Vehicle front structure

Abstract

To reduce damage to a knee part of a pedestrian.SOLUTION: In a vehicle front structure S, an air guide 34 is connected to a radiator support 16 via a support rail 32 so as to move up and down, and a first actuator 40 is connected to the air guide 34. In addition, a lower end portion of the air guide 34 and a foot sweeping portion 70 are connected by a second actuator 60. When a pedestrian collides with a bumper cover 20, the first actuator 40 activates and the air guide 34 is moved down by the first actuator 40 to be brought into contact with a ground GR. When the air guide 34 is brought into contact with the ground GR, the second actuator 60 activates and the foot sweeping portion 70 is moved forward by the second actuator 60 to protrude forward with respect to the bumper cover 20. At this time, since the foot sweeping portion 70 moves forward along the ground GR, the foot sweeping portion 70 is brought into contact with the foot (a part around the ankle) of the pedestrian and thus can sweep the foot of the pedestrian.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a vehicle front structure. [Background technology]

[0002] Some vehicles aim to protect pedestrians when they collide with the front end of the vehicle by sweeping away the pedestrian's feet and causing the pedestrian to fall onto the hood of the vehicle. For example, in the vehicle front structure described in Patent Document 1 below, a face lower moving device is provided on the vehicle rear side of a face lower that constitutes the lower end of the front face of the vehicle. The face lower moving device includes a drive unit and a plunger that advances and retreats by the drive unit. When the vehicle collides with a pedestrian, the face lower is pushed out toward the front of the vehicle by the plunger that advances by the drive unit. As a result, the pushed-out face lower sweeps away the pedestrian's feet and causes the pedestrian to fall onto the hood, thereby protecting the pedestrian. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-23281 A Summary of the Invention [Problem to be solved by the invention]

[0004] From the viewpoint of reducing the injury level to the pedestrian's knees when the pedestrian's feet are pushed forward of the vehicle, it is effective to have the face lower (leg sweeping part) that protrudes forward from the vehicle hit the pedestrian's feet. However, in the above vehicle front structure, the lower end of the front face (face lower) is pushed forward of the vehicle to hit the pedestrian's feet, so there is a possibility that the face lower will hit the pedestrian's knees or the area around the knees. For this reason, the above vehicle front structure leaves room for improvement in terms of reducing injury to the pedestrian's knees.

[0005] SUMMARY OF THE PRESENT EMBODIMENT In consideration of the above, an object of the present invention is to provide a vehicle front structure capable of reducing injury to the knees of pedestrians. [Means for solving the problem]

[0006] One or more embodiments of the present invention are a vehicle front structure comprising a bumper cover provided at the front end of a vehicle and extending in the vehicle width direction, a main body provided on the rear side of the bumper cover and connected to a vehicle body member so as to be movable in the vertical direction of the vehicle, a leg sweep section connected to the lower end of the main body section, a first actuator connected to the main body section and activated when a pedestrian collides with the bumper cover to lower the main body section to bring it into contact with the ground, and a second actuator connecting the leg sweep section and the main body section and activated when the descending main body section contacts the ground to move the leg sweep section toward the front of the vehicle and cause it to protrude forward of the bumper cover. Effect of the Invention

[0007] One or more embodiments of the present invention may reduce injuries to pedestrians' knees. [Brief description of the drawings]

