JP5212014B2 - Vehicle end structure - Google Patents

Description

  The present invention relates to a vehicle end structure including a collision energy absorbing means for absorbing a shock at the time of a collision at a vehicle longitudinal direction end of a cabin.

In some cases, a vehicle is provided with a collision energy absorbing unit called a crash box between a cabin and a bumper reinforcement in order to absorb an impact at the time of a collision (see, for example, Patent Document 1). The crash box is configured to absorb collision energy by compressing and deforming in the axial direction.
Japanese Patent Laying-Open No. 2005-271858.

  By the way, especially when the crash box is long in the longitudinal direction of the vehicle (that is, the crash stroke is long), the crash box may be deformed in an unexpected direction, that is, the deformation mode may be greatly changed. Absorption performance may be affected.

  However, the prior art described in Patent Document 1 aims to prevent stress from being concentrated on the crash box at the time of offset collision against the load from the bumper reinforcement at the time of collision. There was no technical idea to positively control the deformation mode even with respect to the movement of the bumper reinforcement with time, and there was no configuration to positively control the deformation mode.

  In consideration of the above facts, an object of the present invention is to provide a vehicle end structure that can stabilize the behavior of a collision energy absorbing means at the time of a collision and can reliably obtain high shock absorption performance.

The invention according to claim 1 is a bumper reinforcement that is provided on the front-rear direction end side of the vehicle body having a cabin, is formed in a non-linear shape in the vehicle width direction, and is deformed so as to extend in the vehicle width direction at the time of a collision, the bumper cabin side of the reinforcement provided so as to extend in the longitudinal direction of the vehicle, the bumper when the reinforcement is subjected to a load in the direction toward the cabin side, the bumper phosphorus before being compressed in the longitudinal direction of the vehicle is plastically deformed A pair of left and right collision energy absorbing means as shaft members that are elastically deformed in a direction in which the distance on the force side is wider than the distance on the cabin side, and the length in the vehicle longitudinal direction is longer than the length in the vehicle width direction ; And a fastening portion with the cabin side on the cabin side of the collision energy absorbing means is overlapped in the vehicle width direction at the upper and lower parts of the collision energy absorbing means. Together provided, the fastening portion in the vehicle width direction inner side than the fastening portion in the vehicle width direction outer side is set to a position away from the cabin, of the bumper reinforcement side of the collision energy absorbing means The distance from the end portion to the fastening portion on the outer side in the vehicle width direction is set longer than the distance from the end portion on the bumper reinforcement side of the collision energy absorbing means to the fastening portion on the inner side in the vehicle width direction.

Next, the operation of the vehicle end structure according to claim 1 will be described.
According to the vehicle end structure of the first aspect, when a collision load is input to the bumper reinforcement during a collision, the collision load is transmitted to the vehicle body cabin via the bumper reinforcement and the collision energy absorbing means. Is done.

  In the initial stage of the collision when the bumper reinforcement receives a load in the direction toward the cabin, first, the bumper reinforcement formed in a non-linear shape is deformed so as to extend in the vehicle width direction (i.e., close to a straight shape). The pair of left and right collision energy absorbing means is elastically deformed so that the distance on the bumper reinforcement side is wider than the distance on the cabin side. That is, in the vehicle end structure according to the first aspect, the deformation mode is controlled so that the bumper reinforcement and the collision energy absorbing means are always deformed as described above.

  According to the vehicle end structure of claim 1, the deformation mode does not change even if the collision energy absorbing means becomes longer in the vehicle longitudinal direction, and the collision energy absorbing means has a long dimension in the vehicle longitudinal direction. Even if is used, the behavior of the collision energy absorbing means is stabilized at the time of collision, and high impact absorption performance can be obtained with certainty.

  For example, during a light collision with a relatively small impact, the collision energy is absorbed by the deformation of the bumper reinforcement and the elastic deformation of the collision energy absorbing means, and the collision energy absorbing means is compressed and deformed in the vehicle longitudinal direction (plastic deformation). Is suppressed. For this reason, even if it is necessary to replace the bumper reinforcement after a light collision, the collision energy absorbing means returns to its original shape, so that it is not necessary to replace the collision energy absorbing means.

