Air duct for a motor vehicle front face, motor vehicle front face comprising such a module, and motor vehicle comprising such a front face

Abstract

The invention relates to an air duct (23) for a motor vehicle front face, said air duct (23) being intended to be attached behind a controlled air inlet module and in front of a motor-fan unit (17), being designed to guide the air entering the controlled air inlet module to the motor-fan unit, and comprising a flexible portion (25) and a rigid portion (27) behind the flexible portion (25). According to the invention, the rigid portion (27) includes a reinforced stop piece (29) that is arranged so as to end opposite a lower transverse beam (5) of the front face when the air duct (23) is mounted in the front face. The invention also relates to a front face comprising such an air duct and to a motor vehicle comprising such a front face.

Description

DESCRIPTION TITLE: Air duct for the front of a motor vehicle, front of a motor vehicle comprising such a module and motor vehicle comprising such a front [Technical field]

[0001] The present invention claims priority from French application 2211138 filed on October 26, 2022, the content of which (text, drawings and claims) is incorporated herein by reference.

[0002] The invention relates to the field of motor vehicles and more particularly concerns an air duct for the front of a motor vehicle. The invention also concerns a front of a motor vehicle comprising such an air duct and a motor vehicle comprising such a front. [State of the prior art]

[0003] As is known, the front of the motor vehicle includes, among other things, a front bumper and, behind the front bumper, a controlled air intake module, frequently referred to by the acronym “MEAP”.

[0004] The MEAP aims to improve the aerodynamics of the motor vehicle and, when the motor vehicle is an electric motor vehicle, to increase its autonomy.

[0005] The MEAP typically comprises a controlled air inlet cassette designed to prohibit, limit or authorize an air flow passing through the MEAP. The controlled air inlet cassette typically comprises a frame, delimiting one or more air inlets, a set of flaps, movable between a closed position and an open position of said air inlets, and actuators of said flaps.

[0006] The front of the motor vehicle may also include, behind the MEAP, an air duct conveying air from the cassette air inlet to a motor-fan unit, frequently designated by the acronym "GMV", also called "cooling facade". Thus, the MEAP regulates the air supply to the GMV.

[0007] The air duct typically has a front part made of flexible material and a rear part made of rigid material. The front part made of flexible material is intended to provide a seal and a good seal between the controlled air inlet cassette and the rear part of the air duct, made of rigid material.

[0008] Among the many tests used for the approval of motor vehicles, a so-called "repairability" impact consisting of projecting the motor vehicle onto a barrier oriented at 10° at a speed of approximately 16 km / h is carried out.

[0009] At the end of this test, the vehicle obtains a classification according to the RCAR system (the English acronym for “Research Council for Automobile Repairs”).

[0010] The vehicle successfully passes the “repairability” impact when, at the end of the impact, certain parts of the vehicle are not impacted, in particular the motor-fan unit.

[0011] According to a known embodiment of the prior art, in particular from document FR 3 120 022, the controlled air intake cassette can be mounted behind a radiator grille on the front of the vehicle. It is located in a rear area of ​​the front of the vehicle and is fixed to a repairable beam of the vehicle, beam extending transversely relative to the motor vehicle and mounted substantially opposite the longitudinal structural beams, also called "stretchers".

[0012] A new architecture for the front of a motor vehicle, however, proposes to arrange the controlled air intake cassette in the lower part of the front of the motor vehicle, i.e. below the vehicle's repairability beam relative to the vertical axis of the motor vehicle.

[0013] In such an embodiment, the controlled air intake cassette is mounted directly behind a lower grille of the front bumper. It is fixed in a front area of ​​the front face of the motor vehicle, directly on the front bumper skin.

[0014] For regulatory reasons, the bottom of the front bumper of a motor vehicle is generally further forward, along a longitudinal axis of the motor vehicle, than the rest of the skin of the front bumper.

[0015] Thus, during a repairable impact, the front face of the vehicle, in particular the front bumper, the air intake cassette and the air duct, forming a set of successive layers relative to the longitudinal direction of the motor vehicle, moves back along the longitudinal axis of the vehicle.

[0016] More specifically, during shock repairability, the air inlet cassette and the air duct, behind the air inlet cassette, are compressed.

