Vehicle front structure

Abstract

To provide a vehicle front structure capable of standardizing a molded article even when trying to change a travel wind flow taken in from a front grille due to a difference in travel drive source.SOLUTION: An opening 21 through which wind taken in from a front grille 90 can pass is provided on an integral molding 20, and a wind flow from the front grille 90 to a cooling module 100 can be changed whether the opening 21 is opened or closed. For this reason, depending on whether the opening 21 is opened or closed, the wind flow leading to the cooling module 100 between vehicles with different travel drive sources, such as HEV and BEV, can be made different. Accordingly, the integral molding 20, where an absorber part 30 and a duct part 40 are integrally molded, can be standardized between vehicles with different travel drive sources, such as HEV and BEV.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle front structure, and more particularly to a vehicle front structure having an integrally molded product in which an absorber portion and a duct portion are integrally molded. [Background technology]

[0002] In a vehicle, the wind generated while traveling is drawn into the front compartment through the front grille and directed at a cooling module (radiator and condenser) installed in the front compartment, thereby cooling the coolant and refrigerant flowing through the cooling module.

[0003] By the way, there are vehicles with different driving sources, such as HEVs (Hybrid Electric Vehicles) and BEVs (Battery Electric Vehicles). Because of the difference in driving sources, the cooling modules of HEVs and BEVs are different, and the cooling requirements are different, so the places where the cooling air should be blown are also different.

[0004] The following will be explained with reference to Figures 10 and 11. In some HEVs, as shown in Figure 10, a cooling module 1 is provided with an HT radiator 1a provided in a cooling circuit for an internal combustion engine, and an LT radiator 1b provided in a cooling circuit for electric components that generates less heat than the internal combustion engine and is located below the HT radiator 1a. In order to ensure the amount of air taken in from the front grille 2 and blown onto the cooling module 1, the front grille 2 has both a lower grille 2a and an upper grille (not shown) provided above the lower grille 2a, and takes in air from both the lower grille 2a and the upper grille and directs it to the cooling module 1 (both the HT radiator 1a and the LT radiator 1b) (arrows A, B1, B2). In contrast, in the case of a BEV, as shown in FIG. 11, since there is no internal combustion engine and no need for a radiator equivalent to an HT radiator, some vehicles are provided with only a lower grill 2a and no upper grill for the sake of design and marketability (differentiation). In this case, the wind taken in from the lower grill 2a is made to spread over the entire front surface of the cooling module 1 (arrow B).

[0005] For this reason, it is necessary to change the airflow between the HEV and the BEV, and the duct 3 that directs the air taken in from the front grille to the cooling module 1 is not common to the HEV and the BEV, but is set up separately.

[0006] Therefore, two types of molds are required, one for HEVs and one for BEVs, to manufacture the duct 3. Also, the duct 3 is relatively large in order to guide the air taken in from the relatively large front grille 2. Therefore, two types of relatively large molds are required, one for HEVs and one for BEVs, which results in high mold costs.

[0007] Patent Documents 1 to 3 disclose techniques for reducing the number of relatively large molds by integrating relatively large molded products together. Specifically, Patent Document 1 (JP 2016-055700 A) discloses a technique for integrally molding a lower absorber and an air guide plate provided above the lower absorber. Patent Document 2 (JP 2012-171405 A) discloses a technique for integrally molding an upper absorber with an upper duct and a lower duct. Patent Document 3 (JP 2012-236494 A) discloses a technique for integrating an upper absorber with a duct that guides air to a radiator.

[0008] However, the above Patent Documents 1 to 3 do not mention the standardization of molded products between vehicles with different drive sources such as HEVs and BEVs, etc. Therefore, when it is desired to change the flow of the wind taken in from the front grille depending on the drive source, different relatively large molds are still required, which results in high mold costs. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] JP 2016-055700 A [Patent Document 2] JP 2012-171405 A [Patent Document 3] JP 2012-236494 A Summary of the Invention [Problem to be solved by the invention]

[0010] An object of the present invention is to provide a vehicle front structure that allows the use of standard molded parts regardless of differences in drive sources. [Means for solving the problem]

