JP2006206000A - Vehicle body end structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body end structure capable of suppressing deformation of an expanded plate part to couple a cylindrical member to a longitudinal end of a vehicle body skeleton member by a fastening means. <P>SOLUTION: A vehicle body front structure 10 in which a bumper reinforcement 12 is connected to a front end of a front side member 12 along the longitudinal direction of a vehicle body via a cylindrical crash-box 20 comprises a mounting flange 28 vertically expanded from a rear end of a crash-box body 26, vertical walls 52, 54 to suppress deformation of the mounting flange 28 in the longitudinal direction by connecting a vertically expanded portion from the crash-box body 26 in the mounting flange 28 to the crash-box body 26, and a fastening means 24 to fix a portion reinforced by the vertical wall 52 or the like in the mounting flange 28 to a mounting flange 12A of the front side member 12. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle body end structure in which a cylindrical crash box is disposed between, for example, a front end of a front side member and a skeleton member of a front bumper.

It is known that a crash box (cylindrical member) is installed between the front end of the front side member and the bumper reinforcement, which is the skeleton member of the front bumper, to absorb the impact energy by axial compression deformation at the time of the front collision. It has been. In such a configuration, the front end of the crash box is welded to the back of the bumper reinforcement, and the mounting flange provided at the rear end of the crash box is fastened with bolts and nuts to the mounting flange provided at the front end of the front side member. Thus, a technique for fixing is considered (for example, see Patent Document 1). With this technology, when the front side member is not damaged, such as during a light vehicle collision, the bumper reinforcement and the crash box can be replaced without welding repair, and the repairability is good.
Japanese Patent Laid-Open No. 5-116645 JP-A-3-79477 JP-A-5-246288 JP 2002-155981 A

  However, in the conventional technology as described above, the bolts and nuts are tightened and removed in a complicated manner because the mounting flange is fastened to the mounting flange of the front side member at the portion of the mounting flange that protrudes to the side of the crash box. If the fastening positions are arranged above and below the crash box in order to improve this workability, the rigidity of the mounting flange in the front-rear direction (with respect to out-of-plane deformation) is insufficient. There is concern that it may cause sound generation.

  In view of the above facts, the present invention provides a vehicle body end structure capable of suppressing deformation of a projecting plate portion for coupling a tubular member to a longitudinal end portion of a vehicle body skeleton member by fastening means. Is the purpose.

  In order to achieve the above object, the vehicle body end structure according to the first aspect of the present invention is a cylinder in which the longitudinal direction end of a long body frame member is aligned with the longitudinal direction of the body frame member. A vehicle body end structure to which a cylindrical member is attached, provided at an end of the cylindrical member on the vehicle body skeleton member side along an intersecting surface with the axis of the cylindrical member, and A projecting plate portion projecting in at least one of the directions, connecting the projecting plate portion and the tubular member, and deforming the projecting plate portion to the tubular member side or the vehicle body skeleton member side. The overhanging plate portion is fixed to a mounting portion provided at a longitudinal end portion of the vehicle body skeleton member between the deformation suppressing portion to be suppressed and an end portion of the deformation suppressing portion in the vertical direction and the cylindrical member. Fastening means.

  In the vehicle body end structure according to claim 1, the projecting plate portion that protrudes along the vertical direction from the end of the tubular member on the side of the vehicle body skeleton member in the axial direction is the longitudinal end of the vehicle body skeleton member by the fastening means. It is fixedly attached to the attachment part provided in the part. This overhanging plate portion is against bending deformation (out-of-plane deformation) toward the tubular member side or the vehicle body skeleton member side by deformation suppressing means for connecting the overhanging plate portion and the tubular member (closed cross-section structure). The rigidity is high. Then, the overhang is within the position on the tubular member side of the end of the deformation suppressing means in the overhanging plate portion, that is, in the vertical range in which the deformation in the front-rear direction is suppressed by the deformation suppressing means in the overhanging plate portion. Since the plate portion is fastened to the attachment portion by the fastening means, the cylindrical member is highly rigid against out-of-plane deformation when attached to the vehicle body skeleton member, and even if a vertical load is input to the cylindrical member, The plate is difficult to deform. That is, the attachment rigidity of the tubular member to the vehicle body skeleton member is improved.

  Thus, in the vehicle body end part structure according to claim 1, it is possible to suppress deformation of the projecting plate part for coupling the cylindrical member to the longitudinal end part of the vehicle body skeleton member by the fastening means. In addition, the fastening means should just be located in the cylindrical member side rather than the edge part of a deformation | transformation suppression means in the up-down direction.

  In order to achieve the above object, a vehicle body end structure according to claim 2 is a cylindrical member in which the axial direction coincides with the longitudinal direction of the vehicle body skeleton member at the front end of the vehicle body skeleton member along the vehicle body longitudinal direction. The bumper skeleton member is connected to the end of the tubular member through a cross section provided at the rear end of the tubular member along the plane intersecting the axis of the tubular member, and projecting in at least one of the vertical directions. The provided overhanging plate portion, the overhanging plate portion and the tubular member are connected to each other, a deformation suppressing means for suppressing the deformation of the overhanging plate portion in the front-rear direction, and the deformation suppression in the up-down direction. Fastening means for removably fixing the projecting plate portion to a mounting portion provided at the longitudinal end portion of the vehicle body skeleton member is provided between the end portion of the means and the cylindrical member.

  3. The vehicle body end structure according to claim 2, wherein the projecting plate portion projects at least on one side in the vertical direction of the tubular member, and the projecting plate portion is positioned at the front end of the vehicle body skeleton member by the fastening means. It is fixedly and detachably attached to the part. For this reason, the bumper skeleton member long in the vehicle width direction is unlikely to obstruct the work of fastening or fastening release, and the workability is good.

  Here, the overhanging plate portion is bent and deformed (out-of-plane deformation) toward the tubular member side or the vehicle body skeleton member side by deformation suppressing means for connecting the overhanging plate portion and the tubular member (closed cross-section structure). ). Then, the overhang is within the position on the tubular member side of the end of the deformation suppressing means in the overhanging plate portion, that is, in the vertical range in which the deformation in the front-rear direction is suppressed by the deformation suppressing means in the overhanging plate portion. Since the plate portion is fastened to the mounting portion by the fastening means, even if vibration (displacement or load fluctuation) or the like is input to the bumper skeleton member, the projecting plate portion is not easily deformed. That is, the attachment rigidity of the tubular member to the vehicle body skeleton member is improved.