[0017] However, the thickness of the air inlet cassette frame and the rigid part of the air duct limits the compression of the assembly formed by the air inlet cassette and the air duct, thus creating an incompressible hard point whose impact against the group motor-fan unit leads to damage to the motor-fan unit, or even its rupture. A solution consisting of making the air duct entirely of flexible material would not be satisfactory because the duct would not retain sufficient functional rigidity.

[0018] Such damage negatively impacts the classification of the motor vehicle according to the RCAR system.

[0019] Also, in case of damage or breakage of the motor-fan unit of the motor vehicle, the cost of repairing the vehicle is extremely high. [Statement of the invention]

[0020] The present invention aims to overcome the aforementioned drawbacks, and to do so relates to an air duct for the front of a motor vehicle, intended to be fixed behind a controlled air intake module of said front and in front of a motor-fan unit of said front, said air duct being designed to convey the air entering said controlled air intake module to said motor-fan unit and comprising a flexible part, intended to be in contact with a controlled air intake cassette of said controlled air intake module, and a rigid part, behind said flexible part, said air duct being remarkable in that said rigid part comprises a reinforced stop piece arranged in said air duct so as to open opposite a lower transverse cross member of said front when said air duct is mounted in said front.

[0021] During a repairable impact to which the motor vehicle equipped with such an air duct is subjected, the air intake cassette of the MEAP and the flexible part of the air duct move back longitudinally relative to the motor vehicle and are compressed.

[0022] The reinforced stop piece of the air duct then comes into contact with the lower cross member on which the motor-fan unit is fixed.

[0023] The reinforced stop piece, abutting against the lower cross member, then limits the recoil of the air duct. The MEAP continues to crush against the air duct until it ruptures, which reduces the incompressible volume of the assembly formed by the MEAP and the air duct.

[0024] By reducing the incompressible volume in front of the motor-fan unit in this way, the impact of the assembly formed by the MEAP and the air duct on the motor-fan unit is reduced and its rupture is avoided.

[0025] The air duct obtained thanks to the present invention very advantageously makes it possible to improve the classification according to the RCAR system of the motor vehicle which is equipped with it.

[0026] Also, thanks to the present invention, oversizing of the structural elements of the vehicle is avoided, in particular the deformable boxes, a solution which would negatively impact the price / mass ratio.

[0027] Depending on optional air duct features: - said reinforced stop piece extends under a lower edge of said rigid part of said air duct; - said reinforced stop piece comprises a stop plate extending along said lower edge of said rigid part of said air duct; - said stop plate extends substantially over the entire length of said lower edge of said rigid portion of said air duct; - said reinforced stop piece comprises at least one stiffening rib arranged longitudinally relative to said front face when said air duct is mounted in said front face of said motor vehicle; - said reinforced stop piece comprises several stiffening ribs, in particular five stiffening ribs; - said at least one stiffening rib extends from a front edge of said rigid portion of said air duct to said stop plate of said air duct.

[0028] The invention also relates to a front face of a motor vehicle, comprising: - a front bumper, - a controlled air intake module, designed to regulate the flow of air passing through it and fixed to a rear part of said front bumper, comprising a controlled air intake cassette, - a motor-fan unit, - a lower transverse crosspiece, extending transversely relative to said front face, on which a lower part of said motor-fan unit is fixed, - an air duct, arranged to convey the air entering said controlled air inlet module to said motor-fan unit, said front face being remarkable in that said air duct is obtained according to the invention, in that said reinforced stop piece is arranged opposite said lower transverse crosspiece and in that a predetermined distance longitudinally separates said reinforced stop piece from said lower transverse crosspiece.

[0029] According to an optional feature of the front face according to the invention, said stop plate extends substantially parallel to said lower transverse cross member.

[0030] The invention also relates to a motor vehicle comprising a front face, remarkable in that said front face is obtained according to the invention. [Description of the drawings]

[0031] Other characteristics, aims and advantages of the invention will appear on reading the detailed description which follows, for the understanding of which reference will be made to the appended drawings in which:

[0032] [Fig. 1] is a front isometric view of a front face of a motor vehicle according to the invention.

[0033] [Fig. 2] is a longitudinal section of the front face according to the invention.

[0034] [Fig. 3] is an isometric view from below of the air duct according to the invention.

[0035] [Fig. 4] is a side view of the air duct according to the invention.

[0036] [Fig. 5] shows the behavior of the front face during a first stage of a “repairability” shock applied to the motor vehicle.

