 1 of Japanese Patent Application Laid-Open No. 11-180350, a fender body of a front fender has a fender outer panel having an outer shape substantially continuous with a hood, and hemming processing is performed on an end of the fender outer panel on the hood side. And a fender inner panel that is connected by applying a fender inner panel. The fender inner panel extends from the hemmed portion to the opposite side of the bonnet along the fender outer panel, and forms a vertical wall which is bent downward and extends vertically from the lower end of the vertical wall to the bonnet side. A horizontal portion that is bent and extends horizontally is formed, and the vicinity of the bonnet-side end of the horizontal portion is connected to the apron member.

[0004] In this structure of the front part of the vehicle, an overhang portion of the fender outer panel and the fender inner panel that protrudes toward the bonnet side of the vertical wall and a fender inner panel are provided in response to an impact load acting on the fender from substantially above. The portion of the horizontal portion between the vertical wall and the apron member is displaced downward to absorb energy.

In the structure shown in FIG. 9 of Japanese Patent Application Laid-Open No. 11-180350, the vicinity of the top of the fender panel of the front fender has an acute cross section formed by a gentle outer slope and an inner (bonnet) vertical wall. The vertical wall portion is connected to the apron member via a synthetic resin flange member. In response to an impact load acting on the fender from substantially above, the vicinity of the top of the fender panel is displaced downward, and the flange member is displaced downward through the displacement to break and absorb energy.

[0006]

[Problems to be Solved by the Invention]
In the structure of the front part of the vehicle shown in FIG. 1 of Japanese Patent Publication No. 350, a vertical wall portion and a horizontal portion are formed on a fender inner panel of a front fender, and the overhang portion is formed by a fender outer panel and a part of the fender inner panel. Therefore, the structure of the front fender is different from the conventional one, which is complicated and disadvantageous in terms of manufacturing cost.

[0007] Therefore, it is practically impossible to apply the structure of the front portion of the vehicle to an existing vehicle because the above-mentioned considerably large improvement is required for the existing front fender. Furthermore, since the energy absorption characteristics are affected and changed by the delicate plate thickness, height, width, etc. of the materials constituting the fender outer panel and the fender inner panel, it is also difficult to set the energy absorption characteristics to favorable characteristics. .

In the structure of the front portion of the vehicle shown in FIG. 9 of Japanese Patent Application Laid-Open No. 11-180350, the vicinity of the top of the fender main body is formed to have an acute cross section in response to an impact load from substantially above, so that it is displaced downward. Therefore, the flange member is also displaced downward and is less likely to break, and it may be difficult to enhance the energy absorption. When the flange member is broken, the connection between the fender body and the apron member connected via the flange member is released, so that the energy absorption may be rapidly reduced and the energy absorption characteristic curve may be discontinuous. Is not desirable.

In the conventional vehicle front structure including the above-mentioned publication, the outer panel made of steel plate faces the surface of the front fender, so that the impact of an obstacle colliding with the front fender is limited. There is. By the way, in a conventional automobile, a molding (molding) member having a function of covering a joint of a vehicle body panel, protecting a vehicle body, decorating, and the like is attached to each part of the vehicle. The one attached to the bonnet is not in practical use.

An object of the present invention is to attach a molding member to a front fender and further to a bonnet in a structure of a front part of a vehicle so that energy can be absorbed by an impact load acting on the molding member from substantially above, and the energy absorption can be achieved. Increase the effect, make it applicable to existing vehicles and make it more versatile, achieve good energy absorption characteristics, reduce the impact on obstacles that collided with the front fender through the molding member And to enhance safety.

[0011]

The vehicle front structure according to claim 1 is a vehicle front structure including a front fender, and a first long portion extending in the vehicle front-rear direction near an upper end of the front fender. Characterized in that a first molding member, which deforms and absorbs energy when an impact load is applied from substantially above, is attached.

A first molding member that is long in the vehicle front-rear direction is attached to the vicinity of the upper end of the front fender, and when an impact load acts on the first molding member from substantially above, the first molding member responds to the impact load. Can deform and absorb energy. Since the first molding member can cover the vicinity of the upper end of the front fender, the obstacle can be prevented from directly hitting the vicinity of the upper end of the front fender. When the obstacle collides with the first molding member, Since the first molding member on which the impact load acts directly can be reliably deformed, the impact on the obstacle can be reliably reduced.