  Thus, in the vehicle body end portion structure according to claim 2, it is possible to suppress deformation of the projecting plate portion for coupling the cylindrical member to the longitudinal end portion of the vehicle body skeleton member by the fastening means. In addition, the fastening means should just be located in the cylindrical member side rather than the edge part of a deformation | transformation suppression means in the up-down direction.

  The vehicle body end structure according to claim 3 is the vehicle body end structure according to claim 1 or 2, wherein the fastening means is a width direction perpendicular to the axis and the vertical direction of the cylindrical member. The overhanging plate portion is fixed to the mounting portion between both ends of the.

  In the vehicle body end portion structure according to the third aspect, the portion of the projecting plate portion within the range between both ends in the width direction of the tubular member is fastened to the mounting portion by the fastening means. That is, since the fastening portion by the fastening means is disposed in a region where the rigidity is higher in the overhanging plate portion, the deformation of the overhanging plate portion can be effectively suppressed.

  A vehicle body end structure according to a fourth aspect of the present invention is the vehicle body end structure according to any one of the first to third aspects, wherein the deformation suppressing means is formed in a flat plate shape and is formed of the cylindrical member. It includes a standing wall integrated with a side wall along the vertical direction.

  In the vehicle body end structure according to claim 4, for example, the cylindrical member has a side wall extending in the vertical direction with a cross-sectional shape perpendicular to the axis being a polygonal shape such as a rectangular shape. The plate-shaped standing wall integrated with the side wall which comprises this cylindrical member is comprised. For this reason, compared with the structure which connects a deformation | transformation suppression means to the upper and lower wall part of a cylindrical member, it is easy to ensure the tool space etc. for a fastening operation | work.

  A vehicle body end structure according to a fifth aspect of the invention is the vehicle body end structure according to the fourth aspect, wherein the cylindrical member is a shock absorbing member that undergoes axial compression deformation due to a load greater than a predetermined value acting in the axial direction. The standing wall is integrally formed at the end of the tubular member on the projecting plate portion side.

  In the vehicle body end structure according to the fifth aspect, for example, when a load in the axial direction equal to or greater than a predetermined value is input to the tubular member at the time of a vehicle collision, the tubular member is axially deformed and the impact energy is absorbed. Since the standing wall constituting the deformation suppressing means is located at the end in the width direction (side wall side) of the tubular member and at the end on the overhanging plate portion side, the axial compression deformation of the tubular member is not hindered.

  A vehicle body end structure according to a sixth aspect of the present invention is the vehicle body end structure according to the fifth aspect, wherein the cylindrical member has a cross-sectional shape along a plane orthogonal to the axis that opens laterally and is vertically A first member having a flange formed in a direction, and a second member formed in a flat plate shape and connecting upper and lower flanges of the first member to close a side opening of the first member. The standing wall is formed by extending an end of the flange of the first member or an end of the second member on the projecting plate portion along the vertical direction.

  In the vehicle body end structure according to claim 6, the opening edge of the first member whose cross-sectional shape perpendicular to the axis is a hat shape is closed by the second member whose upper and lower ends are respectively joined to the upper and lower flanges, A cylindrical member having a closed cross-sectional structure is formed. The upright wall has a cylindrical member (first member or second member) by extending at least one of upper and lower flanges of the first member or at least one upper and lower ends of the second member along the vertical direction. ), And the end of the projecting plate portion is fixed to the projecting plate portion (connecting the tubular member and the projecting plate portion) to form a deformation suppressing means. ing. For this reason, the cylindrical member has a simple structure and good manufacturability.

  The vehicle body end structure according to claim 7 is the vehicle body end structure according to claim 4, wherein the upright wall has a width perpendicular to the axial direction and the vertical direction of the tubular member in the projecting plate portion. It is formed by bending an end portion in the direction, and is fixed to a side wall along the vertical direction of the cylindrical member.

  In the vehicle body end structure according to the seventh aspect, the standing wall formed by bending the end portion in the width direction of the overhanging plate portion is fixed to the side wall of the tubular member to constitute a deformation suppressing means. For this reason, the cylindrical member has a simple structure and good manufacturability. In particular, if the standing wall is a part of the peripheral wall erected along the outer edge of the overhanging plate portion, the standing wall itself has high rigidity, and deformation of the overhanging plate portion can be effectively suppressed.

  The vehicle body end structure according to the invention described in claim 8 is the vehicle body end structure according to any one of claims 4 to 7, wherein the tubular member side or the vehicle body skeleton member from the overhang plate portion is provided. An auxiliary wall is further provided that is erected toward the side and extends in the vertical direction from at least a fastening portion of the fastening means to the cylindrical member.

  In the vehicle body end structure according to the eighth aspect, the fastening portion by the fastening means in the overhanging plate portion is also reinforced by the auxiliary wall, and deformation of the overhanging plate portion can be effectively suppressed. In particular, if the fastening part by the fastening means is arranged between the standing wall and the auxiliary wall in the width direction of the tubular member, the rigidity of the fastening part in the overhanging plate part is increased, and the overhanging plate part It is possible to suppress deformation more effectively. When the auxiliary wall is provided at a right angle to the fastening surface of the overhanging plate portion, the deformation suppressing effect of the overhanging plate portion is greater than when the angle with respect to the fastening surface is small.

  The vehicle body end structure according to claim 9 is the vehicle body end structure according to any one of claims 1 to 8, wherein the overhang plate portion, the deformation suppressing means, and the fastening means are These are provided on both sides in the vertical direction with respect to the tubular member.

  In the vehicle body end portion structure according to the ninth aspect, the tubular member is fastened to the attachment portion of the vehicle body skeleton member by the fastening means at the upper and lower projecting plate portions. Since the deformation of the upper and lower projecting plate portions is suppressed by the deformation suppressing means, the displacement of the tubular member (the bumper skeleton member attached thereto) accompanying the deformation of the projecting plate portion is effectively suppressed.

  As described above, the vehicle body end structure according to the present invention is excellent in that the deformation of the projecting plate portion for connecting the cylindrical member to the longitudinal end portion of the vehicle body skeleton member by the fastening means can be suppressed. Has an effect.