[0037] [Fig. 6] shows the behavior of the front face during a second stage of a “repairability” shock applied to the motor vehicle.

[0038] [Fig. 7] shows the behavior of the front face during a third stage of a “reparability” shock applied to the motor vehicle.

[0039] [Fig. 8] shows the behavior of the front face during a fourth stage of a “reparability” shock applied to the motor vehicle.

[0040] [Fig. 9] shows the behavior of the front face during a fifth stage of a “reparability” shock applied to the motor vehicle.

[0041] [Fig. 10] shows the behavior of the front face during a sixth stage of a “reparability” shock applied to the motor vehicle. [Description of embodiments]

[0042] In the remainder of the description, elements having an identical structure or similar functions are designated by the same reference.

[0043] By convention, we will adopt, without limitation, longitudinal, vertical and transverse orientations indicated by the direct trihedron (L, V, T) designating the longitudinal, vertical and transverse axes of the vehicle.

[0044] In the following, the terms "front", "rear", "left", "right", "lower" and "upper" refer to the vehicle.

[0045] Reference is made to figures 1 and 2 showing a front face 1 of a motor vehicle according to the invention, respectively in front isometric view and in longitudinal section.

[0046] The front face 1 admits a longitudinal median plane of symmetry. Thus, the description given for the left part of the front face 1 applies by analogy to the right part of the front face 1 , and vice versa.

[0047] The front face 1 of the motor vehicle comprises a set of structural elements 3.

[0048] The set of structural elements 3 comprises longitudinal lower beams, commonly called “extensions” and positioned parallel on either side of the powertrain (not shown in the figures).

[0049] These longitudinal lower beams or extensions are mounted below, in the vertical direction of the motor vehicle, longitudinal structural beams commonly called "stretchers" (not shown in the figures).

[0050] The front ends of the longitudinal lower beams are extended forward by impact-deformable boxes (not shown), commonly called "crash boxes" or "sacrificial boxes", and configured to be compressed in the event of an impact of the motor vehicle so as to absorb the forces.

[0051] At the front of these deformable boxes is a lower front beam 7 (not shown in Figure 1), a beam extending transversely relative to the motor vehicle and connecting the deformable boxes together.

[0052] The lower front beam 7 is mounted below a repairability beam 8 (not shown in FIG. 1), or upper front beam, extending transversely relative to the motor vehicle and being mounted substantially opposite the longitudinal structural beams or "stretchers". In other words, the lower front beam 7 is mounted below the repairability beam 8 relative to a vertical axis of the motor vehicle.

[0053] At the junction of each of the deformable boxes and each of the corresponding longitudinal lower beams there is a front support (not shown), extending vertically relative to the vehicle and serving in particular to support the front face 1 of the motor vehicle. The front ends of the longitudinal lower beams are fixed to these front supports.

[0054] The structural elements of the motor vehicle body are also provided, in particular, with a plurality of transverse cross members intended to absorb the transverse forces which may occur in particular in the event of an impact of the vehicle, each being fixed to the front supports present on one side and the other of the motor vehicle.

[0055] These transverse cross members include in particular a lower transverse cross member 5 and an upper transverse cross member (not shown) with reference to their respective locations relative to the front face 1 of the vehicle.

[0056] The front face 1 further comprises a front bumper 10 (not shown in FIG. 1) and, behind the front bumper 10, a controlled air intake module 9 (designated by the acronym “MEAP”).

[0057] The MEAP 9 is mounted behind a lower air intake grille made on the front bumper 10.

[0058] The MEAP 9 is arranged in the lower part of the front bumper. More particularly, the MEAP 7 is arranged under the repairability beam 8 of the front face 1.

[0059] The MEAP 9 is attached to a rear part of the front bumper, for example by screwing.

[0060] The MEAP 9 is designed to regulate the airflow through it.

[0061] For this purpose, the MEAP 9 comprises a controlled air inlet cassette 11 designed to prohibit, limit or authorize the flow of air which passes through the MEAP 9.

[0062] In the exemplary embodiment of the MEAP 9 illustrated in the figures, the MEAP 9 comprises a single controlled air inlet cassette 11.

[0063] However, a distinct number of cassettes 11 may equip the MEAP 9. For example, two cassettes 11 may equip the MEAP 9, for example arranged in stages one above the other in the vertical direction of the motor vehicle.

[0064] The controlled air inlet cassette 11 comprises a frame 13, delimiting at least one air inlet.

