JP2021130439A - Vehicle front structure - Google Patents

Abstract

To improve, in a vehicle front structure, cushioning performance while improving a flow of traveling wind.SOLUTION: A vehicle front structure disclosed herein is a front structure for a vehicle 10 including: a bumper beam 7 extending in a vehicle width direction behind a bumper fascia 3; and a lower beam 8 extending in a vehicle width direction at an interval below the bumper beam and comprises a first member 1 and a second member 2. The first member 1 is fixed to the lower beam 8 and has: a pair of support surfaces 11 erected from the upper surface of the lower beam 8 toward the bumper beam 7; and a horizontal frame surface 13 connecting the pair of support surfaces and arranged along the upper surface of the lower beam 8. The second member 2: has a vertical wall surface 21 oppositely disposed behind the bumper fascia 3; planar inclined surface 22 to 23 extended obliquely downward backward from the upper end of the vertical wall surface; and a planar abutting surface 24 extended upward from the lower end of the vertical wall surface and disposed in front of the support surface 11. The abutting surface 24 is disposed so as to overlap with the horizontal frame surface 13 in the vertical direction of the vehicle.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle front structure comprising a bumper beam and a lower beam.

Conventionally, behind the bumper facer of a vehicle, the bumper beam and the lower beam extend in the vehicle width direction at different heights, and when the vehicle comes into contact with a pedestrian, a gap between the bumper facer and the above structure is formed. By providing it, the impact caused by contact is alleviated.
On the other hand, a heat exchanger such as a radiator or an oil cooler may be arranged behind the bumper facer of the vehicle. By guiding the running wind of the vehicle to these heat exchangers, the efficiency of heat exchange (cooling performance) is improved. Further, in a vehicle provided with a bumper beam and a lower beam, the space sandwiched between these two beams is used as a flow path for traveling wind (see Patent Documents 1 to 3).

Japanese Patent Application Laid-Open No. 2005-205951 JP-A-2017-509529 Japanese Unexamined Patent Publication No. 2009-126411

In order to increase the flow of the running wind guided to the heat exchanger, it is conceivable to provide an enclosure around the flow path so that all the air passing through the grill of the bumper facer flows to the heat exchanger side. However, by providing such an enclosure, the cushioning performance of the bumper facer against an external force may decrease. For example, in a structure in which a bumper beam and a lower beam are provided behind the bumper facer, there is a gap between the bumper facer and the lower beam. If this gap is closed with some member, the flow of the running wind can be improved, but the rigidity of the bumper facer increases, and the cushioning performance of the vehicle may deteriorate.

One of the purposes of this case was devised in view of the above-mentioned problems, and it was made possible to improve the cushioning performance of the vehicle while improving the flow of the running wind behind the bumper facer. It is to provide a vehicle front structure. Not limited to this purpose, it is also possible to exert an action / effect derived from each configuration shown in the “mode for carrying out the invention” described later, which cannot be obtained by the conventional technique. It can be positioned as a purpose.

The disclosed vehicle front structure includes a bumper beam extending in the vehicle width direction behind the bumper facer and a lower beam extending in the vehicle width direction at intervals below the bumper beam. It is a structure. This structure is fixed to the lower beam, connects between a pair of support surfaces erected from the upper surface of the lower beam toward the bumper beam, and a horizontal frame surface arranged along the upper surface of the lower beam. It is provided with a first member having and. In addition, this structure consists of a planar vertical wall surface that faces the rear of the bumper facer, a planar inclined surface that extends diagonally downward and rearward from the upper end of the vertical wall surface, and a lower end of the inclined surface. It has a planar contact surface extending upward and arranged in front of the support surface, and includes a second member arranged so that the contact surface overlaps the horizontal frame surface in the vertical direction of the vehicle.

The disclosed vehicle front structure contributes to improving the cushioning performance of the vehicle while improving the flow of the running wind behind the bumper facer.

