JP2021104790A - Vehicle body structure of vehicle - Google Patents

Abstract

To provide a vehicle body structure of a vehicle which can surely transmit a collision load to an impact absorption member even when a difference is produced in a vertical length from each performance request of a bumper reinforcement and an impact absorption member.SOLUTION: A vertical length L1 of a joint part 51 to an impact absorption member 30 of a bumper reinforcement 50 is formed so as to be shorter than a vertical length L2 of a joint part 32 to the bumper reinforcement 50 of the impact absorption member 30 (L1<L2), and a load transmission member 40 having upper and lower pressing parts 41 and 42 which have substantially triangular frame shapes in a vehicle side view and have one side parts 41b and 42b on the joint part side overlapping at least upper and lower ends at a tip of the impact absorption member 30 are provided on both of upper and lower parts on the joint part 51 side to the impact absorption member 30 of the bumper reinforcement 50.SELECTED DRAWING: Figure 6

Description

The present invention relates to a vehicle body structure provided with a shock absorbing member that supports a bumper reinforcement.

Generally, a vehicle body structure configured to absorb a collision load by providing a crash box as a shock absorbing member for supporting the bumper reinforcement and deforming the crash box when a collision load is input is known. There is.

In such a vehicle body structure, the above-mentioned crash box is configured to have a sequential destruction function (see Japanese Patent Application Laid-Open No. 2017-2998), and the above-mentioned is made of an extruded material whose shape cannot be freely changed in the vehicle width direction. When the bumper reinforcement is configured, considering the shape of the crash box and the bumper reinforcement from the functional aspect, the vertical length of the bumper reinforcement base end with respect to the tip of the crash box is It may be smaller.
In this case, when the collision load was input, the load could not be properly transmitted to the tip of the crash box, and the desired energy absorption could not be performed.

By the way, Patent Document 1 discloses a vehicle body structure of a vehicle provided with a crash box that supports bumper reinforcement. In the conventional structure disclosed in Patent Document 1, when the vertical length of the base end of the bumper reinforcement is small with respect to the tip of the crash box, the same problem as described above occurs.

JP-A-2019-104333

Therefore, according to the present invention, the collision load can be reliably transmitted to the shock absorbing member even when there is a difference in the vertical length thereof due to the performance requirements of the bumper reinforcement and the shock absorbing member. The purpose is to provide a vehicle body structure that can be used.

The vehicle body structure of the vehicle according to the present invention is a vehicle body structure provided with a shock absorbing member that supports the bumper reinforcement, and the vertical length of the joint portion of the bumper reinforcement with respect to the shock absorbing member is determined. The shock absorbing member is formed to be smaller than the vertical length of the joint portion of the bumper reinforcement with respect to the bumper reinforcement, and the upper and lower portions of the bumper reinforcement on the joint portion side with the shock absorbing member are viewed from the side of the vehicle. A load transmitting member is provided which has a substantially triangular shape and has upper and lower pressing portions whose one side portion on the joint portion side overlaps at least the upper and lower end portions of the tip of the shock absorbing member.

The above-mentioned substantially triangular shape may have a substantially triangular frame shape (hollow shape) or a solid structure.
According to the above configuration, even if there is a difference in the vertical lengths of the bumper reinforcement and the shock absorbing member due to the performance requirements of the bumper reinforcement and the shock absorbing member, the collision load is still applied to the upper and lower pressing portions from the bumper reinforcement. It is reliably transmitted to the shock absorbing member via the load transmitting member having the above. As a result, the desired energy absorption can be performed.
Moreover, since each of the upper and lower pressing portions has a substantially triangular shape, that is, a truss structure, the collision load can be transmitted to the shock absorbing member more reliably.

In one embodiment of the present invention, an upper inclined surface portion that inclines downward toward the base end side of the bumper reinforcement is formed on the upper portion of the bumper reinforcement on the joint side with the shock absorbing member. A lower inclined surface portion of the bumper reinforcement that inclines upward toward the base end side of the bumper reinforcement is formed at the lower portion of the bumper reinforcement on the joint side with the shock absorbing member. The bottom portion of each of the upper and lower pressing portions is formed along each of the inclined surface portions.

According to the above configuration, by having the upper and lower inclined surface portions, while satisfying the performance requirements of the bumper reinforcement, when the collision load is input, the collision load is transferred from the bumper reinforcement via the load transmission member to the shock absorbing member. Can be reliably transmitted to.

