JP2009241699A - Vehicle body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body structure of a vehicle capable of enhancing connecting strength of a connecting part between an energy absorbing member and a frame member. <P>SOLUTION: In this vehicle body structure 1, a pair of front side frames 2 extending in the longitudinal direction and crash cans 20 provided at front ends 18 of the front side frames 2 are provided on both sides of a vehicle width direction of the vehicle. In each flange part 30 to be a connecting part with each of the crash cans 20 of each of the front side frames 2, a projecting part 36 projecting in the vehicle longitudinal direction is formed. In each flange part 32 to be a connecting part with each of the front side frames 2 of each of the crash cans 20, a recessed part 46 corresponding to the projecting part 36 of the front side frame 2 is formed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle body structure, and more particularly, to a vehicle body including a pair of frame members extending in the front-rear direction on both sides in the vehicle width direction of the vehicle and an energy absorbing member provided at an end of each frame member. Concerning structure.

  As an energy absorbing member that absorbs an impact at the time of a collision with a vehicle, a member in which a crash box is provided in a frame structure of the vehicle is known (for example, Patent Document 1). The crash box described in Patent Literature 1 is provided at the front ends of a pair of front side members extending in the front-rear direction at the front portion of the vehicle, and front bumper reinforcements extending in the vehicle width direction are connected to the front ends of these crash boxes. Has been. If a load is applied to the front bumper reinforcement during a frontal collision of the vehicle, the crash box is first deformed and absorbs a certain amount of impact energy before the front side member is deformed. Thereby, structural components, such as an engine and a radiator, which are arranged in the front part of the vehicle can be protected to some extent.

JP 2007-238028 A

  In order to absorb more impact energy in an energy absorbing member such as a crash box, the length of the energy absorbing member may be made longer than the conventional one. However, if the energy absorbing member is formed long, the strength at the connecting portion between the energy absorbing member and the frame member to which the energy absorbing member is connected becomes relatively low, and the energy absorbing member is deformed to sufficiently absorb the energy caused by the collision. Previously, there may be inconveniences such as the joint portion between the frame member and the energy absorbing member being broken, or the joint portion becoming a node due to vibration during normal operation to promote vibration. Therefore, in order to prevent such a problem, it is important to secure the strength of the coupling portion between the frame member and the energy absorbing member.

  The objective of this invention is providing the vehicle body structure of the vehicle which can raise the joint strength of the coupling | bond part of an energy absorption member and a frame member.

  In order to achieve the above object, the present invention provides a vehicle including a pair of frame members extending in the front-rear direction on both sides in the vehicle width direction of the vehicle, and an energy absorbing member provided at an end of each frame member. In the vehicle body structure, a projecting portion protruding in the vehicle front-rear direction or a recessed portion recessed in the vehicle front-rear direction is formed in the coupling portion of the frame member with the energy absorbing member, and the energy absorbing member is coupled to the frame member. Is characterized in that a recess or protrusion corresponding to the protrusion or recess of the frame member is formed.

  In the present invention configured as described above, a protruding portion or a recessed portion is formed in the coupling portion of the frame member with the energy absorbing member, and the protruding portion of the frame member or the coupling portion of the energy absorbing member with the frame member is formed. Since the concave portion or the protrusion corresponding to the concave portion is formed, the coupling strength at the coupling portion of the frame member and the energy absorbing member is improved. Therefore, the energy absorbing member can be prevented from being damaged by the impact force at the time of the vehicle collision, such as the coupling portion being broken before the deformation of the energy absorbing member or the coupling portion becoming a node to promote vibration. Power can be absorbed sufficiently.

In the present invention, preferably, the projecting portion and the recessed portion are formed at the center portion in the vehicle width direction of the frame member and at the center portion in the vehicle width direction of the energy absorbing member, and extend in the vertical direction of the vehicle.
In the present invention configured as described above, the projecting portion and the recessed portion are formed so as to extend in the vertical direction of the vehicle, so that the coupling strength in the vehicle width direction at the coupling portion can be improved. In addition, since the frame member and the energy absorbing member are formed at the center portion in the vehicle width direction, the collision energy that cannot be absorbed by the energy absorbing member can be transmitted to the frame member without deviation in the vehicle width direction.