It is a perspective view of the vehicle to which the vehicle front structure as an Example is applied. It is a vertical sectional view for demonstrating the vehicle front structure of the vehicle of FIG. It is a perspective view for demonstrating the vehicle front structure of the vehicle of FIG. It is a perspective view of the first member shown in FIG. It is a top view of the first member shown in FIG. It is a perspective view of the 2nd member shown in FIG. It is a top view of the second member shown in FIG. (A) to (C) are top views for explaining a situation in which the second member approaches the first member when an external force acts on the bumper facer. (A) to (D) are vertical cross-sectional views for explaining a situation in which the second member approaches the first member when an external force acts on the bumper facer.

[1. Vehicle structure]
A vehicle front structure as an embodiment will be described with reference to FIGS. 1 to 9. The front, back, left, right, up and down in the figure represent directions determined with reference to the driver of the vehicle 10. FIG. 1 is a perspective view of a vehicle 10 to which the vehicle front structure as an embodiment is applied. The bumper facer 3 of the vehicle 10 is provided with an upper grill 4 and a lower grill 5. The bumper facer 3 is a general term for parts constituting the front end of the vehicle 10, such as a front bumper and a front grill.

Both the upper grill 4 and the lower grill 5 are mesh-like parts attached to the openings for taking in the running wind. Heat exchangers (radiators, oil coolers, intercoolers, etc.) (not shown) are arranged on the rear side of the upper grill 4 and the lower grill 5. The traveling wind that has passed through the upper grill 4 and the lower grill 5 while the vehicle 10 is traveling is circulated toward the heat exchanger.

As shown in FIG. 2, behind the bumper facer 3, a side member 6 which is a skeleton member of the vehicle 10 is arranged, and a bumper beam 7 and a lower beam 8 are provided. The side members 6 are subframes (or frames) extending in the vehicle length direction (front-rear direction), and are provided in pairs on the left and right at predetermined intervals in the vehicle width direction. The position of the side member 6 in the front view of the vehicle 10 is set to a position slightly inside the left and right sides of the vehicle 10. Further, the shape of the side member 6 in the side view of the vehicle 10 is formed so that only the vehicle interior portion is offset downward.

The front ends of the left and right side members 6 are connected by a bumper beam 7 in the vehicle width direction. The bumper beam 7 is a member that extends behind the bumper facer 3 in the vehicle width direction. The bumper beam 7 is formed to have a length over substantially the entire width of the vehicle 10, and is fixed to the side member 6 in a state of protruding to the outside in the vehicle width direction from the side member 6. Further, the height of the bumper beam 7 is set below, for example, the upper grill 4 and above the lower grill 5. As shown in FIG. 2, a shock absorbing material 9 is attached between the bumper beam 7 and the bumper facer 3.

As shown in FIG. 3, lower beams 8 are provided below the bumper beam 7 at intervals. Like the bumper beam 7, the lower beam 8 is a member provided behind the bumper facer 3 in the vehicle width direction, and is formed to have a length over substantially the entire width of the vehicle 10. The lower beam 8 is fixed to the side member 6 and the bumper beam 7 via a bracket and a vertical member (not shown). Further, the lower end portion of the bumper facer 3 is locked to the lower beam 8.

A first member 1 and a second member 2 are provided between the bumper facer 3 and the lower beam 8. The first member 1 is a member fixed to the vehicle body on the flow path of the cooling air introduced into the heat exchanger, and is fixed to, for example, the lower beam 8. Further, the second member 2 is a member provided so as to cover the gap between the bumper facer 3 and the first member 1 (or the lower beam 8). The second member 2 is, for example, locked to the bumper facer 3 or attached to the bumper facer 3 via a bracket (not shown). The second member 2 functions to prevent the traveling wind from leaking downward from the gap between the bumper facer 3 and the lower beam 8 and to improve the flow of the traveling wind.

[2. First member and second member]
As shown in FIGS. 4 and 5, the first member 1 is provided with a support surface 11, a vertical frame surface 12, a horizontal frame surface 13, and a first groove portion 14.
The support surface 11 is a planar portion erected from the upper surface of the lower beam 8 toward the bumper beam 7. The orientation of the support surface 11 is set so that the normal faces the front and rear of the vehicle 10. In other words, the support surface 11 is erected so as to receive the cooling air introduced into the heat exchanger. The lower end of the support surface 11 shown in FIG. 3 is fixed to the lower beam 8 and the upper end is fixed to the bumper beam 7. The support surface 11 is fixed in the vicinity of the connection point between the bumper beam 7 and the side member 6. The support surfaces 11 of this embodiment are provided at two locations at intervals in the vehicle width direction.