In one embodiment of the present invention, the load transmitting member includes a connecting portion that connects the upper and lower pressing portions in the vertical direction.
According to the above configuration, it is possible to improve the transmission performance of the collision load to the shock absorbing member.

In one embodiment of the present invention, the bumper reinforcement is made of extruded aluminum.
According to the above configuration, there are the following effects.

That is, the bumper reinforcement made of extruded aluminum is lighter than the one made of steel, and the bumper reinforcement (lightweight member) is arranged at a position away from the center of the vehicle, so that the yaw moment of inertia (vehicle). It is possible to reduce the moment of inertia of the entire vehicle around the vertical axis passing through the center of gravity of the vehicle.

In one embodiment of the present invention, the load transmitting member is made of extruded aluminum.
According to the above configuration, there are the following effects.

That is, the load transmitting member made of extruded aluminum is lighter than the one made of steel, and the load transmitting member (lightweight member) is arranged at a position away from the center of the vehicle, so that the yaw moment of inertia can be reduced. Can be planned.

Here, the above-mentioned aluminum extruded material is produced by extruding a plastic-state aluminum or aluminum alloy material through a die to form a long product having a cross-sectional shape of a die hole.

According to the present invention, it is possible to reliably transmit the collision load to the shock absorbing member even if there is a difference in the vertical length thereof due to the performance requirements of the bumper reinforcement and the shock absorbing member. There is an effect that can be done.

Perspective view showing the body structure of the vehicle of the present invention Perspective view showing the rear luggage compartment structure Enlarged perspective view of the main part of FIG. A perspective view showing the vehicle body structure as viewed from above the left side of the vehicle. Left side view of FIG. Sectional drawing which shows the related structure of the bumper reinforcement, the crash box, and the load transmission member of Example 1. Sectional drawing which shows the related structure of the bumper reinforcement, the crash box, and the load transmission member of Example 2. Sectional drawing which shows the related structure of the bumper reinforcement, the crash box, and the load transmission member of Example 3.

The purpose of the bumper reinforcement is to reliably transmit the collision load to the shock absorbing member even if there is a difference in the vertical length due to the performance requirements of the bumper reinforcement and the shock absorbing member. The vertical length of the joint portion of the bumper reinforcement with respect to the shock absorbing member is the vertical length of the joint portion of the bumper reinforcement with respect to the bumper reinforcement. It is formed to be smaller than the vertical length of the bumper reinforcement, and both the upper and lower parts of the bumper reinforcement on the joint side with the shock absorbing member have a substantially triangular frame shape in the side view of the vehicle and the joint side. This was realized by providing a load transmission member having upper and lower pressing portions whose one side overlaps with at least the upper and lower ends of the tip of the shock absorbing member.

An embodiment of the present invention will be described in detail below with reference to the drawings.
The drawings show the body structure of the vehicle, FIG. 1 is a perspective view showing the body structure of the vehicle, FIG. 2 is a perspective view showing the rear luggage compartment structure, FIG. 3 is an enlarged perspective view of a main part of FIG. 1, and FIG. 4 is a vehicle. A perspective view showing the vehicle body structure of the vehicle as viewed from above the left side of the vehicle, FIG. 5 is a left side view of FIG. 4, and FIG. 6 is a cross section showing the related structures of the bumper reinforcement, the crash box, and the load transmitting member of the first embodiment. It is a figure.
In the figure, the arrow F indicates the front of the vehicle, the arrow R indicates the rear of the vehicle, and the arrow UP indicates the upper part of the vehicle.

Further, in the following embodiment, since the case where the vehicle body structure of the vehicle is adopted for the rear body structure will be described, the front side of the vehicle indicated by the arrow F is the base end side, and the rear side of the vehicle indicated by the arrow R is the front end side.
As shown in FIG. 2, in the rear part of the vehicle body, the closed cross-section member 1 extending in the vehicle width direction, the panel member 2 located outside and behind the vehicle width direction of the closed cross-section member 1, and the rear part of the closed cross-section member 1. In addition, the luggage compartment floor 4 is formed by a plurality of members including the rear floor 3 located inside the panel member 2 in the vehicle width direction.

A luggage compartment recess 5 is integrally recessed in the rear portion of the luggage compartment floor 4 described above.
The luggage compartment recess 5 includes a front wall 6, left and right side walls 7, 7, a rear wall 8, and a lower wall (that is, a bottom wall). The floor side panel 9 extending outward in the vehicle width direction from the upper end portion is integrally or integrally formed.

