JP5333352B2 - Vehicle end structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle end part structure capable of restraining reduction in rigidity by deformation of a flange part being a connecting part of a shock absorbing member. <P>SOLUTION: A pair of left and right flange parts 30 bending in the outside direction and a pair of upper and lower flange parts are formed in a rear end part of a shock absorbing part 18 of a crash box 16. A pair of left and right cut-and-raised parts 34 and 36 projecting in a substantially L shape to the vehicle front side are formed in a front surface part of a connecting plate 20. The cut-and-raised parts 34 and 36 are bilaterally symmetrically formed, and the pair of left and right flange parts 30 of the shock absorbing part 18 are slid along surfaces 34C and 36C on the vehicle rear side of the cut-and-raised parts 34 and 36 from the vehicle upper side, so that the flange parts 30 are inserted between the cut-and-raised parts 34 and 36 and a reinforcing plate 14. The edge of the flange part 30 and the surfaces 34C and 36C on the vehicle rear side of the cut-and-raised parts 34 and 36, are joined by arc welding. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle end structure.

  In the following Patent Document 1, a flange portion bent outward is formed at the rear end edge portion of the crash box disposed in the front portion of the vehicle, and connected to the front side end portion of the front side member. A structure is disclosed in which a flange portion is joined to a surface of a member on the vehicle front side by welding.

JP 2007-283868 A

  In the structure described in Patent Document 1, for example, when the crash box is thinned by adopting a high-strength steel plate or the like for weight reduction, for example, in the crash box on the anti-collision side due to an offset collision or the like, When a tensile load is input, there is a concern about a decrease in rigidity due to extension of the flange portion and displacement.

  In view of the above fact, an object of the present invention is to obtain a vehicle end structure capable of suppressing a decrease in rigidity due to deformation of a flange portion that is a connecting portion of an impact absorbing member.

  The vehicle end structure according to the invention of claim 1 is provided on a vehicle skeleton member extending in the vehicle front-rear direction at both ends of the vehicle, on the vehicle front side or the vehicle rear side with respect to the vehicle skeleton member, and in the vehicle width direction. A bumper skeleton member extending along the vehicle, a reinforcing plate for closing a vehicle front end portion or a vehicle rear end portion of the vehicle skeleton member, and the vehicle skeleton member and the bumper skeleton member. A shock absorbing member comprising: a cylindrical shock absorbing portion that absorbs collision energy by compressing and deforming in the axial direction at the time of input; and a connecting plate for attaching the shock absorbing portion to the reinforcing plate; A flange portion provided at an end portion of the connecting plate side of the connecting plate, formed by bending an edge portion outward of the shock absorbing portion, and welded to a surface of the connecting plate on the reinforcing plate side; The It is intended to.

  According to a second aspect of the present invention, in the vehicle end portion structure according to the first aspect, the connecting plate is provided with at least two cut-and-raised portions, and at least a part of the flange portion is formed on the cut-and-raised portion. It is welded to the surface on the reinforcing plate side.

  According to a third aspect of the present invention, in the vehicle end structure according to the second aspect, the impact absorbing portion has a cross-sectional shape having a short axis and a long axis, and the cut-and-raised portion is provided on the long axis side. It is what.

  According to a fourth aspect of the present invention, in the vehicle end portion structure according to the second or third aspect, the cut-and-raised portion is provided at two opposing positions of the connecting plate and is orthogonal to the facing direction. It is provided in either one.

  According to a fifth aspect of the present invention, in the vehicle end structure according to the first aspect, in the state in which an opening is provided in the connecting plate and the shock absorbing portion is inserted through the opening, at least a part of the flange portion is formed. The welding plate is welded to the reinforcing plate side surface.

  According to a sixth aspect of the present invention, in the vehicle end structure according to the fifth aspect, the connecting plate is a flat plate member, the reinforcing plate is recessed in a direction away from the connecting plate, and the flange A recess into which the part is inserted is provided.

  The invention according to claim 7 is the vehicle end portion structure according to claim 1, wherein the connecting plate is provided with a slit-like hole, and the connecting plate side of the shock absorbing portion is inserted into the hole. The inner peripheral wall of the hole portion is disposed so as to face the side wall surface of the shock absorbing portion in the vehicle width direction.