  If the bumper reinforcement collides with the flat barrier in parallel during a light collision, the pair of left and right collision energy absorbing means will always be in a deformation mode that spreads outward in the vehicle width direction. Thus, even when a collision load is input only to the central portion of the bumper reinforcement in the width direction, the bumper reinforcement is in a direction that spreads outward in the vehicle width direction at the beginning of the collision, and the central portion of the bumper reinforcement in the width direction is broken. It can be avoided.

  Further, at the time of a large collision, after undergoing the deformation described in the light collision, the collision energy absorbing means compressively deforms (plastically deforms) in the vehicle front-rear direction and absorbs the collision energy at the time of the large collision. Therefore, the energy at the time of the collision can be efficiently absorbed even at the time of a large collision in which deformation due to the collision proceeds more than at the time of a light collision.

  In addition, the more specific shape of the bumper reinforcement that is formed in a non-linear shape and deforms so as to extend in the vehicle width direction at the time of a collision is preferably an arc shape in which the central portion in the vehicle width direction protrudes outward in the vehicle front-rear direction However, other shapes may be used.

  If the pair of left and right crash boxes are deformed in the direction of falling inward in the vehicle width direction at the initial stage of the collision, the bumper reinforcement breaks at the center in the vehicle width direction as the deformation progresses, and a pair of left and right crash boxes are formed. The crush box cannot be compressed and deformed in the axial direction (plastic deformation). That is, the original action of the crash box, which is to compress and deform the crash box in the axial direction and absorb the collision energy, cannot be obtained.

  On the other hand, in the vehicle end structure according to claim 1, if the bumper reinforcement is fully extended in a straight line, the bumper reinforcement side of the pair of left and right crash boxes opens too far outward in the vehicle width direction, and the pair of right and left The crash box does not fall too much, and when the deformation due to the collision proceeds, the crash box can be reliably compressed and deformed in the axial direction.

Furthermore, a plurality of fastening portions with the cabin side are provided in the vehicle width direction on the cabin side of the collision energy absorbing means, and the fastening portion on the inner side in the vehicle width direction is set at a position farther from the cabin than the fastening portion on the outer side in the vehicle width direction. Then, the collision energy input point of the collision energy absorbing means, that is, the length from the bumper reinforcement side end of the collision energy absorbing means to the fastening portion is longer on the outer side in the vehicle width direction than on the inner side in the vehicle width direction. The outer part in the vehicle width direction having a long distance from the collision energy input point to the fastening part is greatly elastically deformed before the inner part in the vehicle width direction, and the bumper reinforcement side of the pair of left and right collision energy absorbing means is in the vehicle width direction. It can be set as the deformation mode which spreads outward.

According to a second aspect of the present invention, in the vehicle end portion structure according to the first aspect , the collision energy absorbing means is formed such that the rigidity of the outer portion in the vehicle width direction is lower than the rigidity of the inner portion in the vehicle width direction. Yes.

Next, the operation of the vehicle end structure according to claim 2 will be described.
By setting the rigidity of the outer portion in the vehicle width direction of the collision energy absorbing means to be lower than the rigidity of the inner portion in the vehicle width direction, the outer portion in the vehicle width direction is greatly elastically deformed before the inner portion in the vehicle width direction, It can be set as the deformation mode in which the bumper reinforcement side of the pair of left and right collision energy absorbing means spreads outward in the vehicle width direction.

According to a third aspect of the present invention, in the vehicle end structure according to the first or second aspect , the pair of left and right collision energy absorbing means has a bumper reinforcement side spacing that is different from that of the bumper reinforcement side. It is set wider than the distance on the opposite side.

Next, the operation of the vehicle end structure according to claim 3 will be described.
By setting the distance between the bumper reinforcement side of the pair of left and right collision energy absorbing means wider in advance than the distance opposite to the bumper reinforcement side, the bumper reinforcement side of the pair of left and right collision energy absorbing means A deformation mode that spreads outward in the width direction can be set.

According to a fourth aspect of the present invention, in the vehicle end portion structure according to any one of the first to third aspects, the bumper reinforcement and the collision energy absorbing means are such that the collision energy absorbing means is plastic. It is connected via a connecting member that deforms before it is deformed and absorbs collision energy.