The vertical frame surface 12 is a planar portion substantially orthogonal to the support surface 11, and is connected to each of the left and right support surfaces 11 one by one. As shown in FIG. 4, the vertical frame surface 12 on the right side has a shape extending forward from the right end side of the right side support surface 11. On the other hand, the vertical frame surface 12 on the left side has a shape extending forward from the left end side of the support surface 11 on the left side. In this way, the orientation of the vertical frame surface 12 is set so that the normal line faces the left and right of the vehicle 10. In other words, the vertical frame surface 12 is erected in a direction for cutting the cooling air introduced into the heat exchanger (direction along the flow of the cooling air).

As shown in FIG. 5, the vertical frame surface 12 of this embodiment is arranged in a shape that widens toward the front in a top view. The vertical frame surface 12 on the right side is arranged with the front end side _{tilted to the right by an angle θ 1} , and the vertical frame surface 12 on the left side is arranged with the front end side tilted to the _{left by an angle θ 1.} .. Further, the pair of left and right vertical frame surfaces 12 are provided so as to have a _{maximum width W 1} on the front end side and a minimum width W _{2 on the rear end side.}

The horizontal frame surface 13 is a planar portion connecting at least between the left and right support surfaces 11, and is arranged along the upper surface of the lower beam 8. The horizontal frame surface 13 shown in FIG. 4 is provided so as to connect between the left and right support surfaces 11 and the vertical frame surface 12. Further, the horizontal frame surface 13 is provided with a first groove portion 14 formed in a groove shape extending in the vehicle length direction. The first groove portion 14 is formed in a shape that widens toward the front of the vehicle. The first groove portion 14 shown in FIG. 4 is formed by extruding a trapezoidal region downward at two locations on the horizontal frame surface 13. The groove width of the first groove portion 14 is set so _{that the maximum width W 3} is taken on the front end side thereof and the minimum width W _{4 is taken on the rear end side thereof.}

As shown in FIGS. 6 and 7, the second member 2 includes a vertical wall surface 21, a first inclined surface 22, a second inclined surface 23, a contact surface 24, a guide surface 25, a second groove portion 26, and a toothless portion 27. , The bent portion 28 is provided.
The vertical wall surface 21 is a planar portion arranged to face the rear of the bumper facer 3. The orientation of the vertical wall surface 21 is set so that the normal line faces the front and back of the vehicle 10. In other words, the vertical wall surface 21 is arranged substantially parallel to the support surface 11 of the first member 1. The dimensions of the vertical wall surface 21 in the vehicle width direction are set to be approximately the same length as the dimensions of the horizontal frame surface 13 in the vehicle width direction, but it is not necessary to strictly correspond these dimensions.

The first inclined surface 22 is a planar portion extending horizontally from the upper end portion of the vertical wall surface 21 toward the rear, and the second inclined surface 23 is oblique from the rear end portion of the first inclined surface 22. It is a horizontal part extending toward the lower rear. The planar inclined surface extending diagonally downward and rearward from the upper end of the vertical wall surface 21 is composed of these inclined surfaces 22 to 23. The first inclined surface 22 and the second inclined surface 23 may be formed in the same plane shape, or a polygonal line (ridge line) may be increased by combining three or more plane surfaces.

As shown in FIG. 7, the second inclined surface 23 of this embodiment is arranged in a shape that widens rearward in a top view. The right end side of the second inclined surface 23 is formed so that the front end side is inclined to the left by an angle θ _2, and the left end side of the second inclined surface 23 is formed so that the front end side is inclined to the right by an angle θ _2. Is formed in. _{Further, the width dimension W 5} on the rear end side of the second inclined surface 23 is set to be _{smaller than the maximum width W 1 of the} pair of left and right vertical frame surfaces 12 and larger than the minimum width W _2.