  A vehicle body front structure 10 as a vehicle body end structure according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 5. First, the front skeleton structure of the vehicle body S to which the vehicle body front structure 10 is applied will be described, and then the crash box 20 which is the main part of the present invention will be described in detail. It should be noted that arrow FR, arrow RE, arrow UP, arrow LO, and arrow IN that are appropriately shown in each figure are the forward direction (traveling direction), rearward direction, and upward direction of the vehicle body S to which the vehicle body front structure 10 is applied. The lower direction and the inner side in the vehicle width direction are shown. In the following, in the case of simply showing the up and down direction and the inner and outer sides in the vehicle width direction, they correspond to the directions of the arrows.

(Schematic configuration of the front part of the vehicle body)
FIG. 1 is a perspective view showing a front skeleton structure of an automobile body S to which a vehicle body front structure 10 is applied. As shown in this figure, a pair of left and right front side members 12 that are elongated in the longitudinal direction of the vehicle body are disposed at both ends in the vehicle width direction at the front portion of the vehicle body S. The upper portions of the brackets 14 are fixed to the front ends (free ends) of the left and right front side members 12, and the lower portions of the left and right brackets 14 are bridged by a front cross member 16.

  A radiator support 18 is disposed between the front ends of the left and right front side members 12. In this embodiment, the radiator support 18 spans between a pair of left and right radiator support sides 18A elongated in the vertical direction and the upper ends of the radiator support sides 18A, and is fixed to the vehicle body S at a portion not shown. And a support upper 18B. Each radiator support side 18 </ b> A is disposed close to the inner side in the vehicle width direction of the front end of the front side member 12.

  Furthermore, bumper reinforcements 22 constituting front bumpers are attached to the front ends of the left and right front side members 12 via crash boxes 20 respectively. The crash box 20 absorbs impact energy while being axially compressed and deformed by a backward load input from the bumper reinforcement 22 when the automobile has a frontal collision at a relatively low speed, so that the vehicle body after the front side member 12 is absorbed. It is configured to prevent S from being damaged. Thus, the vehicle body S in the case of a light collision can be repaired only by replacing the bumper reinforcement 22 and the crash box 20.

  2A and 2B, the front end of the crash box 20 is fixed to the rear surface of the bumper reinforcement 22 by welding and the rear end is front. It is fixed to the front end of the side member 12 by a fastening means 24 so as to be removable. The fastening means 24 includes a weld nut 24A fixed to a mounting flange 12A as a mounting portion provided at the front end of the front side member 12, a mounting flange 28 (described later) of the crash box 20, and a mounting mounting flange 12A. The bolt 24B is screwed into the nut 24A. For this reason, when the bumper reinforcement 22 and the crash box 20 are replaced after a light collision as described above, only replacement parts can be removed and attached without welding repair, and the replacement workability (repairability) is good. It is configured.

(Detailed configuration of the crash box)
As shown in perspective views in FIGS. 3 and 4, the crash box 20 includes a crash box body 26 as a tubular member and a mounting flange 28 fixed to the rear end of the crash box body 26. Has been.

  The crash box body 26 has a first member 30 formed in a hat shape that opens outward in the vehicle width direction when viewed from the front (cross section), and a substantially rectangular flat plate shape that closes the vehicle width direction opening of the first member 30. The second member 32 is configured. The first member 30 includes a box forming portion 34 formed in a substantially U shape in front view that forms a closed cross-section with the second member 32, and upper and lower openings of the box forming portion 34 opening outward in the vehicle width direction. The upper flange 36 and the lower flange 38 extending outward in the vertical direction from the edge, and the joining flange portion 40 welded to the bumper reinforcement 22 are configured.

  The box forming part 34 connects the upper wall 34A and the lower wall 34B facing each other along a substantially horizontal plane, the side wall 34C along the vertical direction, the upper end of the side wall 34C, and the inner end in the vehicle width direction of the upper wall 34A. The inclined wall 34D includes a lower inclined wall 34E that connects the lower end of the side wall 34C and the inner end of the lower wall 34B in the vehicle width direction. The side wall 34C, the upper inclined wall 34D, and the lower inclined wall 34E are provided with beads 42 for facilitating the axial compression deformation of the crash box body 26 due to the axial load. Each bead 42 is elongated in a direction perpendicular to the axial direction (vehicle body longitudinal direction) of the crash box 20, and is provided on the corresponding wall portion over the entire length in the longitudinal direction, and the end portion is adjacent. It leads to the matching wall. That is, the position in the front-rear direction is shifted between the bead 42 on the side wall 34C and the beads 42 on the upper and lower inclined walls 34D and 34E.

  The joining flange portion 40 is formed by extending the box forming portion 34 forward from the front ends of the upper flange 36 and the lower flange 38, and upper and lower flanges 40 </ b> A, 40 </ b> B joined to the upper surface or the lower surface of the bumper reinforcement 22. And a front flange 40 </ b> C joined to the back surface of the bumper reinforcement 22. The upper flange 40A is formed by extending the upper wall 34A forward. The lower flange 40B is formed to extend forward from the lower end of the stepped wall 40D hanging from the front end of the lower wall 34B, and is positioned below the lower wall 34B. The front flange 40C extends from the front ends of the side wall 34C, the upper inclined wall 34D, and the lower inclined wall 34E toward the outside of the crash box 20.

  The upper and lower flanges 36, 38 are formed over substantially the entire length along the front-rear direction of the box forming portion 34, and are disposed so as to be located on the same plane. The upper flange 36 is fixed to the outer surface of the second member 32 by welding on the outer surface in the vehicle width direction, and the lower flange 38 is lower end of the second member 32 on the outer surface in the vehicle width direction. Is fixed by welding. The length of the second member 32 in the front-rear direction substantially corresponds to the length of the box forming portion 34 (upper and lower flanges 36, 38), and the second member 32 is intermittently or continuously up and down over substantially the entire length in the front-rear direction. The flanges 36 and 38 are fixed.

  As described above, the first member 30 including the box forming portion 34 and the second member 32 constitute the (cylindrical) crush box body 26 having a closed cross-sectional structure. It constitutes a side wall. The second member 32 is provided with a plurality of beads 44 for facilitating the axial compression deformation of the crash box body 26 due to the axial load along the vertical direction (the direction perpendicular to the axis of the crash box 20). ing. In this embodiment, the bead 44 positioned on the front side is longer than the bead 44 positioned on the rear side. As a result, the crash box body 26 is reliably axially compressed and deformed from the front side when a load of a predetermined value or more is applied in the axial direction. Furthermore, from the front end of the 2nd member 32, the front flange 32A welded and joined to the back surface of the bumper reinforcement 22 is extended outward.