[0065] In the exemplary embodiment of the MEAP 9 illustrated in the figures, the controlled air inlet cassette 11 has two air inlets.

[0066] However, a distinct number of air inlets may be provided to the MEAP 9. For example, a single air inlet may be provided to the MEAP 9. Alternatively, more than two air inlets may be provided to the MEAP 9.

[0067] The controlled air inlet cassette 11 further comprises a set of flaps 15, movable between a position for closing the air inlet, position shown in FIG. 1, and a position for opening the air inlet (position not shown in the figures).

[0068] The controlled air inlet cassette 11 further comprises a set of actuators (not shown) for the flaps 15, the activation of which ensures the passage from one to the other of the open and closed positions of the flaps 15.

[0069] The front face 1 also includes a motor-fan unit 17, frequently designated by the acronym “GMV”, also called “cooling facade”.

[0070] The GMV 17 comprises an upper part, fixed to the upper transverse cross member (not shown) and to the lower transverse cross member (not shown), for example by means of fixing studs.

[0071] The GMV 17 comprises an upper part 19, for example fixed to the upper transverse crosspiece (not shown), and a lower part 21, for example fixed to the lower transverse crosspiece 5, for example by means of fixing studs 22.

[0072] Thus, the GMV 17 is arranged in the front face 1 of the motor vehicle behind the lower front beam 7.

[0073] The front face 1 of the motor vehicle may also comprise, behind the MEAP 9, an air duct 23 arranged in the front face 1 to convey the fresh air entering the MEAP 9 to the GMV 17. Thus, the MEAP 9 regulates the air supply to the GMV 17.

[0074] The air duct 23 comprises in its front part a flexible part 25 made of a flexible material, for example a flexible plastic, in contact with the controlled air inlet cassette 11. The flexible part 25 of the air duct 23 can for example be made of rubber of the “EPDM” type, an acronym for “ethylene-propylene-diene monomer”.

[0075] The air duct 23 also comprises in its rear part a rigid part 27 in contact with the flexible part 25 of the air duct 23.

[0076] The rigid part 27 of the air duct 23 may for example be made of a rigid material, for example a rigid plastic.

[0077] The flexible part 25 aims to ensure a good seal between the controlled air inlet cassette 11 and the rigid part 27 of the air duct 23, so as to guarantee a good seal at the air inlets of the controlled air inlet cassette 11. Thus, the flexible part 25 extends opposite the rear of the corresponding air inlet, in continuity with the corresponding air inlet. Also, the air duct 23 comprises as many flexible parts 25 as there are air inlets.

[0078] The rigid part 27 makes it possible to give the air duct 23 sufficient functional rigidity.

[0079] Reference is made to Figures 3 and 4 illustrating respectively the air duct 23 in isometric view from below and the front face 1 according to the invention, in side view.

[0080] According to the invention, the rigid part 27 of the air duct 23 comprises a reinforced stop piece 29.

[0081] The reinforced stop piece 29 is arranged in the air duct 23 so that, when the air duct 23 is mounted in the front face 1, the reinforced stop piece 29 opens opposite the lower transverse crosspiece 5 of the front face 1, on which the lower part 21 of the GMV 17 is fixed.

[0082] For this purpose, according to the exemplary embodiment of the air duct 23 illustrated in the figures, the reinforced stop piece 29 extends under a lower edge 31 of the rigid part 27 of the air duct 23.

[0083] The reinforced stop piece 29 comprises for example a stop plate 33 at its rear part, which extends along the lower edge 31 of the rigid part 27 of the conduit 23.

[0084] The stop plate 33 extends substantially perpendicularly relative to the lower edge 31 of the rigid part 27 of the conduit 23.

[0085] In other words, when the air duct 23 is mounted in the front face 1, the stop plate 33 extends transversely relative to the front face 1.

[0086] Also, when the air duct 23 is mounted in the front face 1, the stop plate 33 extends substantially parallel to the lower transverse cross member 5.

[0087] The stop plate 33 extends over the entire length of the lower edge 31 of the rigid part 27 of the air duct 23.

[0088] However, according to an alternative embodiment not shown in the figures, the stop plate 33 extends over only part of the length of the lower edge 31 of the rigid part 27 of the air duct 23.

[0089] The reinforced stop piece 29 can for example be obtained by a plastic injection molding process, known to those skilled in the art.

