Vehicle front structure

Abstract

To suppress, when colliding with a leg of a pedestrian, an impact load in the second half of the collision on the leg by preventing a crush remainder of a cushioning member provided in a vehicle front structure.SOLUTION: A cushioning member 30 includes a base part 31 extending in a vehicle width direction, and a plurality of rib parts 32 extending in a vertical direction of a vehicle from the base part 31 having intervals in the vehicle width direction. There is a space 33 between the rib parts 32 adjacent to each other in the vehicle width direction. The base part 31 includes a tip 36 located furthest front in the cushioning member 30 on a cross section along a fore-and-aft direction of the vehicle, and the tip 36 thereof and ends 32a on front sides of the rib parts 32 are exposed in a rear space of an exterior member 20.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle front structure capable of absorbing collision energy acting on the legs of a pedestrian. [Background technology]

[0002] In recent years, in order to reduce damage to pedestrians when a moving vehicle collides with them, a structure that absorbs collision energy has been provided at the front of the vehicle. In particular, a shock-absorbing member called an E / A core is provided to protect the legs of pedestrians. This type of shock-absorbing member is disposed between a framework member provided at the front of the vehicle, such as a bumper beam, and an exterior member that covers the beam, such as a bumper fascia (see, for example, Patent Document 1).

[0003] When the front of a vehicle collides with the legs of a pedestrian, an impact load acts on the buffer member from the front side through an exterior member such as a bumper fascia, and the buffer member is compressed and deformed in the front-to-rear direction of the vehicle to absorb the impact energy. That is, the buffer member supported from the rear by a frame member such as a bumper beam is crushed by the impact load from the front side, so that the impact energy is absorbed by the buffer member and the impact load input from the vehicle to the legs is reduced. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2008-137592 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the shock absorber in Patent Document 1 has a uniform solid cross section over its entire length in the vehicle width direction. This type of shock absorber has a problem in that more of the shock absorber remains uncrushed in the latter half of the collision when the compressive deformation has progressed, causing a sudden increase in the impact load input to the legs.

[0006] In view of the above-mentioned background, the problem that this invention aims to solve is to prevent the cushioning material of the vehicle front structure from remaining uncrushed when a collision occurs with the legs of a pedestrian, thereby suppressing the impact load on the legs in the latter half of the collision. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention adopts a vehicle front structure comprising a skeletal member arranged in the vehicle width direction at the front of the vehicle, an exterior member covering the skeletal member, and a cushioning member arranged between the exterior member and the skeletal member for absorbing collision energy, the cushioning member integrally having a base extending in the vehicle width direction and a plurality of rib portions extending from the base in the vertical direction of the vehicle at intervals in the vehicle width direction, a space being defined between adjacent rib portions in the vehicle width direction, the base has a tip that is located most forward of the cushioning member in a cross section taken along the fore-aft direction of the vehicle, and the tip of the base and the forward ends of each rib portion are exposed in the space behind the exterior member.

[0008] In the above-mentioned configuration, it is preferable that the tip end of the base portion and the front end of the rib portion are located on the same plane and in front of the buffer member.

[0009] In the above-mentioned configuration, it is preferable that the upper surface of the buffer member is inclined upwardly from the tip of the base toward the rear, and the plurality of rib portions extend downwardly from the base.

[0010] In each of the above configurations, it is preferable that the direction in which the edge of the rib portion extends rearward when viewed in the vehicle width direction changes at a position closer to the front than the center of the fore-aft length of the rib portion.

[0011] In each of the above configurations, the base has an upper wall that extends in a straight line sloping upward toward the rear in a cross section along the fore-and-aft direction, and a rear wall that is connected to the upper wall so as to block the rear of each space and connect adjacent rib portions in the vehicle width direction, and it is preferable that the tip of the base is located at the front end of the upper wall, and that each of the multiple rib portions extends downward from the upper wall as it moves rearward from the front end of the rib portion.