As described above, the energy absorbing effect can be enhanced with respect to the impact load acting on the first molding member from substantially above, and the impact on the obstacle colliding with the front fender through the first molding member can be improved. Can be reliably reduced to enhance safety. In addition, the structure of the front part of the vehicle, in which the first molding member is attached to the vicinity of the upper end of the front fender, can be easily applied to an existing vehicle, so that the versatility is extremely excellent. Also, the first molding member attached to the front fender decorates the vehicle and improves the vehicle design.

According to a second aspect of the present invention, the structure of the front portion of the vehicle is characterized in that, in the first aspect of the invention, the first molding member is formed to have a shape bulging upward from an upper end of the front fender. In addition to reliably preventing an obstacle from directly hitting the vicinity of the upper end of the front fender, when an impact load is applied to the first molding member from substantially above, the first molding member is deformed in response to the impact load. It is easy to increase the energy absorption effect.

According to a third aspect of the present invention, in the vehicle of the second aspect, the first molding member is made of a synthetic resin material, and has a hollow molding body and a longitudinal direction inside the molding body. And a plurality of ribs integrally formed at appropriate intervals.

The molding body covers the vicinity of the upper end of the front fender, and the plurality of ribs can impart appropriate rigidity to the molding body. In other words, the energy absorption effect of the first molding member when an obstacle collides can be reliably increased, and the thickness (strength) and number of ribs, the spacing between the ribs, and the like can be changed to change the first molding member. The energy absorption characteristics of the member can be easily and completely or partially changed and set.

According to a fourth aspect of the present invention, there is provided a vehicle front structure according to the third aspect, wherein a clip is attached to at least a part of the rib, and the first molding member is attached to the front fender via the clip. It is characterized by having done. The first molding member can be easily attached to the front fender, and the first molding member can be easily removed.

According to a fifth aspect of the present invention, in the vehicle of the fourth aspect, the interval between the ribs on the rear side of the vehicle is shorter than the interval between the ribs on the front side of the vehicle. It is a feature. Assuming that the impact load acting on the rear part is larger than the impact load acting on the front part of the first molding member, the thickness (strength) of each rib is made substantially constant,
The energy absorption of the rear part of the first molding member can be set larger than that of the front part.

According to a sixth aspect of the present invention, there is provided a vehicle front structure according to the first aspect.
In the invention of any one of the fifth to fifth aspects, a second hood having a structure similar to the first molding member, which is long in the vehicle front-rear direction and substantially similar to the first molding member, is provided on an upper portion of the hood at the front part of the vehicle near the front fender side.
The molding member is attached.
The first and second molding members are provided without obstructing the opening and closing of the hood, and when an impact load is applied substantially from above near the boundary between the front fender and the bonnet, the impact load is reduced by the first and second molding members. The member can reliably buffer and absorb energy. The other operations of the second molding member are basically the same as the operations of the first molding member.

[0020]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is an example in which the present invention is applied to a structure of a front portion of an automobile having a front fender.

As shown in FIGS. 1 and 2, a pair of left and right front fenders 1 are provided at the front of the vehicle of the automobile C. The molding member 5 is attached. 1
A bonnet 2 is provided between the pair of front fenders 1 so as to be openable and closable, and a second molding member 6 which is elongated in the vehicle front-rear direction is attached to an upper portion of each of the bonnets 2 near both edges on the front fender 1 side. I have.

As shown in FIG. 4, the front fender 1
A fender outer panel 10 which forms a part of the outer shape of the vehicle body substantially continuously with the outer shape of the bonnet 2;
A vertical wall 11 extending downward from a bonnet-side end serving as a top of the fender outer panel 10; and a horizontal connecting part 1 extending horizontally from the lower end of the vertical wall 11 to the bonnet 2 side.
2 The horizontal connecting portion 12 is connected to an upper wall of a wheel apron reinforcement 13 which is long in the vehicle front-rear direction by a plurality of bolts 14a and nuts 14b. Although not shown, the fender outer panel 10 is also connected to the vehicle body frame.