In the present invention, preferably, the transverse cross-sectional shape of the energy absorbing member is a rectangular shape in which the vehicle vertical dimension is longer than the vehicle width dimension.
In the present invention configured as described above, the energy absorbing member has a rectangular shape in which the vehicle vertical direction dimension is longer than the vehicle width direction dimension. The proof stress is lower in the vehicle width direction. At this time, since the protrusion and the recess are formed so as to extend in the vertical direction of the vehicle, the coupling strength in the vehicle width direction at the coupling portion can be improved.

In the present invention, preferably, the protrusion and the recess are formed at the vehicle vertical direction center of the frame member and the vehicle vertical direction center of the energy absorbing member and extend in the vehicle width direction.
In the present invention configured as described above, since the protrusion and the recess are formed so as to extend in the vehicle width direction, the coupling strength in the vehicle vertical direction at the coupling portion can be improved. Further, since the projecting portion and the recessed portion are formed in the vehicle vertical direction central portion of the frame member and the energy absorbing member, the collision energy that cannot be absorbed by the energy absorbing member can be transmitted to the frame member without deviation in the vehicle vertical direction. it can.

In the present invention, preferably, the transverse cross-sectional shape of the energy absorbing member is a rectangular shape whose dimension in the vehicle width direction is longer than the dimension in the vehicle vertical direction.
In the present invention configured as described above, since the cross-sectional shape of the energy absorbing member is a rectangular shape whose dimension in the vehicle width direction is longer than the dimension in the vehicle vertical direction, the energy absorbing member is The proof stress is lower in the vehicle vertical direction. At this time, since the protrusion and the recess are formed so as to extend in the vehicle width direction, the coupling strength in the vehicle vertical direction at the coupling portion can be improved.

In the present invention, preferably, the coupling portion of the frame member and the coupling portion of the energy absorbing member are two locations at both ends in the vehicle width direction at the vehicle vertical direction center portion and two locations at both ends in the vehicle vertical direction at the vehicle width direction center portion. It is concluded with.
In the conventional coupling part which does not have a protrusion part and a recessed part, it is common to fasten a coupling part at four places of four corners. On the other hand, in the present invention configured as described above, even in the coupling portion having the protruding portion and the recessed portion, there are a total of four locations, two in the vehicle vertical direction central portion and two in the vehicle width direction central portion. Fasten the joint. Therefore, even if it is a coupling part which has a projection part and a crevice, compared with the conventional coupling part, even if it is a coupling part, a coupling part can be easily concluded and required coupling strength can be secured.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and description thereof is simplified or omitted.

[First Embodiment]
A vehicle body structure 1 for a vehicle according to a first embodiment of the present invention will be described.
FIG. 1 is a perspective view showing a vehicle body structure 1 at a front portion of a vehicle according to a first embodiment of the present invention. In the vehicle body structure 1 of the present embodiment, a pair of front side frames 2 are disposed on the left and right sides in the vehicle width direction. The front side frame 2 extends in the front-rear direction of the vehicle and has a vertically long rectangular closed cross section in which the vehicle vertical dimension is longer than the vehicle width dimension. Above the front side frame 2, a pair of apron reinforcements 4 extending in the front-rear direction of the vehicle are arranged. The lower surface of the front end portion 6 of these apron reinforcements 4 and the upper surface of the front end portion 8 of the front side frame 2. Are connected in the vehicle vertical direction by the connecting portion 10. The rear ends 12 and 14 of the front side frame 2 and the apron reinforcement 4 are respectively disposed above and below the dash panel 16.

A front end 18 of the front side frame 2 is connected to a crash can 20 as an energy absorbing member for absorbing an impact force at the time of a vehicle collision. The rear end 22 of the crash can 20 is connected to the front side frame 2 and extends along the front side frame 2 along the vehicle front-rear direction. The buckling strength of the crash can 20 is set lower than the buckling strength of the front side frame 2.
Similar to the front side frame 2, the crash can 20 has a vertically long closed cross section in which the vehicle vertical dimension is longer than the vehicle width dimension. The front end 24 of the crash can 20 is provided with a bumper reinforcement 26 that extends in the vehicle width direction by connecting the crash cans 20 on both sides in the vehicle width direction. Inside a region surrounded by the pair of front side frames 2 and the crash can 20, the bumper reinforcement 26, and the dash panel 16, vehicle components (not shown) such as an engine and a radiator are arranged.