[0011] The present invention which achieves the above object is as follows. (1) A vehicle front structure having an integrally molded product including an absorber section provided at a position forward of a cooling module mounted at the front of the vehicle, and a duct section provided at a position forward of the cooling module and allowing wind taken in from a front grill to reach the cooling module through an inner space, The vehicle front structure has an opening in the integral molding through which the wind taken in from the front grill can pass, and the flow of the wind from the front grill to the cooling module can be changed depending on whether the opening is open or closed. (2) The vehicle front structure according to (1), wherein the opening is capable of being closed using a plate-like part that is a separate part from the integrally molded product and is smaller than the integrally molded product. (3) The vehicle front structure according to (1), wherein the absorber portion functions as a lower absorber. (4) The vehicle front structure according to (3), wherein the integrally molded product is a separate part from an undercover that covers at least a portion of the front of the vehicle from the underside of the vehicle and is disposed above the undercover. (5) The vehicle front structure according to (3), wherein the opening is formed by penetrating the absorber portion in the vehicle up-down direction. (6) The vehicle front structure according to (5), wherein the opening is provided with at least one rib extending in the fore-and-aft direction of the vehicle and in the up-and-down direction of the vehicle. (7) A vehicle front structure as described in (6), wherein the rib has a widened portion in a part of the vehicle vertical direction that is wider in the vehicle left-right direction than the other part in the vehicle vertical direction. (8) The absorber portion has an absorber front portion located on a vehicle front side of the opening and an absorber rear portion located on a vehicle rear side of the opening, The vehicle front structure according to (5), wherein a rear rib is provided at the rear of the absorber so as to extend in the longitudinal direction of the vehicle to increase rigidity against loads in the longitudinal direction of the vehicle. (9) The integrally molded product is attached from the front side of the vehicle to a lower bumper reinforcement that is located on the vehicle underside of a bumper reinforcement that is disposed on the vehicle front side of the cooling module at the rear of the absorber and extends in the left-right direction of the vehicle, A vehicle front structure as described in (8), wherein when the opening is open, a portion of the wind taken in from the front grille passes through the opening, flows through the space under the vehicle of the lower bumper reinforcement, and can reach the cooling module. (10) The integrally molded product further includes a second absorber portion provided on an upper side of the absorber portion, The vehicle front structure according to (3), wherein the second absorber portion functions as an upper absorber. Effect of the Invention

[0012] According to the vehicle front structure of (1) above, the integrally molded product has an opening through which the wind taken in from the front grille can pass, and the flow of the wind from the front grille to the cooling module can be changed depending on whether the opening is open or closed. Therefore, the flow of the wind guided to the cooling module can be made different between vehicles with different driving sources such as HEVs and BEVs depending on whether the opening is open or closed. Therefore, the integrally molded product in which the absorber section and the duct section are molded integrally can be used in common between vehicles with different driving sources such as HEVs and BEVs, and the mold cost can be reduced compared to the case where different large molds are required for each vehicle with different driving sources.

[0013] According to the vehicle front structure of (2) above, since the opening can be closed using a plate-shaped part that is a separate part from the integrally molded product and is smaller than the integrally molded product, the opening can be closed using a plate-shaped part that is a separate part from the integrally molded product. Also, since the plate-shaped part is smaller than the integrally molded product, the die for molding the plate-shaped part can be smaller than the die for molding the integrally molded product, which is advantageous in terms of cost.

[0014] According to the vehicle front structure of (3) above, the absorber portion functions as a lower absorber, so that the pedestrian protection performance of the lower absorber can be ensured by the absorber portion.

[0015] According to the vehicle front structure of (4) above, since the integrally molded product is a separate part from the undercover that covers at least a part of the front of the vehicle from the underside of the vehicle and is disposed above the undercover, the integrally molded product can be made as a separate part from the undercover, and the integrally molded product can be manufactured without being affected by the rectifying function required of the undercover. In addition, since the frontal projected area of ​​the vehicle does not change whether the opening is open or closed, the effect on the air resistance of the entire vehicle can be suppressed.

[0016] According to the vehicle front structure of (5) above, the opening is formed by penetrating the absorber portion in the vertical direction of the vehicle, so that the flow of air from the front grille to the cooling module can be changed in the vertical direction of the vehicle depending on whether the opening is open or closed.

[0017] According to the vehicle front structure of (6) above, since at least one rib extending in the vehicle longitudinal direction and the vehicle vertical direction is provided at the opening, even if the opening is provided, it is possible to suppress a decrease in the rigidity of the absorber part against a load in the vehicle longitudinal direction, and it is possible to ensure the pedestrian protection performance of the absorber part. Also, it is possible to rectify the wind flowing through the opening.

[0018] According to the vehicle front structure of (7) above, since the rib has a widened portion in a part in the vehicle vertical direction that is wider in the vehicle left-right direction than the other part in the vehicle vertical direction, it is possible to effectively suppress a decrease in the rigidity of the absorber part against a load in the vehicle front-rear direction, and it is possible to effectively ensure the pedestrian protection performance of the absorber part. Also, since the rib has a widened portion in a part in the vehicle vertical direction, it is possible to suppress an increase in resistance to the air flow flowing through the opening caused by the rib, compared to a case in which the rib has a widened portion over the entire vehicle vertical direction (a case in which the rib is made wide over the entire vehicle vertical direction).

[0019] According to the vehicle front structure of (8) above, the rear rib that increases the rigidity against the load in the vehicle longitudinal direction is provided at the rear of the absorber, so that the rigidity of the rear of the absorber can be made higher than the rigidity of the front of the absorber and the opening, and the front of the absorber and the opening can absorb the impact by plastically deforming itself at the front of the absorber and the opening when colliding with a pedestrian. Therefore, the impact can be absorbed in a relatively short range from the rear of the absorber to the front of the vehicle and the opening, which is advantageous in terms of space in the front compartment. In addition, since the impact can be absorbed in a relatively short range from the rear of the absorber to the front of the vehicle and the opening, when the absorber functions as a lower absorber, both pedestrian protection performances, that is, the performance of absorbing the impact by plastically deforming itself and the performance of lifting up the legs of the pedestrian, can be ensured.