[0012] In each of the above configurations, it is preferable that the length of the rib portion in the vehicle width direction is set to be not less than 1 / 10 and not more than 1 / 3 of the length of the rib portion in the front-rear direction.

[0013] In each of the above configurations, it is preferable that the arrangement pitch of the plurality of rib portions in the vehicle width direction is set to be not less than 100 mm and not more than 200 mm. Effect of the Invention

[0014] By adopting the above-described configuration, the present invention can prevent the cushioning material provided in the vehicle front structure from remaining uncrushed when a collision occurs with the legs of a pedestrian, thereby suppressing the impact load on the legs in the latter half of the collision. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a partial cross-sectional view showing a vehicle front structure according to an embodiment of the present invention; [Diagram 2] FIG. 1 is a partial side view showing a vehicle front structure according to an embodiment; [Diagram 3] FIG. 1 is a perspective view showing a cushioning member according to an embodiment from the top side; [Figure 4] FIG. 1 is a partial perspective view showing an external appearance of a vehicle front structure according to an embodiment; [Diagram 5] FIG. 1 is a partial vertical cross-sectional view showing a vehicle front structure according to an embodiment; [Figure 6] FIG. 1 is a perspective view showing a cushioning member according to an embodiment from the bottom side; [Figure 7] FIG. 13 is a partial bottom view showing deformation of the cushioning member when the vehicle front structure according to the embodiment hits a leg. [Figure 8] Graph showing human body input load characteristics of the cushioning member according to the embodiment DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] A vehicle front structure according to an embodiment of the present invention will be described with reference to FIGS. 1 to 8 of the accompanying drawings.

[0017] As shown in Figures 1 and 2, the vehicle front structure of the embodiment includes a skeletal member 10 arranged at the front of a vehicle 100, an exterior member 20 covering the skeletal member 10, and a cushioning member 30 arranged between the exterior member 20 and the skeletal member 10.

[0018] 1, 2, 5, and 7, the direction along the arrow X indicates the vehicle width direction (hereinafter referred to as the X direction) of the vehicle 100, the direction along the arrow Y indicates the front-rear direction (hereinafter referred to as the Y direction) of the vehicle 100, and the direction along the arrow Z indicates the up-down direction (hereinafter referred to as the Z direction) of the vehicle 100. In Figs. 1, 2, 5, and 7, the direction moving leftward in the figure along the Y direction corresponds to the front in the front-rear direction of the vehicle 100, and the direction moving rightward in the figure corresponds to the rear in the front-rear direction of the vehicle 100. In Figs. 2 and 3, the direction moving upward in the figure along the Z direction corresponds to the upward in the up-down direction of the vehicle 100, and the direction moving downward in the figure corresponds to the downward in the up-down direction of the vehicle 100.

[0019] 1 and 3, the framework member 10 is made of a bumper beam arranged along the X direction. The framework member 10 is joined to front side members (not shown) provided on both sides in the X direction at the front of the vehicle 100. The framework member 10 has a front wall 11 extending in the X direction.

[0020] 1, 4, and 5, the exterior member 20 is made of a bumper fascia that covers the framework member 10. The exterior member 20 is located forward in the Y direction with respect to the framework member 10 and has a front wall 21 that extends in the X direction. In addition, the exterior member 20 has an opening 22 that penetrates the front wall 21 in the Y direction.

[0021] 3 and 5, a condenser 40 of the car air conditioner is disposed at a position away from the opening 22 on the rear side in the Y direction. Another skeletal member 50 is disposed above the skeletal member 10 in the Z direction. The cooling air CW that enters the opening 22 while the vehicle 100 is traveling forward passes through the opening 22, then passes through the space between the skeletal member 10 and the other skeletal member 50, and reaches the condenser 40.

[0022] 1, 3, 5, and 6, the cushioning member 30 is disposed along the X direction. The longitudinal direction of the cushioning member 30 is the X direction. The cushioning member 30 is fixed to the framework member 10. Parts of the cushioning member 30 other than the fixed portion to the framework member 10 are not fixed to other members.