The contact surface 24 is a planar portion extending upward from the lower end of the second inclined surface 23 (inclined surface), and is arranged in front of the support surface 11. The contact surface 24 is arranged so as to overlap the horizontal frame surface 13 of the first member 1 in the vertical direction of the vehicle. The horizontal frame surface 13 in the top view is in a state of being partially covered by the contact surface 24. Therefore, for example, when the inclined surfaces 22 to 23 receive the traveling wind and move downward, the contact surface 24 comes into contact with the horizontal frame surface 13 and the gap on the front side of the horizontal frame surface 13 (the gap with the bumper facer 3). Is blocked. Further, the contact surface 24 is provided at both left and right ends of the second member 2 which can face the support surface 11 of the first member 1. As shown in FIG. 9A, the overall shape of the second member 2 in the side view is formed into an N-shaped (bellows-shaped) bent shape. The contact surface 24 shown in FIG. 9A is inclined so that the upper end portion thereof is located behind the lower end portion, and is attached to the vehicle 10 in an inclined posture with respect to the support surface 11.

The guide surface 25 is a planar portion formed so as to extend upward and backward from the lower end of the second inclined surface 23 (inclined surface). The guide surface 25 is for smoothly moving the contact surface 24 along the upper surface of the lower beam 8 when the first member 1 is pushed backward by, for example, the vehicle 10 colliding with an obstacle or a pedestrian. It is a part that functions as a guide. The guide surface 25 of this embodiment is formed so as to form the same plane as the contact surface 24. Further, the position of the guide surface 25 is set so that the lower end thereof is located below the front end portion of the horizontal frame surface 13 and the upper end thereof is located above the front end portion of the horizontal frame surface 13. As shown in FIG. 9A, the guide surface 25 is also arranged so as to overlap the horizontal frame surface 13 in the vertical direction of the vehicle.

As shown in FIGS. 6 and 7, the second inclined surface 23 is provided with a second groove portion 26 formed in a groove shape extending in the vehicle length direction. The second groove portion 26 is formed in a shape that widens toward the front of the vehicle, similarly to the first groove portion 14. The second groove portion 26 shown in FIG. 6 is formed by extruding a trapezoidal region downward at two locations on the second inclined surface 23. The groove width of the second groove portion 26 is set so _{that the maximum width W 6} is taken on the front end side thereof and the minimum width W _{7 is taken on the rear end side thereof.}

The second groove portion 26 engages with the first groove portion 14 when the second member 2 receives an external force and moves rearward, and functions as a resistor that hinders the movement of the second member 2. For example, the minimum width W ₇ of the second groove portion 26 is set to be larger than the minimum width W _{4 of} the first groove portion 14 and _{smaller than the maximum width W 3 of the first groove portion 14.} As a result, in the process of moving the second member 2 rearward, the front end of the second groove portion 26 engages with the first groove portion 14, and the second member 2 becomes difficult to move. Further, since the second groove portion 26 engages with the first groove portion 14 at its front end, the maximum width W ₆ of the second groove portion 26 may be the same as the minimum width W _{7, or the maximum width W 6 of the first groove portion 14.} It may be set significantly larger than _{W 3.}

The toothless portion 27 is a portion formed by cutting out the lower end portion of the vertical wall surface 21 inside the left and right end sides. The toothless portion 27 shown in FIG. 6 is formed at two locations on the vertical wall surface 21. The portion provided with the toothless portion 27 has a reduced vertical dimension as compared with the portion not provided with the toothless portion 27. As a result, the torsional rigidity of the vertical wall surface 21 is reduced, and deformation in the rotational direction with respect to an external force is easily allowed.

The bent portion 28 is a portion formed by bending a plate-shaped member, and is a bent portion connecting the vertical wall surface 21 and the inclined surfaces 22 to 23. The bent portion 28 of the present embodiment includes the first inclined surface 22 itself, a portion corresponding to a crease (ridge line) between the vertical wall portion 21 and the first inclined surface 22, and the second inclined surface 23 and the second inclined portion 28. A portion corresponding to a crease (ridge line) with the one inclined surface 22 is also included. The bent portion 28 has a function of being bent so that the contact surface 24 and the guide surface 25 come into contact with the horizontal frame surface 13 in response to the traveling wind acting on the second member 2 while the vehicle is traveling. When the first inclined surface 22 of the second member 2 is omitted, the portion corresponding to the crease (ridge line) between the vertical wall portion 21 and the second inclined surface 23 may be regarded as the bent portion 28.