  Each part of the first member 30 described above is integrally formed by pressing, and each part of the second member 32 is integrally formed by pressing.

  The mounting flange 28 includes a flange main body 46 formed in a flat plate shape, and a lateral flange 48 as an auxiliary wall extending rearward from the inner end in the vehicle width direction of the flange main body 46. As shown in FIG. 5, the flange main body 46 is formed in a substantially rectangular flat plate shape that is larger than the crash box main body 26 in the vertical direction and the horizontal direction, respectively, and the crash box main body abutted against the front center portion thereof. The rear end of 26 is fixed by welding.

  As a result, the flange body 46 protrudes below the upper overhanging portion 46A projecting above the upper end (upper wall 34A) of the crash box body 26 and the lower end (lower wall 34B) of the crash box body 26. A lower overhanging portion 46B. Bolt through holes 50 for penetrating the bolts 24B are provided in the upper overhanging portion 46A and the lower overhanging portion 46B, respectively. A plurality of bolt through holes 50 (two in this embodiment) are provided in the upper overhanging portion 46A and the lower overhanging portion 46B, respectively. The arrangement of each bolt through hole 50 will be described later.

  Further, the inner and outer ends of the flange body 46 in the vehicle width direction protrude from the inner and outer ends of the crash box body 26 in the vehicle width direction, respectively. Furthermore, a peripheral wall 46C extends from the peripheral edge portion of the flange body 46 excluding the inner end in the vehicle width direction (the standing portion of the lateral flange 48) toward the front over the entire circumference. Thereby, the rigidity of the flange main body 46 is improved. 2 and 5, illustration of the peripheral wall 46C is omitted.

  On the other hand, as shown in FIG. 4, as described above, the lateral flange 48 extends (stands up) from the inner end in the vehicle width direction of the flange body 46. The lateral flange 48 is formed by bending the inner end in the vehicle width direction of the flange body 46 rearward, and is provided over substantially the entire vertical length of the mounting flange 28 (flange body 46). In the vicinity of the upper and lower ends of the horizontal flange 48, slits 48A are provided that are elongated in the front-rear direction and open rearward.

  As shown in FIGS. 3 to 5, each crush box 20 connects a crush box main body 26 and a flange main body 46 having a closed cross-sectional structure formed in a cylindrical shape, and in the upper and lower projecting portions 46A and 46B. Equipped with standing walls 52 and 54 as deformation restraining means for improving the rigidity of the bolt through hole 50 forming portion.

  In this embodiment, the standing wall 52 extends upward from the rear end portion of the upper flange 36 of the first member 30 and is formed in a flat plate shape along the vertical direction and the front-rear direction. The standing wall 54 extends downward from the rear end portion of the lower flange 38 of the first member 30 and is formed in a flat plate shape along the vertical direction and the front-rear direction. Thus, in this embodiment, the upper and lower standing walls 52 and 54 are formed integrally with the first member 30 (crash box main body 26) and are connected to each other by the second member 32. That is, the upper and lower standing walls 52 and 54 are integrated with the side wall of the crash box body 26. The standing wall 52 is formed in a substantially trapezoidal shape whose lower side is longer than the upper side, and the standing wall 54 is formed substantially symmetrically with the standing wall 52 with respect to the vertical center line.

  Each of the standing walls 52 and 54 has a rear end surface abutted against the front surface of the flange main body 46 of the mounting flange 28. In this state, the rear end portion is fixed to the flange main body 46 by fillet welding. In this embodiment, the rear end surfaces of the first member 30 and the second member 32, that is, the rear end surface that forms the closed cross section of the crash box body 26, and the upper and lower flanges 36 and 38 that protrude upward and downward from the closed cross sectional structure, The standing walls 52 and 54 are fillet welded to the flange body 46 over the entire circumference.

  In the fixed state to the flange main body 46, the upper end of the standing wall 52 reaches the upper end of the flange main body 46 excluding the peripheral wall 46C, and the lower end of the standing wall 54 reaches the lower end of the flange main body 46 excluding the peripheral wall 46C. . Accordingly, the standing wall 52 (upper flange 36), the second member 32 (side wall of the crash box body 26), and the standing wall 54 (lower flange 38) are connected to the front surface of the flange body 46, so that the standing wall extends over substantially the entire length in the vertical direction. Department is erected. Thereby, the rigidity of the flange main body 46 is further improved, and deformation in the front-rear direction of the flange main body 46 (out-of-plane deformation due to bending) is suppressed. In addition, the flange body 46 is configured such that the rigidity is improved also by the lateral flange 48 and the out-of-plane deformation is effectively suppressed.

  As shown in FIG. 5, each bolt through-hole 50 has an up-down direction in which the region H between the upper end of the upright wall 52 and the upper wall 34A in the upper overhanging portion 46A and the upright wall 54 in the lower overhanging portion 46B. Is disposed in a region H between the lower end of the lower wall 34B and the lower wall 34B. Further, in this embodiment, each bolt through hole 50 is positioned on the inner side in the vertical direction than the upper and lower ends of the lateral flange 48. Further, each bolt through hole 50 is arranged in a region W between the standing walls 52 and 54 and the side wall 34C of the crash box body 26 in the upper and lower projecting portions 46A and 46B in the vehicle width direction. Accordingly, each bolt through hole 50 is also located between the standing walls 52 and 54 and the lateral flange 48 in the vehicle width direction. Thus, in the crash box 20, each bolt through hole 50, that is, a region stiffened (reinforced) by the standing walls 52 and 54 (the horizontal flange 48 and the crash box body 26) in the upper and lower projecting portions 46A and 46B. The fastening part to the front side member 12 by the fastening means is arranged. In addition, since the upper and lower free ends of the standing walls 52 and 54 that are the upper and lower ends of the region H are positioned beyond the bolt through-hole 50, in other words, the moment associated with the bending of the upper and lower projecting portions 46 </ b> A and 46 </ b> B The vertical walls 52 and 54 acting on the roots of the upper and lower portions 54 and 54 are long in the vertical direction, so that the out-of-plane deformation of the upper and lower projecting portions 46A and 46B is more effectively suppressed.