[0008] [Figure 1] 1 is a side view seen from the left side of the vehicle, showing a schematic view of a front end portion of a vehicle to which a vehicle front structure according to an embodiment of the present invention is applied. [Diagram 2] 2 is a plan view of the front end portion of the vehicle shown in FIG. 1 as viewed from above the vehicle. [Diagram 3] FIG. 2 is a side view, seen from the left side of the vehicle, illustrating typically the leg sweep mechanism shown in FIG. [Figure 4] 4 is a cross-sectional view (cross-sectional view taken along line 4-4 in FIG. 3) showing the lower part of the leg sweep mechanism shown in FIG. 3 on the left side of the vehicle. [Diagram 5] FIG. 11 is a side view seen from the left side of the vehicle, showing the state of the leg sweep mechanism before a frontal collision between a pedestrian and the vehicle. [Figure 6]11 is a side view showing a state in which the engagement between the first locking member and the first piston is released by the trigger rod at the initial stage of a frontal collision between a pedestrian and a vehicle. FIG. [Figure 7] 7 is a side view showing a state in which the air guide has been lowered to a lowered position by a first actuator from the state shown in FIG. 6. FIG. [Figure 8] FIG. 8 is a side view showing a state in which the leg sweep section has been moved towards the front of the vehicle by the second actuator from the state shown in FIG. 7. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, a vehicle (automobile) V to which a vehicle front structure S according to this embodiment is applied will be described with reference to the drawings. In the drawings, the front side of the vehicle V is indicated by an arrow FR, the upper side of the vehicle is indicated by an arrow UP, and the left side of the vehicle (one side in the vehicle width direction) as viewed from above the vehicle is indicated by an arrow LH. In addition, in the following description, when the up-down, front-rear, and left-right directions are used, they refer to the up-down direction of the vehicle, the front-rear direction of the vehicle, and the left-right direction of the vehicle, unless otherwise specified.

[0010] 1 and 2, the vehicle front structure S is applied to the front end of a vehicle V. The vehicle front structure S includes a pair of left and right front side frames 10, a bumper beam 14, a radiator support 16 as a vehicle body member, an absorber 18 as a shock absorbing member, a bumper cover 20, and a leg sweep mechanism 30.

[0011] (Regarding front side frame 10) The front side frames 10 are formed in a hollow, generally rectangular columnar shape extending in the front-rear direction, and are disposed on both left and right sides (both sides in the vehicle width direction) of the front of the vehicle V. Crash boxes 12 are provided on the front sides of the front side frames 10. The crash boxes 12 are formed in a generally rectangular tubular shape with the axial direction extending in the front-rear direction, and the rear end portions of the crash boxes 12 are joined to the front end portions of the front side frames 10. Front wheels 28 are provided on the left and right outer sides of the front end portions of the front side frames 10.

[0012] (About Bumper Beam 14) The bumper beam 14 extends in the left-right direction and has a generally rectangular closed cross-sectional shape when viewed in a longitudinal direction. The bumper beam 14 is disposed in front of the crash box 12, and both longitudinal ends of the bumper beam 14 are joined to the front end of the crash box 12. In addition, both longitudinal ends of the bumper beam 14 are disposed outboard of the front side frame 10 and the crash box 12 in the left-right direction.

[0013] (Regarding radiator support 16) The radiator support 16 is formed in a substantially rectangular frame shape when viewed from the front, and is disposed inside the pair of left and right front side frames 10 in the vehicle width direction and behind the bumper beam 14. Vertical middle portions of both left and right sides of the radiator support 16 are connected to front end portions of the front side frames 10. A radiator (not shown) is provided inside the radiator support 16 and is supported by the radiator support 16. The rear side of the radiator support is configured as a power unit chamber 24 that houses a power unit (not shown) of the vehicle V, and the power unit chamber 24 is covered from above by a hood 26 provided at the front of the vehicle V.

[0014] (About Absorber 18) The absorber 18 is made of a foamed resin material, i.e., urethane foam or the like. The absorber 18 is formed in a generally elongated shape with the left-right direction as the longitudinal direction, and is disposed adjacent to the front side of the bumper beam 14. The absorber 18 is formed in a generally trapezoidal shape in a cross section seen from the longitudinal direction, and the rear surface of the absorber 18 is fixed to the front surface of the bumper beam 14. In the event of a frontal collision between a pedestrian and the vehicle V, the absorber 18 is compressed and deformed by the pedestrian who enters the front end of the vehicle V to the rear together with a bumper cover 20 described later, thereby absorbing the collision energy applied to the pedestrian.

[0015] (About Bumper Cover 20) The bumper cover 20 is disposed in front of the absorber 18 and constitutes the front end of the vehicle V. The bumper cover 20 extends in the vehicle width direction, and covers the absorber 18 from the front side.