Next, the operation of the vehicle end structure according to claim 4 will be described.
In the vehicle end structure according to claim 4 , when a collision load is input to the bumper reinforcement at the time of a collision, the collision load is passed through the bumper reinforcement, the connecting member, and the collision energy absorbing means in order. To the side.

Here, at the time of a collision, the connecting member is deformed before the collision energy absorbing means is plastically deformed to absorb the collision energy.
Therefore, at the time of a light collision, the collision energy absorbing means can deform the connecting member without plastic deformation to absorb the impact, and after the light collision, the connecting member needs to be replaced, but the collision energy absorbing means is replaced. It is possible to do without.

  Further, in the event of a large collision, even when the bumper reinforcement is fully extended outward in the vehicle width direction, the connecting member is deformed so that the bumper reinforcement side of the pair of left and right collision energy absorbing means is in the vehicle width direction. You can control the deformation mode so that it does not open too far.

  As described above, according to the vehicle end structure of the present invention, the behavior of the collision energy absorbing means at the time of collision is stabilized, and high shock absorption performance can be obtained with certainty.

[First Embodiment]
Hereinafter, a first embodiment of a vehicle end structure according to the present invention will be described with reference to FIGS. In the figure, the arrow FR direction is the front of the vehicle, the arrow RE direction is the rear of the vehicle, the arrow L direction is the left direction of the vehicle, the arrow R direction is the right direction of the vehicle, the arrow UP direction is the upper direction of the vehicle, and the arrow DN direction is the lower side of the vehicle. ing.

  As shown in FIG. 1, the vehicle body 10 includes a cabin 14 constituting a cabin 12, a pair of left and right front side members 16 provided on the vehicle front side of the cabin 14, and a left and right 1 provided on the vehicle rear side of the cabin 14. A pair of rear side members 18 are provided.

  As shown in FIGS. 2 and 3, a crash box mounting bracket 22 for mounting the crash box 20 is fixed to the vehicle rear side end portion of the rear side member 18.

The crash box mounting bracket 22 is provided integrally with the insertion portion 22A inserted into the hollow portion of the rear side member 18, the flange portion 22B integrally provided at one end of the insertion portion 22A, and the flange portion 22B. The bolt receiving part 22C inserted in the hollow part of the crash box 20 formed in the rectangular hollow shape is provided.
The crash box 20 is fixed to the inserted bolt receiving portion 22C by a bolt (not shown) or the like.

In the bolt receiving portion 22C, an outer screw hole 24 is formed in the vertical direction on the outer side in the vehicle width direction, and an inner screw hole 26 is formed in the vertical direction on the inner side in the vehicle width direction.
On the other hand, bolt holes 28 are formed in the crash box 20 at positions facing the inner screw hole 26 and the outer screw hole 24, respectively.

The inner screw hole 26 is formed at a position farther from the end of the rear side member 18 than the outer screw hole 24. Therefore, the length measured in the vehicle front-rear direction from the vehicle rear side end of the rear side member 18 to the outer screw hole (center) 24 is L _OUT , and from the vehicle rear side end of the rear side member 18 to the inner screw hole (center) 26. a length measuring in the longitudinal direction of the vehicle to when the _{L iN,} are the _L OUT _{<L iN.}
The crash box 20 of the present embodiment is formed linearly in the vehicle front-rear direction, and the end on the bumper reinforcement side is formed in parallel along the vehicle width direction.

Accordingly, the length L _B of measuring the bumper reinforcement side end of the crash box 20 in the vehicle longitudinal direction to the outer screw holes (center) 24, internal threads from the bumper reinforcement side end of the crash box 20 relatively longer than the length L _a of measuring the vehicle longitudinal direction to the hole (center) 26.

In the crash box 20, the bolt 29 passing through the bolt hole 28 from the outside of the crash box is screwed into the inner screw hole 26 and the outer screw hole 24 with the bolt receiving part 22 </ b> C of the bolt receiving part 22 </ b> C inserted. It is fixed to the receiving portion 22C.
A fastening portion by the bolt 29 is a fastening portion of the present invention.