As shown in FIG. 2, a pair of left and right rear side panels 10 and 10 are provided to cover the side portions of the luggage compartment floor 4 and the floor side panel 9, that is, the luggage compartment side portion. The rear side panel 10 is formed of an aluminum plate or an aluminum alloy plate.

As shown in FIG. 1, the upper portion of the luggage compartment is covered with a resin luggage compartment component main body 20. By making the luggage compartment component main body 20 made of resin, the weight of the vehicle is reduced.
The luggage compartment component body 20 described above includes a rear header 21 extending in the vehicle width direction at the upper portion, and a pair of left and right rear pillars 22 and 22 extending rearward and downward from the vehicle width direction end portion of the rear header 21 at the side portion. It is provided with a rear end outer panel 23 that connects the lower ends of a pair of left and right rear pillars 22, 22 in the vehicle width direction.

The above-mentioned rear header 21, a pair of left and right rear pillars 22, 22 and a rear end outer panel 23 are connected in a square frame shape in a vehicle plan view, and an opening for arranging rear window glass is inside the square frame portion. 24 is formed.
A rear window glass (not shown) is attached to the above-mentioned opening 24 so as to open and close with its upper end as a pivotal support.

As shown in FIG. 1, the rear end outer panel 23 of the luggage compartment component main body 20 covers the rear portion of the luggage compartment via a rear end drain force 28 and a rear end inner panel (not shown).
As shown in FIG. 1, the rear header 21 of the luggage compartment component main body 20 is curved so as to be located downward on both sides in the vehicle width direction in relation to the vehicle design.

Further, the pair of left and right rear pillars 22 and 22 of the luggage compartment component main body 20 are inclined in a front high rear low shape so that the front portion is high and the rear portion is low, and the latter half of the rear pillars 22 and 22 extending in the vehicle front-rear direction. A wide portion 22a, 22a is integrally formed with respect to the first half portion of the portion.
A plurality of bead portions 22b extending in the vehicle width direction are recessed in the wide portion 22a so as to be separated from each other in the vehicle front-rear direction, and are configured to improve the rigidity of the wide portion 22a. ..

As shown in FIG. 1, on both the left and right sides of the rear end outer panel 23 and the rear end drain force 28 in the vehicle width direction, rear combination lamps are arranged so as to be continuous in the vehicle width direction at both 23 and 28. Recesses 25, 25 are formed.

Further, as shown in FIG. 1, both of the rear end outer panel 23 and the rear end drain force 28 are located on both the left and right sides in the vehicle width direction and overlap with the inner side of the recess 25 in the vehicle width direction. Left and right recesses 26 and 27 are formed so as to be continuous in the vertical direction at 23 and 28.

A square pipe-shaped strut (not shown) made of extruded aluminum is erected and fixed to the front portion of the rear end drain force 28 in the recess 26 on the left side of the vehicle, and the tow hitch attachment member 29 is attached to this strut. It is installed.

A rear side frame (not shown) extending outward in the vehicle width direction on the pair of left and right side walls 7 and 7 of the luggage compartment recess 5 shown in FIG. 2 is provided. Then, at the rear end of the rear side frame, a bumper extending in the vehicle width direction via a crash box 30 as a shock absorbing member integrally formed with a mounting flange portion 31 and a load transmitting member 40 made of an extruded aluminum material. Reinforcement 50 is attached. The above-mentioned crash box 30 is a collision load absorbing member that supports the bumper reinforcement 50, and the crash box 30 can be made of fiber reinforced plastic or metal.

As shown in FIGS. 1 to 4, the bumper reinforcement 50 described above connects the tip portions of the pair of left and right crash boxes 30 and 30 in the vehicle width direction. The bumper reinforcement 50 is formed into a curved shape by bending the aluminum extruded product after extruding the aluminum extruded product.

As shown in FIGS. 5 and 6, the above-mentioned bumper reinforcement 50 includes a base end wall 51, a tip wall 52, an upper wall 53, a lower wall 54, and the bumper reinforcement 50 in the vertical direction. In the middle, a horizontal stile 55 that connects the base end wall 51 and the tip end wall 52 in the front-rear direction of the vehicle is integrally formed of an extruded aluminum material.