The hood 2 has a hood panel 15 and a hood reinforcement 16 connected to the back of the hood panel 15. The rear end of the hood 2 is rotatably supported by the vehicle body frame. In a state where the hood 2 is closed, the hood 2 is supported at the rear end and the front end by the vehicle body frame without looseness, and both right and left edges of the hood 2 are not supported by the vehicle body frame.

Next, the first and second molding members 5 and 6 will be described in detail. However, a pair of first molding members 5 and 1
Since the pair of second molding members 6 have a left-right symmetric structure, they will be described with the same reference numerals.

As shown in FIGS. 1 to 5, the first molding member 5 is formed of a synthetic resin material in a shape elongated in the vehicle longitudinal direction and bulging upward from the upper end of the front fender 1 as described above. It is attached over the entire length of the upper end of the fender 1 in the front-rear direction. The first molding member 5 is a hollow molding body 20 that is long in the vehicle front-rear direction.
And a plurality of ribs 25 integrally formed at appropriate intervals in the front-rear direction in the interior of the molding body 20, and both front and rear end portions thereof become thinner toward the end portions.

The molding body 20 has a vertical wall 20a and a curved wall 20b that gently expands and curves outward in the vehicle width direction. The upper ends of the vertical wall 20a and the curved wall 20b are connected to form a hollow space that expands downward. Has formed. Vertical wall 2
There is no lower wall connecting the lower end of Oa and the lower end of the curved wall 20b, and the molding body 20 is formed in a downwardly open shape.
Note that, at both end portions of the first molding member 5, the curved wall 20b is curved so as to approach the vertical wall 20a extending straight in the vehicle front-rear direction and becomes thinner toward the end.

The lower end surfaces of the vertical wall 20a and the curved wall 20b abut on the front fender 1, the vertical wall 20a rises from the top of the front fender 1 and continues in the same vertical plane as the vertical wall 11, and the curved wall 20b and the fender outer panel. The first molding member 5 is attached to the front fender 1 so that the contact portions of 10 are smoothly continuous.

As shown in FIGS. 2 to 5, a plurality of ribs 25 are provided.
Are formed in a plate shape, respectively.
a, which is connected to the inner surface of the curved wall 20b in the vehicle width direction and reinforces the molding body 20 so as to partition the hollow space of the molding body 20 in the vehicle front-rear direction. With the first molding member 5 attached to the front fender 1, the lower end surfaces of the plurality of ribs 25 abut on the front fender 1.

As shown in FIGS. 4 and 5, a plurality of ribs 25 are provided.
Thick portion 2 formed on at least some of the ribs 25
The first molding member 5 is mounted on the front fender 1 via the clip 26 by attaching the clip 26 to the mounting hole 10a formed in the fender outer panel 10 in a press-fit manner.

For example, three ribs 25 located at the front, rear and center of the first molding member 5 are connected to the front fender 1 via clips 26, respectively.
The front and rear widths of the plurality of ribs 25 are substantially the same, and FIGS.
As shown in FIG. 5, the interval between the ribs 25 on the vehicle rear side among the plurality of ribs 25 is configured to be shorter than the interval between the ribs 25 on the vehicle front side.

As shown in FIGS. 1, 2, and 4, the second molding member 6 is formed of a synthetic resin material in a shape elongated in the vehicle front-rear direction and bulging upward from the upper portion of the bonnet 2 as described above. The hood 2 is attached over the entire length of the upper part in the front-rear direction near the edge of the hood 2 in the vehicle width direction. Second
The molding member 6 has a hollow molding body 30 that is long in the vehicle longitudinal direction, and a plurality of ribs 35 integrally formed at appropriate intervals in the longitudinal direction inside the molding body 30.

The molding body 30 has a vertical wall 30a and a curved wall 30b that gently swells and curves inward in the vehicle width direction, and the lower end surfaces of the vertical wall 30a, the curved wall 30b, and the plurality of ribs 35 are attached to the front fender 1. The second molding member 6 is attached to the bonnet 2 such that the vertical wall 30a comes up from the edge in the vehicle width direction of the bonnet 2 and comes close to and faces the vertical wall 20a of the first molding member 5.