[0020] According to the vehicle front structure of (9) above, since the integral molding is attached to the lower bumper reinforcement from the front side of the vehicle at the rear of the absorber, unlike the case where the absorber is extended through the underside of the lower bumper reinforcement to the radiator support located on the rear side of the lower bumper reinforcement and attached to the radiator support, it is possible to prevent the absorber portion from being disposed through the space under the lower bumper reinforcement, and it is possible to prevent the integral molding from narrowing the space under the lower bumper reinforcement. Therefore, it is possible to prevent the integral molding from narrowing the flow path of the air that passes through the opening, flows through the space under the lower bumper reinforcement, and hits the cooling module.

[0021] According to the vehicle front structure of (10) above, since the second absorber section provided on the vehicle upper side of the absorber section is also integrally molded as an integrally molded product, the number of parts can be reduced and mold costs can be reduced compared to a case in which the second absorber section is not integrally molded. Furthermore, since the second absorber portion functions as an upper absorber, the second absorber portion can ensure the pedestrian protection performance of the upper absorber. [Brief description of the drawings]

[0022] [Figure 1] 1 is a cross-sectional view of a vehicle front structure according to an embodiment of the present invention when mounted on an HEV. [Diagram 2] 1 is a cross-sectional view of a vehicle front structure according to an embodiment of the present invention when mounted on a BEV. [Diagram 3] 1 is a perspective view of an integrally molded product in a vehicle front structure according to an embodiment of the present invention; [Figure 4] 1 is a perspective view of a plate-shaped part in a vehicle front structure according to an embodiment of the present invention; [Diagram 5] 1 is a perspective view of an integrally molded product in a vehicle front structure according to an embodiment of the present invention, with an opening being closed by a plate-shaped part; [Figure 6] FIG. 11 is a perspective view of an integrally molded product according to a modified embodiment of the present invention, in which an opening is closed by a plate-shaped part. [Figure 7] FIG. 11 is a perspective view of an integrally molded product according to another modified example of the embodiment of the present invention, in which an opening is closed by a plate-shaped part. [Figure 8] 1A and 1B are a partial perspective view and a partial enlarged view of an integrally molded product in a vehicle front structure according to an embodiment of the present invention; [Figure 9] 1 is a perspective view of an integrally molded product in a vehicle front structure according to an embodiment of the present invention, as viewed from the rear side, and a partially enlarged view thereof; [Figure 10] 1 is a cross-sectional view of a conventional vehicle front structure of an HEV. [Figure 11] 1 is a cross-sectional view of a conventional vehicle front structure of a BEV. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] A vehicle front structure 10 according to an embodiment of the present invention will be described below with reference to the drawings. In the drawings, UP indicates the upper side of the vehicle, and FR indicates the front side of the vehicle. As shown in FIG. 2, the vehicle front structure 10 according to the embodiment of the present invention has an integrally molded product 20 and a plate-like part 60.

[0024] The integrally molded product 20 and the plate-like part 60 are disposed in a front compartment V1 of the vehicle. The front compartment V1 is a space located rearward of the bumper cover 70 in the vehicle longitudinal direction, forward of a dash panel (not shown) that separates the vehicle from the cabin, and below a bonnet (not shown) in the vehicle vertical direction, and above an undercover 80 that covers at least a portion of the front of the vehicle from the underside of the vehicle.

[0025] The bumper cover 70 is made of, for example, resin, and is disposed extending in the left-right direction of the vehicle. The center of the bumper cover 70 in the left-right direction of the vehicle is located closer to the front of the vehicle than both ends in the left-right direction of the vehicle, and the center is convex toward the front of the vehicle in a plan view. An opening 71 is provided in the center of the bumper cover 70 in the left-right direction of the vehicle, extending in the left-right direction of the vehicle, through which wind (wind from traveling, air) in the outer space S in front of the vehicle can pass, and a front grille 90 made of, for example, resin is disposed in this opening 71. Only one opening 71 is provided in the vertical direction, or two openings are provided in the vertical direction. (i) When only one opening 71 is provided in the vertical direction, the front grill 90 consists only of a lower grill 91 provided between the bumper cover lower 72 at the lower end of the bumper cover 70 and the bumper cover upper 73 located above the bumper cover lower 72 on the vehicle side; (ii) when two openings 71 are provided in the vertical direction, the front grill 90 consists of a lower grill 91 and an upper grill (not shown) located above the lower grill 91 and above the bumper cover upper 73 on the vehicle side.

[0026] The undercover 80 is provided to reduce air resistance flowing under the floor of the vehicle, to protect the vehicle from contact with the road surface and from flying stones, etc. The undercover 80 is a plate-shaped material and is made of, for example, resin.

[0027] In the front compartment V1, a cooling module 100, which is a heat exchanger, is installed. The cooling module 100 consists of a radiator and a condenser, and the cooling water and refrigerant flowing inside are heat-exchanged and cooled when the running wind is applied. The cooling module 100 is supported by a radiator support 110 in a substantially rectangular frame shape that surrounds the cooling module 100 when viewed in the vehicle longitudinal direction. In the illustrated example, only the lower member 111 of the radiator support 110 that supports the cooling module 100 from below is shown.

