JP5083650B2 - Structure for preventing rolling-in of vehicles - Google Patents

Description

  The present invention relates to a vehicle anti-roll-in structure.

  In the event of a collision between vehicles, if the vehicle body frame of one vehicle is at a higher position than the vehicle body frame of the other vehicle, the other vehicle will go under the vehicle body frame of one vehicle.

  In general, since the rigidity of the body is lower than the rigidity of the body frame, the body frame of one vehicle greatly deforms the body of the other vehicle in the event of the collision, thereby narrowing the riding space of the other vehicle. There is a risk that.

  Here, a structure in which a rigid front under-run protector is fixed below a front part of a vehicle body frame of one vehicle is known as a general structure that suppresses the squeezing of the other vehicle with respect to one vehicle.

  However, in the above general structure, since the other vehicle collides with the vertical surface of the front underrun protector, the relative speed of the other vehicle with respect to the one vehicle rapidly decreases in a very short time. For this reason, the collision energy applied to the other vehicle increases rapidly, and there is a possibility of giving an excessive impact to the passenger of the other vehicle. Further, since the impact energy applied to the other vehicle is absorbed mainly by the crushing deformation of the other vehicle in the front-rear direction, the deformation amount of the other vehicle in the front-rear direction may be excessive.

  On the other hand, Japanese Patent Application Laid-Open No. 7-251690 discloses a truck having an auxiliary bumper that projects below the body frame when the other vehicle collides with a main bumper provided at an end of the body frame of one vehicle. A bumper structure is disclosed. In this structure, when the other vehicle hits the inclined surface of the auxiliary bumper protruding downward from the vehicle body frame, entry of the other vehicle below the vehicle body frame of one vehicle is suppressed.

JP-A-7-251690

  However, the truck bumper structure is based on the premise that the other vehicle collides with the main bumper provided at the end of the vehicle body frame, so that the other vehicle does not collide with the main bumper and is positioned below the vehicle body frame. Depending on the type of the collision, such as when entering, or when another vehicle collides outside the vehicle body frame in the vehicle width direction, the auxiliary bumper does not protrude below the vehicle body frame, but below the vehicle body frame. The other vehicle enters.

  The present invention has been made in view of the above circumstances, and in the event of a frontal collision, it is possible to mitigate the impact given to the occupant of the other vehicle that collides without depending on the aspect of the collision, and the other An object of the present invention is to provide a vehicle anti-roll-in prevention structure that can suppress the amount of deformation in the longitudinal direction of the vehicle.

In order to achieve the above object, a vehicle anti-roll-in structure according to the present invention includes an oblique plate, a stopper, a reinforcement, and a shaft . The oblique plate has an inclined lower surface and an inner end portion in the vehicle width direction, and the inner end portion in the vehicle width direction is fixed to the vehicle body frame. The inclined lower surface extends below and obliquely below the body frame and in front of the pair of left and right front wheels. The stopper extends downward from the rear end of the oblique plate. The reinforcement is fixed to the outer end of the oblique plate in the vehicle width direction. The shaft extends obliquely upward from one end fixed to the reinforcement toward the inside in the vehicle width direction, and the other end is fixed to the vehicle body frame above the oblique plate. The inclined lower surface is in contact with the upper part of the entry that enters the lower part of the vehicle body frame from the front of the vehicle toward the rear of the vehicle.

  In the above configuration, when the front part of the passenger car collides with the front part of a vehicle (hereinafter, referred to as a large vehicle) having an anti-roll-in structure, and the passenger car enters below the body frame of the large vehicle, the upper front part of the passenger car is It hits the inclined lower surface of the rhombic plate that extends diagonally downward and rearward in front of the front wheels of a large vehicle, and decelerates while sliding on the inclined lower surface. Therefore, compared with the case where the passenger vehicle collides with the vertical plane, the relative speed of the passenger vehicle with respect to the large vehicle does not rapidly decrease, and the impact on the passenger of the passenger vehicle can be reduced.

  In addition, as the passenger car enters the lower part of the front part of the large vehicle, the front part of the passenger car slides on the inclined lower surface of the swash plate, so that a pressing force from obliquely above acts on the front part of the passenger car. As a result, bending deformation, front-rear direction crushing deformation, and vertical crushing deformation occur. That is, unlike the deformation mode in which the front and rear direction crush deformation occurs mainly like when the passenger car collides with the vertical plane, it becomes a deformation mode in which bending deformation and front and rear direction crush deformation and vertical crush deformation occur. Since the impact energy applied to the passenger car is absorbed also by bending deformation and vertical crushing deformation, the amount of deformation in the front-rear direction of the passenger car can be suppressed.