Although not shown, a clip is attached to at least a part of the plurality of ribs 35, and the clip is inserted into an attachment hole formed in the bonnet 2 in a press-fit manner, so that the clip is inserted through the clip. It is assumed that the two molding members 6 are attached to the bonnet 2. The second molding member 6 has a slightly different shape from that of the first molding member 5, but has basically the same structure, so that detailed description is omitted below.

As shown in FIGS. 2 and 4, in each of the first molding members 5 and the corresponding second molding members 6, the curved walls 20b and 30b are substantially continuous, and most of them are in vertical section. The shape is substantially arc-shaped. A gap having the same width as the gap between the front fender 1 and the bonnet 2 is formed between the approaching and facing vertical walls 20a and 30b, and the opening and closing of the bonnet 2 is allowed.

The operation and effect of the structure of the front part of the vehicle will be described. It is assumed that an obstacle collides from the upper side near the boundary between the first molding member 5 attached to the front fender 1 and the second molding member 6 attached to the bonnet 2.
First, an impact load (external load) is input to the first molding member 5, and the first molding member 5 is deformed by the impact load to absorb energy.

Further, the impact load is input to the second molding member 6, and the second molding member 6 is deformed by the impact load to absorb energy. The left and right edges of the bonnet 2 are not supported by the vehicle body frame, and a relatively large space is formed below the left and right edges, so that an impact load is applied to the edges of the bonnet 2 via the second molding member 6. Then, the edge of the bonnet 2 is also deformed by the impact load and displaced downward to absorb energy. The first and second molding members 5 and 6 are designed to be deformed even by a relatively light impact load.

The front fender 1 is connected to the first molding member 5.
Can be prevented from directly hitting the vicinity of the upper end of the front fender 1, and the second molding member 6 covers the upper part of the hood 2 near the edge on the front fender 1 side. Therefore, it is possible to prevent an obstacle from directly hitting the upper portion of the hood 2 near the edge of the front fender 1, and when the obstacle collides with the first and second molding members 5 and 6, an impact is prevented. Since the first and second molding members 5 and 6 on which the load acts directly can be reliably deformed, the impact on the obstacle can be reliably reduced.

As described above, the first and second molding members 5, 6
The energy absorption effect can be enhanced against an impact load acting from substantially above the front fender 1 or the bonnet 2 through the first and second molding members 5 and 6.
The impact on an obstacle that has collided with the vehicle can be reliably reduced to enhance safety. The structure of the front portion of the vehicle, which is configured by attaching the first and second molding members 5 and 6, can be easily applied to an existing vehicle, so that the versatility is extremely excellent.
In addition, the first and second molding members 5, 6 decorate the vehicle, thereby improving the vehicle design.

The first molding member 5 is connected to the front fender 1
And the second molding member 6 is formed so as to bulge upward from the upper part of the bonnet 2, so that the obstacle is in the vicinity of the upper end of the front fender 1 or the obstacle is bonnet. When the impact load acts on the first and second molding members 5 and 6 from above, the impact load is reliably prevented from directly hitting the upper portion near the edge of the front fender 1 side. 1st, 2nd
The molding members 5 and 6 can be easily deformed, and the energy absorbing effect can be enhanced.

The first and second molding members 5, 6 are made of a synthetic resin material, and have hollow molding bodies 20, 30, respectively.
And a plurality of ribs 25, 35 integrally formed at appropriate intervals in the front-rear direction inside the molding bodies 20, 30, so that the front fender 1 is formed by the molding bodies 20, 30.
The upper part of the hood 2 and the upper part near the edge of the hood 2 on the side of the front fender 1 are covered, and the plurality of ribs 25, 35 can impart appropriate rigidity to the molding bodies 20, 30.

That is, the energy absorbing effect of the first and second molding members 5, 6 when an obstacle collides can be surely enhanced, and the thickness (strength) and number of the ribs 25, 35 and the distance between the ribs can be improved. The energy absorption characteristics of the first and second molding members 5 and 6 can be easily or entirely and partially changed and set by changing the intervals and the like.