[0028] A metal bumper reinforcement 120 extending in the vehicle width direction is provided at a position in front of the vehicle relative to the cooling module 100. Similar to the bumper cover 70, the central part in the vehicle width direction of the bumper reinforcement 120 is located on the front side of the vehicle compared to both ends in the vehicle width direction, and the central part is convex toward the front side of the vehicle in plan view. The cross-sectional shape (transverse cross-sectional shape) of the bumper reinforcement 120 orthogonal to the extending direction is a "day" character shape in the illustrated example, but it may be a "mouth" character shape or an "eye" character shape, and may also be a U-shaped or hat-shaped with the front or rear side of the vehicle open. The bumper reinforcement 120 is above the lower grille 91 and behind the bumper cover upper 73 of the vehicle, and is below the upper grille when the upper grille is provided. That is, the entire bumper reinforcement 120 is behind the bumper cover upper 73 of the vehicle.

[0029] Further, a lower bumper reinforcement 130 is provided below the bumper reinforcement 120 at a distance from the bumper reinforcement 120. The lower bumper reinforcement 130 is made of metal and extends in the left-right direction of the vehicle. Like the bumper cover 70 and the bumper reinforcement 120, the center portion in the left-right direction of the vehicle is located closer to the front of the vehicle than both ends in the left-right direction of the vehicle, and the center portion is convex toward the front of the vehicle in a plan view. The cross-sectional shape (transverse cross-sectional shape) perpendicular to the extension direction of the lower bumper reinforcement 130 is a "K" shape in the illustrated example, but it may be a "H" shape or a "M" shape, or may be a "U" shape or a "Hat" shape with the front or rear of the vehicle open. The upper end of the lower bumper reinforcement 130 is located at the same position as the middle portion of the lower grill 91 in the vertical direction. The lower end of the lower bumper reinforcement 130 is located at approximately the same position as the lower end of the lower grill 91 in the vertical direction of the vehicle. That is, the entire or almost entire lower bumper reinforcement 130 is located on the vehicle rear side of the lower grill 91.

[0030] A grill shutter 140 is provided between the bumper reinforcement 120 and the lower bumper reinforcement 130 in the vehicle vertical direction. The grill shutter 140 is provided to control the amount of air flowing through the grill shutter 140 to the cooling module 100. The grill shutter 140 has a plurality of fins 141 that move synchronously, and the amount of air passing through the grill shutter 140 can be controlled by electrically driving the fins 141 to open and close them. A sponge or the like 142 may be provided as a sealant between the grill shutter 140 and the bumper reinforcement 120 and / or between the grill shutter 140 and the lower bumper reinforcement 130 to prevent air from passing through.

[0031] The integrally molded item 20 is provided in the front compartment V1 at a position on the vehicle front side of the cooling module 100. The integrally molded item 20 is made of resin and is a molded item. The integrally molded item 20 is a separate part from the bumper cover 70 and the undercover 80, and is disposed on the vehicle rear side of the bumper cover 70 and on the vehicle upper side of the undercover 80.

[0032] The integrally molded product 20 has an absorber section 30 provided at a position further forward of the vehicle than the cooling module 100, and a duct section 40 provided at a position further forward of the vehicle than the cooling module 100 and allowing wind taken in from a lower grill 91 of a front grill 90 to reach the cooling module 100 through an inner space 43. The integrally molded product 20 is configured by integrally molding the absorber section 30 and the duct section 40. For this reason, the integrally molded product 20 may be called a duct absorber.

[0033] The absorber section 30 is provided at a position on the vehicle front side of the grill shutter 140. The absorber section 30 is substantially plate-shaped with the vehicle left-right direction as the longitudinal direction, the vehicle front-rear direction as the lateral direction, and the vehicle up-down direction as the thickness direction. The absorber section 30 is attached to the lower bumper reinforcement 130 from the vehicle front side. The vehicle front end 31 of the absorber 30 is inserted from the vehicle rear side into the bumper cover lower 72 whose cross-sectional shape is convex toward the vehicle front side. The absorber section 30 can function as a so-called lower absorber, and has not only the main function of bouncing up a pedestrian when the pedestrian collides with the vehicle, but also the function of plastically deforming itself to absorb the impact.

[0034] As shown in FIG. 3, similar to the bumper cover 70, the bumper reinforcement 120 and the lower bumper reinforcement 130, the absorber portion 30 has a central portion 32 in the left-right direction of the vehicle located toward the front of the vehicle compared to both end portions 33, 33 in the left-right direction of the vehicle, and the central portion 32 is convex toward the front of the vehicle in a plan view.

[0035] The duct section 40 has a pair of duct side walls 41, 41 spaced apart in the left-right direction of the vehicle and extending upward from the upper surface section 34 of the absorber section 30, and a duct upper wall section 42 extending in the left-right direction of the vehicle and connecting the upper ends of the pair of duct side walls 41, 41. Therefore, the duct section 40 has a U-shape (including a substantially U-shape) that opens downward when viewed in the front-rear direction of the vehicle, and an inner space 43 through which the wind taken in from the lower grill 91 of the front grill 90 passes is formed in cooperation with the upper surface section 34 of the absorber section 30. The duct section 40 is provided in the center section 32 of the absorber section 30, and is provided in a portion of the absorber section 30 excluding both end sections 33, 33. The wind taken in from the lower grill 91 and flowing through the inner space 43 of the duct portion 40 flows through the inner space 43 of the duct portion 40, and then flows through the grill shutter 140 to the cooling module 100.