  In addition, when a pressing force is applied to the front part of the passenger car obliquely from above, and the front part of the passenger car is deformed downward and contacts the road surface, a frictional force is generated between them, and friction between the front part of the passenger car and the road surface occurs. Impact energy is also absorbed by force. Therefore, the amount of deformation in the front-rear direction of the passenger car can be further suppressed.

  Further, when the front portion of the passenger car does not stop on the inclined lower surface, the front portion of the passenger car hits a stopper extending downward from the rear end portion of the oblique plate, and the entry is firmly suppressed by the stopper. That is, although the passenger car is allowed to enter the position of the stopper, the rearward entry of the passenger car is more strongly suppressed, so there is no possibility of narrowing the passenger space of the passenger car.

  In addition, since the inclined lower surface extends below the body frame and in front of the pair of left and right front wheels and obliquely below the rear, the front part of the passenger car does not hit the body frame of the large vehicle and is below the body frame. Even when entering, it hits the inclined lower surface. That is, it is possible to satisfactorily prevent the passenger car from getting caught without depending on the collision mode.

  The oblique plate has a left oblique plate and a right oblique plate that are respectively arranged on the outer sides in the vehicle width direction of the body frame, and the stopper is a left stopper that extends downward from the rear end portion of the left oblique plate. And a right stopper portion extending downward from the rear end portion of the right oblique plate.

  In the above configuration, when a radiator is provided between the front body frames of the large vehicle, the left and right diagonal plates are arranged outside the radiator frame in the vehicle width direction outside the radiator. can do. In general, the width of the front portion of the passenger car is larger than the width of the outer frame of the large vehicle, so the front portion of the passenger car that has entered the lower side of the large vehicle is at least the left or right diagonal plate. Hit one side for sure. In addition to the above radiator, an under cross member is generally provided along the vehicle width direction at the front of a large vehicle, and impact energy is generated by the front of the passenger car hitting the radiator or the under cross member. Absorbed.

  Therefore, even if the radiator is provided between the front body frames of the large vehicle, the passenger car can be prevented from being caught well without reducing the cooling performance of the radiator.

  Further, the left stopper portion and the right stopper portion may be coupled.

  In the above structure, even when the front part of the passenger car hits only one of the left and right diagonal plates (for example, the left diagonal plate), the other side (for example, the right diagonal plate) through the stopper. Since the impact force is transmitted to the left, the deformation of the left oblique plate, the right oblique plate and the stopper (the left stopper portion and the right stopper portion) can be suppressed.

  According to the present invention, in the case of a frontal collision, the impact given to the passenger of the other vehicle that collides can be reduced without depending on the aspect of the collision, and the deformation amount in the front-rear direction of the other vehicle is suppressed. can do.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Hereinafter, the front-rear direction means the front-rear direction of the traveling direction of the vehicle. In the figure, an arrow FR indicates the front of the vehicle, and an arrow UP indicates the upper side of the vehicle.

  A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a perspective view showing a state in which a rolling-in prevention structure according to the first embodiment is provided in a vehicle, FIG. 2 is a side view of the vehicle in FIG. 1, and FIG. 3 is a rolling-in prevention structure in FIG. FIG.

  A truck (vehicle) 1 according to this embodiment is a cab-over type vehicle, and includes a body frame 2, a cab 3, a front wheel 4, a radiator 5, an undercross member 6, a stabilizer pipe 7, and an anti-roll-in structure. 8.

  The vehicle body frame 2 includes a pair of side members 21 that extend in the front-rear direction and are arranged on the left and right sides, and a cross member 22 that extends in the vehicle width direction and connects the front ends 25 of the pair of side members 21.

  The cab 3 is provided at an upper front portion of the vehicle body frame 2. The cab 3 is provided with bumpers, doors, windshields, and the like (not shown).

  A pair of front wheels 4 are arranged on both sides of the vehicle body frame 2 in the vehicle width direction below the cab 3.