[3. Action]
8 (A) to 8 (C) are top views for explaining a situation in which the second member 2 approaches the first member 1 when an external force acts on the bumper facer 3, and FIGS. 9 (A) to 9 (C). (D) is a vertical sectional view. When an external force acts on the bumper facer 3, the second member 2 moves backward in response to the external force and approaches the first member 1. _{Here, the width dimension W 5} on the rear end side of the second inclined surface 23 of the second member 2 is set to be larger than _{the minimum width W 2} of the vertical frame surface 12. Therefore, the second inclined surface 23 enters between the left and right vertical frame surfaces 12 as shown in FIG. 8 (A).

As shown in FIG. 9A, the contact surface 24 and the guide surface 25 of the second member 2 extend obliquely upward from the lower end of the second inclined surface 23 and toward the rear of the vehicle. The lower end of the guide surface 25 is arranged below the front end of the horizontal frame surface 13 of the first member 1, and the upper end of the guide surface 25 is arranged above the front end of the horizontal frame surface 13 of the first member 1. Will be done. As a result, when the second member 2 tries to move further backward after the horizontal frame surface 13 of the first member 1 comes into contact with the guide surface 25, the guide surface 25 is slightly pushed upward by the horizontal frame surface 13. Be done. The reaction force acts to press the second inclined surface 23 against the horizontal frame surface 13, and the second member 2 smoothly slides backward in a state of being in contact with the first member 1.

When the inclined surfaces 22 to 23 of the second member 2 receive the traveling wind and move downward while the vehicle is traveling, as shown in FIG. 9B, the contact surface 24 and the guide surface 25 of the second member 2 Abuts on the horizontal frame surface 13 of the first member 1. The contact surface 24 and the guide surface 25 are deformed along the horizontal frame surface 13 according to the wind pressure of the traveling wind. As a result, the gap on the front side of the horizontal frame surface 13 (the gap with the bumper facer 3) is closed, and the sealing performance of the running wind is improved. By bringing the portion corresponding to the crease (ridge line) between the second inclined surface 23, the contact surface 24 and the guide surface 25 into contact with the horizontal frame surface 13, a gap between the horizontal frame surface 13 and the second member 2 is created. It is reduced and the sealing performance is further improved.

_{The width dimension W 5} on the rear end side of the second inclined surface 23 is set smaller than _{the maximum width W 1} of the vertical frame surface 12. As a result, the second inclined surface 23 is caught between the left and right vertical frame surfaces 12 as shown in FIGS. 8 (B) and 9 (C), and receives resistance from the first member 1. The second member 2 moves backward while deforming the first member 1 so as to push the vertical frame surface 12 outward. At this time, the second member 2 is deformed by receiving the reaction force from the first member 1. For example, the second inclined surface 23 is deformed so as to be compressed from the left and right.

Further, since the inclined surfaces 22 to 23 of the second member 2 are pressed against the horizontal frame surface 13 of the first member 1, the front end of the second groove portion 26 engages with the first groove portion 14. The magnitude of the reaction force from the first member 1 to the second member 2 increases as the second member 2 moves rearward, and acts to compress and deform the second member 2 more strongly.

The contact surface 24 of the second member 2 is arranged in front of the support surface 11 of the first member 1. Therefore, when the second member 2 moves rearward toward the first member 1, the contact surface 24 comes into contact with the support surface 11 and receives resistance from the first member 1. As a result, as shown in FIGS. 8C and 9D, the second member 2 is compressed and deformed in the front-rear direction. The contact surface 24 is displaced so that the rear end portion rotates in the upward moving direction. Further, the vertical wall surface 21 moves backward until it comes into contact with the front surface of the lower beam 8. A crease is formed at the boundary between the first inclined surface 22 and the second inclined surface 23, and the amount of deformation of the second member 2 increases. As shown in FIG. 9D, the second member 2 penetrates into the rear of the vehicle while inflating the plate surface of the second inclined surface 23 in an arch shape.