[0090] The reinforced stop piece 29 is stiffened longitudinally relative to the front face 1, that is to say that the reinforced stop piece 29 comprises a means of stiffening in the longitudinal direction of the motor vehicle equipped with the front face 1.

[0091] For this purpose, the longitudinal reinforcement of the reinforced stop piece 29 is for example obtained by means of a set of stiffening ribs 35 arranged longitudinally relative to the front face 1, conferring rigidity to the reinforced stop piece 29.

[0092] In the embodiment of the air duct 23 given in the figures, the reinforced stop piece 29 comprises five stiffening ribs 35.

[0093] However, a distinct number of stiffening ribs 35 may be provided on the air duct 23. For example, the reinforced stop piece 29 may comprise a lower number or a higher number of stiffening ribs 35.

[0094] In the embodiment of the reinforced stop piece 29 illustrated in the figures, the stiffening ribs 35 extend from a front edge 37 of the rigid part 27 of the air duct 23 to the stop plate 33 of the air duct 23.

[0095] For example, the stiffening ribs 35 extend perpendicular to the stop plate 33.

[0096] According to one arrangement of the invention, a predetermined distance D longitudinally separates the reinforced stop piece 29 from the lower transverse crosspiece 5.

[0097] The distance D is determined so that the reinforced stop piece 29 comes into abutment against the lower transverse cross member 5 under the application of a substantially longitudinal force applied to the front face 1, which force is for example applied when the vehicle is subjected to a “repairable” impact.

[0098] The distance D can be modified as desired by adjusting the longitudinal positioning of the stop plate 33, in particular as a function of the capacity that the GMV 17 has to move along the longitudinal axis, as a function of the compressibility potential of the flexible 25 and rigid 27 part of the air duct 23, for example linked to the proportions of flexible material / rigid material.

[0099] We refer to figures 5 to 10 which represent the chronological simulation of the behavior of the front face 1 during a “repairability” impact applied to the motor vehicle.

[0100] Figure 5 illustrates the condition of the front face 1 at the time of impact due to the shock.

[0101] The vehicle is projected in a "repairable" impact onto a barrier oriented at 10°, at a speed of approximately 16 km / h. The impact occurs in the example at the front left part of the vehicle.

[0102] Figure 6 illustrates the state of front face 1 after a time equal to 25 milliseconds has elapsed after impact.

[0103] The controlled air inlet cassette 11 of the MEAP 9 and the flexible part 25 of the air duct 23 begin to compress. The GMV 17 moves back and the reinforced stop piece 29 moves closer to the lower transverse cross member 5.

[0104] As seen in Figure 7 showing the state of the front face 1 after a time equal to 35 milliseconds after the impact has elapsed, the impact continues and the flexible part 25 of the air duct 23 is completely compressed. The rigid part 27 of the air duct 23 begins to compress. The reinforced stop piece 29 then comes into abutment against the lower transverse cross member 5.

[0105] The reinforced stop piece 29 limits the recoil of the air duct 23, which continues to collapse, while the GMV 17 no longer recoils, as shown in Figure 8 showing the state of the front face 1 after a time equal to 50 milliseconds after the impact has elapsed.

[0106] As shown in Figure 9 showing the state of the front face 1 after the lapse of a period of 60 milliseconds after the impact, the shock continues to take place while the air duct 23 is slowed in its recoil by the reinforced stop piece 29 in abutment against the lower transverse cross member 5. The MEAP 17 continues to crash onto the air duct 23 until it causes the air duct 23 to break. The GMV 17 does not recoil along the longitudinal axis.

[0107] The incompressible volume of the assembly formed by the controlled air inlet cassette 11 of the MEAP 9 and by the air duct 23 is then reduced, which advantageously makes it possible to reduce the impact of said assembly on the GMV 17.

[0108] Thus, as visible in Figure 10 showing the state of the front face 1 after a time equal to 70 milliseconds after the impact has elapsed, it can be seen that the lower part of the air duct 23 has reached its maximum crushing and that there is no rupture of the GMV 17.

[0109] Thus, thanks to the present invention, the production of the air duct 23 very advantageously makes it possible to improve the classification according to the RCAR system of the motor vehicle which is equipped with it.

[0110] Thanks to the present invention, the reinforced stop piece 29, present at the level of the rigid part 27 of the air duct 23, allows better compression of the flexible part 25 of the air duct 23 and ensures compression of the rigid part 27 of the air duct 23.