  The radiator 5 is disposed between the pair of side members 21. The lower end portion 51 of the radiator 5 protrudes downward from the vehicle body frame 2.

  The undercross member 6 is disposed between the pair of side members 21 behind the radiator 5. The under cross member 6 connects the pair of side members 21 behind the cross member 22, and a curved intermediate portion 61 is disposed below the vehicle body frame 2.

  The stabilizer pipe 7 is disposed below the vehicle body frame 2 and extends in the vehicle width direction.

  The anti-roll-in structure 8 includes a panel 81, an oblique plate 82, a reinforcement 88, a stopper 89, and a shaft 93. The anti-roll-in structure 8 prevents a passenger car or the like from being deeply inserted below the vehicle body frame 2 from the front to the rear.

  The panels 81 are a pair of metal plate-like members, which are welded to the front portions 24 of the outer side surfaces 23 of the left and right side members 21 and extend downward from the side members 21. The panel 81 has a substantially trapezoidal shape, and the width extending downward is wide from the front to the rear.

  The oblique plate 82 includes a left oblique plate 83 and a right oblique plate 84 and is fixed to the vehicle body frame 2. The left oblique plate 83 and the right oblique plate 84 are rectangular metal plate-like members. The left oblique plate 83 is disposed outside the left side member 21 in the vehicle width direction, and the right oblique plate 84 is disposed outside the right side member 21 in the vehicle width direction. The left oblique plate 83 and the right oblique plate 84 have a width in the vehicle width direction from the outer side in the vehicle width direction of the side member 21 to the vicinity of the outer end in the vehicle width direction of the front wheel 4, and have a width in the front-rear direction. From the vicinity of the front end 25 of the side member 21 to the vicinity of the front end 41 of the front wheel 4. Further, the left oblique plate 83 and the right oblique plate 84 each have an inclined lower surface 85. The inclined lower surface 85 extends rearward and obliquely downward below the body frame 2 and in front of the pair of left and right front wheels 4. All lower surfaces of the left oblique plate 83 and the right oblique plate 84 are inclined lower surfaces 85.

  An inner end portion 86 of the oblique plate 82 in the vehicle width direction is welded to the panel 81 and is fixed to the side member 21 via the panel 81. The outer end portion 87 of the oblique plate 82 in the vehicle width direction is fixed to the side member 21 via the reinforcement 88 with the reinforcement 88 fixed thereto.

  The reinforcement 88 is a pair of metal square pipe members, extends in the front-rear direction, and is fixed to the vehicle width direction outer end portion 87 of the left oblique plate 83 and the right oblique plate 84.

  The stopper 89 is a metal plate member, and includes a left stopper portion 91 disposed at the rear end 90 of the left oblique plate 83 along the vehicle width direction, and a right oblique plate 84 along the vehicle width direction. And a right stopper portion 92 disposed at the rear end portion 90. The left stopper portion 91 extends downward from the rear end portion 90 of the left oblique plate 83. The right stopper portion 92 extends downward from the rear end portion 90 of the right oblique plate 84.

  The stopper 89 may be fixed to the vehicle body frame 2 and extended from the vehicle body frame 2 to the lower side of the oblique plate 82.

  The shaft 93 is a metal round pipe member, and connects the inner surface of the reinforcement 88 in the vehicle width direction and the outer surface 23 of the side member 21 in the vehicle width direction. The shaft 93 has a pair of a first shaft 94, a second shaft 95, and a third shaft 96. One end of the first shaft 94 is fixed to the front end portion of the reinforcement 88, extends obliquely forward and upward toward the front end 25 of the side member 21, and the other end is fixed to the side member 21. One end of the second shaft 95 is fixed to the rear end portion of the reinforcement 88, extends obliquely upward toward the inside in the vehicle width direction, and the other end is fixed to the side member 21. One end of the third shaft 96 is fixed to the front end portion of the reinforcement 88, extends obliquely rearward and upward toward the inner end in the vehicle width direction of the second shaft 95, and the other end is fixed to the side member 21.

  According to the above-described embodiment, a substantially V-shaped space narrowed from the front to the rear in a side view between the inclined lower surface 85 and the road surface 10 as shown in FIG. A wedge-shaped space 11 is defined.

  When a vehicle 13 (hereinafter referred to as a passenger car) 13 having a front end portion at a position lower than the body frame 2 of the truck 1 collides head-on with the truck 1, the anti-rolling-in structure 8 of the truck 1 against the passenger car 13 has the following structure. Acts as follows.