  Further, as described above, the upright walls 52 and 54 are extended in the vertical direction from the rear end portions of the upper and lower flanges 36 and 38, so that the flange main body 46 is stiffened only on the rear end side of the crash box main body 26. The suppressing means is configured so as not to affect the axial compression characteristics of the crash box body 26 (setting of the axial load that causes axial compression deformation). In other words, the upper and lower standing walls 52 and 54 are configured not to impede the impact energy absorbing action at the time of a light collision by the crash boxes 20.

  Further, as shown in FIG. 1, in this embodiment, the lateral flange 48 of each crash box 20 is connected to the radiator support side 18A via a bracket 56 by fastening means (not shown). The fastening means is composed of bolts and nuts, and the bolts pass through slits 48A elongated in the front-rear direction so as to absorb the relative displacement in the front-rear direction with respect to the radiator support 18, the front side member 12, and the front. The vertical movement of the front end (crash box 20) of the side member 12 is restricted. The slit 48A can also be used for temporary fixing (temporary holding) and positioning during temporary fixing.

  Next, the operation of the first embodiment will be described.

  When a vehicle to which the vehicle body front structure 10 having the above-described structure is applied reaches a frontal collision at a relatively low speed, an impact load in the axial direction backward is input from the bumper reinforcement 22 to the crash box 20. If the impact load is greater than or equal to a predetermined value, the crash box 20 is axially deformed and the impact load acting on the front side member 12 is reduced. Thereby, it is prevented that the damage accompanying the light collision occurs in the vehicle body S after the front side member 12. For this reason, the repair after the light collision is accomplished by replacing the bumper reinforcement 22 and the crash box 20.

  By the way, in the automobile body S, the bumper reinforcement 22 arranged at the free end of the skeleton structure mainly vibrates in the vertical direction when engine vibration is input, for example.

  Here, in the vehicle body front structure 10, since the upper and lower standing walls 52, 54 integrated with the crash box main body 26 are fixed to the front surface of the flange main body 46 formed in a substantially flat plate shape in the mounting flange 28, The upper overhanging portion 46A and the lower overhanging portion 46B of the flange main body 46 have high longitudinal rigidity (stiffness against out-of-plane deformation) in a range where the upright walls 52 and 54 are fixed in the vertical direction. Then, the bolt through hole 50, that is, the fastening means 24, is applied to the front side member 12 within the vertical range (upper and lower region H) where the rigidity against the out-of-plane deformation in the upper projecting portion 46 </ b> A and lower projecting portion 46 </ b> B is high. Since the fastening portion is arranged, the rigidity of attachment of the crash box 20 to the front side member 12 is increased.

  Further, since the bolt through hole 50 is disposed within the range of the width of the crash box body 26 in the upper projecting portion 46A and the lower projecting portion 46B of the flange main body 46 (region W in the vehicle width direction), the flange main body 46 The rigidity of the upper overhanging portion 46A itself, that is, the mounting rigidity of the crash box 20 to the front side member 12 is further increased. Further, since the horizontal flange 48 extends substantially perpendicular to the surface direction of the flange main body 46 on the opposite side to the standing walls 52 and 54 across the bolt through holes 50 in the flange main body 46, The mounting rigidity of the crash box 20 to the front side member 12 is further increased.

  As a result, it is possible to suppress the booming noise that accompanies the vibration caused by the engine vibration of the vibration system mainly having the bumper reinforcement 22 as a mass element. This will be described in comparison with a comparative example that does not have the standing walls 52, 54 and the like.

  12 shows a crash box 100 according to a comparative example in a perspective view, and FIG. 13 shows the crash box 100 in a cross-sectional view perpendicular to the axis. In addition, the same code | symbol as the crash box 20 is attached | subjected to the part similar to the crash box 20 in the crash box 100, and description is abbreviate | omitted. As shown in FIGS. 12 and 13, in the crash box 100, the first member 104 of the crash box body 102 does not include the upper and lower flanges 36 and 38, and the second member 106 is between the upper wall 34A and the lower wall 34B. The closed wall structure is formed by entering and connecting the upper wall 34A and the lower wall 34B. Further, the mounting flange 108 of the crash box 100 does not have the lateral flange 48, and a peripheral wall 46 </ b> C is formed along the peripheral edge of the flange main body 46 over substantially the entire periphery. From the upper and lower ends of the portion along the vertical direction on the inner side in the vehicle width direction of the peripheral wall 46C, the horizontal flange 110 is extended forward (only the upper horizontal flange 110 is shown in FIG. 12). Each lateral flange 110 is formed with a slit 110A through which a bolt for directly fastening the lateral flange 110 to the radiator support side 18A passes. The crash box 100 described above has a shock absorbing performance equivalent to that of the crash box 20 as a single unit.

  Since the crash box 100 is not provided with portions corresponding to the standing walls 52 and 54 that connect the crash box main body 102 and the upper and lower projecting portions 46A and 46B, the upper and lower projecting portions 46A and 46B are shown in FIG. As shown by the out-of-plane deformation (bending deformation in the front-rear direction) shown in (A), particularly the change from FIG. 14 (B) to FIG. 14 (C), at the fastening portion (around the bolt through hole 50) by the fastening means 24. Local and large deformation is likely to occur. For this reason, in the vehicle body S provided with the crash box 100, as shown in an exaggerated manner in FIG. 6B, the amplitude of the bumper reinforcement 22 during vibration in the vertical direction increases. In addition, since the mounting rigidity of the crash box 100 to the front side member 12 is low, in other words, since the spring constant of the vibration system having the bumper reinforcement 22 as a mass element is small, a frequency band (abbreviated as a problem) The bumper reinforcement 22 is likely to vibrate at 100 to 120 Hz). In this comparative example, the vertical resonance frequency of the bumper reinforcement 22 is 113 Hz, and a relatively loud sound is generated along with the vertical vibration based on the engine vibration of the bumper reinforcement 22.

  On the other hand, in the vehicle body front part structure 10 according to the embodiment of the present invention, the rigidity of the mounting flange 28 (upper and lower projecting portions 46A, 46B) itself, the front side member 12 of the crash box 20 by the standing walls 52, 54 as described above. Therefore, even if the engine vibration is transmitted to the bumper reinforcement 22, the vibration amplitude of the bumper reinforcement 22 is small as shown in FIG. In particular, due to the improvement in the mounting rigidity, the resonance frequency in the vertical direction of the bumper reinforcement 22 is shifted to the upper side of the frequency band where the muffled noise is a problem, and the vibration amplitude in the peripheral frequency band is further reduced. In this embodiment, the resonant frequency in the vertical direction of the bumper reinforcement 22 is 162 Hz, and it has been confirmed that the booming noise is sufficiently shifted from the frequency band in question.