A flange portion 30 as a coupling portion is formed at the front end 18 of the front side frame 2, and a flange portion 32 as a coupling portion corresponding to the flange portion 30 of the front side frame 2 is formed at the rear end 22 of the crash can 20. Has been.
FIG. 2 is an enlarged perspective view showing the front side frame 2 and the flange portions 30 and 32 of the crash can 20 according to the first embodiment of the present invention. FIG. 3 is a plan view of the flange portions 30 and 32 according to the first embodiment of the present invention. As shown in FIGS. 2 and 3, these flange portions 30 and 32 are coupled to each other by being fastened by bolts 34.

  The flange portion 30 of the front side frame 2 is formed in a vertically long rectangular plate having a vehicle vertical direction dimension larger than the vehicle width direction dimension corresponding to the cross-sectional shape of the front side frame 2, and the front side frame 2 has a center in the center. A rectangular opening 33 smaller than the cross-sectional rectangle is formed. The flange portion 30 is joined to the front end 18 by welding the outer edge of the front end 18 of the front side frame 2 over the entire circumference.

  The flange portion 30 is formed with a protruding portion 36 that protrudes toward the front of the vehicle at the center in the vehicle width direction. The protrusion 36 extends along the vehicle vertical direction. The protruding portion 36 is formed by an inclined surface 38 that extends obliquely forward from the both side surfaces of the front side frame 2 toward the center, and a flat surface 40 that connects the inclined surfaces 38 on both sides and extends substantially parallel to the vehicle width direction. Has been. With such a shape, the protrusion 36 has a symmetrical shape with respect to a plane along the vehicle vertical direction passing through the center of the front side frame 2 in the vehicle width direction. Flat surfaces 42 and 44 extending along the vehicle width direction are formed on both sides of the protrusion 36 in the vehicle width direction.

  The flange portion 32 of the crash can 20 has a shape corresponding to the shape of the flange portion 30 of the front side frame 2. That is, a rectangular opening 35 smaller than the cross-sectional rectangle of the crash can 20 is formed at the center of the flange portion 32 of the crash can 20. Further, the flange portion 32 of the crash can 20 is formed with a recess 46 that is recessed toward the front of the vehicle at the center in the vehicle width direction. The recess 46 extends along the vehicle vertical direction. The recess 46 is connected to the inclined surface 48 corresponding to the inclined surface 38 and extends obliquely forward from the both side surfaces of the crash can 20 toward the center, and extends substantially parallel to the vehicle width direction. And a flat surface 50 corresponding to the surface 40. With such a shape, the concave portion 46 has a symmetrical shape with respect to a plane along the vehicle vertical direction passing through the center of the crash can 20 in the vehicle width direction. Flat surfaces 52 and 54 corresponding to the flat surfaces 42 and 44 extending along the vehicle width direction are formed on both sides of the recess 46 in the vehicle width direction.

  Four attachment holes 56 and 58 are formed in the flange portions 30 and 32, respectively. Two of the four mounting holes 56 and 58 are formed on the flat surfaces 40 and 50, respectively, at both ends in the vehicle vertical direction at the center in the vehicle width direction. The other two mounting holes 56 and 58 are formed on the flat surfaces 42 and 52 and the flat surfaces 44 and 54, respectively, at both ends in the vehicle width direction at the center in the vehicle vertical direction. By inserting the bolts 34 into the mounting holes 56 and 58, the flange portions 30 and 32 are fastened at four locations, and the crash can 20 and the front side frame 2 are coupled to each other.

  In the vehicle body structure 1 having such a configuration, when the impact force is applied to the bumper reinforcement 26 due to a frontal collision of the vehicle, the crash can 20 is set to have lower rigidity than the front side frame 2. Therefore, before the front side frame 2 buckles, the crash can 20 buckles and absorbs collision energy to some extent. When the impact force on the vehicle body structure 1 is more than a certain level, after the crash can 20 is completely deformed, the front side frame 2 and the apron reinforcement 4 are also buckled to further absorb energy due to the collision.