In the case of this embodiment, a plurality of ribs 25, 35
Since the interval between the ribs on the vehicle rear side is shorter than the interval between the ribs on the vehicle front side, the rib acts on the rear portion of the first and second molding members 5, 6 more than the impact load acting on the front portion. Assuming that the impact load is large, the thickness (strength) of each of the ribs 25, 35 is made substantially constant, and the first and second molding members 5, 5 are formed.
The energy absorption of the rear part can be set larger than that of the front part of No. 6.

A clip 26 is attached to at least a part of the ribs 25 and 35, and the first and second
Since the molding members 5 and 6 are configured to be attached to the front fender 1 and the hood 2, the first and second molding members 5 and 6 can be easily attached to the front fender 1 and the bonnet 2. 2 The removal of the molding members 5 and 6 can be easily performed.

Next, a modification of the above embodiment will be described. However, the same components as those in the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted. 1) In the structure of the front part of the vehicle in FIG. 6, the second molding member is not attached to the bonnet 2, but only the first molding member 5A attached near the upper end of the front fender 1 is provided as the molding member.

The molding body 40 of the first molding member 5A
Is formed so as to bulge upward from the upper end of the front fender 1, and has a substantially vertical cross-sectional shape as viewed from the vehicle front-rear direction, and is disposed inside the molding body 40 at appropriate intervals in the front-rear direction. The plurality of ribs 41 provided are integrally formed.

2) In the structure of the front part of the vehicle shown in FIG. 7, the second molding member is not attached to the bonnet 2, but only the first molding member 5B attached near the upper end of the front fender 1B is provided as the molding member. First molding member 5B
Has a molding body 45 as a covering member, and a cushioning member 46 made of a soft foamed resin material housed inside the molding body 45, and the cushioning member 46 mainly acts from substantially above. The resulting shock load is buffered and energy is absorbed.

The upper end of the front fender 1B is located below the bonnet 2, and the front fender 1B and the first molding member 5B are mounted near the upper end of the front fender 1B. 5B has the same appearance as the conventional front fender. That is, the first molding member 5B can be attached while maintaining the appearance of the conventional front fender.

3] In the main embodiment, the first and second molding members each having a molding body as a covering member and a buffer member 46 as shown in FIG. 7 instead of the first and second molding members 5 and 6. A molding member may be attached. 4) The first and second molding members can be made of a member having an energy absorbing property other than the synthetic resin material.

5) In the molding member having the molding body and the plurality of ribs, the molding body and the plurality of ribs may be separate members, and the molding member may be formed by fixing the plurality of ribs to the molding body. 6] In order to attach the first and second molding members to the front fender and the hood via the clip, attachment means other than the clip can of course be applied. For example, first and second
The molding member may be attached to the front fender and the bonnet with an adhesive. In this case, it is particularly suitable for attaching a molding member as shown in FIG.

7) The energy characteristics may be made the same as a whole by keeping the distance between the ribs on the vehicle rear side constant among the plurality of ribs. In addition, the energy absorption characteristics of the molding member can be easily and completely or partially changed and set by changing the thickness (strength) and number of the ribs as well as the spacing between the ribs. Become. 8] In addition, it is possible to implement the present invention in a form in which various modifications other than the above-described modifications are added without departing from the spirit of the present invention.

[0051]

According to the structure of the front part of the vehicle according to the first aspect,
Since the first molding member long in the vehicle front-rear direction is provided near the upper end of the front fender, when an impact load is applied to the first molding member from substantially above, the first molding member responds to the impact load. The member can deform and absorb energy. Since the first molding member can cover the vicinity of the upper end of the front fender, the obstacle can be prevented from directly hitting the vicinity of the upper end of the front fender. When the obstacle collides with the first molding member, Since the first molding member on which the impact load acts directly can be reliably deformed, the impact on the obstacle can be reliably reduced.

In other words, the energy absorption effect is increased for the impact load acting on the first molding member from substantially above, and the impact on the obstacle that collides with the front fender via the first molding member is reliably reduced. Safety can be improved. First near the upper end of the front fender
Since the structure of the front portion of the vehicle, which is configured by attaching the molding member, can be easily applied to an existing vehicle, it becomes very versatile.