[4. effect]
(1) The first member 1 and the second member 2 are provided in the vehicle front structure. The first member 1 has a support surface 11 and a horizontal frame surface 13 that are erected from the upper surface of the lower beam 8 toward the bumper beam 7, and are fixed to the lower beam 8. Further, the second member 2 includes a vertical wall surface 21 arranged to face the rear of the bumper facer 3, a planar inclined surface 22 to 23 extending diagonally downward and rearward from the upper end portion thereof, and a lower end portion thereof. It has a planar contact surface 24 that extends upward from the bumper face 11 and is arranged in front of the support surface 11, and is arranged so as to cover the gap between the bumper facer 3 and the lower beam 8. The contact surface 24 is arranged so as to overlap the horizontal frame surface 13 in the vertical direction of the vehicle.

With such a structure, as shown in FIG. 9B, the contact surface 24 can be brought into contact with the horizontal frame surface 13 by the wind pressure of the running wind, and the contact surface 24 can be brought into contact with the horizontal frame surface 13 downward from the gap between the bumper facer 3 and the lower beam 8. It is possible to prevent the running wind from leaking. Therefore, the sealing performance of the running wind can be improved, and the flow of the running wind can be improved. Therefore, the heat exchange performance (air cooling performance) in the heat exchanger can be improved. In addition, the S-shaped structure formed by the vertical wall surface 21, the inclined surfaces 22 to 23, and the contact surface 24 of the second member 2 allows the second member 2 to be deformed while approaching the first member 1. The cushioning performance of the vehicle 10 can be improved. Further, by arranging the contact surface 24 in front of the support surface 11, the second member 2 can be more reliably crushed to generate a reaction force, and the cushioning performance of the vehicle 10 can be further improved.

The horizontal frame surface 13 of the first member 1 connects between the pair of support surfaces 11 and is arranged along the upper surface of the lower beam 8. In this way, by connecting the left and right support surfaces 11 with the horizontal frame surface 13 in the vehicle width direction, the shape of the first member 1 can be stabilized. Further, the load transmitted from the second member 2 can be distributed to the left and right support surfaces 11, and it becomes easy to compress and deform the entire second member 2 substantially uniformly without bias. Therefore, the uncrushed residue of the second member 2 can be reduced, and the cushioning performance of the vehicle 10 can be further improved.

(2) In the vehicle front structure described above, the upper end of the support surface 11 is fixed to the bumper beam 7. By fixing the upper and lower ends of the support surface 11 to the bumper beam 7 and the lower beam 8, the rigidity and stability of the support surface 11 can be increased. Further, as shown in FIGS. 8 (B) and 9 (B), when the contact surface 24 comes into contact with the support surface 11, the amount of movement of the support surface 11 to the rear can be reduced, and the second member. 2 can be compressed and deformed more reliably. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(3) In the vehicle front structure described above, as shown in FIG. 9A, for example, the contact surface 24 is provided so as to be inclined with respect to the support surface 11. As a result, when the support surface 11 and the contact surface 24 come into contact with each other, the rear end portion of the contact surface 24 can be rotated in the direction of upward movement. That is, the impact can be absorbed by bending and deforming the boundary between the second inclined surface 23 and the contact surface 24 until almost the entire surface of the contact surface 24 comes into contact with the support surface 11. Therefore, the cushioning performance of the vehicle 10 can be further improved.

Further, in the vehicle front structure described above, the contact surface 24 is provided so as to be in an inclined posture with respect to the horizontal frame surface 13. As a result, when the second member 2 is mounted on the vehicle 10, the contact surface 24 can function as a guide member that appropriately guides the relative position of the second member 2 with respect to the first member 1. Therefore, it is possible to improve the dressability.