[0036] The vehicle front-rear direction lengths of the duct side walls 41, 41 and the upper end 42 of the duct portion 40 are not particularly limited, and various lengths can be adopted. For example, as shown in Fig. 5, the vehicle front end may be located rearward of the vehicle front end of the absorber portion 30, and as shown in Fig. 6, the vehicle front end may be located forward of the vehicle front end of the absorber portion 30.

[0037] As shown in Figs. 1 and 2, the integrally molded product 20 is provided with an opening 21 through which the wind taken in from the lower grill 91 of the front grill 90 can pass when the product is open. The opening 21 can be closed using a plate-like part 60. As indicated by airflows W1 and W2, the flow of air from the lower grill 91 to the cooling module 100 can be changed depending on whether the opening 21 is open or closed. In more detail, as shown in Fig. 1, when the opening 21 is open, a part of the air taken in from the lower grill 91 can reach the cooling module 100 through the opening 21 (airflow W1) without passing through the route (airflow W2) that flows from the inner space 43 of the duct part 40 through the grill shutter 140 to the cooling module 100. That is, when the opening 21 is opened, the wind taken in from the lower grill 91 passes through both the route (wind flow W2) from the inner space 43 of the duct unit 40 through the grill shutter 140 to the cooling module 100, and the route (wind flow W1) through the opening 21 to the cooling module 100. On the other hand, when the opening 21 is closed, as shown in Fig. 2, the wind taken in from the lower grill 91 passes only through the route (wind flow W2) from the inner space 43 of the duct unit 40 through the grill shutter 140 to the cooling module 100. Note that the wind flow W3 in Fig. 1 is the route (wind flow) from the upper grill (not shown) to the cooling module 100.

[0038] Whether the opening 21 is closed using the plate-shaped part 60 is determined according to the difference in the cooling module 100 due to the difference in the driving source for driving, such as HEV and BEV (both the LT radiator 101 and the HT radiator 102 are provided in the case of an HEV, but a radiator equivalent to the HT radiator is not provided in the case of a BEV). That is, the location of the wind to be blown onto the cooling module 100 differs depending on the difference in the cooling module 100 due to the difference in the driving source for driving, so the closing is performed according to this. Note that in the case of an HEV, the opening 21 is opened to generate the wind flow W1 in order to ensure the amount of wind that hits the LT radiator 101 (FIG. 1), but in the case of a BEV, the opening 21 is closed to prevent the wind flow W1 from being generated (FIG. 2).

[0039] 3, the opening 21 is formed by penetrating the central portion 32 of the absorber portion 30 in the vehicle vertical direction and in the vehicle front-rear direction intermediate portion. The opening 21 is formed with the vehicle left-right direction as its longitudinal direction. Therefore, the central portion 32 of the absorber portion 30 has the opening 21, an absorber front portion 32a located on the vehicle front side of the opening 21, and an absorber rear portion 32b located on the vehicle rear side of the opening 21.

[0040] At least one rib 22 is provided in the opening 21, extending in the vehicle longitudinal direction from the absorber front part 32a to the absorber rear part 32b. When a plurality of ribs 22 are provided, the ribs 22 are provided intermittently in the vehicle lateral direction. The rib 22 is a plate extending in the vehicle longitudinal direction and in the vehicle vertical direction. As shown in FIG. 8, the rib 22 has a widened portion 22a in a part in the vehicle vertical direction, the widened portion 22a having a step-like width in the vehicle lateral direction larger than that of the other part in the vehicle vertical direction, and the widened portion 22a is continuous over the entire area in the vehicle longitudinal direction. The widened portion 22a is provided, for example, in the upper end of the rib 22, and in this case, the cross-sectional shape of the rib 22 perpendicular to the vehicle lateral direction is T-shaped. However, the widened portion 22a may be provided in the lower end or the vertical middle part of the rib 22, and in this case, the cross-sectional shape of the rib is an inverted T-shape or a cross-shape.

[0041] As shown in Fig. 9, a rear rib 32c that increases the rigidity against a load in the vehicle longitudinal direction is provided on the absorber rear portion 32b and extends in the vehicle longitudinal direction. At least one rear rib 32c is provided, and when multiple rear ribs 32c are provided, multiple rear ribs 32c are provided intermittently in the vehicle transverse direction. This makes the rigidity of the absorber rear portion 32b against a load in the vehicle longitudinal direction higher than that of the opening 21 and the absorber front portion 32a.

[0042] As shown in Fig. 1 and Fig. 2, the integrally molded product 20 is attached to the lower bumper reinforcement 130 from the vehicle front side at the absorber rear portion 32b. When the opening 21 is open, the wind taken in from the lower grill 91 passes through the opening 21, and then flows through the space S1 on the vehicle upper side of the undercover 80 on the vehicle lower side of the lower bumper reinforcement 130, not through the grill shutter 140, and can reach the cooling module 100 (wind flow W1 in Fig. 1). Note that, in order to allow the wind to flow smoothly from the space S1 to the cooling module 100, the undercover 80 may be provided with a wind guide 81 that runs from a portion of the undercover 80 located on the vehicle front side of the cooling module 100 (for example, a portion of the undercover 80 located directly below the lower bumper reinforcement 130) to the vehicle rear and vehicle upper side toward the cooling module 100. The air guide 81 may be molded separately from the undercover 80 and fixed to the undercover 80, but it is preferable that it is molded integrally with the undercover 80 in order to reduce the number of parts.