[0023] When the front of the vehicle 100 shown in Fig. 2 collides with the legs W of a pedestrian, the impact acts on the buffer member 30 via the exterior member 20, and the buffer member 30 absorbs the collision energy by compressively deforming in the Y direction, as shown in Fig. 7. That is, the buffer member 30 supported from the rear in the Y direction by the front wall 11 of the framework member 10 is crushed by the load from the front side in the Y direction, and the collision energy is absorbed by the buffer member 30, thereby reducing the impact load input from the front side of the vehicle 100 to the legs W.

[0024] 1, 5 and 6, the cushioning member 30 is composed of a base 31 extending in the X direction and a plurality of rib portions 32 extending in the Z direction from the base 31 at intervals in the X direction. A space 33 is formed between the rib portions 32 adjacent to each other in the X direction.

[0025] The cushioning member 30 is made of a foam material in which a base portion 31 and a plurality of ribs 32 are integrally molded.

[0026] The multiple rib portions 32 extend downward in the Z direction from the base portion 31.

[0027] As shown in FIG. 5, the base 31 comprises an upper wall 34 that extends in a straight line inclined upward toward the rear in a cross section along the Y direction, and a rear wall 35 that is continuous with the upper wall 34 so as to close the rear of each space 33 and connect the rear portions of adjacent rib portions 32 in the X direction.

[0028] The cushioning member 30 is fixed to the front wall 11 of the framework member 10 at the rear surface of the rear wall 35 in the Y direction.

[0029] Moreover, the base 31 has a tip 36 that is located at the frontmost position of the buffer member 30 in a cross section along the Y direction that passes through an arbitrary position in the X direction of the buffer member 30. The tip 36 of the base 31 is located at the front end of the upper wall 34, and forms the boundary between the upper surface and the lower surface of the buffer member 30.

[0030] The base 31 has a front end surface 37 including a tip 36. When considering a cross section of the base 31 cut along the Y direction at an arbitrary position in the X direction, the front end surface 37 of the base 31 extends in a direction inclined with respect to the Y direction from the tip 36 in the cross section. Therefore, the front end surface 37 of the base 31 is located in front of the buffer member 30, and is exposed in the rear space of the exterior member 20. In addition, the front end surface 37 of the base 31 forms the end surface in the aforementioned linear direction along which the upper wall 34 extends.

[0031] The front end face 37 of the base 31 is formed to have a thickness from the tip 36 of the base 31 to prevent cracking from the tip 36, and to ensure a predetermined thickness or more from the front end face 37 to the entire upper wall 34, in order to increase the impact load input to the leg W at the beginning of a collision between the leg W shown in Figure 2 and the front of the vehicle 100 (i.e., to increase the amount by which the cushioning member 30 is compressed and deformed, thereby improving the collision energy absorption performance).

[0032] As shown in Figures 1 and 5, the front end face 37 including the tip 36 of the base 31 is positioned between the front wall 21 of the exterior member 20 and the front wall 11 of the skeletal member 10 in the Y direction, and is positioned below the opening 22 in the Z direction.

[0033] The upper surface 38 of the buffer member 30 is inclined upward from the tip 36 of the base 31 toward the rear at the portion of the upper wall 34. By extending the multiple rib portions 32 downward from the base 31 in the Z direction, the upper surface 38 of the buffer member 30 can be made flat without ribs and smoothly inclined as described above. When considering a cross section of the buffer member 30 cut along the Y direction at an arbitrary position in the X direction, the region of the upper surface 38 of the buffer member 30 having the above-mentioned inclination continues from the tip 36 of the base 31 to the highest apex at the rear end of the upper surface 38 upward in the Z direction. The inclined portion and the apex of the upper surface 38 of the buffer member 30 face the opening 22 of the exterior member 20 in the Y direction.

[0034] As shown in FIGS. 3 to 5, the upper surface 38 of the buffer member 30 is exposed from the opening 22 of the exterior member 20. The opening 22 must have an opening area to ensure the cooling performance by the cooling air CW described above. The upper surface 38 of the buffer member 30 does not have any particular protrusion behind the opening 22 in the Y direction and is smoothly inclined as described above. Therefore, in an actual vehicle, the upper surface 38 of the buffer member 30 is located in the shadow of the front wall 21 of the exterior member 20 and does not linearly reflect light out of the opening 22. Therefore, even if the opening 22 is provided on the front surface of the exterior member 20, the arrangement of the buffer member 30 does not deteriorate the appearance.

[0035] 5, when the cooling air CW passes through the opening 22 and heads toward the space between the skeletal member 10 and another skeletal member 50, the upper surface 38 of the buffer member 30 is smoothly inclined as described above, so that the flow of the cooling air CW is not hindered and the cooling air CW is guided to the space formed between the skeletal member 10 and another skeletal member 50 at a position higher than the buffer member 30. Therefore, there is no need to provide an air guide member for guiding the cooling air CW obliquely upward from the opening 22 separately from the buffer member 30, and costs can be reduced. In addition, when such an air guide member is adopted, the presence or absence of the air guide member affects the collision load described above, so that when manufacturing a vehicle 100 with a different specification with or without the air guide member, it is necessary to design the buffer member separately. However, when the buffer member 30 is adopted, it also serves the function of the air guide member, so costs can be reduced when manufacturing a vehicle with a different specification.

[0036] If a solid rectangular parallelepiped buffer member whose lengths in the Y and Z directions are equivalent to those of buffer member 30 were placed, its immediately vertical surface would be located immediately behind opening 22, and would be easily visible from opening 22 in sunlight, and would impede the flow of cooling air CW, making it impossible to ensure cooling performance. Furthermore, if the position of the solid rectangular parallelepiped buffer member is lowered in the Z direction, it would be moved into a narrow space in the body of vehicle 100, and it would be impossible to ensure the same X-direction length for the buffer member.

[0037] 1, 3, 5, and 6, each rib portion 32 has a front end 32a. The front end 32a of the rib portion 32 is a portion of the rib portion 32 that is located furthest forward in the Y direction. The front end 32a of each rib portion 32 is located in front of the buffer member 30, and is exposed in the rear space of the exterior member 20.

[0038] In the illustrated example, the front ends 32a of the rib portions 32 are continuous with the front end face 37 of the base 31. The front end portion of the cushioning member 30 is composed of the tip 36 of the base 31, the front ends 32a of the rib portions 32, and the front end face 37, and faces the rear surface of the exterior member 20 in the Y direction via the rear space of the exterior member 20. Note that, in the illustrated example, the rib portions 32 have substantially no protrusion in the Z direction relative to the upper wall 34 above the lower edge of the front end face 37 of the base 31.

[0039] In addition, in any cross section along the Y direction intersecting with the rib portion 32, the tip 36 of the base 31 and the front end 32a of the rib portion 32 are located on the same plane with the front end face 37 of the base 31 as the reference plane. That is, in the cross section, the front end face 37 of the base 31 forms a straight line extending in a direction inclined with respect to the Y direction, the tip 36 of the base 31 is located at the upper end of the front end face 37, and the front end 32a of the rib portion 32 is located at the lower end of the front end face 37. Note that, when the front end face 37 of the base 31 is not formed, it is also possible to change to a mode in which the tip of the base and the front end of each rib portion are directly connected (continuous).

[0040] At the beginning of the collision between the leg W and the exterior member 20 shown in FIG. 2, the collision energy is transmitted to the buffer member 30 through the collision portion of the exterior member 20. At this time, the portion of the buffer member 30 to which the collision energy is transmitted first is the tip 36 of the base 31, which is located furthest forward in the Y direction in the buffer member 30. The buffer member 30 is compressed rearward in the Y direction from the front end face 37 of the base 31 shown in FIG. 1. Since the tip 36 of the base 31 and the front end 32a of the rib portion 32 are exposed in the rear space of the exterior member 20, the compression of the front end of the buffer member 30 progresses quickly from the tip 36 of the base 31 to the front end 32a of the rib portion 32 behind the collision portion. Therefore, the collision energy is quickly transmitted to the front end 32a of the rib portion 32, and the rib portion 32 is easily compressed rearward in the Y direction together with the upper wall 34. For this reason, as the compressive load on the rib portions 32 increases, the rib portions 32 behind and in the vicinity of the collision portion tend to buckle in the X direction (hereinafter, this buckling phenomenon is referred to as lateral bending) as shown in Fig. 7. The rib portions 32 that have been lateral bent are then more likely to bend as if being pushed out in the X direction and are less likely to be compressed in the Y direction. Therefore, when the rib portions 32 in the vicinity of the collision portion are lateral bent, the compressive deformation (crushing) of the cushioning member 30 in the Y direction tends to progress, preventing the cushioning member 30 from remaining uncrushed, thereby suppressing the impact load input to the leg portions W.

[0041] 5 and 6, each rib portion 32 extends downward in the Z direction from the upper wall 34 toward the rear from the front end 32a of the rib portion 32. Each rib portion 32 connects the upper wall 34 and the rear wall 35, extends downward in the Z direction from a lower surface portion of the upper wall 34 facing each space 33, and extends forward in the Y direction from a front surface portion of the rear wall 35 facing each space 33. In the cushioning member 30, only the upper wall 34 and the rear wall 35 resist the compressive deformation of each rib portion 32 toward the rear side in the Y direction. For this reason, the rib portion 32 compressed in the Y direction at the time of a collision as described above is prone to lateral bending, particularly from the lower portion of the rib portion 32 in the Z direction.

[0042] As shown in Figs. 1 and 5, the direction in which the edge 32b of each rib portion 32 extends rearward when viewed in the X direction changes at a position Cp closer to the front than the center Hp of the Y direction length L1 of the rib portion 32. The edge 32b of the rib portion 32 is located at the tip of the rib portion 32 in the Z direction. When the rib portion 32 is compressed in the Y direction, the direction in which the edge 32b extends changes at the position Cp closer to the front, changing the moment of inertia, so that the balance between the compressive stress and the strain is lost and the rib portion 32 is easily broken laterally immediately thereafter. Therefore, the rib portion 32 is easily broken laterally at the center Hp of the Y direction length L1. When the rib portion 32 is broken laterally at the center Hp of the Y direction length L1, the cushioning member 30 is easily crushed rearward in the latter half of the collision as described above, so that the impact load input to the leg W is suppressed.

[0043] The edge 32b of each rib portion 32 extends from the front end 32a of the rib portion 32 to the rear wall 35. The Y-direction length L1 of the rib portion 32 corresponds to the entire length of the edge 32b in the Y direction. In the illustrated example, the edge 32b of each rib portion 32 extends with a certain curvature from the front end 32a of the rib portion 32 toward the rear in the Y direction, and the curvature becomes smaller than the certain curvature at a position Cp closer to the front than the center Hp of the Y-direction length L1, and extends in a substantially straight line from the position Cp toward the rear side. In this illustrated example, the entire length of the edge 32b in the Y direction is formed by a plurality of curved surfaces, but it may be formed by a plurality of planes having different inclination angles with respect to the Y direction, for example.

[0044] The edge 32b of each rib portion 32 moves away from the upper wall 34 in a direction perpendicular to the linear direction of the upper wall 34 from the tip 36 of the base portion 31 toward the rear side in the Y direction along the upper wall 34. Therefore, each rib portion 32 is generally isosceles triangular when viewed in the X direction of the rib portion 32. The X-direction length L2 of each rib portion 32 is substantially constant over the entire Y-direction length L1. Therefore, the cross-sectional area and second moment of area along the X direction of each rib portion 32 increase from the front end 32a of the rib portion 32 toward the rear side in the Y direction along the upper wall 34. Therefore, the rib portion 32 compressed in the Y direction is easily compressed in the Y direction in the front part of the Y-direction length L1, i.e., in the first half of the collision, and is easily broken laterally in the middle of the Y-direction length L1.

[0045] The X-direction length L2 of each rib portion 32 corresponds to the maximum width of the rib portion 32 in the X-direction. The X-direction length L2 of each rib portion 32 is set to be 1 / 10 or more and 1 / 3 or less of the Y-direction length L1 of the rib portion 32. If L2 / L1 is 1 / 3 or less, the rib portion 32 is likely to break laterally, and if it exceeds 1 / 3, the rib portion 32 may not break laterally. If L2 / L1 is 1 / 10 or more, it becomes difficult to mold the rib portion 32, and even if it can be molded, the rib portion 32 is likely to crack and cannot contribute to absorbing collision energy when it receives a load during a collision.

[0046] For example, if the total length of cushioning member 30 is 1,040 mm and the Y-direction length L1 of rib portion 32 is 120 mm, then if the X-direction length L2 of rib portion 32 is 40 mm, rib portion 32 will be prone to bending laterally. Even if the X-direction length L2 of rib portion 32 is reduced, the moldability of the foam material will limit it to 13 to 15 mm.

[0047] The arrangement pitch P of the multiple rib portions 32 in the X direction is set to 100 mm or more and 200 mm or less. The arrangement pitch P corresponds to the X direction distance between the corresponding positions of the rib portions 32 adjacent to each other in the X direction. Since the thickness of the leg portion W shown in FIG. 7 is generally about 100 mm, if the arrangement pitch P is 100 mm or more, the leg portion W is easily inputted in an oblique direction to the rib portion 32 during a collision, and as a result, the rib portion 32 is easily subjected to a load in the X direction, so that the rib portion 32 is easily broken laterally. If the arrangement pitch P is 100 mm or more, the laterally broken rib portion 32 does not interfere with the adjacent rib portion 32, and the deformation of the rib portion 32 being pushed out in the X direction is not hindered. If the arrangement pitch P is 200 mm or less, the load is easily inputted in an oblique direction to the rib portion 32 during a collision with the leg W of either a child or an adult. When the arrangement pitch P is 300 mm, the rib portion 32 is unlikely to be present in the rear vicinity of the collision portion, and the rib portions 32 located on both sides in the X direction behind the collision portion cannot be expected to bear the load.

[0048] The characteristics of the impact load (hereinafter referred to as the human body input load) input to the leg W due to the compressive deformation of the cushioning member 30 are shown in a schematic graph in Fig. 8. Here, the solid broken line in the figure indicates the characteristics of the human body input load exerted by the cushioning member 30. The dashed dotted broken line in the figure indicates the characteristics of the ideal human body input load, and the two-dot broken line in the figure indicates the characteristics of the impact load exerted by the solid rectangular parallelepiped cushioning member described above.

[0049] The ideal human body input load characteristic shown by the dashed dotted line is one in which the human body input load rises sharply from the beginning of the collision, and the collision energy absorption performance increases rapidly, but then the human body input load, which is ideal for preventing damage to the legs, continues constant.

[0050] On the other hand, looking at the human body input load characteristics of the cushioning member 30 shown by the solid line (see also Figs. 1 and 7), the rib portion 32 is loaded quickly from the beginning of the collision, so the human body input load increases, but when it reaches a human body input load T1 that is slightly larger than the ideal human body input load and the deformation amount of the cushioning member 30 in the Y direction reaches S1, the compressed rib portion 32 breaks sideways. After that, the cushioning member 30 becomes more easily crushed, so the increase in the human body input load becomes gradual, and the human body input load is suppressed in the latter half of the collision.