(4) The second member 2 is provided with a first inclined surface 22 and a second inclined surface 23. The first inclined surface 22 extends horizontally from the upper end of the vertical wall surface 21 toward the rear of the vehicle, and the second inclined surface 23 extends from the rear end of the first inclined surface 22 to the lower end of the contact surface 24. It will be extended toward. In this way, by forming the inclined surface connecting the vertical wall surface 21 and the contact surface 24 into two planar shapes, the boundary between the first inclined surface 22 and the second inclined surface 23 is bent and deformed to absorb the impact. can do. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(5) The first member 1 has a pair of left and right vertical frame surfaces 12 arranged in a shape that widens toward the front of the vehicle in a top view. For example, as shown in FIG. 5, the two vertical frame surfaces 12 are arranged so that the horizontal cross-sectional shape is a V shape that opens toward the front of the vehicle. Further, the inclined surfaces 22 to 23 of the second member 2 are formed so that the width dimension W ₅ on the rear end side is larger than _{the minimum width W 2} of the vertical frame surface 12 and smaller than the _{maximum width W 1.} With such a structure, the second member 2 can be sandwiched between the first members 1, and the reaction force from the first member 1 to the second member 2 can be increased. Further, since the second member 2 is prevented from moving backward from the first member 1, the second member 2 can be more reliably compressed and deformed. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(6) A toothless portion 27 is provided on the vertical wall surface 21 of the second member 2. As shown in FIG. 6, for example, the toothless portion 27 is a portion formed in a shape in which the lower end portion is cut out inside the left and right end sides of the vertical wall surface 21. By providing the toothless portion 27, the torsional rigidity of the vertical wall surface 21 can be reduced, and deformation in the rotational direction with respect to an external force can be easily allowed. Thereby, for example, in the transient state from the state shown in FIG. 9 (B) to the state shown in FIG. 9 (C), the crushing residue of the vertical wall surface 21 can be reduced. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(7) The contact surface 24 of the second member 2 is provided at both left and right ends of the second member 2 which can face the support surface 11 of the first member 1. With such a structure, as shown in FIG. 8 (B), the reaction force from the first member 1 can be input to the left and right ends of the second member 2, and the entire second member 2 can be substantially distributed without bias. It becomes easy to uniformly compress and deform. Therefore, the uncrushed residue of the second member 2 can be reduced, and the cushioning performance of the vehicle 10 can be further improved.

(8) A first groove portion 14 is formed on the horizontal frame surface 13 of the first member 1. The first groove portion 14 is formed in a groove shape extending in the vehicle length direction and widening toward the front of the vehicle. On the other hand, a second groove portion 26 is provided on the second inclined surface 23 of the second member 2. The second groove portion 26 is formed in a groove shape extending in the vehicle length direction, and engages with the first groove portion 14 when the second member 2 moves rearward. With such a structure, the backward movement of the second member 2 can be restrained more reliably, and the second member 2 can be efficiently compressed and deformed. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(9) The second member 2 is provided with a guide surface 25 extending upward from the lower end of the inclined surfaces 22 to 23 and toward the rear of the vehicle. As shown in FIG. 9A, the lower end of the guide surface 25 is located below the front end of the horizontal frame surface 13 in a side view. On the other hand, the upper end of the guide surface 25 is located above the front end portion of the horizontal frame surface 13 in a side view. As a result, the second member 2 can be smoothly slid and moved in a state where the inclined surfaces 22 to 23 are pressed against the surface of the horizontal frame surface 13, and the contact surface 24 and the support surface 11 are brought into contact with each other without deviation. Becomes easier. Therefore, the cushioning performance of the vehicle 10 can be further improved.

(10) As shown in FIGS. 6 and 9, the second member 2 has a bent portion 28 that bends so that the contact surface 24 abuts on the horizontal frame surface 13 in response to a running wind while the vehicle is running. Provided. By providing the bent portion 28 on the second member 2, the contact surface 24 can easily come into contact with the horizontal frame surface 13 due to the wind pressure of the traveling wind. Therefore, the gap between the horizontal frame surface 13 and the bumper facer 3 located in front of the horizontal frame surface 13 can be more reliably closed, and the sealing performance of the running wind can be improved.