According to the present embodiment configured as described above, the following excellent effects can be obtained.
Since the projecting portion 36 is provided on the flange portion 30 of the front side frame 2 and the concave portion 46 is formed on the flange portion 32 of the crash can 20, the projecting portion 36 and the concave portion 46 are engaged with each other, so Bond strength can be improved. Therefore, for example, even when vibration is transmitted to the flange portions 30 and 32 during normal operation of the vehicle, it is possible to prevent problems such as vibration being promoted by the joint portion becoming a node. In addition, when the crash can 20 absorbs the collision energy, the flange portions 30 and 32 can be prevented from breaking before the crash can 20 buckles, and the crash can 20 can be reliably deformed to prevent the crash can 20 from being bent. Energy can be absorbed sufficiently. This is because, for example, when the energy absorption amount of the crash can 20 is to be increased, or when it is desired to more reliably protect vehicle components such as the engine and the radiator disposed in the vehicle body structure 1, the crash can 20 is lengthened. Since the load which the flange parts 30 and 32 must support when forming increases, the vehicle body structure 1 of the present invention is particularly useful.

  Since the protrusion part 36 and the recessed part 46 are formed along the vehicle up-down direction, the joint strength of the flange parts 30 and 32 in the vehicle width direction can be improved. In other words, the inclined surface 38 of the protrusion 36 and the inclined surface 48 of the recess 46 are engaged with each other, so that the load in the vehicle width direction at the flange portions 30 and 32 is received not only by the bolt 34 but also by the inclined surfaces 38 and 48. be able to. Therefore, it is possible to improve the resistance to vibration and stress in the vehicle width direction at the flange portions 30 and 32.

  The cross-sectional shapes of the front side frame 2 and the crash can 20 are vertically long rectangular shapes whose vehicle vertical dimension is longer than the vehicle width dimension, but are more rigid due to the protrusions 36 and the recesses 46 extending along the vehicle vertical direction. It is possible to improve the rigidity in the low vehicle width direction. For example, in an FF vehicle, many components such as the engine and transmission must be arranged in the front part of the vehicle, so that the cross-sectional shape of the front side frame 2 is vertically long in order to make the dimension between the front side frames 2 as large as possible. It may be. Even in such a case, the vehicle body structure 1 of the present embodiment is particularly advantageous because the rigidity in the vehicle width direction can be improved by forming the protrusions 36 and the recesses 46 along the vehicle vertical direction.

  Since the protrusion 36 and the recess 46 are arranged at the center in the vehicle width direction, the coupling strength can be improved equally in both directions in the vehicle width. Further, since the projecting portion 36 and the recessed portion 46 are formed symmetrically with respect to the vehicle vertical direction surface at the center in the vehicle width direction, the axial load input to the crash can 20 can be applied to the front side without deviation in the vehicle width direction. Can be transmitted to the frame 2. Therefore, it is possible to prevent the front side frame 2 from being bent due to the load bias.

  Two mounting holes 56 and 58 are provided at both ends in the vehicle vertical direction at the center in the vehicle width direction, and two at both ends in the vehicle width direction at the center in the vehicle vertical direction. 30, 32 can be combined. In a conventional coupling portion in which a protrusion and a recess are not formed on the flange portion, the four corners of the rectangular flange portion are generally fastened with bolts. On the other hand, in the vehicle body structure 1 of the present embodiment, instead of fastening the four corners of the flange portions 30 and 32, the projecting portion 36 is fastened at four locations in the vehicle width direction center and the vehicle vertical direction center. The flange portions 30 and 32 can be securely coupled to each other without increasing the number of bolts 34 while fastening the recess 46.

[Second Embodiment]
Next, a vehicle body structure according to a second embodiment of the present invention will be described. The vehicle body structure 60 according to the second embodiment has the same structure as the vehicle body structure 1 according to the first embodiment except that the structures of the front side frame and the crash can are different.
FIG. 4 is an enlarged perspective view showing a part of the vehicle body structure 60 of the vehicle according to the second embodiment of the present invention. In FIG. 4, the front side frame 62 of the vehicle body structure 60 of the vehicle and the flange portions 66 and 68 of the crash can 64 are shown enlarged.

The front side frame 62 has a horizontally long rectangular closed cross section whose vehicle width direction dimension is longer than the vehicle vertical direction dimension. The front side frame 62 has a flange portion 66 at a joint portion with the crash can 64.
The flange portion 66 is formed with a projecting portion 70 projecting toward the front of the vehicle at the center in the vehicle vertical direction. The protrusion 70 is formed by an inclined surface 72 that extends obliquely forward from the upper and lower surfaces of the front side frame 62 toward the center, and a flat surface 74 that connects the inclined surfaces 72 on both sides and extends substantially parallel to the vehicle vertical direction. Has been. With such a shape, the protrusion 70 has a symmetrical shape with respect to a plane along the vehicle width direction passing through the center of the front side frame 62 in the vehicle vertical direction. Flat surfaces 76 and 78 extending along the vehicle vertical direction are formed on both sides of the protrusion 70 in the vehicle vertical direction.