According to the structure of the front part of the vehicle of the second aspect, the first
Is formed so as to bulge upward from the upper end of the front fender, so that an obstacle is reliably prevented from directly hitting the vicinity of the upper end of the front fender, and an impact load is applied to the first molding member from substantially above. Is applied, the first molding member can be easily deformed by the impact load, and the energy absorbing effect can be enhanced.

According to the structure of the front part of the vehicle of the third aspect, the first
The molding member is made of a synthetic resin material, and has a hollow molding body and a plurality of ribs integrally formed at appropriate intervals in the front-rear direction inside the molding body. A suitable rigidity can be given to the molding body by covering the vicinity and using a plurality of ribs. That is, the energy absorption effect of the first molding member when an obstacle collides can be reliably increased,
Change the thickness (strength) and number of ribs, the spacing between ribs, etc.
The energy absorption characteristics of the first molding member can be easily and completely or partially changed and set.

According to the vehicle front structure of the fourth aspect, the clip is attached to at least a part of the rib, and the first molding member is attached to the front fender via the clip. The molding member can be easily attached to the front fender, and the first molding member can be easily removed.

According to the structure of the front part of the vehicle, the interval between the ribs on the rear side of the plurality of ribs is shorter than the interval between the ribs on the front side of the vehicle. Assuming that the impact load acting on the rear part is larger than the impact load acting on the front part, the thickness (strength) of each rib is made substantially constant, and the energy of the rear part of the first molding member is more than the front part. Absorbency can be set large.

According to the structure of the front part of the vehicle of the sixth aspect, the upper part of the hood at the front part of the front part of the hood near the front fender side is elongated in the vehicle front-rear direction and has substantially the same structure as the first molding member. Since the second molding member is attached, the first and second molding members are provided without obstructing the opening and closing of the hood, and when an impact load is applied substantially from above near the boundary between the front fender and the bonnet, the The impact load can be reliably buffered by the first and second molding members and energy can be absorbed. The other effects of the second molding member are basically the same as the effects of the first molding member.

[Brief description of the drawings]

FIG. 1 is a plan view of an automobile including a molding member according to an embodiment of the present invention.

FIG. 2 is a perspective view of a front portion of the vehicle shown in FIG.

FIG. 3 is a side view of the molding member.

FIG. 4 is a sectional view taken along line IV-IV of FIG. 1;

FIG. 5 is a perspective view of a rib included in the molding member.

FIG. 6 includes a molding member according to a first modification;
FIG.

FIG. 7 includes a molding member according to a second modification.
FIG.

[Explanation of symbols]

 C Automobile 1,1B Front fender 2 Bonnet 5,5A, 5B First molding member 6 Second molding member 20,30,40,45 Mold body 25,35 Rib 26 Clip

Continued on the front page (72) Inventor Daisaburo Adachi 3-1, Fuchu-machi, Shinchi, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Yuichi Furumoto 3-1, Fuchu-cho, Shinchi, Aki-gun, Hiroshima Mazda F Terms (reference) 3D003 AA05 BB01 CA53 CA55 3D004 AA04 BA01 DA08

Claims (6)

[Claims] 1. A vehicle front structure having a front fender, wherein an impact load from substantially above is applied to a portion near an upper end of the front fender, the first molding member being long in the vehicle front-rear direction. A structure of a front portion of a vehicle, wherein a first molding member that is deformed to absorb energy is attached. 2. The structure of a vehicle front part according to claim 1, wherein said first molding member is formed in a shape bulging upward from an upper end of a front fender. 3. The first molding member is made of a synthetic resin material, and has a hollow molding body and a plurality of ribs integrally formed at appropriate intervals in the front-rear direction inside the molding body. The structure of a vehicle front part according to claim 2, characterized in that: 4. The vehicle front part according to claim 3, wherein a clip is attached to at least a part of the rib, and the first molding member is attached to the front fender via the clip. Construction. 5. The structure of a vehicle front part according to claim 4, wherein an interval between ribs on a vehicle rear side among the plurality of ribs is shorter than an interval between ribs on a vehicle front side. 6. A second molding member which is long in the vehicle front-rear direction and has substantially the same structure as the first molding member is attached to an upper portion of the hood at the front portion of the vehicle near the front fender side. The vehicle front structure according to any one of claims 1 to 5, wherein: