Vehicle front part structure

Abstract

The invention is provided with: a bumper fascia positioned at a front end part of a vehicle; a vehicle frame member positioned behind the bumper fascia and extending in the vehicle width direction; and a deformation part formed on the rear surface side of the bumper fascia. The deformation part has a first part that extends rearward from a rear surface of the bumper fascia toward the vehicle frame member, and a second part that extends vertically from a rear end of the first part and faces a front surface of the vehicle frame member. The first part has a stepped part that extends in the longitudinal direction at a part halfway in the vehicle width direction.

Description

Vehicle front structure

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

[0002] In order to protect a pedestrian colliding with a vehicle while the vehicle is traveling, there is a demand for a vehicle having a vehicle front structure that absorbs collision energy at the front portion of the vehicle. For example, the vehicle front structure described in Patent Document 1 is known, in which a shock absorber that absorbs collision energy is provided between a bumper fascia and a frame member at the front portion of the vehicle.

[0003] In Patent Document 1, a shock absorber is provided behind a bumper fascia, and a bracket made of synthetic resin is attached between the lower end portion of the bumper fascia and a cross member extending in the vehicle width direction behind the bumper fascia. A vehicle front structure is disclosed, in which the bracket extends in the vehicle width direction and is provided with a vertical rib extending to the tip of the bracket in the vehicle front-rear direction.

[0004] Japanese Unexamined Patent Publication No. 2000-264143

[0005] The above Patent Document 1 aims to efficiently absorb collision energy input to the lower part of the bumper at the front portion of the vehicle, which is a portion that a pedestrian's foot contacts, by means of a bracket in the vehicle front-rear direction connecting the lower end of the bumper fascia and the cross member. However, providing a bracket with ribs arranged side by side in the vehicle width direction behind the bumper fascia has the problem that the number of components increases, leading to an increase in component manufacturing cost.

[0006] The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle front structure that can reliably absorb collision energy at the time of a head-on collision of the vehicle by maintaining the strength of a deformable portion with a simple configuration, while reducing the number of components of a bumper fascia having the deformable portion to keep manufacturing cost low.

[0007] The above object of the present invention is achieved by the following configuration: [1] A front vehicle structure comprising: a bumper fascia disposed at the front end of a vehicle; a vehicle frame member disposed behind the bumper fascia and extending in the vehicle width direction; and a deformable portion formed on the rear side of the bumper fascia, wherein the deformable portion has a first portion extending rearward from the rear surface of the bumper fascia toward the vehicle frame member, and a second portion extending vertically from the rear end of the first portion and facing the front surface of the vehicle frame member, and the first portion has a stepped portion extending in the front-rear direction in the middle of the vehicle width direction.

[0008] According to the present invention, by providing a stepped portion in the vehicle width direction of the deformable portion integrally molded on the rear surface of the bumper fascia, impact energy can be absorbed more efficiently. Furthermore, while reducing the overall number of parts, the strength of the deformable portion is maintained at a high level, and it is possible to prevent the deformable portion from easily collapsing when it comes into contact with the vehicle frame member at a predetermined angle, thereby ensuring reliable absorption of impact energy.

[0009] Figure 1 is a front view of the main parts of a vehicle to which the vehicle front structure according to this embodiment is applied. Figure 2 is a cross-sectional view taken along line A-A in Figure 1, showing the vehicle front structure according to this embodiment. Figure 3 is a cross-sectional view taken along line B-B in Figure 2. Figure 4 is a rear perspective view of the main parts showing the outer side in the vehicle width direction of the rear surface of the upper bumper. Figure 5 is an exploded perspective view of the upper bumper. Figure 6 is a diagram showing the deformed part. Figure 7 is a plan view of the main parts of the upper part of the fascia. Figure 8 is a cross-sectional view taken along line C-C in Figure 7.

[0010] Hereinafter, a vehicle front structure according to one embodiment of the present invention will be described with reference to the drawings. Furthermore, this embodiment is merely an example of the present invention, and the present invention is not limited to this embodiment. In addition, various modifications or improvements can be made to this embodiment, and such modified or improved forms may also be included in the present invention.

[0011] In the following drawings, the symbol FR indicates the front of the vehicle, the symbol UP indicates the top of the vehicle, and the symbol LH indicates the left side in the vehicle width direction (left side in the direction of travel). The opposite direction of symbol FR is the rear of the vehicle, the opposite direction of symbol UP is the bottom of the vehicle, and the opposite direction of symbol LH is the right side in the vehicle width direction (right side in the direction of travel). Hereinafter, these directions may simply be referred to as front, rear, top, bottom, left side, and right side.

[0012] Figure 1 is a front view of the main parts of a vehicle to which the vehicle front structure according to this embodiment is applied. Figure 2 is a cross-sectional view taken along line A-A in Figure 1, showing the vehicle front structure according to this embodiment. Figure 3 is a cross-sectional view taken along line B-B in Figure 2. Figure 4 is a rear perspective view of the main parts showing the outer side in the vehicle width direction of the rear surface of the upper bumper. Figure 5 is an exploded perspective view of the upper bumper. Note that the type of vehicle to which the vehicle front structure according to this embodiment is applied is not particularly limited. It may be an internal combustion engine vehicle (ICEV), a hybrid electric vehicle (HEV), or a plug-in hybrid electric vehicle (PHEV).

[0013] As shown in Figures 1 to 3, the vehicle front structure of this embodiment includes a cross member 10, which is a skeletal member of the front of the vehicle, and a bumper fascia 20 that is arranged to cover the front of the cross member 10.

[0014] The cross member 10 is a vehicle frame member extending in the vehicle width direction and includes a first cross member 11 positioned below and facing the lower part of the bumper fascia 20 in the front-rear direction, and a second cross member 12 positioned above the first cross member and facing the upper part of the bumper fascia 20 in the front-rear direction.

[0015] The first cross member 11 has inclined portions 11A formed at both ends in the vehicle width direction that slope rearward toward the outside in the vehicle width direction, following the shape of the bumper fascia 20. As a result, a space is formed between the inclined portions 11A of the first cross member 11 and the rear surface of the bumper fascia 20, where the distance in the front-rear direction is kept relatively constant.

[0016] The first cross member 11 has a recess 13 formed in the vertical center, an upper flat surface 11a formed above the recess 13, and a lower flat surface 11b formed below the recess 13. As a result, a crank-shaped bent uneven surface is formed on the front surface of the first cross member 11 along the extending direction of the first cross member 11. The recess 13 has a recessed surface 13a located in the vertical center, a lower inclined surface 13b that slopes upward from the lower part of the front surface of the first cross member 11 toward the lower end of the recessed surface 13a, and an upper inclined surface 13c that slopes downward from the upper part of the front surface of the first cross member 11 toward the upper end of the recessed surface 13a. This configuration can be seen in Figure 3.

[0017] The first cross member 11 is provided to connect the crash boxes located at the front ends of a pair of left and right side members (not shown). However, it is not limited to any frame member that extends in the width direction at the front of the vehicle and is positioned opposite the lower part of the bumper fascia 20 in the front-rear direction.

[0018] The bumper fascia 20 is a panel member formed to cover the lower front part of the vehicle 1. As shown in Figure 1, the bumper fascia 20 includes an upper bumper 21 extending in the vehicle width direction, a lower bumper 22 covering the lower part of the center of the upper bumper 21 in the vehicle width direction, and a deformable portion 30 positioned on the outer side in the vehicle width direction of the rear surface of the bumper fascia 20 to absorb impact energy by deforming during a vehicle collision.

[0019] The upper bumper 21 has a central fascia portion 21C that extends in the vehicle width direction above the lower bumper 22, an upper fascia portion 21A integrally molded on the outside in the vehicle width direction of the central fascia portion 21C and constituting the outer upper part of the upper bumper 21, and a lower fascia portion 21B provided at the lower end of the upper fascia portion 21A and constituting the outer lower part of the upper bumper 21. That is, the lower fascia portion 21B is formed separately from the central fascia portion 21C and the upper fascia portion 21A, and the upper end of the lower fascia portion 21B and the lower end of the upper fascia portion 21A are connected via a connecting mechanism 23. This configuration can be seen by referring to Figures 4 and 5.

[0020] The connecting mechanism 23 has a plurality of locking holes 23A formed at the lower end of the upper fascia 21A, and a plurality of locking claws 23B positioned at the upper end of the lower fascia 21B and protruding toward the inside of the bumper fascia 20. When the locking claws 23B are inserted into the corresponding locking holes 23A, the lower fascia 21B is connected to the upper fascia 21A, and the upper bumper 21 is formed. In this embodiment, the locking claws 23B and locking holes 23A are arranged in a row of three along the vehicle width direction.

[0021] As shown in Figures 4 and 5, the upper part of the fascia 21A has a deformable portion 30 and a sensor mounting portion 25 to which a detection sensor 26 for detecting obstacles in front of the vehicle is attached, which are integrally molded at the lower rear end. At least the deformable portion 30 is formed to protrude downward from the locking hole 23A formed at the lower end of the upper part of the fascia 21A. In this embodiment, the sensor mounting portion 25 is also formed to extend downward from the locking hole 23A.

[0022] As shown in Figures 3 and 4, the lower fascia portion 21B is a panel-shaped member having a curved surface that curves towards the rear or inward in the vehicle width direction as it extends downward. The lower fascia portion 21B is attached to the upper fascia portion 21A via a connecting mechanism 23, thereby concealing the deformation portion 30 and the sensor mounting portion 25, which are provided to protrude downward from the lower end of the upper fascia portion 21A, by covering the front and outer sides in the vehicle width direction.

[0023] According to this configuration, the deformation portion 30 and the sensor mounting portion 25 are integrally molded with the upper fascia portion 21A that constitutes the upper bumper 21 (bumper fascia 20), thus reducing the number of parts and the effort required for assembling the components.

[0024] Furthermore, because the deformed portion 30 and the sensor mounting portion 25 are molded, the sink marks formed on the front side of the upper fascia 21A are formed in an inconspicuous part of the bumper fascia 20 and can be hidden by the lower fascia 21B. As a result, the deformed portion 30 is hardly visible from the front of the vehicle, improving its appearance.

[0025] Furthermore, since the front and outer sides in the vehicle width direction of the deformed portion 30 are covered by the lower fascia 21B, the outer side in the vehicle width direction of the bumper fascia 20, which is the part that is reinforced in preparation for a frontal collision of the vehicle, becomes partially double-layered. This allows the lower outer side of the bumper fascia 20 to be reinforced more efficiently and effectively.

[0026] Next, the configuration of the deformation section 30 will be specifically described based on Figures 4 to 8. Figure 6 is a diagram showing the deformation section. Figure 7 is a plan view of the main part of the upper part of the fascia. Figure 8 is a cross-sectional view taken along line C-C of Figure 7. The deformation section 30 has an inner deformation section 40 and an outer deformation section 50 that is formed in a continuous line outward in the vehicle width direction of the inner deformation section 40. The upper end of the inner deformation section 40 is formed at a higher position than the upper end of the outer deformation section 50. In this embodiment, the lower ends of the inner deformation section 40 and the outer deformation section 50 are set to the same height. This configuration can be seen by referring to Figures 4 to 6.

[0027] The inner deformation portion 40 includes an inner first portion 41 extending rearward from the rear surface of the fascia upper portion 21A toward the first cross member 11, an inner second portion 42 extending downward from the rear end of the inner first portion 41, an inner stepped portion 43 extending downward from the outer end in the vehicle width direction of the inner first portion 41 and connected to the outer deformation portion 50, an inner hole portion 44 which is a weak portion formed in the inner stepped portion 43, and a guide portion 45 formed at the rear end of the inner first portion 41.

[0028] The outer deformed portion 50 includes an outer first portion 51 extending rearward from the rear surface of the fascia upper portion 21A toward the first cross member 11, an outer second portion 52 extending downward from the rear end of the outer first portion 51, an outer stepped portion 53 extending downward from the outer end in the vehicle width direction of the outer first portion 51, and an outer hole portion 54 which is a weak portion formed in the outer stepped portion 53.

[0029] As shown in Figures 4 to 6, the deformation portion 30 is connected to the outer end in the vehicle width direction of the inner first portion 41 and the outer end in the vehicle width direction of the outer first portion 51 via an inner step portion 43, so that the inner first portion 41 is positioned higher than the outer first portion 51. Due to the step in the vehicle width direction of the deformation portion 30, a sensor mounting portion 25 is arranged in the space formed above the outer first portion 51, which is integrally molded with the deformation portion 30 on the rear surface of the upper fascia portion 21A. As a result, the lower end of the detection sensor 26 is attached and fixed to the sensor mounting portion 25, so that the detection sensor 26 can be mounted in the sensor installation space S formed on the rear surface of the lower part of the upper fascia portion 21A, which is on the outer side in the vehicle width direction of the bumper fascia 20.

[0030] The rear ends of the inner first portion 41 and the outer first portion 51, in other words, the positions of the inner second portion 42 and the outer second portion 52, are formed such that the distance in the front-rear direction from the front surface of the first cross member 11 is substantially constant. As shown in Figure 2, in this embodiment, the rear ends of the inner first portion 41 and the outer first portion 51 are inclined rearward toward the outside in the vehicle width direction along the inclined portion 11A of the first cross member 11 in a plan view. With this configuration, when the deformation portion 30 is displaced rearward by a frontal collision of the vehicle 1, the entire deformation portion 30 in the vehicle width direction comes into contact with the front surface of the first cross member 11 substantially simultaneously. As a result, the entire deformation portion 30 becomes more easily and uniformly crushed, and collision energy can be absorbed efficiently.

[0031] As shown in Figure 3, the inner first portion 41 is provided so as to face the lower end of the recessed surface 13a of the first cross member 11 in the front-rear direction. The inner second portion 42 extends vertically from the lower end of the recessed surface 13a of the first cross member 11 to the lower flat surface 11b. In this embodiment, the vehicle width direction of the inner second portion 42 is set to be about half the vehicle width direction of the inner first portion 41.

[0032] As shown in Figure 3, the outer first portion 51 is provided so as to face the lower flat surface 11b below the recess 13 of the first cross member 11 in the front-rear direction. The outer second portion 52 extends in the vertical direction so as to be in surface contact with the vertical center of the lower flat surface 11b of the first cross member 11, and its inner side in the vehicle width direction connects with the inner second portion 42 to form a continuous plane.

[0033] As shown in Figures 3 and 8, the guide portion 45 is a projection that smoothly protrudes rearward from the rear end of the inner first portion 41 and is connected to the inner second portion 42. A guide surface 45a is formed at the lower part of the guide portion 45, which is inclined toward the upper end of the inner second portion 42. The guide surface 45a is provided so as to face the lower inclined surface 13b that constitutes the recess 13 of the first cross member 11. Refer to Figure 3 for this configuration.

[0034] As shown in Figures 7 and 8, the inner hole 44 is a rectangular through-hole that communicates with the inner stepped portion 43 in the vehicle width direction, and extends from the rear end of the inner stepped portion 43 to a point forward of the center in the front-rear direction. The inner hole 44 is formed in the vertical direction over the entire inner stepped portion 43.

[0035] As shown in Figures 7 and 8, the outer hole 54 is a rectangular through-hole that communicates with the outer stepped portion 53 in the vehicle width direction, and extends forward from the rear end of the outer stepped portion 53. The outer hole 54 is formed in the upper half of the outer stepped portion 53 in the vertical direction.

[0036] (Effects) According to the above-described vehicle front structure, when the bumper fascia 20 is displaced rearward by a vehicle front impact, the entire rear surface of the deformable portion 30 (inner second portion 42 and outer second portion 52) comes into contact with the front surface of the first cross member 11. As a result, the entire deformable portion 30 collapses in the front-rear direction due to the vehicle front impact, thus reliably and efficiently absorbing the collision energy associated with the vehicle front impact.

[0037] When the bumper fascia 20 is displaced rearward due to a vehicle collision, the deformable portion 30's guide portion 45 contacts (strikes against) the lower inclined surface 13b of the front of the first cross member 11, guiding the inner first portion 41 into the recess 13 (recessed surface 13a). At this time, the guide portion 45 has a guide surface 45a that is inclined to face the lower inclined surface 13b. Therefore, even if the rear end of the guide portion 45 does not contact the recess 13 side but contacts the lower flat surface 11b side when the vehicle makes a frontal collision, the guide surface 45a guides the guide portion 45 into the recess 13. As a result, when the vehicle makes a frontal collision, the inner deformable portion 40 is guided so that the inner first portion 41 fits into the recess 13 starting from the guide portion 45, making it easier for the inner first portion 41 to deform in a predetermined deformation pattern in which it is crushed in the front-rear direction.

[0038] Furthermore, as shown in Figures 4 to 6, the deformable portion 30 is a box-shaped structure with an upper surface, a rear surface, and side surfaces on the outer side in the vehicle width direction, comprising an inner first portion 41 and an outer first portion 51, an inner second portion 42 and an outer second portion 52, and an outer stepped portion 53, with a stepped portion formed in the center in the vehicle width direction. This allows for a simple and low-cost manufacturing process to ensure the strength of the deformable portion 30 and increase the amount of collision energy absorbed due to deformation. On the other hand, the deformable portion 30 has an open shape at the front, bottom, and inner side in the vehicle width direction. This makes it easier to control the deformation pattern of the deformable portion 30 when it deforms during a frontal collision.

[0039] Furthermore, the deformable portion 30 is provided with an inner hole 44 formed near the rear of the inner step portion 43 and an outer hole 54 formed near the rear of the outer step portion 53. As a result, when the deformable portion 30 collides with the front surface of the first cross member 11, the inner first portion 41 and the outer first portion 51 that constitute the upper surface of the deformable portion 30 bend in a parabolic shape, starting from the inner hole 44 and the outer hole 54, respectively, making the entire deformable portion 30 more susceptible to collapsing in the front-rear direction. In other words, when a vehicle makes a frontal collision, the deformable portion 30 can be reliably collapsed in the front-rear direction regardless of the input position of the external force, thus reliably absorbing the collision energy.

[0040] Furthermore, by creating a space between the rear surface of the deformable portion 30, which is positioned opposite to the front-rear direction, and the front surface of the first cross member 11, which is a vehicle frame member on the vehicle body side, and keeping them non-contact, the assembly work of the bumper fascia 20 to the vehicle body side becomes easier, contributing to a reduction in manufacturing costs. Moreover, since the same bumper fascia 20 configuration can be applied to various vehicle types as long as the vehicle frame member is positioned behind the deformable portion 30, its versatility is improved.

[0041] It should be noted that the present invention is not limited to the embodiments described above, and can be modified or improved as appropriate.

[0042] As described above, the following matters are disclosed in this specification: (1) A front vehicle structure comprising: a bumper fascia disposed at the front end of a vehicle; a vehicle frame member disposed behind the bumper fascia and extending in the vehicle width direction; and a deformable portion formed on the rear side of the bumper fascia, wherein the deformable portion has a first portion extending rearward from the rear surface of the bumper fascia toward the vehicle frame member, and a second portion extending vertically from the rear end of the first portion and facing the front surface of the vehicle frame member, and the first portion has a stepped portion extending in the front-rear direction in the middle of the vehicle width direction. With this configuration, the number of parts is reduced by integrally molding the deformable portion that absorbs collision energy on the rear surface of the bumper fascia, and the impact energy can be absorbed more efficiently by providing a stepped portion in the vehicle width direction of the deformable portion. In addition, it is possible to prevent the deformable portion from easily collapsing when it comes into contact with the vehicle frame member at a predetermined angle.

[0043] (2) The front vehicle structure according to (1), wherein the first part has a hole formed therein that penetrates the stepped portion in the vehicle width direction. With this configuration, the deformable part can be deformed in a predetermined deformation pattern by deforming the deformable part through the hole. This makes it possible to reliably and efficiently absorb collision energy.

[0044] (3) The first portion is open on one side in the vertical direction and on the inner side in the vehicle width direction, the vehicle front structure according to (1) or (2). According to this configuration, molding of the deformable portion is facilitated, and manufacturing costs can be kept low. Further, the deformable portion can be deformed according to a predetermined deformation pattern. Thereby, collision energy can be reliably and efficiently absorbed.

[0045] (4) The second portion has an abutting portion that is normally spaced apart from the vehicle frame member and abuts against a predetermined position of the vehicle frame member during a frontal collision of the vehicle, the vehicle front structure according to any one of (1) to (3). According to this configuration, by bringing the abutting portion of the deformable portion displaced rearward due to the frontal collision of the vehicle into contact with the recessed surface of the vehicle frame member, the deformable portion can be reliably deformed. Thereby, collision energy can be reliably and efficiently absorbed.

[0046] (5) The vehicle frame member has a recessed surface recessed rearward from the front surface, and a first inclined surface inclined from the front surface toward the recessed surface, the abutting portion is formed in a projection shape guided to the recessed surface via the first inclined surface, the vehicle front structure according to (4). According to this configuration, by guiding the abutting portion of the deformable portion displaced rearward due to the frontal collision of the vehicle to the recessed surface of the vehicle frame member, the deformable portion can be reliably deformed. Thereby, collision energy can be reliably and efficiently absorbed.

[0047] (6) The abutting portion has a second inclined surface inclined opposite to the first inclined surface, the vehicle front structure according to (5). According to this configuration, even if the direction in which the deformable portion is displaced rearward due to a frontal collision of the vehicle deviates vertically from directly rearward, the abutting portion can still be guided to the recessed surface.

[0048] (7) The bumper fascia has an upper fascia portion, and a lower fascia portion attached to a lower end portion of the upper fascia portion, the deformable portion is formed at the lower end portion of the upper fascia portion, the vehicle front structure according to any one of (1) to (6). According to this configuration, sink marks resulting from the provision of the deformable portion on the upper fascia portion and the molding of the deformable portion on the upper fascia portion can be concealed by the lower fascia portion, so the appearance is improved.

[0049] (8) The vehicle front structure according to any one of (1) to (7), wherein the vehicle frame member is a cross member that extends in a vehicle width direction and connects front ends of a pair of side members to each other. According to this configuration, the external force caused by a frontal collision of the vehicle can be reliably received, and the deformable portion can be reliably crushed. This enables reliable absorption of collision energy.

[0050] 1 Vehicle 10 Cross member 11 First cross member 11A Inclined portion 11a Upper flat surface 11b Lower flat surface 12 Second cross member 13 Recessed portion 13a Recessed surface 13b Lower inclined surface (first inclined surface) 13c Upper inclined surface 20 Bumper fascia 21 Upper bumper 21A Upper fascia portion 21B Lower fascia portion 21C Central fascia portion 22 Lower bumper 23 Coupling mechanism 23A Locking hole 23B Locking claw 25 Sensor mounting portion 30 Deformable portion 40 Inner deformable portion 41 Inner first portion 42 Inner second portion 43 Inner stepped portion (stepped portion) 44 Inner hole portion (hole portion) 45 Guide portion (abutting portion) 45a Guide surface (second inclined surface) 50 Outer deformable portion 51 Outer first portion 52 Outer second portion 53 Outer stepped portion (stepped portion) 54 Outer hole portion (hole portion)

Claims

1. A front vehicle structure comprising: a bumper fascia positioned at the front end of a vehicle; a vehicle frame member positioned behind the bumper fascia and extending in the vehicle width direction; and a deformable portion formed on the rear side of the bumper fascia, wherein the deformable portion has a first portion extending rearward from the rear surface of the bumper fascia toward the vehicle frame member, and a second portion extending vertically from the rear end of the first portion and facing the front surface of the vehicle frame member, and the first portion has a stepped portion extending in the front-rear direction in the middle of the vehicle width direction.

2. The vehicle front structure according to claim 1, wherein the first portion has a hole formed therein that penetrates the stepped portion in the vehicle width direction.

3. The vehicle front structure according to claim 1 or 2, wherein the first portion has an opening on one side in the vertical direction and on the inner side in the vehicle width direction.

4. The vehicle front structure according to any one of claims 1 to 3, wherein the second portion is normally spaced apart from the vehicle frame member and has a contact portion that contacts a predetermined position on the vehicle frame member during a frontal collision of the vehicle.

5. The vehicle front structure according to claim 4, wherein the vehicle frame member has a recessed surface formed on its front side toward the rear, and a first inclined surface that slopes from the front side toward the recessed surface, and the contact portion is formed in the shape of a projection that is guided to the recessed surface via the first inclined surface.

6. The vehicle front structure according to claim 5, wherein the contact portion has a second inclined surface that is inclined opposite to the first inclined surface.

7. The front vehicle structure according to any one of claims 1 to 6, wherein the bumper fascia has an upper fascia and a lower fascia attached to the lower end of the upper fascia, and the deformation portion is formed at the lower end of the upper fascia.

8. The vehicle front structure according to any one of claims 1 to 7, wherein the vehicle frame member extends in the vehicle width direction and is a cross member connecting the front ends of a pair of side members.

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