  The invention according to claim 8 is the vehicle end structure according to any one of claims 5 to 7, wherein the flange portion is sandwiched between the connecting plate and the reinforcing plate. is there.

  According to a ninth aspect of the present invention, in the vehicle end portion structure according to the seventh aspect, the flange portion includes a convex portion protruding in a convex shape toward the reinforcing plate.

  According to a tenth aspect of the present invention, in the vehicle end structure according to the seventh aspect, the connecting plate is provided with a concave portion that is recessed in a direction away from the reinforcing plate, and the hole portion is provided in the concave portion. It is what has been.

  According to the first aspect of the present invention, the flange portion is formed by bending the edge portion toward the outer side of the shock absorbing portion at the end portion on the connecting plate side in the shock absorbing portion constituting the shock absorbing member. The flange portion is welded to the reinforcing plate side surface of the connecting plate. As a result, even when a tensile load in the vehicle front-rear direction is input to the impact absorbing member on the anti-collision side due to an offset collision or the like, the deformation of the flange portion is suppressed by the connecting plate. For this reason, the fall of the rigidity of an impact-absorbing member can be suppressed. Therefore, the impact absorbing member can be made thinner and lighter. Further, against the compressive load on the collision side, the deformation of the flange portion is suppressed by the reinforcing plate on the vehicle skeleton member side.

  According to the second aspect of the present invention, the connecting plate is provided with at least two cut-and-raised portions, and when the shock absorbing portion and the connecting plate are assembled, the connecting plate is provided with the cut-and-raised portion. The flange part of the shock absorbing part can be slid from the direction not in contact with the surface on the reinforcing plate side of the cut-and-raised part, and at least a part of the flange part can be welded to the surface on the reinforcing plate side of the raised part . For this reason, the assembling property of the impact absorbing portion and the connecting plate and the productivity of the impact absorbing member are improved.

  According to the third aspect of the present invention, the shock absorbing portion has a cross-sectional shape having a short axis and a long axis, and a cut and raised portion is provided on the long axis side of the shock absorbing portion. Thereby, the distance between the ridge lines of the shock absorbing portion is long, and deformation on the long axis side that is easily deformed can be more effectively suppressed by the raised portion.

  According to the fourth aspect of the present invention, when assembling the impact absorbing portion and the connecting plate, the flange portion is slid from the direction in which the cut-and-raised portion of the connecting plate is not provided. The flange portion is brought into contact with the reinforcing plate side surface of the pair of cut and raised portions provided at the locations, and the flange portion is brought into contact with the reinforcing plate side surface of the cut and raised portion in a direction orthogonal to the facing direction. Can be assembled. Furthermore, the cut-and-raised part in the direction orthogonal to the opposing direction of the pair of cut-and-raised parts is positioned, and the assembling property of the shock absorbing part and the connecting plate and the productivity of the shock absorbing member are further improved.

  According to the fifth aspect of the present invention, at least a part of the flange portion is welded to the reinforcing plate side surface of the connecting plate in a state where the shock absorbing portion is inserted through the opening of the connecting plate. With a simple configuration of providing an opening, deformation of the flange portion is suppressed by the connecting plate when a tensile load in the vehicle front-rear direction is input to the shock absorbing member, and a reduction in rigidity of the shock absorbing member can be suppressed.

  According to the sixth aspect of the present invention, the connecting plate is a flat plate member, the recess is provided in the reinforcing plate in a direction away from the connecting plate, and the shock absorbing portion is inserted into the opening of the connecting plate. In the state where the flange portion is inserted into the recess, at least a part of the flange portion is welded to the reinforcing plate side surface of the connecting plate. Thereby, the stroke (crash stroke) in the axial direction of the shock absorbing portion can be made long, and the shock absorbing performance is improved.