[0051] In contrast, looking at the human body input load characteristics of a solid rectangular buffer member indicated by the two-dot chain line, the human body input load is relatively large and close to the ideal in the first half of the collision, but it exceeds the ideal human body input load relatively early on, and after it reaches the human body input load T2 and Y direction deformation S2 which are clearly larger than the human body input load T1 and Y direction deformation S1, it becomes particularly difficult to crush, and the human body input load rises even more rapidly.

[0052] The vehicle front structure according to the embodiment is as described above (see Figs. 1, 2, 5 and 7), in which the cushioning member 30 integrally comprises a base 31 extending in the vehicle width direction (X direction) and a plurality of rib portions 32 extending from the base 31 in the up-down direction (Z direction) of the vehicle 100 at intervals in the X direction, and a space 33 is formed between adjacent rib portions 32 in the vehicle width direction. The base 31 has a tip 36 that is located most forward of the cushioning member 30 in a cross section taken along the front-rear direction (Y direction) of the vehicle 100, and the tip 36 of the base 31 and the front end 32a of the rib portion 32 are exposed in the rear space of the exterior member 20. As a result, at the beginning of a collision between the leg W and the exterior member 20, the collision energy is quickly transmitted to the front end 32a of the rib portion 32, and the rib portion 32 is compressed rearward, making it easier for lateral folding to occur. As a result, the cushioning member 30 is prevented from remaining uncrushed, and the impact load on the leg W in the latter half of the collision can be suppressed.

[0053] In addition, in the vehicle front structure according to the embodiment, the tip 36 of the base 31 and the front end 32a of the rib 32 are located on the same plane and in front of the cushioning member 30. While ensuring a predetermined thickness or more from the front end face 37 to the entire upper wall 34, the front ends 32a of each rib portion 32 are positioned near the tip 36 of the base 31 in the Y direction, and the tip 36 of the base 31 and the front ends 32a of each rib portion 32 are exposed to the front surface of the cushioning member 30. This prevents cracking from the tip 36 of the base 31 and quickly compresses the rib portions 32 at the beginning of a collision with the front of the vehicle 100, thereby increasing the impact load input to the leg W at the beginning of a collision with the front of the vehicle 100 (i.e., increasing the amount by which the cushioning member 30 is compressed and deformed, thereby improving the collision energy absorption performance).

[0054] Furthermore, in the vehicle front structure of the embodiment, the upper surface 38 of the cushioning member 30 is inclined upwardly from the tip 36 of the base 31 toward the rear, and the multiple rib portions 32 extend downward from the base 31. This prevents the placement of the cushioning member 30 from degrading the appearance when an opening 22 is provided on the front surface of the exterior member 20, and also makes it possible to reduce costs by eliminating the need for an air guide member for guiding the cooling air CW to the condenser 40.

[0055] Furthermore, in the vehicle front structure of the embodiment, the direction in which the up-down (Z direction) edge 32b of the rib portion 32 extends rearward when viewed in the vehicle width direction (X direction) of the rib portion 32 changes at a position Cp that is forward of the center Hp of the fore-aft (Y direction) length L1 of the rib portion 32, making it easier for the rib portion 32 to bend laterally at the center Hp of the fore-aft length L1.

[0056] In addition, the vehicle front structure according to the embodiment has an upper wall 34 in which the base 31 extends in a straight line sloping upward toward the rear in a cross section taken along the fore-and-aft direction (Y direction), and a rear wall 35 that is continuous with the upper wall 34 so as to close the rear of each space 33 and connect adjacent rib portions 32 in the vehicle width direction (X direction), and the tip 36 of the base 31 is located at the front end of the upper wall 34, and each of the multiple rib portions 32 extends downward from the upper wall 34 from the front end 32a of the rib portion 32 toward the rear, making it easy for the rib portion 32 to bend laterally from the lower side in the middle of its fore-and-aft length.