The base end wall 51 and the tip facing the tip 32 of the crash box 30 via the load transmission member 40 between the upper wall 53 and the horizontal sill 55, and between the horizontal stile 55 and the lower wall 54. The wall 52 is formed with elongated holes 56 and 56, which are long in the vehicle width direction, as holes for work, respectively.

Further, as shown in FIGS. 5 and 6, the bumper reinforcement 50 is located at the upper portion of the bumper reinforcement 50 on the joint side with the crash box 30, that is, at a position closer to the crash box 30 on the upper wall 53. An upper inclined surface portion 57 that inclines downward toward the base end side of the above is formed.

Similarly, as shown in FIGS. 5 and 6, the bumper reinforcement is located at the lower portion of the bumper reinforcement 50 on the joint side with the crash box 30, that is, at a position closer to the crash box 30 on the lower wall 54. A lower inclined surface portion 58 that inclines upward toward the base end side of the 50 is formed.

As shown in FIG. 6, the joint portion of the bumper reinforcement 50 to the tip portion 32 of the crash box 30, that is, the vertical length L1 of the base end wall 51 is the joint portion of the crash box 30 to the bumper reinforcement 50. That is, it is formed to be smaller than the vertical length L2 of the tip portion 32, and is configured so that the relational expression of L1 <L2 is established.

Since the vertical length L1 of the base end wall 51 of the bumper reinforcement 50 described above is smaller than the vertical length L2 of the tip portion 32 of the crash box 30, the collision load is reliably transmitted to the crash box 30. Is provided with a load transmission member 40.

As shown in FIGS. 5 and 6, the load transmitting member 40 is interposed between the upper and lower pressing portions 41 and 42, the base end wall 51 of the bumper reinforcement 50, and the tip portion 32 of the crash box 30. It is provided with a connecting portion 43 that integrally connects the upper and lower pressing portions 41 and 42 in the vertical direction.

As shown in FIGS. 5 and 6, the above-mentioned pressing portions 41 and 42 are provided on both the upper and lower portions of the crash box 30 of the bumper reinforcement 50 on the joint portion side with the tip portion 32, and are provided on the side surface of the vehicle. As an example of a substantially triangular shape visually, it is formed in a substantially triangular frame shape.

As shown in FIGS. 5 and 6, the upper pressing portion 41 includes a bottom portion 41a, one side portion 41b, and another side portion 41c, and is located on the joint portion side (tip portion 32 side of the crash box 30). The one side portion 41b overlaps at least the upper end portion of the tip end portion 32 of the crash box 30.
The bottom side portion 41a is formed along the upper inclined surface portion 57 of the bumper reinforcement 50, and the lower surface of the bottom side portion 41a is in contact with the upper surface of the upper inclined surface portion 57.

Further, a projecting piece 41d is integrally formed from the apex where the above-mentioned bottom side portion 41a and the other side portion 41c intersect toward the tip wall 52 direction of the bumper reinforcement 50, and the projecting piece 41d is integrally formed in the vehicle width direction of the projecting piece 41d. Approximately the entire width of the bumper reinforcement 50 is joined to the upper wall 53 of the bumper reinforcement 50 by MIG welding means.
As is well known, MIG welding is a type of inert gas arc welding method, in which inert gas such as inert argon or helium is used as a shield gas, and a wire-shaped consumable electrode is used for welding.

As shown in FIGS. 5 and 6, the lower pressing portion 42 includes a bottom portion 42a, one side portion 42b, and another side portion 42c, and is located on the joint portion side (the tip end portion 32 side of the crash box 30). The one side portion 42b located overlaps at least the lower end portion of the tip end portion 32 of the crash box 30.
The bottom side portion 42a is formed along the lower inclined surface portion 58 of the bumper reinforcement 50, and the upper surface of the bottom side portion 42a is in contact with the lower surface of the lower inclined surface portion 58.

Further, a projecting piece 42d is integrally formed from the apex where the above-mentioned bottom side portion 42a and the other side portion 42c intersect toward the tip wall 52 direction of the bumper reinforcement 50, and the projecting piece 42d is integrally formed in the vehicle width direction of the projecting piece 42d. The substantially entire width of the bumper reinforcement 50 is joined to the lower wall 54 of the bumper reinforcement 50 by MIG welding means.
Further, in this embodiment, one side portion 41b of the upper pressing portion 41, the connecting portion 43, and the one side portion 42b of the lower pressing portion 42 are configured to be linear in the vertical direction.