  According to the seventh aspect of the present invention, the connecting plate side of the shock absorbing portion is inserted into the slit-like hole portion of the connecting plate so that the inner peripheral wall of the hole portion faces the side wall surface of the shock absorbing portion in the vehicle width direction. For example, when a vehicle skeleton member is deformed in the left-right direction and a moment is applied to the shock absorbing portion at the time of a vehicle collision, the side wall surface of the shock absorbing portion hits the inner peripheral wall of the hole, and the side of the shock absorbing portion Deformation of the wall surface (tubular portion) is suppressed. Moreover, a flange part provided in the edge part of an impact-absorbing part contacts a connecting plate, and a deformation | transformation of a flange part is suppressed. Thereby, the fall of the rigidity of an impact-absorbing part can be suppressed.

  According to the eighth aspect of the present invention, the flange portion provided at the end of the impact absorbing portion is sandwiched between the connecting plate and the reinforcing plate, and the vehicle skeleton member is deformed in the left-right direction at the time of a vehicle collision, for example. When the moment acts on the shock absorbing portion, the base of the flange portion is restrained by the connecting plate, so that deformation such as elongation of the flange portion can be suppressed.

  According to this invention of Claim 9, the flange part is provided with the convex part which protruded convexly at the reinforcement board side, and the hole of a connection board is a shock-absorbing part and a flange part rather than the structure of Claim 7. Therefore, the width of the hole can be reduced. Thereby, the clearance gap between an impact-absorbing part and the inner peripheral wall of a hole becomes small. Further, the inner peripheral wall of the hole is arranged closer to the tip of the shock absorbing portion than the bent portion of the shock absorbing portion and the flange portion. Thereby, the deformation of the side wall surface (cylindrical portion) of the shock absorbing portion can be more effectively suppressed.

  According to the tenth aspect of the present invention, the connecting plate is provided with a concave portion that is recessed in a direction away from the reinforcing plate, and the concave portion is provided with a hole portion. Since the hole is disposed at a position away from the bent part between the shock absorbing part and the flange part, the width of the hole can be reduced. Thereby, the clearance gap between an impact-absorbing part and the inner peripheral wall of a hole becomes small. Further, the inner peripheral wall of the hole is arranged closer to the tip of the shock absorbing portion than the bent portion of the shock absorbing portion and the flange portion. Thereby, the deformation of the side wall surface (cylindrical portion) of the shock absorbing portion can be more effectively suppressed.

  As described above, the vehicle end structure according to the first aspect of the present invention has an excellent effect that it is possible to suppress a decrease in rigidity due to deformation of the flange portion that couples the shock absorbing portion to the connecting plate. .

  The vehicle end structure according to the second aspect of the present invention has an excellent effect that the assembling property of the shock absorbing portion and the connecting plate and the productivity of the shock absorbing member are improved.

  The vehicle end portion structure according to the third aspect of the present invention has an excellent effect that deformation of the impact absorbing portion on the long axis side can be more effectively suppressed.

  The vehicle end structure according to the fourth aspect of the present invention has an excellent effect that the assemblability of the impact absorbing portion and the connecting plate and the productivity of the impact absorbing member are further improved.

  The vehicle end structure according to the fifth aspect of the present invention has an excellent effect that it is possible to suppress a decrease in rigidity due to deformation of the flange portion that couples the shock absorbing portion to the connecting plate with a simple configuration.

  The vehicle end structure according to the sixth aspect of the present invention has an excellent effect that the stroke in the axial direction of the shock absorbing portion can be made long and the shock absorbing performance is improved.

  The vehicle end structure according to the seventh aspect of the present invention has an excellent effect that it is possible to suppress a decrease in rigidity of the shock absorbing portion by suppressing deformation of the shock absorbing portion.

  The vehicle end structure according to the present invention described in claim 8 has an excellent effect that deformation such as elongation of the flange portion can be suppressed.

  The vehicle end structure according to the ninth aspect of the present invention has an excellent effect that deformation of the side wall surface of the shock absorbing portion can be more effectively suppressed.

  The vehicle end structure according to the tenth aspect of the present invention has an excellent effect that the deformation of the side wall surface of the shock absorbing portion can be more effectively suppressed.