[0016] (Regarding leg sweep mechanism 30) 1 to 4, the leg sweep mechanism 30 is disposed in front of the radiator support 16 and is movably connected to the radiator support 16. The leg sweep mechanism 30 is comprised of a pair of left and right support rails 32 (broadly speaking, these are elements that can be understood as support sections), an air guide 34 as a main body section, a pair of left and right first actuators 40, a trigger rod 50 as a rod, a detection switch 52 as a detection section, a second actuator 60, and a leg sweep section 70.

[0017] The pair of left and right support rails 32 are formed as columns extending in the up-down direction, and are formed in a generally U-shape that is open toward the inside in the left-right direction (toward the center in the vehicle width direction) when viewed in the longitudinal direction (see FIG. 2). The rear end of the support rails 32 protrudes toward the outside in the vehicle width direction, and is disposed adjacent to the front sides of the left and right side portions of the radiator support 16 and fixed to the both side portions.

[0018] The air guide 34 is formed in a substantially rectangular frame shape when viewed from the front side in correspondence with the radiator support 16, and is disposed in front of the radiator support 16. Specifically, the air guide 34 includes a pair of left and right guide side portions 34S extending in the up-down direction, an upper guide portion 34U extending in the vehicle width direction and connecting upper ends of the pair of guide side portions 34S, and a lower guide portion 34L extending in the vehicle width direction and connecting lower ends of the pair of guide side portions 34S.

[0019] A fitting portion 34C is formed at the rear end of the outer periphery of the guide side portion 34S, which is lowered one step inward in the left-right direction. The fitting portion 34C is fitted into a recess in the support rail 32, and the guide side portion 34S is supported by the support rail 32 so as to be vertically movable (see FIG. 2). This indirectly connects the air guide 34 to the radiator support 16 so as to be vertically movable. Specifically, when the leg sweep mechanism 30 is in a non-operating state, the air guide 34 is disposed at an initial position (the position shown in FIG. 1 and FIG. 3 to FIG. 6), and when the leg sweep mechanism 30 is in an operating state, the air guide 34 moves from the initial position to a lowered position (the position shown in FIG. 7 and FIG. 8). When the air guide 34 is in the lowered position, the air guide 34 is set to abut against the ground GR. The support rail 32 may be integrally formed with the radiator support 16, and the air guide 34 may be directly connected to the radiator support 16 so as to be vertically movable.

[0020] The inside of the air guide 34 is configured as a guide hole 34A, and the traveling wind that has passed through the bumper cover 20 flows toward the radiator through the guide hole 34A. In other words, the air guide 34 is configured as a guide member that guides the traveling wind to the radiator and the power unit chamber 24.

[0021] The first actuators 40 are generally formed in a generally cylindrical shape with the vertical direction as the axial direction, and are provided on the left and right outer sides of the support rail 32. The first actuators 40 include a first cylinder 41 and a first piston 42. The first cylinder 41 extends in the vertical direction and is generally formed in a bottomed cylindrical shape that is open downward. A first cylinder connecting portion 43 is provided at the upper end of the first cylinder 41, and the first cylinder connecting portion 43 is connected to the upper end of the support rail 32 so as to be immovable relative to the upper end of the support rail 32.

[0022] The first piston 42 is formed in a generally cylindrical shape extending in the vertical direction, and is inserted into the first cylinder 41 so as to be movable forward and backward. The lower end of the first piston 42 protrudes downward from the lower end of the first cylinder 41, and a first piston connecting portion 44 is provided at the lower end of the first piston 42. The first piston connecting portion 44 is connected to the guide side portion 34S of the air guide 34 so as not to be able to move relatively. As a result, the air guide 34 is held in the initial position by the first actuator 40 in the inoperative state.

[0023] A first actuator spring 45 is provided inside the first cylinder 41. The first actuator spring 45 is configured as a compression coil spring and biases the first piston 42 downward. When the first actuator 40 is operated, the biasing force of the first actuator spring 45 causes the first piston 42 to move downward relative to the first cylinder 41, and the air guide 34 descends from the initial position to the lowered position.