[5. Modification example]
The above examples are merely examples, and there is no intention of excluding various modifications and applications of techniques not specified in this embodiment. Each configuration of this embodiment can be variously modified and implemented without departing from the purpose thereof. In addition, it can be selected as needed, or can be combined as appropriate.

For example, in the above-described embodiment, the support surface 11, the vertical frame surface 12, and the horizontal frame surface 13 are provided on the first member 1, but the vertical frame surface 12 and the horizontal frame surface 13 can be omitted. Further, at least one support surface 11 is sufficient, and it is sufficient that the support surface 11 is erected from the upper surface of the lower beam 8 toward the bumper beam 7. Further, the first inclined surface 22 and the second inclined surface 23 in the above-described embodiment may be integrated. As the material of the first member 1 and the second member 2, not only metals such as steel plates and aluminum alloys but also resins such as FRP (fiber reinforced plastic) and CFRP (carbon fiber reinforced plastic) can be used. be.

1 1st member 2 2nd member 3 Bumper facer 4 Upper grill 5 Lower grill 6 Side member 7 Bumper beam 8 Lower beam 9 Shock absorber 10 Vehicle 11 Support surface 12 Vertical frame surface 13 Horizontal frame surface 14 First groove 21 Vertical wall surface 22 No. One sloping surface (sloping surface)
23 Second inclined surface (inclined surface)
24 contact surface 25 guide surface 26 second groove 27 toothless part 28 bent part

Claims (10)

A front structure of a vehicle including a bumper beam extending in the vehicle width direction behind the bumper facer and a lower beam extending in the vehicle width direction at intervals below the bumper beam.
A horizontal frame fixed to the lower beam and erected from the upper surface of the lower beam toward the bumper beam, connecting between the pair of support surfaces and arranged along the upper surface of the lower beam. The first member having a surface and
A planar vertical wall surface that faces the rear of the bumper facer, a planar inclined surface that extends diagonally downward and rearward from the upper end of the vertical wall surface, and upward from the lower end of the inclined surface. A second member having a planar contact surface extending toward the surface and arranged in front of the support surface, and the contact surface arranged so as to overlap the horizontal frame surface in the vertical direction of the vehicle.
The front structure of the vehicle, which is characterized by being provided with. The vehicle front structure according to claim 1, wherein the support surface has an upper end fixed to the bumper beam. The vehicle front structure according to claim 1 or 2, wherein the contact surface is provided so as to be inclined with respect to the support surface. The inclined surface extends horizontally from the upper end portion of the vertical wall surface toward the rear of the vehicle, and extends from the rear end portion of the first inclined surface toward the lower end portion of the contact surface. The vehicle front structure according to any one of claims 1 to 3, further comprising a second inclined surface to be provided. The first member has a pair of left and right vertical frame surfaces arranged in a shape that widens toward the front of the vehicle in a top view.
A claim, wherein the width of the rear end of the inclined surface is formed to be larger than the minimum width of the pair of left and right vertical frame surfaces and smaller than the maximum width of the pair of left and right vertical frame surfaces. The vehicle front structure according to any one of 1 to 4. The vehicle according to any one of claims 1 to 5, wherein the vertical wall surface has a toothless portion formed in a shape in which a lower end portion is cut out inside the left and right end sides. Front structure. The vehicle front structure according to any one of claims 1 to 6, wherein the contact surface is provided at both left and right ends of the second member that can face the support surface. The horizontal frame surface has a first groove portion formed in a groove shape extending in the vehicle length direction and widening toward the front of the vehicle.
The invention is characterized in that the inclined surface is formed in a groove shape extending in the vehicle length direction and has a second groove portion that engages with the first groove portion when the second member moves rearward. The vehicle front structure according to any one of 1 to 7. The second member has a guide surface extending upward from the lower end of the inclined surface and toward the rear of the vehicle.
The lower end of the guide surface is located below the front end of the horizontal frame surface in a side view.
The vehicle front structure according to any one of claims 1 to 8, wherein the upper end of the guide surface is located above the front end portion of the horizontal frame surface in a side view. 6. The vehicle front structure described.

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