  When the front part 15 of the passenger car 13 collides with the front part 14 of the truck 1 and the passenger car 13 enters the lower part of the body frame 2 of the truck 1, the front upper part of the passenger car 13 is obliquely rearward in front of the front wheels 4 of the truck 1. It hits the inclined lower surface 85 of the oblique plate 82 extending downward, and decelerates while sliding on the inclined lower surface 85. Therefore, compared with the case where the passenger car 13 collides with the vertical plane, the relative speed of the passenger car 13 with respect to the truck 1 does not rapidly decrease, and the impact on the passenger of the passenger car 13 can be reduced.

  Further, as the passenger car 13 enters the lower part of the front part 14 of the truck 1, the front part 15 of the passenger car 13 slides on the inclined lower surface 85 of the swash plate 82. A pressing force from obliquely above acts to cause bending deformation, front-rear direction crushing deformation, and vertical crushing deformation. That is, unlike the deformation mode in which the front and rear direction crushing deformation mainly occurs as in the case where the passenger car 13 collides with the vertical surface, the deformation mode in which the bending deformation, the front and rear direction crushing deformation, and the vertical crushing deformation occur. Further, since the impact energy applied to the passenger car 13 is also absorbed by bending deformation and vertical crushing deformation, the amount of deformation in the front-rear direction of the passenger car 13 can be suppressed.

  Further, when a pressing force from obliquely above acts on the front portion 15 of the passenger car 13 and the front portion 15 of the passenger car 13 is deformed downward and comes into contact with the road surface 10, a frictional force is generated between the two, and the front of the passenger car 13 is The impact energy is also absorbed by the frictional force between the portion 15 and the road surface 10. Therefore, the amount of deformation of the passenger car 13 in the front-rear direction can be further suppressed.

  As described above, the front portion 15 of the passenger car 13 is bent, deformed in the front-rear direction, or deformed in the vertical direction in the substantially V-shaped space 11 whose width in the vertical direction becomes narrower as it enters the lower portion of the front portion 14 of the truck 1. By deforming in a deformation mode accompanied by crushing deformation, and by generating a frictional force with the road surface 10 when deformed downward, impact energy is absorbed as if a wedge is driven (hereinafter referred to as a wedge effect). Called).

  Since the front portion 14 of the truck 1 is loaded with a heavy object such as an engine (not shown), when the passenger car 13 enters while sliding on the inclined lower surface 85, the front portion 14 of the truck 1 The vehicle weight of the truck 1 reliably acts on the front portion 15 of the passenger car 13 from the inclined lower surface 85 in a state where the upward lifting is suppressed. Therefore, the wedge effect functions sufficiently and the impact energy is efficiently absorbed.

  Further, when the front portion 15 of the passenger car 13 does not stop on the inclined lower surface 85, the front portion 15 hits a stopper 89 extending downward from the rear end portion 90 of the oblique plate 82, and the entry is firmly suppressed by the stopper 89. That is, the passenger car 13 is allowed to enter the position of the stopper 89, but the entry to the rear side of the stopper 89 is strongly suppressed, so that a strong member such as the vehicle body frame 2 of the truck 1 is attached to the passenger car 13. It is prevented from entering the front portion 15 and there is no possibility that the passenger space of the passenger car 13 is narrowed.

  In addition, since a part of the impact force inputted downward with respect to the front portion 15 of the passenger car 13 is buffered by the wheels and suspension provided in the passenger car 13, the impact on the passenger is mitigated.

  Further, since the outer side in the vehicle width direction of the oblique plate 82 is firmly fixed to the side member 21 by the shaft 93, it is difficult to be deformed when the front upper portion of the passenger car 13 abuts against the inclined lower surface 85.

  In addition, since the oblique plate 82 and the stopper 89 have sufficiently high rigidity and are firmly fixed to the vehicle body frame 21, they are difficult to bend and deform when the passenger car 13 comes into contact with the inclined lower surface 85. Thus, it is possible to reliably apply a pressing force from obliquely above to the passenger car 13. Further, since the oblique plate 82 and the stopper 89 are not easily deformed, the deformation amount of the track 1 due to the collision can be suppressed.