[0024] A first locking member 46 is provided on the outer periphery of the first cylinder 41, and the first locking member 46 engages with the first piston 42 to hold the first actuator 40 in a non-operated state. The first locking member 46 is connected to the first cylinder 41 so as to be rotatable about the left-right direction as the axial direction, and the lower end of the first locking member 46 engages with the lower end of the first piston 42. The first locking member 46 is connected to a trigger rod 50, which will be described later, and is set so that the engagement state between the first locking member 46 and the first piston 42 is released when the first locking member 46 is actuated by the trigger rod 50.

[0025] The trigger rod 50 is formed in a generally rod-like shape extending in the front-rear direction. The trigger rod 50 is inserted through an insertion portion 14A formed in the bumper beam 14 and supported by the bumper beam 14 so as to be movable in the front-rear direction. The front end portion of the trigger rod 50 protrudes forward from the bumper beam 14 and is disposed inside the absorber 18. More specifically, the front end portion of the trigger rod 50 is located within the front end portion of the absorber 18. The rear end portion of the trigger rod 50 protrudes rearward from the bumper beam 14, and the rear end portion of the trigger rod 50 is disposed adjacent to the front side of the upper end portion of the first locking member 46 and abuts against the upper end portion of the first locking member 46. As a result, the trigger rod 50 connects the absorber 18 and the first locking member 46. When a collision occurs between a pedestrian and vehicle V, the shock absorber 18 is pressed rearward by the colliding pedestrian, causing the trigger rod 50 to move rearward and push the upper end of the first locking member 46 rearward, thereby activating the first locking member 46.

[0026] The detection switch 52 is provided at the lower end (guide lower portion 34L) of the air guide 34. The detection switch 52 is configured as a so-called button-type push switch, and a button portion 52A provided at the lower portion of the detection switch 52 protrudes downward from the air guide 34 so as to be operable by pushing upward. The detection switch 52 is electrically connected to the control unit 22 of the vehicle V. When the air guide 34 moves from the initial position to the lowered position, the button portion 52A of the detection switch 52 is pressed by the ground GR, and an ON signal is output from the detection switch 52 to the control unit 22. That is, the detection switch 52 is configured to detect the lowered position of the air guide 34.

[0027] The second actuator 60 is generally formed in a substantially cylindrical shape with the front-rear direction as an axial direction, and is provided on the left and right outer sides of the lower end of the guide side portion 34S of the air guide 34. The second actuator 60 includes a second cylinder 61 and a second piston 62. The second cylinder 61 extends along the front-rear direction and is formed in a substantially bottomed cylindrical shape that is open to the front. A second cylinder connecting portion 63 is provided at the rear end of the second cylinder 61, and the second cylinder connecting portion 63 is connected to the lower end of the air guide 34 so as to be rotatable with the left-right direction as the axial direction. As a result, the second actuator 60 is connected to the air guide 34 so as to be rotatable with the left-right direction as the axial direction. In addition, the front portion of the second cylinder 61 protrudes forward from the air guide 34.

[0028] A pair of upper and lower regulating ribs 34B that limit the rotation range of the second actuator 60 are provided at the lower end portions of both the left and right sides of the air guide 34. In a normal state, the second cylinder 61 abuts against the lower regulating rib 34B, and the second actuator 60 is held in the position shown in FIG.

[0029] The second piston 62 is formed in a generally cylindrical shape extending in the front-rear direction, and is inserted into the second cylinder 61 so as to be able to move forward and backward. The front end of the second piston 62 protrudes forward beyond the second cylinder 61, and a second piston connecting part 64 is provided at the front end of the second piston 62. A leg sweep part 70, which will be described later, is connected to the second piston connecting part 64 so as to be immovable relative to the second piston 62.