  Although not shown, the crash box 20 is formed with a known bead on the side wall (may be on a corner (ridgeline) in some cases) in order to adjust the shock absorbing performance. Also good.

As shown in FIGS. 1 and 2, a bumper arm 30 is attached to the rear side end of the crash box 20, and a bumper reinforcement 32 is attached to the rear side of the bumper arm 30.
As shown in FIG. 2, the bumper arm 30 has a substantially trapezoidal cross-sectional shape along the horizontal direction (vehicle width direction), and two vertical walls 30 </ b> A extending along the vehicle front-rear direction inside thereof. Is overlaid.

  The bumper arm 30 is disposed on the bumper reinforcement side, and is disposed on the rear side member side with the vertical wall portion 30B disposed to be inclined with respect to the vehicle width direction along the front wall 32B of the bumper reinforcement 32. In addition to a planar joint 30C arranged in parallel to the width direction, the vertical wall 30B is further extended toward both sides in the vehicle width direction.

  The joint portion 30C of the bumper arm 30 is fixed to the vehicle rear side end portion of the crash box 20 by a bolt (not shown), and the vertical wall portion 30B of the bumper arm 30 is fixed to the front wall 32B of the bumper reinforcement 32 by a bolt (not shown). Thus, the bumper reinforcement 32 is supported by the crash box 20.

  The bumper reinforcement 32 of the present embodiment has, for example, a hollow square pipe shape with a cross-sectional shape of a square shape, and is curved so that the center in the vehicle width direction is convex toward the vehicle rear side.

  In this embodiment, the bumper arm 30, the bumper reinforcement 32, and the crash box 20 are each an extruded product made of an aluminum alloy, and the crash box mounting bracket 22 is a cast product of an aluminum alloy. The material constituting the member is not limited to an aluminum alloy, but may be another light alloy, a metal other than a light alloy such as iron, or a fiber reinforced resin such as CFRP, or a composite material composed of a plurality of types of materials. There may be. Further, the bumper arm 30, the bumper reinforcement 32, and the crash box 20 may have a cross-sectional shape other than the square shape or an open cross-sectional shape.

(Function)
Next, the operation of the vehicle end structure of this embodiment will be described.
According to the vehicle end structure of the present embodiment, when a collision load directed toward the cabin along the vehicle front-rear direction is input to the bumper reinforcement 32 at the time of a collision, the collision load is It is transmitted to the rear side member 18 through a pair of left and right crash boxes 20.

  Next, the deformation of each part at the time of collision will be described in detail. In addition, although the code | symbol 35 of FIG. 4 is a vehicle etc. as an example, it may be other than a vehicle.

  First, from the state shown in FIG. 4 (A) before the collision, as shown in FIG. 4 (B), the vehicle 35 comes into contact with the central portion in the vehicle width direction of the bumper reinforcement 32 from the rear, and follows the vehicle longitudinal direction. When the collision load is input to the bumper reinforcement 32 (so-called rear collision), the bumper reinforcement 32 having a curved shape is deformed so as to extend in the vehicle width direction (in a linear direction).

Further, the crash box 20 of the present embodiment, the bumper reinforcement side end of the crush box 20 the length L _B for measuring the vehicle longitudinal direction to the outer screw holes 24, the crash box 20 of the bumper reinforcement side since it is relatively longer than the length L _a of measuring the vehicle longitudinal direction from the end to the inner threaded bore 26, when the collision load via the bumper reinforcement 32 is input to the pair of left and right crush box 20 In the crash box 20, the outer portion in the vehicle width direction having a long distance from the collision energy input point to the fastening portion is greatly elastically deformed before the inner portion in the vehicle width direction. As a result, the pair of left and right crash boxes 20 are It becomes a deformation mode in which the bumper reinforcement side spreads outward in the vehicle width direction.

  As described above, according to the vehicle end structure of the present embodiment, the direction in which the bumper reinforcement 32 extends and the direction in which the bumper reinforcement side of the pair of left and right crash boxes 20 is displaced are matched. The pair of crash boxes 20 is in a deformation mode in which the bumper reinforcement side surely spreads during a collision.