  Further, since the inclined lower surface 85 extends below the body frame 2 and obliquely rearwardly in front of the pair of left and right front wheels 4, the front portion 15 of the passenger car 13 does not hit the body frame 2 of the truck 1. Even when the vehicle enters the lower part of the body frame 2, it hits the inclined lower surface 85. That is, it is possible to satisfactorily prevent the passenger car 13 from being caught without depending on the collision mode.

  The oblique plate 82 includes a left oblique plate 83 and a right oblique plate 84 that are respectively arranged on the outer sides in the vehicle width direction of the body frame 2, and the stopper 89 is a rear end portion of the left oblique plate 83. A left stopper portion 91 extending downward from 90 and a right stopper portion 92 extending downward from the rear end portion 90 of the right oblique plate 84 are provided. Therefore, avoiding the lower end portion 51 of the radiator 5 provided between the body frames 2 of the front portion 14 of the truck 1, the left oblique plate 83 and the right oblique plate 84 are disposed outside the body frame 2 in the vehicle width direction. Can be arranged. In general, since the vehicle width of the front portion 15 of the passenger car 13 is larger than the vehicle width of the outer frame 2 of the truck 1, the front portion 15 of the passenger car 13 that has entered the lower side of the truck 1 has a left oblique plate 83 or It reliably hits at least one of the right oblique plates 84. In addition to the radiator 5, an undercross member 6 and a stabilizer pipe 7 are provided along the vehicle width direction at the front portion 14 of the truck 1. The passenger car 13 is connected to the radiator 5, the undercross member 6, the stabilizer pipe 7, and the like. The impact energy is absorbed by the front part 15 of the contact.

  Therefore, since the radiator 5 provided between the vehicle body frames 2 is not covered, it is possible to satisfactorily prevent the passenger car 13 from being caught without reducing the cooling performance of the radiator 5.

  Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 4 is a perspective view showing a state in which the rolling-in prevention structure according to the second embodiment is provided in the vehicle, FIG. 5 is a side view of the vehicle in FIG. 4, and FIG. 6 is a rolling-in prevention structure in FIG. FIG. In the second embodiment, the rhombic plate 100, the stopper 104, and the shaft 109 are provided in place of the rhombic plate 82, the stopper 89, and the shaft 93 of the first embodiment. Since this is the same as that of the first embodiment, the same reference numerals are given and description thereof is omitted.

  The oblique plate 100 includes a left oblique plate 101 and a right oblique plate 102 and is fixed to the vehicle body frame 2. The left oblique plate 101 and the right oblique plate 102 have a width in the vehicle width direction from the outer side in the vehicle width direction of the side member 21 to the vicinity of the outer end in the vehicle width direction of the front wheel 4, and have a width in the front-rear direction. From the vicinity of the front end 25 of the side member 21 to the front of the front wheel 4. Further, each of the left oblique plate 101 and the right oblique plate 102 has an inclined lower surface 103. The inclined lower surface 103 extends below the body frame 2 and obliquely rearward and downward in front of the pair of left and right front wheels 4. All lower surfaces of the left oblique plate 101 and the right oblique plate 102 are inclined lower surfaces 103.

  The stopper 104 is a metal bar plate-like member, crosses the side member 21 and extends in the vehicle width direction below the side member 21, and the left stopper portion 105 and the right stopper portion 106 are connected to be integrated. Provided. The stopper 104 of the second embodiment has an intermediate portion 107 between the left stopper portion 105 and the right stopper portion 106 and below the vehicle body frame 2. The left stopper portion 105 extends downward from the rear end portion 108 of the left oblique plate 101. The right stopper portion 106 extends downward from the rear end portion 108 of the right oblique plate 102. The intermediate portion 107 extends downward along with the left stopper portion 105 and the right stopper portion 106 from the rear end portion 108 of the oblique plate 100.

  The stopper 104 may have a function as a front underrun protector.

  The shaft 109 is a metal round pipe member, and connects the inner surface in the vehicle width direction of the reinforcement 88 and the outer surface 23 in the vehicle width direction of the side member 21. The shaft 109 has a pair of a first shaft 110, a second shaft 111, and a third shaft 112, respectively. One end of the first shaft 110 is fixed to the front end of the reinforcement 88, extends obliquely upward toward the inner side in the vehicle width direction, and the other end is fixed to the side member 21. One end of the second shaft 111 is fixed to the rear end portion of the reinforcement 88, extends obliquely rearward and upward inward in the vehicle width direction, and the other end is fixed to the side member 21. One end of the third shaft 112 is fixed to the front end portion of the reinforcement 88, extends toward the inner end of the second shaft 111 in the vehicle width direction, and the other end is fixed to the side member 21.