Here, as shown in FIG. 6, bolt insertion holes 44, 44 are formed in the connecting portion 43 of the above-mentioned load transmission member 40 at positions corresponding to the elongated holes 56 of the bumper reinforcement 50. Further, bolt insertion holes 33, 33 are also formed at the tip 32 of the crash box 30 at positions facing the bolt insertion holes 44, 44.

Then, a nut welded to the nut plate in advance is arranged on the inner surface of the tip portion 32 of the crash box 30, and the bolt inserted from the outside of the vehicle through the elongated holes 56 and 56 and the bolt insertion holes 44 and 33 is inserted into the nut. The load transmission member 40 and the bumper reinforcement 50 are fastened and fixed to the tip of the crash box 30 by being screwed into.

As shown in FIGS. 4 and 5, the above-mentioned crash box 30 is formed in a symmetrical polygonal cylinder shape, and the above-mentioned mounting flange portion 31 is integrally formed at the base end portion thereof. There is.
As shown in FIG. 3, the mounting flange portion 31 is formed in a square shape in this embodiment, and mounting holes 34 for mounting the crash box 30 on the vehicle body are formed in the four corners of the mounting flange portion 31. Is formed as an opening.

As described above, the vehicle body structure of the vehicle of the first embodiment shown in FIGS. 1 to 6 is the vehicle body structure of the vehicle provided with the crash box 30 that supports the bumper reinforcement 50, and the bumper reinforcement 50 is described above. The vertical length L1 of the joint portion (see the base end wall 51) to the crash box 30 is from the vertical length L2 of the joint portion (see the tip portion 32) to the bumper reinforcement 50 of the crash box 30. Also small (L1 <L2), both the upper and lower parts of the bumper reinforcement 50 on the joint side with the crash box 30 have a substantially triangular frame shape in the side view of the vehicle, and the joints thereof. A load transmitting member 40 having upper and lower pressing portions 41 and 42 whose one side portions 41b and 42b overlap with at least the upper and lower ends of the tip of the crash box 30 is provided (see FIGS. 5 and 6). ..

According to this configuration, even if there is a difference in the vertical lengths L1 and L2 from the performance requirements of the bumper reinforcement 50 and the crash box 30, the collision load is from the bumper reinforcement 50. It is reliably transmitted to the crash box 30 via the load transmission member 40 having the upper and lower pressing portions 41 and 42. As a result, the desired energy absorption can be performed.
Moreover, since the upper and lower pressing portions 41 and 42 have a substantially triangular frame shape (in this Example 1, the frame shape of an isosceles triangle), that is, a truss structure, the collision load is transmitted to the crash box 30 more reliably. can do.

Further, in one embodiment of the present invention, the upper portion of the bumper reinforcement 50 on the joint side with the crash box 30 is an upper portion that inclines downward toward the proximal end side of the bumper reinforcement 50. An inclined surface portion 57 is formed, and a lower inclined surface portion 58 that inclines upward toward the proximal end side of the bumper reinforcement 50 is formed at the lower portion of the bumper reinforcement 50 on the joint side with the crash box 30. The bottom portions 41a and 42a of the upper and lower pressing portions 41 and 42 of the load transmitting member 40 are formed along the inclined surface portions 57 and 58 (see FIGS. 5 and 6).

According to this configuration, by having the upper and lower inclined surface portions 57 and 58, the performance requirement of the bumper reinforcement 50 is satisfied, and when the collision load is input, the collision load is transmitted from the bumper reinforcement 50 to the load transmission member 40. Can be reliably transmitted to the crash box 30 via.
Further, in one embodiment of the present invention, the load transmitting member 40 includes a connecting portion 43 that connects the upper and lower pressing portions 41 and 42 in the vertical direction (see FIGS. 5 and 6).

According to this configuration, it is possible to improve the transmission performance of the collision load to the crash box 30.
Furthermore, in one embodiment of the present invention, the bumper reinforcement 50 is made of extruded aluminum (see FIG. 6).

According to this configuration, there are the following effects.
That is, the bumper reinforcement 50 made of extruded aluminum is lighter than the one made of steel, and the bumper reinforcement 50 (lightweight member) is arranged at a position away from the center of the vehicle, so that the yaw moment of inertia (The moment of inertia of the entire vehicle around the vertical axis passing through the center of gravity of the vehicle) can be reduced.
In addition, in one embodiment of the present invention, the load transmitting member 40 is made of extruded aluminum (see FIG. 6).