  Thereby, in the vehicle body front part structure 10, compared with the comparative example, the booming noise accompanying the vertical vibration based on the engine vibration of the bumper reinforcement 22 is greatly reduced. Further, it can be seen from this resonance frequency that the attachment rigidity of the crash box 20 to the front side member 12 is approximately twice the attachment rigidity of the crash box 100 according to the comparative example to the front side member.

  Thus, in the vehicle body front structure 10 according to the present embodiment, it is possible to suppress the deformation of the upper and lower projecting portions 46A and 46B for connecting the crash box 20 to the front end of the front side member 12 by the fastening means 24. it can. In particular, in a car with a four-cylinder engine mounted horizontally, such as a small front-wheel drive car, for example, a booming noise accompanying the vibration of the bumper reinforcement 22 tends to be a problem, but by applying the vehicle body front structure 10 The booming noise can be effectively suppressed.

  Further, in the vehicle body front structure 10, the standing walls 52, 54 are formed to extend vertically from the upper and lower flanges 36, 38 of the first member 30 constituting the crash box body 26, in other words, the standing walls Since 52 and 54 are formed integrally with the first member, the structure is simple and manufacturable compared to the structure in which the standing walls 52 and 54 are joined to both the crash box main body 26 and the mounting flange 28 by welding or the like. Is good. That is, in the vehicle body front structure 10, a configuration that suppresses deformation of the upper and lower projecting portions 46 </ b> A and 46 </ b> B is realized by slightly increasing the fillet weld area around the standing walls 52 and 54 compared to the comparative example. Further, since the standing walls 52 and 54 are disposed along the second member 32 that is the side wall (end portion in the vehicle width direction) of the crash box main body 26, the tool space for the fastening or fastening release work by the fastening means 30. Etc. are easy to secure.

  Furthermore, since the standing walls 52 and 54 are provided only on the rear end side of the crash box main body 26, the shock absorbing performance of the crash box 20 at the time of the front collision is not impaired. That is, in the vehicle body front structure 10, a configuration is realized in which the generation of the booming noise accompanying the vibration of the bumper reinforcement 22 is suppressed by improving the mounting rigidity without sacrificing the shock absorbing performance of the crash box 20. Yes.

  Next, another embodiment of the present invention will be described. Parts and portions that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and description and illustration thereof are omitted. There is a case.

(Second Embodiment)
FIG. 7 is a cross-sectional view of a crash box 60 that constitutes the vehicle body end structure according to the second embodiment. As shown in this figure, the crash box 60 is configured by a mounting flange 28 being fixed to the rear end of the crash box main body 62. The crash box main body 62 includes an upper wall member 64, a lower wall member 66, and a pair of left and right side wall members 68. The upper wall member 64 is configured by extending upper flanges 64B and 64C upward from both ends in the vehicle width direction of the upper wall 64A formed in a rectangular flat plate shape along a horizontal plane, and the lower wall member 66 is formed on the upper wall 64A. Lower flanges 66B and 66C extend downward from both ends in the vehicle width direction of a corresponding lower wall 66A formed in a rectangular flat plate shape. Each side wall member 68 is configured in the same manner as the second member 32, and the side wall member 68 located on the inner side in the vehicle width direction connects the upper and lower flanges 64B and 66B on the inner side in the vehicle width direction and on the outer side in the vehicle width direction. The side wall member 68 positioned at the position connects the upper and lower flanges 64C, 66C on the outer side in the vehicle width direction, thereby forming a crash box body 62 having a closed cross-sectional structure.

  A standing wall 52 extends upward from the rear end of the upper flange 64C located on the outer side in the vehicle width direction, and the standing wall 54 faces downward from the rear end of the lower flange 66C located on the outer side in the vehicle width direction. It is extended. The joining structure and joining position with respect to the upper and lower standing walls 52 and 54 are the same as those of the crash box 20 according to the first embodiment. Other configurations in the second embodiment are the same as the corresponding configurations in the first embodiment.

  Accordingly, even with the vehicle body end structure provided with the crash box 60 according to the second embodiment, the upper and lower overhanging portions 46A and 46B of the mounting flange 28 are stiffened by the upper and lower standing walls 52 and 54. The same effect as that of the first embodiment can be obtained. In the configuration according to the second embodiment, the upper wall member 64, the lower wall member 66, and the side wall member 68 on the inner side in the vehicle width direction are equivalent to the first member in the present invention, and on the outer side in the vehicle width direction. The side wall member 68 that is positioned and provided with the standing walls 52 and 54 corresponds to the second member.

  In the configuration according to the second embodiment, the standing walls 52 and 54 are extended from the upper and lower flanges 64B and 66B located on the inner side in the vehicle width direction in place of the horizontal flange 48 or together with the horizontal flange 48. The bolt through holes 50 may be arranged between the standing walls 52 and 54. Further, for example, the single standing wall 52 may be extended from the upper flange 64B, and the single standing wall 54 may be extended from the lower flange 66C.

(Third embodiment)
FIG. 8 is a perspective view of the crash box 70 constituting the vehicle body end structure according to the third embodiment. As shown in this figure, the crash box 70 is configured by a mounting flange 72 fixed to the rear end of the crash box body 26. The mounting flange 72 has an extending portion 74 extending from the vicinity of the upper end of the flange main body 46 toward the vehicle width direction outer side, and the peripheral wall 46C is formed along the periphery of the extending portion 74. Yes. A bolt through hole 50 is provided in the extending portion 74 located on the outer side in the vehicle width direction of the standing wall 52. Therefore, the crash box 70 is fastened to the mounting flange 12A of the front side member 12 by a total of five pairs of fastening means 24. Other configurations in the third embodiment are the same as the corresponding configurations in the first embodiment.

  Accordingly, even with the vehicle body end structure provided with the crash box 70 according to the third embodiment, the upper and lower overhanging portions 46A and 46B of the mounting flange 28 are stiffened by the upper and lower standing walls 52 and 54. The same effect as that of the first embodiment can be obtained. Thus, in the present invention, the bolt through hole 50, that is, the fastening portion by the fastening means 24 may be located outside the crash box main body 26 in the vehicle width direction.