  In the initial stage of the collision, the bumper arm 30 and the crash box 20 are not plastically deformed, and the collision load is absorbed (the collision energy is absorbed) by the deformation of the bumper reinforcement 32 and the elastic deformation of the crash box 20.

  When the deformation due to the collision further proceeds, as shown in FIG. 4C, the bumper reinforcement 32 is further deformed so as to extend in the vehicle width direction (in a direction more linear than FIG. 4B). At the same time, the bumper arm 30 is compressively deformed (plastically deformed) in the vehicle front-rear direction and the collision load is absorbed (in the state of FIG. 4C), the bumper reinforcement 32 extends substantially in the vehicle width direction. ).

  When the deformation due to the collision further progresses, as shown in FIG. 4 (D), the bumper reinforcement 32 is substantially straight in the vehicle width direction, and is attached to the bumper arm 30. Compressively deforms (plastically deforms) in the longitudinal direction of the vehicle, and the collision load is absorbed.

  When the deformation due to the collision further proceeds, as shown in FIG. 4E, the crash box 20 is finally compressed and deformed (plastically deformed) in the vehicle front-rear direction to absorb the collision load.

  In the vehicle end structure of the present embodiment, the deformation mode is controlled so that the deformation proceeds in this order, so that the energy at the time of collision can be absorbed efficiently and reliably.

  For example, during a major collision, the deformation proceeds from the state of FIG. 4B to the state of FIG. 4E, but for example, the deformation proceeds only to the state of FIG. 4B or FIG. 4C. At the time of a small collision, the crash box 20 is elastically deformed so as to open outward in the vehicle width direction, but plastic deformation is avoided. Therefore, if the bumper reinforcement 32 is removed, the crash box 20 returns to its original shape, and in the repair after the collision There is no need to replace the crash box 20.

  In the case of a small collision, depending on the degree of collision, as shown in FIG. 4B, if only the bumper reinforcement 32 is plastically deformed, the bumper reinforcement 32 is replaced, as shown in FIG. 4C. In addition, if the bumper arm 30 is also plastically deformed, the bumper arm 30 may be replaced.

  Further, according to the vehicle end portion structure of the present embodiment, for example, in the case of a light collision, even when a collision load is input only to the central portion in the width direction of the bumper reinforcement 32, a pair of left and right crash boxes at the initial stage. No. 20 is deformed so that the bumper reinforcement side spreads outward in the vehicle width direction, so that it is possible to avoid a mode in which the central portion in the width direction of the bumper reinforcement 32 is broken.

  By the way, compared with iron etc., fiber reinforced resin produces the deformation | transformation which is destroyed when a load exceeds a certain limit. The crash box is designed to absorb the collision energy by compressing and deforming in the axial direction. Therefore, when the crash box is formed of fiber reinforced resin, the collision energy is absorbed if the collision energy is input in the axial direction. be able to. However, if the crush box is bent and bent without being compressed and deformed, the collision energy cannot be absorbed.

If the vehicle end structure of the present embodiment is used, even when the crash box 20 is formed of fiber reinforced resin, the crash box 20 can be reliably compressed and deformed at the time of collision, and the collision energy can be reliably absorbed. it can.
If the crash box 20 is formed of a fiber reinforced resin such as CFRP, the weight can be reduced as compared with a case where the crash box 20 is formed of metal.

  Moreover, if the vehicle end part structure of this embodiment is used, even if the crash box 20 is formed long, the behavior at the time of collision is stabilized, and high shock absorption performance can be obtained with certainty.

[Second Embodiment]
Next, a second embodiment of the vehicle end structure of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same structure as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 5, in the vehicle end structure of the present embodiment, the axis of the crash box 20 has a pair of left and right crash boxes 20 such that the distance on the bumper reinforcement side is wider than the distance on the rear side member side. It is attached so that the direction is inclined with respect to the vehicle longitudinal direction. For this reason, when the impact load along the vehicle front-rear direction is input, a force Fa in the vehicle front-rear direction and a force Fb on the outer side in the vehicle width direction act on the bumper reinforcement side end portion of the crash box 20. Thus, the bumper reinforcement side of the pair of left and right crash boxes 20 can be deformed so as to open outward in the vehicle width direction.