According to this configuration, there are the following effects.
That is, the load transmitting member 40 made of extruded aluminum is lighter than the one made of steel, and the load transmitting member 40 (lightweight member) is arranged at a position away from the center of the vehicle. It can be reduced.

FIG. 7 is a cross-sectional view showing a related structure of the bumper reinforcement, the crash box, and the load transmitting member of the second embodiment.
In the second embodiment shown in FIG. 7, the bumper reinforcement 50 does not have the upper and lower inclined surface portions 57 and 58, and the length of the base end wall 51 and the tip end wall 52 of the bumper reinforcement 50 in the vertical direction is long. Are formed equally.

Further, the load transmitting member 40 has a right-angled triangular frame shape including a right-angled triangular frame-shaped upper pressing portion 41 composed of a bottom portion 41a, an opposite side portion 41e and an oblique side portion 41f, and a bottom portion 42a, an opposite side portion 42e and an oblique side portion 42f. It is provided with a lower pressing portion 42.
Further, the opposite side portion 41e, the connecting portion 43, and the opposite side portion 42e are integrally connected in a straight line in the vertical direction.

Also in the second embodiment, the vertical length L3 of the joint portion of the bumper reinforcement 50 with respect to the crash box 30 is smaller than the vertical length L4 of the joint portion of the bumper reinforcement 50 with respect to the bumper reinforcement 50. It is formed (L3 <L4).

As described above, the vehicle body structure of the vehicle of the second embodiment shown in FIG. 7 is the vehicle body structure of the vehicle provided with the crash box 30 that supports the bumper reinforcement 50, and the crash of the bumper reinforcement 50. The vertical length L3 of the joint portion (see the base end wall 51) with respect to the box 30 is formed to be smaller than the vertical length L4 of the joint portion (see the tip portion 32) of the crash box 30 with respect to the bumper reinforcement 50. (L3 <L4), the upper and lower parts of the bumper reinforcement 50 on the joint side with the crash box 30 have a substantially triangular frame shape in the side view of the vehicle, and one side of the joint side. A load transmission member 40 having upper and lower pressing portions 41 and 42 whose portions (see opposite side portions 41e and 42e) overlap with at least the upper and lower ends of the tip of the crash box 30 is provided (see FIG. 7).

According to this configuration, even if there is a difference in the vertical lengths L3 and L4 from the performance requirements of the bumper reinforcement 50 and the crash box 30, the collision load is from the bumper reinforcement 50. It is reliably transmitted to the crash box 30 via the load transmission member 40 having the upper and lower pressing portions 41 and 42. As a result, the desired energy absorption can be performed.

Moreover, since the upper and lower pressing portions 41 and 42 have a substantially triangular frame shape (in the second embodiment, a right triangle frame shape), that is, a truss structure, the collision load is transmitted to the crash box 30 more reliably. be able to.

In Example 2 shown in FIG. 7, other configurations, actions, and effects are almost the same as those in Example 1 shown in FIG. 6. Therefore, the same parts as those in FIG. 6 in FIG. 7 have the same reference numerals. , And the detailed description thereof will be omitted.

FIG. 8 is a cross-sectional view showing a related structure of the bumper reinforcement, the crash box, and the load transmitting member of the third embodiment.
In the third embodiment shown in FIG. 8, the upper portion of the upper wall 53 and the lower wall 54 of the bumper reinforcement 50 is inclined downward and upward toward the proximal end side of the bumper reinforcement 50 at the intermediate portion in the front-rear direction. An inclined surface portion 57 and a lower inclined surface portion 58 are formed.

The bottom side portion 41a of the upper pressing portion 41 of the load transmitting member 40 is formed in a shape along the upper wall 53 and the upper inclined surface portion 57. Similarly, the bottom side portion 42a of the lower pressing portion 42 is also formed in a shape along the lower wall 54 and the lower inclined surface portion 58.

Further, also in the third embodiment, the vertical length L5 of the joint portion (see the base end wall 51) of the bumper reinforcement 50 to the crash box 30 is the joint portion (tip) of the crash box 30 to the bumper reinforcement 50. It is formed to be smaller than the vertical length L6 (see part 32) (L5 <L6).
Further, the upper one side portion 41b, the connecting portion 43, and the lower one side portion 42b are integrally connected in a straight line in the vertical direction.