  In the first to third embodiments, the upright walls 52 and 54 are extended from the upper and lower flanges 36 and 38 of the first member 30 or the upper wall member 64 and the flanges 64C and 66C of the lower wall member 66. However, the present invention is not limited to this. For example, the upright walls 52 and 54 may be extended from the upper and lower ends of the second member 32 or the side wall member 68. Further, the standing walls 52 and 54 are not limited to the configuration arranged on the outer side in the vehicle width direction with respect to the crash box main bodies 26 and 62. For example, the standing walls 52 and 54 may be arranged on the inner side in the vehicle width direction, It may be joined to or integrally formed with the upper wall 34A and arranged at the center in the vehicle width direction of the crash box main body 26 or the like.

(Fourth embodiment)
FIG. 9 is a perspective view of a crash box 80 constituting the vehicle body end structure according to the fourth embodiment. As shown in this figure, the crash box 80 is configured by a mounting flange 84 fixed to the rear end of the crash box main body 82. The crash box main body 82 is formed with an inclined wall 82D between the upper wall 82A, the lower wall 82B and the left and right side walls 82C along the vertical direction, respectively, and is formed into a substantially octagonal cylindrical shape as a whole and has a closed cross-sectional shape. It is made.

  The side walls 82C and the inclined walls 82D are provided with beads 86 and 88 for facilitating the axial compression deformation of the crash box main body 26 due to the axial load, respectively. Each bead 86, 88 is elongated in a direction perpendicular to the axial direction of the crash box 80, and is provided on the corresponding wall portion over the entire length in the longitudinal direction, and the wall portion is adjacent to the end portion. Has reached. Further, a front flange 82E welded to the back surface of the bumper reinforcement 22 is provided at the front end of the crash box main body 82. The crash box body 82 may be integrally formed by extrusion molding, for example, or may be configured by joining a plurality of members like the crash box bodies 26 and 62.

  The mounting flange 84 is configured such that a peripheral wall (flange) 92 is erected forward from the periphery of the flange main body 90 formed in a substantially rectangular flat plate shape over the entire periphery. As shown also in FIG. 10, the upright wall 92 </ b> A along the up-down direction on the inner side in the vehicle width direction of the peripheral wall 92 is erected substantially at right angles to the surface direction of the flange body 90. The other part of the peripheral wall 92 is an inclined wall tapered such that the opening end side is wider than the flange main body 90 side. The mounting flange 84 has a rear end of the crash box body 82 that is abutted against the front surface of the center portion in the vertical direction fixed by welding. In this state, a portion of the flange main body 90 located above the upper wall 82A of the crash box main body 82 is an upper overhanging portion 90A, and a portion located below the lower wall 82B of the crash box main body 82 is lower overhanging. It is assumed that the part 90B.

  The vertical wall 92 </ b> A of the mounting flange 84 is integrally fixed to the side wall 82 </ b> C on the inner side in the vehicle width direction of the crash box body 82. Specifically, as shown in FIG. 10, the standing wall 92A is in contact with the rear end portion of the side wall 82C by being overlapped from the outside (inner side in the vehicle width direction), and the space between the front end surface 92B and the outer surface of the side wall 82C is between It is fixed at a fillet weld F (in this embodiment, arc welding is used). Thereby, the structure which the standing wall 92A connects the side wall 82C of the crash box main body 82 as a cylindrical member, and the upper overhang part 90A and the lower overhang part 90B is implement | achieved, respectively.

  Further, the standing wall 92 </ b> C located on the opposite side to the standing wall 92 </ b> A in the peripheral wall 92 is not joined to the crash box main body 82. Each bolt through hole 50 is disposed between the standing walls 92A and 92B in the upper projecting portion 90A and the lower projecting portion 90B, and between the left and right side walls 82C in the vehicle width direction (portion corresponding to the region W). . The upright wall 92C corresponds to the auxiliary wall in the present invention, and is configured to perform the same function as the lateral flange 48 in the first embodiment.

  Here, in the vehicle body front structure provided with the crash box 80, the standing wall 92 </ b> A standing from the front surface of the flange body 90 formed in a substantially flat plate shape in the mounting flange 84 is fixed to the side wall 82 </ b> C of the crash box body 82. Therefore, each of the upper projecting portion 90A and the lower projecting portion 90B of the flange main body 90 has high rigidity in the front-rear direction (stiffness against out-of-plane deformation). The bolt through hole 50, that is, the fastening portion to the front side member 12 by the fastening means 24 is disposed within the vertical range where the rigidity against the out-of-plane deformation in the upper projecting portion 90A and the lower projecting portion 90B is high. Therefore, the mounting rigidity of the crash box 80 to the front side member 12 is increased.

  Therefore, the configuration provided with the crash box 80 according to the fourth embodiment can achieve the same effect as the configuration provided with the crash box 20 according to the first embodiment, and the same effect can be obtained. That is, in the vehicle body end portion structure including the crash box 80 according to the fourth embodiment, the upper and lower projecting portions 46A and 46B for connecting the crash box 80 to the front end of the front side member 12 by the fastening means 24 are modified. Therefore, the booming sound accompanying the vibration of the bumper reinforcement 22 is effectively suppressed. In particular, the standing wall 92A is configured as a part of the peripheral wall 92 having an endless shape (annular shape), and has higher rigidity than the configuration having a free end, so that the booming noise accompanying the vibration of the bumper reinforcement 22 is more effective. It is suppressed. Further, in this embodiment, since the standing wall 92A is integrally formed on the mounting flange 84 side, the structure is simple and the productivity is good as in the configuration in which the standing wall 52 and the like are integrally formed on the crash box body 26. is there.

(Fifth embodiment)
FIG. 11 is a sectional view of a crash box 95 that constitutes the vehicle body end structure according to the fifth embodiment. As shown in this figure, the crash box 95 is arranged with the mounting flange 84 facing the front and rear (up and down) opposite to the fourth embodiment. An extending portion 96 extending rearward from the rear end of the side wall 82C of the crash box main body 82 in the vehicle width direction is overlaid on the outer surface (inward surface in the vehicle width direction) of the standing wall 92A of the mounting flange 84. In contact. The rear end surface 96A of the extending portion 96 and the outer surface of the standing wall 92A are fixed by the fillet weld portion F. Other configurations in the fifth embodiment are the same as the corresponding configurations in the fourth embodiment.

  Therefore, the vehicle body end structure provided with the crash box 95 according to the fifth embodiment also stiffens the upper and lower projecting portions 90A and 90B of the mounting flange 84 by the standing wall 92A. The same effect can be obtained.