  Although the crash box 20 of the present embodiment is formed in a straight line shape, the shape of the crash box 20 is a straight line if the distance between the bumper reinforcement side of the pair of left and right crash boxes 20 is wider than the distance on the rear side member side. It is not limited to the shape, and may be another shape such as an arc shape or a curved shape.

[Third Embodiment]
Next, a third embodiment of the vehicle end structure of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same structure as 1st Embodiment, and the description is abbreviate | omitted.
As shown in FIG. 6, in the vehicle end structure of the present embodiment, the pair of left and right crash boxes 20 each have a plate thickness t _{1 on the} outer side in the vehicle width direction and a plate thickness t ₂ on the inner side in the vehicle width direction. Thinly formed.

  By forming the outer portion in the vehicle width direction thinner than the inner portion in the vehicle width direction, the rigidity of the outer portion in the vehicle width direction becomes lower than the rigidity of the inner portion in the vehicle width direction. For this reason, when the impact load along the vehicle longitudinal direction is input, the outer portion in the vehicle width direction is greatly elastically deformed before the inner portion in the vehicle width direction, and the bumper reinforcement side of the pair of left and right crash boxes 20 is the vehicle. It can be deformed in the direction of opening outward in the width direction.

[Fourth Embodiment]
Next, a fourth embodiment of the vehicle end structure of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same structure as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 7, a wedge member 34 having a slope inclined in a direction away from the vehicle front-rear direction as it goes from the vehicle inner side to the outer side is attached to the end surface on the bumper reinforcement side of the crash box 20 of the present embodiment. It has been.

On the other hand, the bumper arm 30 of the present embodiment is inclined with respect to the vehicle width direction so that the crash box side joint 30C is parallel to the slope of the wedge member 34.
The bumper arm 30 having the joint portion 30C inclined with respect to the vehicle width direction and the wedge member 34 constitute the deformation control member of the present invention.

  In the present embodiment, only the slope of the wedge member 34 and the joint 30C of the bumper arm 30 are in contact with each other, and the slope and the joint 30C can be moved relative to each other. This leaves room for the bumper reinforcement side to open. In addition, a stopper 30 </ b> D is formed at the outer end of the bumper arm 30 in the vehicle width direction to limit the amount of movement of the crash box 20 to the outer side in the vehicle width direction.

  The bumper arm 30 and the crash box 20 are arranged so that the bumper arm 30, the wedge member 34, and the crash box 20 are vertically moved so that a gap on the bumper reinforcement side of the pair of left and right crash boxes 20 can be opened. They are connected to each other by a holding member 36 sandwiched between them.

  In this embodiment, since the slope of the wedge member 34 and the joint 30C of the bumper arm 30 are in contact with each other at an incline, when a collision load is input from the bumper reinforcement 32, the crash box 20 has a vehicle width on the bumper reinforcement side. The pair of left and right crash boxes 20 is deformed in a direction in which the bumper reinforcement side spreads outward in the vehicle width direction by receiving a force in a direction spreading outward in the direction. That is, the deformation can also be controlled in the configuration of the present embodiment.

[Other Embodiments]
In the third embodiment, the rigidity in the vehicle width direction outer side portion of the crush box 20 in order to lower than the rigidity in the vehicle width direction inner side portion, in the vehicle width direction inner side portion of the plate thickness t ₁ in the vehicle width direction outer side portion of it was thinner than the thickness t _2, for example, to set the thickness t ₂ of the plate thickness t ₁ and the vehicle width direction inside portion of the vehicle transverse direction outer side portion in the same, holes in the vehicle transverse direction outer side portion, a slit or the like May be formed so that the rigidity of the outer portion in the vehicle width direction is relatively lower than the rigidity of the inner portion in the vehicle width direction. Further, by increasing the number of bead portions formed on the side surface of the crash box 20 at the vehicle width direction outer side portion than at the vehicle width direction inner side portion, the rigidity of the vehicle width direction outer portion is more than the rigidity of the vehicle width direction inner portion. You may make it relatively lower.