1 is a schematic plan view showing a front portion of a vehicle to which a vehicle end structure according to a first embodiment is applied. It is a perspective view which shows the vehicle end part structure which concerns on 1st Embodiment. FIG. 3 is an exploded perspective view of the vehicle end structure shown in FIG. 2. FIG. 3 is a cross-sectional view of the vehicle end structure shown in FIG. 2. FIG. 3 is a cross-sectional view showing a state in which a load at the time of a collision is applied to the vehicle end structure shown in FIG. 2. It is a perspective view which shows the vehicle end part structure which concerns on 2nd Embodiment. It is a disassembled perspective view of the vehicle end part structure shown by FIG. It is a cross-sectional view of the vehicle end structure shown in FIG. It is a perspective view which shows the vehicle end part structure which concerns on 3rd Embodiment. FIG. 10 is a longitudinal sectional view of the vehicle end structure shown in FIG. 9. It is a perspective view which shows the vehicle end part structure which concerns on 4th Embodiment. It is a disassembled perspective view of the vehicle end part structure shown by FIG. FIG. 12 is a cross-sectional view of the vehicle end structure shown in FIG. 11. It is a perspective view which shows the vehicle end part structure which concerns on a 1st comparative example. FIG. 15 is a cross-sectional view showing a state in which a load at the time of collision is applied to the vehicle end structure shown in FIG. 14. It is a cross-sectional view which shows the vehicle end part structure which concerns on 5th Embodiment. FIG. 17 is an exploded perspective view of a part of the vehicle end structure shown in FIG. 16. It is a top view which shows a state when a front side member deform | transforms in the left-right direction and a moment acts on a crash box. FIG. 17 is a cross-sectional view showing a state when a moment is applied to the crash box of the vehicle end structure shown in FIG. 16. It is a cross-sectional view showing a state when a moment acts on the crash box of the vehicle end structure according to the second comparative example. It is a cross-sectional view which shows the vehicle end part structure which concerns on 6th Embodiment. It is the perspective view which decomposed | disassembled a part of vehicle end part structure shown by FIG. FIG. 22 is a cross-sectional view showing a state when a moment is applied to the crash box of the vehicle end structure shown in FIG. 21. It is a cross-sectional view which shows the vehicle end part structure which concerns on 7th Embodiment. It is the perspective view which decomposed | disassembled a part of vehicle end part structure shown by FIG.

  Hereinafter, a first embodiment of a vehicle end structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow OUT indicates the vehicle width direction outer side.

  FIG. 1 shows a front portion of a vehicle to which the vehicle end structure according to the present embodiment is applied. As shown in this figure, front side members 12 as vehicle skeleton members extending in the vehicle front-rear direction are disposed on both front sides of a vehicle 10 of an automobile. A crash box 16 as an impact absorbing member is disposed in front of the front side member 12 with the reinforcing plate 14 interposed therebetween. The crash box 16 includes a cylindrical shock absorber 18 that absorbs collision energy by compressing and deforming in the axial direction when a collision load is input, and a connecting plate 20 for attaching the shock absorber 18 to the reinforcing plate 14. It has.

  A front bumper reinforcement 24 as a bumper skeleton member extending in the vehicle width direction is attached to the front side of the crash box 16 via a bracket 22. The front side member 12, the reinforcing plate 14, the crash box 16 including the impact absorbing portion 18 and the connecting plate 20, and the bracket 22 are provided symmetrically one by one on one end side and the other end side in the vehicle width direction. However, only one of them is shown in FIG. A front bumper cover 26 is attached to the front side of the front bumper reinforcement 24 along the vehicle width direction.

  The front side member 12 is formed of a cylindrical frame whose cross-sectional shape in the vehicle front-rear direction is a hollow rectangle, and extends along the vehicle width direction so as to close the front end portion 12A of the front side member 12 in the vehicle front-rear direction. A reinforcing plate 14 is attached. The reinforcing plate 14 is coupled to the front end portion 12A of the front side member 12 by welding or the like.