[0030] A second actuator spring 65 is provided inside the second cylinder 61. The second actuator spring 65 is configured as a compression coil spring and biases the second piston 62 forward. When the second actuator 60 is actuated, the biasing force of the second actuator spring 65 causes the second piston 62 to move forward relative to the second cylinder 61.

[0031] A second locking member 66 is provided on the outer periphery of the second cylinder 61. The second locking member 66 engages with the second piston 62 to maintain the second actuator 60 in a non-operating state. The second locking member 66 is formed of, for example, a solenoid, and is electrically connected to the control unit 22. When the air guide 34 is in the lowered position, the second locking member 66 is operated by the control unit 22, thereby disengaging the second locking member 66 from the second piston 62.

[0032] The leg sweep section 70 is formed in a generally rectangular board shape with its thickness direction in the up-down direction and its length direction in the vehicle width direction. The leg sweep section 70 is disposed rearward of the lower end of the bumper cover 20, and its rear end is disposed within the lower end of the air guide 34. Both left and right ends of the leg sweep section 70 are connected to the second piston connecting section 64 of the second actuator 60 so as to be immovable relative to each other. In this way, the leg sweep section 70 and the air guide 34 are connected by the second actuator 60.

[0033] When the air guide 34 is in the lowered position, the second actuator 60 is actuated, so that the leg sweep section 70 moves forward along the ground surface GR. At this time, the leg sweep section 70 moves forward below the bumper cover 20 and protrudes forward beyond the bumper cover 20.

[0034] A roller 71 is provided under the leg sweep section 70, and the roller 71 is connected to the leg sweep section 70 and configured to be rotatable about its axis in the left-right direction. As a result, when the leg sweep section 70 moves forward with the air guide 34 in the lowered position, the roller 71 rolls on the ground GR, and the leg sweep section 70 moves forward along the ground GR.

[0035] (Action and effect) Next, the operation and effects of this embodiment will be described.

[0036] When the leg sweep mechanism 30 is in a non-operating state, the air guide 34 is located in the initial position, and the leg sweep mechanism 30 is disposed behind the bumper cover 20 (see FIG. 5). In the event of a frontal collision between a pedestrian and the vehicle V, the bumper cover 20 collides with the pedestrian's feet. As a result, the bumper cover 20 is moved rearward by the pedestrian's feet, and the absorber 18 is pressed rearward. When the absorber 18 is pressed rearward, the trigger rod 50 moves rearward in accordance with the compressive deformation of the absorber 18, and presses the first locking member 46 of the first actuator 40 rearward. This activates the first locking member 46, and the engagement between the first locking member 46 and the first piston 42 is released (see FIG. 6). That is, the operation of the first actuator 40 is started.

[0037] When the operation of the first actuator 40 is started, the first piston 42 moves downward relative to the first cylinder 41 due to the biasing force of the first actuator spring 45. As a result, the air guide 34 instantaneously descends from the initial position together with the leg sweeping unit 70 due to the biasing force of the first actuator spring 45 input from the first piston 42 and its own weight. When the descended air guide 34 abuts against the ground GR, the button portion 52A of the detection switch 52 provided on the air guide 34 is pressed by the ground GR, and an ON signal is output from the detection switch 52 to the control unit 22 (see FIG. 7). At this time, the roller 71 of the leg sweeping unit 70 abuts against the ground GR.

[0038] When an ON signal is output from the detection switch 52 to the control unit 22, the second locking member 66 is actuated by the control unit 22. This disengages the second locking member 66 from the second piston 62. That is, the actuation of the second actuator 60 is started.

[0039] When the operation of the second actuator 60 starts, the second piston 62 moves forward relative to the second cylinder 61 due to the biasing force of the second actuator spring 65 (see FIG. 8). As a result, while the roller 71 rolls on the ground surface GR, the leg sweep section 70 moves forward along the ground surface GR and protrudes forward beyond the bumper cover 20. As a result, the pedestrian's feet (around the ankles) are swept forward by the leg sweep section 70, and the upper half of the pedestrian's body falls backward. Therefore, the pedestrian falling backward can be received by the hood 26 covering the power unit chamber 24 of the vehicle V.