[0111] The reinforced stop piece 29 therefore makes it possible to avoid excessive support of the assembly formed by the MEAP 9 and by the air duct 23 on the GMV 17, which ultimately makes it possible to protect the GMV 17.

[0112] Also, thanks to the present invention, oversizing of the structural elements of the vehicle is avoided, in particular the deformable boxes, a solution which would negatively impact the price / mass ratio.

[0113] Furthermore, by planning to make the reinforced stop piece 29 from plastic material, the air duct 23 obtained according to the invention has very little impact on the general mass of the front face 1.

[0114] The present invention is adaptable to any motor vehicle having an air duct and a lower transverse cross member.

[0115] Also, the present invention is simple to develop by varying, for example, the longitudinal position of the stop plate 33 or by modifying the geometry of the reinforced stop piece 29, for example its thickness or the number of stiffening ribs 35.

[0116] The motor vehicle in which the front panel 1 is mounted may, for example, be a motor vehicle with an electric motor.

[0117] As goes without saying, the present invention is not limited to the sole embodiments of this air duct for the front of a motor vehicle, of this front comprising such an air duct and of this motor vehicle comprising such a front, described above solely as illustrative examples, but on the contrary it embraces all the variants involving the technical equivalents of the means described as well as their combinations if these fall within the scope of the invention.

Claims

CLAIMS

1. Air duct (23) for the front face (1) of a motor vehicle, intended to be fixed behind a controlled air intake module (9) of said front face (1) and in front of a motor-fan unit (17) of said front face (1), said air duct (23) being designed to convey the air entering said controlled air intake module (9) to said motor-fan unit (17) and comprising a flexible part (25), intended to be in contact with a controlled air intake cassette of said controlled air intake module (9), and a rigid part (27), behind said flexible part (25), said air duct (23) being characterized in that said rigid part (27) comprises a reinforced stop piece (29) arranged in said air duct (23) so as to open opposite a cross member lower transverse (5) of said front face (1) when said air duct (23) is mounted in said front face (1)-

2. Air duct (23) according to claim 1, characterized in that said reinforced stop piece (29) extends under a lower edge (31) of said rigid part (27) of said air duct (23).

3. Air duct (23) according to claim 2, characterized in that said reinforced stop piece (29) comprises a stop plate (33) extending along said lower edge (31) of said rigid part (27) of said air duct (23).

4. Air duct (23) according to claim 3, characterized in that said stop plate (33) extends substantially over the entire length of said lower edge (31) of said rigid portion (27) of said air duct (23).

5. Air duct (23) according to any one of claims 1 to 4, characterized in that said reinforced stop piece (29) comprises at least one stiffening rib (35) arranged longitudinally relative to said front face (1) when said air duct (23) is mounted in said front face (1) of said motor vehicle.

6. Air duct (23) according to claim 5, characterized in that said reinforced stop piece (29) comprises several stiffening ribs (35), in particular five stiffening ribs (35).

7. Air duct (23) according to one of claims 5 or 6 combined with one of claims 3 or 4, characterized in that said at least one stiffening rib (35) extends from a front edge (37) of said rigid part (27) of said air duct (23) to said stop plate (33) of said air duct (23).

8. Front end (1) of a motor vehicle, comprising: - a front bumper (10), - a controlled air intake module (9), designed to regulate the air flow passing through it and fixed to a rear part of said front bumper (10), comprising a controlled air intake cassette (11), - a motor-fan unit (17), - a lower transverse crosspiece (5), extending transversely relative to said front face (1), on which is fixed a lower part (21) of said motor-fan unit (17), - an air duct (23), arranged to convey the air entering said controlled air inlet module (9) towards said motor-fan unit (17), said front face (1) being characterized in that said air duct (23) is obtained according to any one of claims 1 to 7, in that said reinforced stop piece (29) is arranged opposite said lower transverse crosspiece (5) and in that a predetermined distance (D) longitudinally separates said reinforced stop piece (29) from said lower transverse crosspiece (5).

9. Front face (1) according to claim 8, wherein said air duct (23) is obtained according to one of claims 3 or 4, characterized in that said stop plate (33) extends substantially parallel to said lower transverse cross member (5).

10. Motor vehicle comprising a front face (1), characterized in that said front face (1) is obtained according to one of claims 8 or 9.

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