  The crash box 20 of the above embodiment is a closed cross-sectional shape with a rectangular cross-section, but may be a polygon such as a hexagon or an octagon, or a shape other than a rectangle such as a circle or an ellipse, or a polygon. Moreover, open cross-sectional shapes, such as U-shaped cross-section and H-shape, may be sufficient.

  In the crash box 20 of the first embodiment, the axis may be inclined as in the second embodiment, and the plate thickness may be changed as in the third embodiment. The second embodiment and the third embodiment can be appropriately combined.

  Moreover, in the said embodiment, although the example which applied this invention to the vehicle rear part side was shown, of course, you may apply this invention to the vehicle front part side. In other words, the crash box 20, the bumper arm 30, and the bumper reinforcement 32 may be connected to the front side member 16.

  The crash box 20 and the bumper reinforcement 32 are preferably connected by the bumper arm 30, but the crash box 20 and the bumper reinforcement 32 may be directly connected.

It is a perspective view which shows the principal part of a vehicle body. It is a top view which shows the edge part structure by the side of a vehicle body rear part. (A) is a top view which shows the connection part of a rear side member and a crush box, (B) is sectional drawing (3A-3A sectional view of FIG. 3 (A)) of this connection part. (A)-(E) are top views which show the order of a deformation | transformation of the edge part structure by the side of a vehicle body rear part. It is a top view which shows the edge part structure by the side of the vehicle body rear part which concerns on 2nd Embodiment. (A) is a top view which shows the edge part structure by the side of the vehicle body rear part which concerns on 3rd Embodiment, (B) is sectional drawing of a crush box ((6A-6A sectional view taken on the line of 6A-6A of FIG. 6 (A))) It is. It is a top view which shows the edge part structure by the side of the vehicle body rear part which concerns on 4th Embodiment.

Explanation of symbols

10 Car body 14 Cabin 18 Rear side member 20 Crash box (collision energy absorbing means)
24 Outer screw hole (fastening part)
26 Inner screw hole (fastening part)
28 Bolt hole (fastening part)
29 bolts (fastening part)
30 Bumper arm (connection member, deformation control member)
32 Bumper reinforcement 34 Wedge member (deformation control member)

Claims (4)

A bumper reinforcement that is provided on the front-rear direction end of the vehicle body having a cabin, is formed in a non-linear shape in the vehicle width direction, and is deformed to extend in the vehicle width direction at the time of a collision;
The bumper cabin side of the reinforcement provided so as to extend in the longitudinal direction of the vehicle, the bumper when the reinforcement is subjected to a load in the direction toward the cabin side, the bumper phosphorus before being compressed in the longitudinal direction of the vehicle is plastically deformed While the force-side spacing is elastically deformed in a direction wider than the cabin-side spacing ,
A pair of left and right collision energy absorbing means as shaft members whose length in the vehicle longitudinal direction is longer than the length in the vehicle width direction ;
Have
On the cabin side of the collision energy absorbing means, a plurality of fastening portions with the cabin side are provided in the vehicle width direction in the upper and lower parts of the collision energy absorbing means ,
The fastening portion on the inner side in the vehicle width direction is set at a position farther from the cabin than the fastening portion on the outer side in the vehicle width direction, and extends from the end on the bumper reinforcement side of the collision energy absorbing means in the vehicle width direction. A vehicle end structure in which the distance to the outer fastening portion is set to be longer than the distance from the bumper reinforcement side end of the collision energy absorbing means to the fastening portion on the inner side in the vehicle width direction . 2. The vehicle end structure according to claim 1, wherein the collision energy absorbing means is formed such that rigidity of an outer portion in the vehicle width direction is lower than rigidity of an inner portion in the vehicle width direction. 3. The vehicle end portion according to claim 1, wherein the pair of left and right collision energy absorbing means is configured such that a gap on a bumper reinforcement side is set wider than a gap on a side opposite to the bumper reinforcement side. Construction. Said bumper reinforcement and said impact energy absorbing means, said impact energy absorbing means is connected via a connecting member to absorb the collision energy by deformation before the plastic deformation, of claims 1 to 3 The vehicle end structure according to any one of the preceding claims.

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