[0043] The cross-sectional shape of the absorber rear portion 32b perpendicular to the left-right direction of the vehicle is a V-shape (tapered shape) in which the vertical spacing narrows toward the front of the vehicle. This is to smoothly separate the wind flowing through the area where the absorber rear portion 32b is located into upper and lower parts at the absorber rear portion 32b, thereby suppressing an increase in flow resistance caused by the absorber rear portion 32b.

[0044] As shown in FIG. 7, the integrally molded product 20 may further include a second absorber portion 50 that is provided on the vehicle upper side of the absorber portion 30 and the duct portion 40. The second absorber portion 50 is provided with the vehicle left-right direction as its longitudinal direction. The second absorber portion 50 is provided at a position on the vehicle front side of the bumper reinforcement 120, and is attached to the bumper reinforcement 120 from the vehicle front side. As with the absorber portion 30, the second absorber portion 50 has a central portion 51 in the vehicle left-right direction that is located on the vehicle front side compared to both end portions 52, 52 in the vehicle left-right direction, and the central portion 51 is convex toward the vehicle front side in a plan view. The second absorber portion 50 is provided so that at least a part of it is located between the bumper cover upper 73 and the bumper reinforcement 120, and can function as a so-called upper absorber. Therefore, when a pedestrian collides with the vehicle, it has the function of plastically deforming itself to absorb the impact.

[0045] However, the second absorber portion 50 does not have to be integrally molded with the integrally molded product 20. In that case, as shown in Figures 1 and 2, an upper absorber 150 which is a separate part from the integrally molded product 20 is provided so that at least a portion of it is positioned between the bumper cover upper 73 and the bumper reinforcement 120.

[0046] The plate-shaped part 60 has a thin plate shape, is a separate part from the integrally molded product 20, and is significantly smaller than the integrally molded product 20. The plate-shaped part 60 is made of resin and is a molded product. The plate-shaped part 60 can cover the opening 21 provided in the absorber part 30 from the upper side of the vehicle to close it. The plate-shaped part 60 may be attached to the integrally molded product 20 by, for example, using an adhesive, by heat welding, by claw fitting, or by other methods. When the plate-shaped part 60 is attached to the integrally molded product 20, a seal material (not shown) may be provided between the plate-shaped part 60 and the integrally molded product 20 to prevent air from leaking between the plate-shaped part 60 and the integrally molded product 20.

[0047] The plate-shaped part 60 may be large enough to completely block the opening 21, or may be large enough to block only a portion of the opening 21. When the plate-shaped part 60 is large enough to block only a portion of the opening 21, multiple types of plate-shaped parts 60 may be provided that differ in the area that blocks the opening 21. When multiple types of plate-shaped parts 60 are provided, the multiple types of plate-shaped parts 60 can be selectively attached to the integrally molded product 20.

[0048] Next, the operation and effects of the embodiment of the present invention will be described. (A) The integrally molded product 20 is provided with an opening 21 through which the wind taken in from the front grille 90 can pass, and the flow of the wind from the front grille 90 to the cooling module 100 can be changed depending on whether the opening 21 is open or closed. Therefore, the flow of the wind guided to the cooling module 100 can be made different between vehicles with different driving sources such as HEVs and BEVs depending on whether the opening 21 is open or closed. Therefore, the integrally molded product 20 in which the absorber section 30 and the duct section 40 are integrally molded can be shared between vehicles with different driving sources such as HEVs and BEVs, and the cost of the mold can be reduced compared to the case where different large molds are required for each vehicle with a different driving source.

[0049] (B) Since the opening 21 can be closed using the plate-like part 60 which is a separate part from the integrally molded product 20 and is smaller than the integrally molded product 20, the opening 21 can be closed using the plate-like part 60 which is a separate part from the integrally molded product 20. Furthermore, since the plate-like part 60 is smaller than the integrally molded product 20, the die for molding the plate-like part 60 can be smaller than the die for molding the integrally molded product 20, which is advantageous in terms of cost.

[0050] (C) Since there are multiple types of plate-like parts 60 and the multiple types of plate-like parts 60 can be selectively attached to the integrally molded product 20, not only can the opening area be made different between when only a part of the opening 21 is blocked and when the entire opening 21 is blocked, but also the opening area can be made different even when only a part of the opening 21 is blocked. Therefore, it is possible to accommodate various cooling modules 100 having different cooling performance requirements and cooling locations. As a result, the integrally molded product 20 can be shared not only between vehicles with different driving sources such as HEVs and BEVs, but also between vehicles with the same type of driving source.

[0051] (D) Since the shock absorber portion 30 functions as a lower shock absorber, the shock absorber portion 30 can ensure the pedestrian protection performance of the lower shock absorber.