  In each of the above embodiments, the crash box body 26, 62, 82 and the mounting flanges 28, 72, 84 are shown as separate bodies. However, the present invention is not limited to this, and for example, the crash box body The configuration may be such that the mounting flange 28 and the like are formed by bending the rear end of 26 and the like (components thereof). Therefore, the upper and lower projecting portions 46A, 46B, etc. may be provided apart from each other.

It is a perspective view of the vehicle body front part which shows the vehicle body front part structure which concerns on the 1st Embodiment of this invention. It is a figure which shows the vehicle body front part structure which concerns on the 1st Embodiment of this invention, Comprising: (A) is a top view, (B) is a side view. It is a perspective view of the crush box which constitutes the body front part structure concerning a 1st embodiment of the present invention. It is the perspective view seen from the direction different from FIG. 3 of the crash box which comprises the vehicle body front part structure which concerns on the 1st Embodiment of this invention. FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. (A) is a perspective view which shows the vibration state of the vehicle body front part structure concerning the 1st Embodiment of this invention, (B) is a perspective view which exaggerates and shows the vibration state of a comparative example. It is sectional drawing which shows the crash box which comprises the vehicle body front part structure which concerns on the 2nd Embodiment of this invention. It is a perspective view which shows the crash box which comprises the vehicle body front part structure which concerns on the 3rd Embodiment of this invention. It is a perspective view which shows the crush box which comprises the vehicle body front part structure which concerns on the 4th Embodiment of this invention. It is sectional drawing which follows the 10-10 line of FIG. It is sectional drawing which shows the crash box which comprises the vehicle body front part structure which concerns on the 5th Embodiment of this invention. It is a perspective view of the crush box concerning the comparative example with the embodiment of the present invention. It is sectional drawing of the crush box which concerns on the comparative example with embodiment of this invention. It is a figure which shows the deformation | transformation state of the crush box which concerns on the comparative example with embodiment of this invention, Comprising: (A) is a perspective view, (B) is a sectional side view before a deformation | transformation, (C) is a sectional side view of a deformation | transformation state. FIG.

Explanation of symbols

10 Car body front structure (car body end structure)
12 Front side member (body frame member)
20 Crash box (tubular member)
22 Bumper reinforcement (bumper frame member)
24 Fastening means 26 Crash box body (tubular member)
28 Mounting flange (overhang plate)
30 1st member 32 2nd member (side wall of cylindrical member)
36 Upper flange (flange)
38 Lower flange (flange)
46A Overhang part (overhang plate part)
46B Lower overhang (overhang plate)
48 Horizontal flange (auxiliary wall)
52.54 Standing wall (deformation suppression means)
60 Crash box (tubular member)
62 Crash box body (tubular member)
64C Upper flange (flange)
66C Lower flange (flange)
68 Side wall member (side wall of cylindrical member)
70 Crash box (tubular member)
72 Mounting flange (overhang plate)
80 Crash box (tubular member)
82 Crash box body (tubular member)
82C side wall (side wall of cylindrical member)
84 Mounting flange (overhang plate)
90A Overhang part (overhang plate part)
90B Underhanging part (hanging plate part)
92A Standing wall 92C Standing wall (auxiliary wall)
95 Crash box (tubular member)

Claims (9)

A vehicle body end structure in which a cylindrical member whose axial direction is aligned with the longitudinal direction of the vehicle body skeleton member is attached to the longitudinal end portion of the elongated vehicle body skeleton member,
A projecting plate portion provided at an end portion of the tubular member on the vehicle body skeleton member side along an intersecting surface with an axis of the tubular member, and projecting in at least one of the tubular members in the vertical direction;
Deformation suppressing means for connecting the projecting plate portion and the tubular member, and suppressing deformation of the projecting plate portion to the tubular member side or the vehicle body skeleton member side;
Fastening means for fixing the projecting plate portion to an attachment portion provided at a longitudinal end portion of the vehicle body skeleton member between the end portion of the deformation suppressing means in the vertical direction and the cylindrical member;
Body end structure with A vehicle body end structure in which a bumper skeleton member is connected to a front end of a vehicle body skeleton member along the longitudinal direction of the vehicle body via a cylindrical member whose axial direction coincides with the longitudinal direction of the vehicle body skeleton member,
A projecting plate portion provided at the rear end of the tubular member along an intersecting surface with the axis of the tubular member, and projecting in at least one of the vertical directions;
Deformation suppression means for connecting the projecting plate portion and the tubular member, and suppressing the projecting plate portion from deforming in the front-rear direction;
Fastening means for removably fixing the projecting plate portion to an attachment portion provided at a longitudinal end portion of the vehicle body skeleton member between an end portion of the deformation suppressing means in the vertical direction and the cylindrical member; ,
Body end structure with   The vehicle body end portion according to claim 1 or 2, wherein the fastening means fixes the projecting plate portion to the mounting portion between both ends in the width direction perpendicular to the axis and the vertical direction of the tubular member. Construction.   The vehicle body end structure according to any one of claims 1 to 3, wherein the deformation suppressing means includes a standing wall formed in a flat plate shape and integrated with a side wall along a vertical direction of the cylindrical member.   The cylindrical member is a buffer member that is axially compressed and deformed by a load greater than or equal to a predetermined value acting in the axial direction. The vehicle body end structure according to claim 4. The cylindrical member has a first member in which a cross-sectional shape along a plane orthogonal to the axis opens to the side and a flange is formed from the opening edge along the vertical direction, and is formed in a flat plate shape. A second member that connects the flanges of the first member and closes the side opening of the first member;
The upright wall is formed by extending an end of the first member in the flange or the second member on the projecting plate portion side along the vertical direction.
The vehicle body end structure according to claim 5.   The standing wall is formed by bending an end portion in the width direction perpendicular to the axial direction and the vertical direction of the cylindrical member in the projecting plate portion, and is fixed to the side wall along the vertical direction of the cylindrical member. The vehicle body end part structure according to claim 4.   5. The apparatus according to claim 4, further comprising an auxiliary wall that is erected from the projecting plate portion toward the cylindrical member side or the vehicle body skeleton member side and extends in the vertical direction from at least a fastening portion of the fastening means to the cylindrical member. The vehicle body end structure according to claim 7.   The vehicle body end structure according to any one of claims 1 to 8, wherein the projecting plate portion, the deformation suppressing unit, and the fastening unit are provided on both sides in the vertical direction with respect to the cylindrical member.

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