  According to the second embodiment, below the front portion of the track 1, as shown in FIG. 5, as shown in FIG. A space 11 is defined.

  When the passenger car 13 collides head-on with the truck 1 of the second embodiment, the anti-roll-in structure 99 of the truck 1 acts on the passenger car 13 as follows.

  In the second embodiment, the stopper 104 connects the left stopper portion 105 and the right stopper portion 106 via an intermediate portion 107. In such a structure, unlike the structure of the first embodiment, even when the front portion 15 of the passenger car 13 hits only one of the left oblique plate 101 and the right oblique plate 102 (for example, the left oblique plate 101). Since the impact force is transmitted to the other side (for example, the right oblique plate 102) via the stopper 104, the left oblique plate 101, the right oblique plate 102, and the stopper (the left stopper portion 105 and the right stopper portion 106) 104. Can be suppressed.

  In the second embodiment, the stopper 104 prevents the passenger vehicle 13 from entering between the pair of side members 21, and the radiator 5 of the truck 1, an undercross member (not shown) disposed behind the stopper 104, Narrowing of the passenger space of the passenger car 13 can be suppressed while suppressing deformation of a stabilizer pipe (not shown) or the like. That is, in the second embodiment, unlike the first embodiment, the structure disposed between the pair of side members 21 of the track 1, such as the radiator 5, the undercross member, and the stabilizer pipe of the track 1, can be protected. it can.

  Further, except for the above-described action, the anti-roll-in structure 99 of the second embodiment operates in the same manner as the anti-lock-in structure 8 of the first embodiment.

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the discussion and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  For example, in the first and second embodiments, the inclined lower surfaces 85 and 103 are arranged on the outer side in the vehicle width direction of the vehicle body frame 2 so as not to restrict the cooling function of the radiator 5. And in front of the pair of left and right front wheels 4 may be arranged in a wider range (such as the inside of the side member 21 in the vehicle width direction).

It is a perspective view which shows the state by which the rolling-in prevention structure concerning 1st Embodiment was provided in the vehicle. It is a side view of the vehicle of FIG. FIG. 2 is a schematic plan view of the penetration preventing structure of FIG. 1. It is a perspective view which shows the state by which the boring prevention structure concerning 2nd Embodiment was provided in the vehicle. It is a side view of the vehicle of FIG. FIG. 5 is a schematic plan view of the anti-roll-in structure of FIG. 4.

Explanation of symbols

1: Truck (vehicle)
2: body frame 3: cab 4: front wheels 8, 99: anti-roll-in structure 10: road surface 13: passenger car 21: side member 81: panel 82, 100: oblique plate 83, 101: left oblique plate 84, 102 : Right oblique plate 85, 103: inclined lower surface 88: reinforcement 89, 104: stopper 91, 105: left stopper portion 92, 106: right stopper portion 93, 109: shaft

Claims (3)

An inclined lower surface that Ru extending back obliquely downward in front of the pair of left and right front wheels a lower body frame, and oblique plate having a vehicle width direction inner end that is fixed to the body frame,
A stopper extending downward from the rear end of the oblique plate;
Reinforce fixed to the vehicle width direction outer end portion of the oblique plate,
A shaft that extends obliquely upward from one end fixed to the reinforcement toward the inside in the vehicle width direction, and the other end is fixed to the vehicle body frame above the oblique plate ,
The inclined lower surface is in contact with an upper part of an entry that enters the lower part of the vehicle body frame from the front of the vehicle toward the rear of the vehicle. The vehicle's anti-roll-in prevention structure according to claim 1,
The oblique plate has a left oblique plate and a right oblique plate that are respectively arranged on the vehicle width direction outside of the body frame,
The stopper includes a left stopper portion extending downward from a rear end portion of the left oblique plate and a right stopper portion extending downward from a rear end portion of the right oblique plate. Prevention structure. A structure for preventing a vehicle from rolling in according to claim 2,
The stopper is connected to the left stopper portion and the right stopper portion.

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