[0052] (E) Since the integrally molded product 20 is a separate part from the undercover 80 that covers at least a part of the front of the vehicle from the underside of the vehicle, and is disposed above the undercover 80, the integrally molded product 20 can be a separate part from the undercover 80, and the integrally molded product 20 can be manufactured without being affected by the underfloor airflow rectifying function required of the undercover 80. In addition, since the frontal projected area of ​​the vehicle does not change whether the opening 21 is open or closed, the effect on air resistance of the entire vehicle can be suppressed, unlike when an opening is provided in the undercover 80 and the opening is opened and closed.

[0053] (F) Since the opening 21 is formed by penetrating the absorber section 30 in the vertical direction of the vehicle, the flow of air from the front grill 90 to the cooling module 100 can be changed in the vertical direction of the vehicle depending on whether the opening 21 is open or closed.

[0054] (G) Since at least one rib 22 extending in the vehicle longitudinal direction and the vehicle vertical direction is provided in the opening 21, even if the opening 21 is provided, it is possible to suppress a decrease in the rigidity of the absorber section 30 against a load in the vehicle longitudinal direction, and it is possible to ensure the pedestrian protection performance of the absorber section 30. In addition, it is possible to rectify the wind flowing through the opening 21.

[0055] (H) Since the rib 22 has the widened portion 22a in a portion in the vehicle vertical direction, which has a larger width in the vehicle left-right direction than the other portion in the vehicle vertical direction, it is possible to effectively suppress a decrease in the rigidity of the absorber portion 30 against a load in the vehicle front-rear direction, and to effectively ensure the pedestrian protection performance of the absorber portion 30. In addition, since the rib 22 has the widened portion 22a in a portion in the vehicle vertical direction, it is possible to suppress an increase in resistance to the air flow flowing through the opening 21 due to the rib 22, compared to a case in which the rib 22 has the widened portion 22a over the entire vehicle vertical direction (a case in which the rib 22 is made wide over the entire vehicle vertical direction).

[0056] (I) The rear rib 32c, which increases the rigidity against the load in the vehicle longitudinal direction, is provided on the rear part 32b of the absorber, extending in the vehicle longitudinal direction and in the vertical direction, so that the rigidity of the rear part 32b of the absorber can be made higher than that of the front part 32a of the absorber and the opening 21, and the front part 32a of the absorber and the opening 21 can absorb the impact by plastically deforming themselves at the front part 32a of the absorber and the opening 21 when colliding with a pedestrian. Therefore, the impact can be absorbed in a relatively short range of the front part 32a of the absorber and the opening 21, which is further forward than the rear part 32b of the absorber, which is advantageous in terms of space in the front compartment V1. In addition, since the impact can be absorbed in a relatively short range of the front part 32a of the absorber and the opening 21, which is further forward than the rear part 32b of the absorber, when the absorber part 30 is made to function as a lower absorber, both pedestrian protection performances, that is, the performance of absorbing the impact by plastically deforming itself and the performance of lifting up the legs of the pedestrian, can be secured.

[0057] (J) Since the integrally molded product 20 is attached to the lower bumper reinforcement 130 from the vehicle front side at the absorber rear portion 32b, unlike the case where the absorber portion 30 is extended through the vehicle underside of the lower bumper reinforcement 130 to the radiator support 110 located on the vehicle rear side of the lower bumper reinforcement 130 and attached to the radiator support 110, it is possible to prevent the absorber portion 30 from being disposed through the space S1 on the vehicle underside of the lower bumper reinforcement 130, and it is possible to prevent the integrally molded product 20 from narrowing the space S1 on the vehicle underside of the lower bumper reinforcement 130. Therefore, it is possible to prevent the integrally molded product 20 from narrowing the flow path (wind flow W1) of the air that passes through the opening 21, flows through the space S1 on the vehicle underside of the lower bumper reinforcement 130, and hits the cooling module 100.

[0058] (K) Since the shape of the absorber rear portion 32b is a V-shape in which the vertical distance narrows toward the front of the vehicle, the wind flowing through the area where the absorber rear portion 32b is located is smoothly divided into upper and lower portions by the absorber rear portion 32b. Therefore, it is possible to prevent the resistance to the wind flow from becoming large due to the absorber rear portion 32b.

[0059] (L) Since the integrally molded product 20 is configured by integrally molding the absorber portion 30 and the duct portion 40, the number of parts can be reduced compared to when the absorber portion 30 and the duct portion 40 are configured as separate parts, and the mold cost can be reduced. In addition, the number of steps for assembly to the vehicle can also be reduced.

[0060] (M) When the integrally molded product 20 is further integrally molded with the second absorber section 50 provided on the vehicle upper side of the absorber section 30, the number of parts can be reduced and the mold cost can be reduced compared to when the second absorber section 50 is not integrally molded. Also, the number of assembly steps to the vehicle can be reduced. Furthermore, since the second absorber section 50 functions as an upper absorber, the second absorber section 50 can ensure the pedestrian protection performance of the upper absorber.