As described above, the vehicle body structure of the vehicle of the third embodiment shown in FIG. 8 is the vehicle body structure of the vehicle provided with the crash box 30 that supports the bumper reinforcement 50, and the crash of the bumper reinforcement 50. The vertical length L5 of the joint portion (see the base end wall 51) with respect to the box 30 is formed to be smaller than the vertical length L6 of the joint portion (see the tip portion 32) of the crash box 30 with respect to the bumper reinforcement 50. (L5 <L6), the upper and lower parts of the bumper reinforcement 50 on the joint side with the crash box 30 have a substantially triangular frame shape in the side view of the vehicle, and one side of the joint side. A load transmission member 40 having upper and lower pressing portions 41 and 42 whose portions 41b and 42b overlap with at least the upper and lower ends of the tip of the crash box 30 is provided (see FIG. 8).

According to this configuration, even if there is a difference in the vertical lengths L5 and L6 from the performance requirements of the bumper reinforcement 50 and the crash box 30, the collision load is from the bumper reinforcement 50. It is reliably transmitted to the crash box 30 via the load transmission member 40 having the upper and lower pressing portions 41 and 42. As a result, the desired energy absorption can be performed.
Moreover, since the upper and lower pressing portions 41 and 42 have a substantially triangular frame shape, that is, a truss structure, the collision load can be transmitted to the crash box 30 more reliably.

In Example 3 shown in FIG. 8, other configurations, actions, and effects are almost the same as those in Example 1 shown in FIG. 6. Therefore, the same parts as those in FIG. 6 in FIG. 8 have the same reference numerals. , And the detailed description thereof will be omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The joint portion of the bumper reinforcement of the present invention to the shock absorbing member (crash box 30) corresponds to the base end wall 51 of the embodiment.
Similarly below
The joint of the shock absorbing member (crash box 30) to the bumper reinforcement corresponds to the tip 32,
One side corresponds to one side 41b, 42b and the opposite side 41e, 42e,
The present invention is not limited to the configurations of the above-described examples.

For example, in the above embodiment, the case where the vehicle body structure of the vehicle is applied to the rear body structure has been illustrated, but the present invention can also be applied to the front body structure, and in this case, the vehicle indicated by the arrow F. The front side is the tip side, and the rear side of the vehicle indicated by the arrow R is the base end side.

As described above, the present invention is useful for the vehicle body structure of a vehicle provided with a shock absorbing member that supports the bumper reinforcement.

30 ... Crash box (shock absorbing member)
32 ... Tip (joint of crash box to bumper reinforcement)
40 ... Load transmitting members 41, 42 ... Pressing portions 41a, 42a ... Bottom portions 41b, 42b ... One side portions 41e, 42e ... Opposite side portions (one side portion)
43 ... Connecting part 50 ... Bumper reinforcement 51 ... Base end wall (joint of bumper reinforcement to crash box)
57 ... Upper inclined surface portion 58 ... Lower inclined surface portion

Claims (5)

It is the body structure of a vehicle equipped with a shock absorbing member that supports the bumper reinforcement.
The vertical length of the joint portion of the bumper reinforcement with respect to the shock absorbing member is formed to be smaller than the vertical length of the joint portion of the shock absorbing member with respect to the bumper reinforcement.
The upper and lower parts of the bumper reinforcement on the joint side with the shock absorbing member have a substantially triangular shape when viewed from the side of the vehicle, and one side of the joint side is at least the upper and lower ends of the tip of the shock absorbing member. The vehicle body structure provided with a load transmitting member having upper and lower pressing portions that overlap the portions. An upper inclined surface portion that inclines downward toward the base end side of the bumper reinforcement is formed on the upper portion of the bumper reinforcement on the joint side with the shock absorbing member.
At the lower portion of the bumper reinforcement on the joint side with the shock absorbing member, a lower inclined surface portion that inclines upward toward the base end side of the bumper reinforcement is formed.
The vehicle body structure according to claim 1, wherein the bottom portions of the upper and lower pressing portions of the load transmitting member are formed along the inclined surface portions. The vehicle body structure according to claim 1 or 2, wherein the load transmitting member includes a connecting portion that connects the upper and lower pressing portions in the vertical direction. The vehicle body structure according to any one of claims 1 to 3, wherein the bumper reinforcement is made of extruded aluminum. The vehicle body structure according to any one of claims 1 to 4, wherein the load transmitting member is made of an extruded aluminum material.

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