[0057] Furthermore, in the vehicle front structure according to the embodiment, the vehicle width direction (X direction) length L2 of the rib portion 32 is set to be greater than or equal to 1 / 10 and less than or equal to 1 / 3 of the front-rear direction length L1 of the rib portion 32. This enables the rib portion 32 to withstand the load during a collision, while also making the rib portion 32 easy to bend laterally so that molding the rib portion 32 does not become difficult.

[0058] Furthermore, in the vehicle front structure of the embodiment, the arrangement pitch P of the multiple rib portions 32 in the vehicle width direction (X direction) is set to be 100 mm or more and 200 mm or less, so that the load during a collision of the legs W of both a child and an adult is more likely to be input diagonally to the rib portions 32, thereby making it easier for the rib portions 32 to bend laterally and preventing interference between the laterally bent rib portions 32 and adjacent rib portions 32.

[0059] In this manner, the vehicle front structure of the embodiment reduces remaining crushed portions of the cushioning member 30, and gives the cushioning member 30, which does not interfere with the flow of cooling air CW from the opening 22 in the exterior member 20, the function of an air guide member, thereby reducing costs, and further makes the cushioning member 30 less visible so as not to impair the design of the front of the vehicle 100.

[0060] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. Therefore, the scope of the present invention is defined by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0061] 10. Frame members 20 Exterior materials 22 Aperture 30 Cushioning material 31 Base 32 Rib section 32a Front end 32b Edge 33 Space 34 Upper Wall 35 Back wall 36 Tip of base 37 Front end face 38 Top 40 Capacitor 100 vehicles

Claims

1. A framework member including a bumper beam disposed along a vehicle width direction at a front portion of the vehicle; an exterior member covering the skeletal member; a buffer member disposed between the exterior member and the framework member and configured to absorb collision energy; Equipped with The cushioning member integrally includes a base portion extending in a vehicle width direction and a plurality of rib portions extending in a vertical direction of the vehicle from the base portion at intervals in the vehicle width direction, the base portion has an upper wall extending in a linear direction inclined upward toward the rear in a cross section along the front-rear direction of the vehicle, and a rear wall extending downward from a rearmost end of an upper surface of the base, the rib portion extends downward from a lower surface portion of the upper wall and extends forward from a front surface portion of the rear wall to connect the upper wall and the rear wall, a front end of the buffer member is located in front of the upper wall, and the rear wall is fixed to a front wall of the framework member; A space is formed between the rib portions adjacent to each other in the vehicle width direction, the base portion has a tip portion that is located most forward of the buffer member in a cross section taken along a front-rear direction of the vehicle, A vehicle front structure, wherein a tip end of the base portion and a front end of the rib portion are exposed in a rear space of the exterior member.

2. 2. The vehicle front structure according to claim 1, wherein a tip end of the base portion and a front end of the rib portion are positioned on the same plane and in front of the shock absorbing member.

3. the exterior member has an opening penetrating in the front-rear direction and through which cooling air passes, An upper surface of the upper wall is inclined upward from the tip of the upper wall toward the rear, 3. The vehicle front structure according to claim 1, wherein the tip of the upper wall is located below the opening, and an upper surface of the upper wall faces the opening in the front-rear direction behind the opening.

4. A vehicle front structure as described in any one of claims 1 to 3, wherein the direction in which the edge of the rib portion extends rearward when viewed in the vehicle width direction changes at a position closer to the front than the center of the fore-and-aft length of the rib portion.

5. 5. The vehicle front structure according to claim 1, wherein a length of the rib portion in a vehicle width direction is set to be equal to or greater than 1 / 10 and equal to or less than 1 / 3 of a length of the rib portion in a front-rear direction.

6. The vehicle front structure according to claim 1 , wherein the rib portions are arranged at a pitch in the vehicle width direction of not less than 100 mm and not more than 200 mm.

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