[0061] (N) The integrally molded product 20 has an absorber portion 30 and a duct portion 40, the opening 21 is a separate part from the integrally molded product 20 and can be closed using a plate-like part 60 that is smaller than the integrally molded product 20, and the absorber part 30 functions as a lower absorber. Therefore, in the present embodiment, even if there is a difference in the driving source for traveling (for example, HEV and BEV), when manufacturing a lower absorber, a duct for HEV, and a duct for BEV, only two parts are required: the relatively large integrally molded product 20 and the relatively small plate-like part 60. In contrast, in the conventional method, three relatively large parts are required: a lower absorber, a duct for HEV, and a duct for BEV. Therefore, in the present embodiment, the number of relatively large molds can be reduced from three to one compared to the conventional method. In addition, the space required for storing parts in a production factory or a vehicle assembly factory can be reduced. Furthermore, the amount that can be transported in one trip from a production factory to a vehicle assembly factory can be increased.

[0062] In the above embodiment of the present invention, the absorber and the duct can be integrated (the common integral molding 20 can be used) even between vehicles that want to change the flow of the wind taken in from the front grille due to the difference in the driving source of the vehicle, such as HEV and BEV, but the difference in the driving source of the vehicle is not limited to HEV and BEV, and the vehicle may be any combination of an engine vehicle with only an internal combustion engine as the driving source of the vehicle, HEV, BEV, PHEV (Plug-in Hybrid Electric Vehicle), and FCEV (Fuel Cell Electric Vehicle). Also, the vehicle may be a combination of vehicles with different specifications that have the same type of driving source of the vehicle. Furthermore, in the embodiment of the present invention, the opening 21 provided in the integrally molded product 20 can be closed using a plate-shaped part 60 that is a separate part from the integrally molded product 20. However, the plate-shaped part 60 may be integrally molded with the integrally molded product 20 via a thin-walled hinge portion, and the thin-walled hinge portion may be bent so that the plate-shaped part 60 can be selectively fixed to a position that closes the opening 21 or a position that opens the opening 21. When opening the opening 21, the thin-walled hinge portion may be cut to separate the plate-shaped part 60 from the integrally molded product 20. [Explanation of symbols]

[0063] 10 Vehicle front structure 20 Integral molding 21 Aperture 22 Ribs 22a Widening section 30 Absorber section 31 Front end of vehicle 32a Front of absorber 32b Rear shock absorber 32c back rib 40 Duct section 41 Duct side wall 42 Duct upper wall 43 Inner Space 50 Second absorber section 60 Plate-shaped parts 70 Bumper Cover 72 Bumper cover lower 73 Bumper cover upper 80 Undercover 81 Wind Guide 90 Front Grill 91 Lower Grill 100 Cooling Module 110 Radiator support 120 Bumper Reinforcement 130 Lower bumper reinforcement 140 Grill Shutter 150 Upper absorber V1 Front Compartment S Outside space in front of the vehicle S1 Space under the lower bumper reinforcement and above the undercover

Claims

1. A vehicle front structure having an integrally molded product including an absorber section provided at a position forward of a cooling module mounted at a front portion of the vehicle, and a duct section provided at a position forward of the cooling module and allowing wind taken in from a front grill to reach the cooling module through an inner space, The vehicle front structure has an opening in the integral molding through which the wind taken in from the front grill can pass, and the flow of the wind from the front grill to the cooling module can be changed depending on whether the opening is open or closed.

2. 2. The vehicle front structure according to claim 1, wherein the opening is capable of being closed by a plate-like part which is a separate part from the integrally molded product and which is smaller than the integrally molded product.

3. The vehicle front structure according to claim 1 , wherein the absorber portion functions as a lower absorber.

4. 4. The vehicle front structure according to claim 3, wherein the integrally molded product is a separate part from an undercover that covers at least a part of the front part of the vehicle from below the vehicle, and is disposed above the undercover.

5. The vehicle front structure according to claim 3 , wherein the opening is formed by penetrating the absorber portion in the vehicle up-down direction.

6. The vehicle front structure according to claim 5 , wherein the opening is provided with at least one rib extending in the vehicle front-rear direction and in the vehicle up-down direction.

7. 7. The vehicle front structure according to claim 6, wherein the rib has a widened portion in a part in the vehicle vertical direction that is wider in the vehicle left-right direction than the other part in the vehicle vertical direction.

8. the absorber portion has an absorber front portion located on a vehicle front side of the opening and an absorber rear portion located on a vehicle rear side of the opening, 6. The vehicle front structure according to claim 5, further comprising a rear rib extending in the vehicle longitudinal direction, the rear portion of the absorber being provided with a rear rib for increasing rigidity against a load in the vehicle longitudinal direction.

9. the integrally molded product is attached from the front side of the vehicle to a lower bumper reinforcement that is located on the vehicle underside of a bumper reinforcement that is disposed on the vehicle front side of the cooling module at the rear of the absorber and extends in the left-right direction of the vehicle, 9. The vehicle front structure according to claim 8, wherein when the opening is open, a portion of the wind taken in from the front grille passes through the opening, flows through the space below the vehicle of the lower bumper reinforcement, and can reach the cooling module.

10. The integrally molded product further includes a second absorber portion that is provided on an upper side of the absorber portion, The vehicle front structure according to claim 3 , wherein the second absorber portion functions as an upper absorber.

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