  Corresponding to the cross-sectional shape of the front side frame 62, the crash can 64 has a horizontally long rectangular closed cross section whose vehicle width direction dimension is longer than the vehicle vertical direction dimension. The crash can 64 has a flange portion 68 at a joint portion with the front side frame 62. The flange portion 68 has a shape corresponding to the flange portion 66 of the front side frame 62. That is, the flange portion 68 is formed with a concave portion 82 that is recessed toward the front of the vehicle at the center in the vehicle vertical direction. The recess 82 extends along the vehicle width direction. The recess 82 is connected to the inclined surface 84 corresponding to the inclined surface 72 and the inclined surfaces 84 on both sides extending obliquely forward from the upper and lower surfaces of the crash can 64 toward the center, and extends substantially parallel to the vehicle vertical direction. And a flat surface 86 corresponding to the surface 74. With such a shape, the recess 82 has a symmetrical shape with respect to a plane along the vehicle width direction passing through the center of the crash can 64 in the vehicle vertical direction. Flat surfaces 88 and 90 extending along the vehicle vertical direction are formed on both sides of the recess 82 in the vehicle vertical direction.

  Four attachment holes 92 and 94 are formed in the flange portions 66 and 68, respectively. Two of the four mounting holes 92 and 94 are formed on the flat surfaces 74 and 86 at both ends in the vehicle width direction at the center in the vehicle vertical direction, respectively. The other two mounting holes 92 and 94 are formed in flat surfaces 76 and 88 and flat surfaces 78 and 90, respectively, at both ends in the vehicle vertical direction at the center in the vehicle width direction. By inserting bolts (not shown) through these mounting holes 92 and 94, the flange portions 66 and 68 are fastened at four locations, and the front side frame 62 and the crash can 64 are coupled.

According to the present embodiment configured as described above, the same effects as those of the vehicle body structure 1 of the vehicle according to the first embodiment can be obtained, and the following excellent effects can be obtained.
Since the protrusion part 70 and the recessed part 82 are formed along the vehicle width direction, the joint strength in the vehicle vertical direction at the flange parts 66 and 68 can be improved. That is, the inclined surface 72 of the protrusion 70 and the inclined surface 84 of the recess 82 are engaged with each other, so that the load in the vehicle vertical direction at the flange portions 66 and 68 is received not only by the bolt but also by the inclined surfaces 72 and 84. Can do. Accordingly, it is possible to improve the proof strength of the flange portions 66 and 68 against vibration and stress in the vehicle vertical direction.

  The cross-sectional shapes of the front side frame 62 and the crash can 64 are horizontally long rectangles whose vehicle width direction dimension is longer than the vehicle vertical dimension, but are more rigid due to the protrusions 70 and the recesses 82 extending along the vehicle width direction. The rigidity of the vehicle in the vertical direction can be improved.

  Since the protrusion part 70 and the recessed part 82 are arrange | positioned in the vehicle up-down direction center, a joint strength can be improved equally with respect to vehicle up-down both directions. In addition, since the projecting portion 70 and the recessed portion 82 are formed symmetrically with respect to the plane in the vehicle width direction at the vehicle vertical direction center, the axial load input to the crash can 64 can be applied to the front side without any deviation in the vehicle vertical direction. It can be transmitted to the frame 62. Therefore, it is possible to prevent the front side frame 62 from being bent due to the load bias.

  The present invention is not limited to the above-described embodiment. For example, the protrusion and the recess are not limited to those formed toward the front of the vehicle. For example, as shown in FIG. 100 may include a recess 102 that is recessed toward the rear of the vehicle, and the crash can 104 may include a protrusion 106 that protrudes toward the rear of the vehicle corresponding to the recess 102.

  For example, as shown in FIG. 6, the coupling portions are not limited to those that are fastened at four locations. In the flange portions 120 and 122 in which the projecting portion 112 and the concave portion 114 extend in the vehicle vertical direction, You may fasten a total of six places, a corner | angular part, and the two places of the flat parts 116 and 118 of the protrusion part 112 and the recessed part 114 at the vehicle up-down direction with a volt | bolt (not shown). Moreover, the connection method of the connection part of a frame member and an energy absorption member is not restricted to the fastening with a bolt, For example, you may use other arbitrary connection methods, such as welding. As described above, the coupling method of the coupling part can be arbitrarily set in consideration of the shape, size, etc. of the coupling part.