[0040] As described above, in the vehicle front structure S, the wind guide 34 is connected to the radiator support 16 via the support rail 32 so as to be movable in the up-down direction, and the first actuator 40 is connected to the wind guide 34. The lower end of the wind guide 34 and the leg sweep section 70 are connected by the second actuator 60. When a pedestrian collides with the bumper cover 20, the first actuator 40 is actuated, and the wind guide 34 is lowered by the first actuator 40 and abuts against the ground GR. When the wind guide 34 abuts against the ground GR, the second actuator 60 is actuated, and the leg sweep section 70 is moved forward by the second actuator 60 and protrudes forward from the bumper cover 20. At this time, the leg sweep section 70 moves forward along the ground GR, so that the leg sweep section 70 can be brought into contact with the feet (around the ankles) of the pedestrian to sweep the pedestrian's legs. In other words, the leg sweep section 70 can be prevented from abutting against the knees or the area around the knees of the pedestrian. Therefore, the risk of injury to the knees of pedestrians can be reduced.

[0041] Furthermore, as described above, since the second actuator 60 operates when the air guide 34 comes into contact with the ground GR, the second actuator 60 can be operated at an appropriate timing to move the leg sweep section 70 along the ground GR. In other words, it is possible to prevent the second actuator 60 from operating before the air guide 34 comes into contact with the ground GR. Therefore, the leg sweep section 70 can be satisfactorily brought into contact with the feet of the pedestrian.

[0042] Furthermore, the second actuator 60 can be operated at an appropriate timing according to the attitude of the vehicle V when it collides with a pedestrian, so that the leg sweep unit 70 can be moved along the ground surface GR. That is, when the vehicle V collides head-on with a pedestrian, a braking force tends to be applied to the vehicle due to the brake operation by the driver. In this case, the vehicle V is suddenly decelerated, pitching occurs in the vehicle V, and the attitude of the vehicle V becomes a forward-tilted attitude. That is, the attitude of the vehicle V is changed, and the vertical distance between the front end of the vehicle V and the ground surface GR changes. Therefore, according to the leg sweep mechanism 30 of this embodiment, even if the attitude of the vehicle V is changed, the second actuator 60 can be operated at an appropriate timing so that the leg sweep unit 70 can be moved along the ground surface GR.

[0043] Furthermore, a detection switch 52 is provided at the lower end of the wind guide 34, and when the wind guide 34 is in the lowered position, the detection switch 52 is pressed by the ground GR to detect the contact of the wind guide 34 with the ground GR. This makes it possible to detect the contact of the wind guide 34 with the ground GR with a simple configuration and to operate the second actuator 60.

[0044] In addition, a trigger rod 50 connecting the first locking member 46 of the first actuator 40 and the absorber 18 is connected to the bumper beam 14 so as to be movable in the front-rear direction. During a frontal collision between the pedestrian and the vehicle V, the trigger rod 50 moves rearward due to the absorber 18 undergoing compressive deformation, and the engagement between the first locking member 46 and the first piston 42 is released, thereby activating the first actuator 40. This makes it possible to detect a frontal collision of the pedestrian with the vehicle V with a simple configuration and activate the first actuator 40 (leg sweep mechanism 30).

[0045] The inside of the air guide 34 is configured as a guide hole 34A, which guides the traveling air to the radiator and power unit chamber 24. As a result, the leg sweep unit 70 can be installed at the front end of the vehicle V by utilizing the air guide 34, which guides the traveling air to the radiator and power unit chamber 24.

[0046] Furthermore, the leg sweep section 70 is located behind the lower end of the bumper cover 20. Therefore, even if the leg sweep section 70 moves forward due to a malfunction of the second actuator 60 when the air guide 34 is in its initial position, the leg sweep section 70 will come into contact with the bumper cover 20. Therefore, the leg sweep section 70 can be maintained in a non-protruding state from the bumper cover 20.