Moreover, the thing of the structure which does not have an opening part inside like the flange parts 120 and 122 shown in FIG. 6 may be sufficient as a flange part.
The coupling between the coupling portion and the frame member or the coupling portion and the energy absorbing member is not limited to the method of welding the entire circumference by applying the front end 18 of the front side frame 2 to the flange portion 30 as in the above-described embodiment. For example, a cylindrical attachment portion is formed on the flange portion along the outer peripheral surface of the front end of the front side frame, the end portion of the front side frame is inserted into the attachment portion, and the end portion of the front side frame is inserted from the outside of the attachment portion. You may weld.

  The projecting portion and the recessed portion are not limited to those formed in the vehicle width direction center portion or the vehicle vertical direction center portion, but may be formed in a position deviated in the vehicle width direction inside or outside, or above or below the vehicle, for example. Good. Further, the protrusion and the recess are not limited to those extending in the vehicle vertical direction or the vehicle width direction, and may be, for example, a protrusion protruding in a rectangle and a recess recessed in a rectangle, or a cross shape. It may be a projecting lower projecting part and a concave part recessed in a cross shape. Thus, the shape and dimension of a protrusion part and a recessed part can be set arbitrarily.

The energy absorbing member is not limited to a crash can provided between the front side frame and the bumper reinforcement. For example, the energy absorbing member of the present invention is provided between a subframe extending along the front side frame below the front side frame and a beam portion extending in the vehicle width direction below the bumper reinforcement. You may use as an energy absorption member for absorbing the collision energy which receives.
Further, the energy absorbing member is not limited to the one provided at the front portion of the vehicle, but is provided as an energy absorbing member that is provided between the rear side frame and the rear beam portion and absorbs collision energy from the rear. May be.

1 is a perspective view showing a vehicle body structure of a vehicle according to a first embodiment of the present invention. It is a disassembled perspective view of the coupling part according to the first embodiment of the present invention. It is an enlarged plan view of the coupling part according to the first embodiment of the present invention. It is a disassembled perspective view of the coupling part by 2nd Embodiment of this invention. It is a figure which shows the modification of the coupling | bond part of this invention. It is a figure which shows the modification of the coupling | bond part of this invention.

Explanation of symbols

1,60 Car body structure 2,62 Front side frame 20,64 Crash can 30,32,66,68 Flange 34 Bolt 36,70 Projection 46,82 Recess 56,58,92,94 Mounting hole

Claims (6)

A vehicle body structure including a pair of frame members extending in the front-rear direction on both sides in the vehicle width direction of the vehicle, and an energy absorbing member provided at an end of each frame member,
A projecting portion projecting in the vehicle front-rear direction or a recessed portion recessed in the vehicle front-rear direction is formed in the coupling portion of the frame member with the energy absorbing member,
A concave portion or a protruding portion corresponding to the protruding portion or the concave portion of the frame member is formed at a coupling portion between the energy absorbing member and the frame member.
A vehicle body structure characterized by that. The protrusion and the recess are formed at a vehicle width direction central portion of the frame member and a vehicle width direction central portion of the energy absorbing member, and extend in a vertical direction of the vehicle.
The vehicle body structure according to claim 1. The cross-sectional shape of the energy absorbing member is a rectangular shape in which the vehicle vertical dimension is longer than the vehicle width dimension.
The vehicle body structure according to claim 2. The protrusion and the recess are formed at a vehicle vertical direction center of the frame member and a vehicle vertical direction center of the energy absorbing member and extend in the vehicle width direction.
The vehicle body structure according to claim 1. The transverse cross-sectional shape of the energy absorbing member is a rectangular shape whose vehicle width direction dimension is longer than the vehicle vertical direction dimension.
The vehicle body structure of the vehicle according to claim 4. The coupling portion of the frame member and the coupling portion of the energy absorbing member are fastened at two locations at both ends in the vehicle width direction at the vehicle vertical direction central portion and at two locations at both ends in the vehicle vertical direction at the vehicle width direction central portion.
The vehicle body structure of a vehicle according to any one of claims 1 to 5.

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