[0047] In the first actuator 40 of the present embodiment, the first piston 42 is lowered from the initial position to the lowered position by the biasing force of the first actuator spring 45, but the configuration of the first actuator 40 is not limited thereto. For example, the first actuator 40 may be configured such that a gas generator is provided at the upper end of the first cylinder 41 instead of the first actuator spring 45, and the first piston 42 is lowered by the pressure of the gas supplied from the gas generator into the first cylinder 41. In this case, the trigger rod 50 and the first lock member 46 may be omitted, and the control unit 22 may be configured to operate the gas generator based on a collision detection device that detects a pedestrian's collision with the vehicle V (including collision prediction). Here, the collision detection device is configured by a well-known stereo camera, a millimeter wave radar device, or the like. For this reason, "when a pedestrian collides with the bumper cover" in the present invention also includes a collision prediction.

[0048] Similarly to the above, the second actuator 60 may also be configured such that a gas generator is provided at the rear end of the second cylinder 61 instead of the second actuator spring 65, and the second piston 62 is moved forward by the pressure of gas supplied from the gas generator into the second cylinder 61. In this case, the second locking member 66 may be omitted, and the gas generator may be operated by the control unit 22 when the detection switch 52 is turned on.

[0049] In addition, in this embodiment, the second locking member 66 is operated by the control of the control unit 22 to release the engagement between the second locking member 66 and the second piston 62, but the structure for releasing the engagement between the second locking member 66 and the second piston 62 is not limited to this. In other words, in this embodiment, the second locking member 66 is configured as a locking unit that operates by electrical control, but the second locking member 66 may be configured as a locking member that operates mechanically by an external force, similar to the first locking member 56. In this case, for example, instead of the detection switch 52, a detection button that can be pressed upward may be provided at the lower end of the air guide 34, and the second locking member 66 may be connected so as to be linked to the pressing operation of the detection button. Then, when the air guide 34 is in the lowered position, the detection button may be pressed by the ground GR, and the second locking member 66 may be operated by the external force input from the detection button to the second locking member 66, thereby releasing the engagement between the second locking member 66 and the second piston 62. In this case, the detection button corresponds to the detection unit of the present invention. [Explanation of symbols]

[0050] 14 Bumper beam 16 Radiator support (body component) 18 Shock absorber (shock absorbing material) 20 Bumper Cover 24 Power unit room 34 Air guide (main body) 34A Guide hole 40 First Actuator 50 Trigger Rod (Rod) 52 Detection switch (detection part) 60 Second Actuator 70 Leg Sweep GR ground S Vehicle front structure V Vehicle

Claims

1. A bumper cover provided at a front end of the vehicle and extending in a vehicle width direction; a main body portion provided on a vehicle rear side of the bumper cover and connected to a vehicle body member so as to be movable in a vehicle up-down direction; A leg sweeping unit connected to a lower end of the main body, a first actuator connected to the main body and actuated when a pedestrian collides with the bumper cover to lower the main body and bring it into contact with the ground; a second actuator which connects the leg sweep unit and the main body unit and which is actuated when the descending main body unit abuts against the ground to move the leg sweep unit toward the front of the vehicle and cause it to protrude forward beyond the bumper cover; A vehicle front structure comprising:

2. The main body is provided with a detection unit that detects contact of the main body with the ground, The vehicle front structure according to claim 1 , wherein the second actuator is actuated when the detection unit detects contact with the ground.

3. A bumper beam extending in a vehicle width direction is provided on the vehicle rear side of the bumper cover and on the vehicle front side of the first actuator, An impact absorbing member is provided on the vehicle front side of the bumper beam, a rod connecting the first actuator and the impact absorbing member is supported on the bumper beam so as to be movable in a vehicle front-rear direction; 3. The vehicle front structure according to claim 2, wherein the first actuator is actuated by the rod being moved toward the rear of the vehicle by the impact absorbing member when a pedestrian collides with the bumper cover.

4. The main body portion has a guide hole penetrating therethrough in the vehicle front-rear direction, 4. The vehicle front structure according to claim 1, wherein the guide hole guides airflow toward a power unit compartment at the front of the vehicle.

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