  As shown in FIGS. 2 to 4, the shock absorbing portion 18 of the crash box 16 is formed of a cylindrical frame whose cross-sectional shape in the vehicle front-rear direction is a hollow rectangle, and includes a pair of left and right vertical wall portions 18 </ b> A. And a pair of upper and lower horizontal wall portions 18B, and a corner portion 18C that is bent in an oblique direction between the vertical wall portion 18A and the horizontal wall portion 18B. The vertical wall portion 18A has a longer distance between ridge lines, and the horizontal wall portion 18B has a shorter distance between ridge lines than the vertical wall portion 18A. A pair of left and right flange portions 30 in which the edge portions of the vertical wall portion 18A are bent outward, respectively, and the edge portions of the lateral wall portion 18B are bent outward in the rear end portion of the shock absorbing portion 18 in the vehicle longitudinal direction. A pair of upper and lower flange portions 32 is formed.

  A pair of left and right cut and raised portions 34 and 36 are formed on the front surface portion 20A of the connecting plate 20 along the vehicle vertical direction. The cut-and-raised portions 34 and 36 are formed symmetrically, and form slits 34A and 36A extending in a “U” shape on the inner side of the connecting plate 20 in the vehicle width direction, and the upper and lower sides of the slits 34A and 36A. Middle portions 34B and 36B (portions on the flange portion 30 side of the connecting plate 20) in the direction are bent to the front side of the vehicle so that the cross section (cross section along the vehicle width direction) is substantially L-shaped. . The pair of left and right cut-and-raised portions 34 and 36 are provided at positions where the pair of left and right flange portions 30 of the shock absorbing portion 18 can be inserted inside the portion bent from the front surface portion 20A of the connecting plate 20 in the vehicle width direction. ing. That is, as shown in FIGS. 3 and 4, the pair of left and right flange portions 30 of the impact absorbing portion 18 are cut from one side in the vehicle vertical direction (for example, the vehicle upper side) and the surfaces on the vehicle rear side of the portions 34 and 36. By sliding along 34C and 36C, the pair of left and right flange portions 30 of the shock absorbing portion 18 can be inserted between the cut and raised portions 34 and 36 and the reinforcing plate 14. In the present embodiment, the cut-and-raised portions 34 and 36 are provided along the vertical wall portion 18 </ b> A that is longer than the horizontal wall portion 18 </ b> B of the shock absorbing portion 18.

  The edges of the pair of left and right flange portions 30 of the shock absorbing portion 18 and the surfaces 34C and 36C on the vehicle rear side of the cut and raised portions 34 and 36 are joined by welding (in this embodiment, arc welding) (FIG. 4). reference). The pair of upper and lower flange portions 32 of the shock absorbing portion 18 are disposed in surface contact with the front surface portion 20A of the connecting plate 20, and the edge of the flange portion 32 is welded to the front surface portion 20A of the connecting plate 20 (this embodiment). It is joined by arc welding in the form (see FIG. 2).

  The shock absorbing portion 18 constituting the crash box 16 is made thinner and lighter by using a high-strength steel plate in order to improve the cross-section efficiency.

  The rear surface portion of the connecting plate 20 is disposed in surface contact with the front surface portion of the reinforcing plate 14 (see FIG. 4), and the connecting plate 20 and the reinforcing plate 14 are joined by welding or a fastener.

  Next, the operation and effect of this embodiment will be described.

  A pair of left and right flange portions 30 and a pair of upper and lower flange portions 32 are formed at the rear end portion of the shock absorbing portion 18 constituting the crash box 16, and the pair of left and right flange portions 30 are cut and raised portions 34 of the connecting plate 20. , 36 are respectively joined to the surfaces 34C, 36C on the vehicle rear side by arc welding, and a pair of upper and lower flange portions 32 are joined to the front surface portion 20A of the connecting plate 20 by arc welding. Thus, for example, even when a tensile load in the vehicle longitudinal direction is input to the crash box 16 on the anti-collision side in the vehicle width direction due to an offset collision or the like, as shown in FIG. 36, the deformation of the flange portion 30 is suppressed. For this reason, the fall of the rigidity of the impact-absorbing part 18 can be suppressed, and the impact-absorbing part 18 can be reduced in thickness and weight. In addition, against the compressive load on the collision side due to an offset collision or the like, deformation of the flange portions 30 and 32 is suppressed by the reinforcing plate 14 of the front end portion 12A of the front side member 12.

  Generally, by using a high-tensile steel plate for the shock absorbing portion of the crash box 16, the energy absorption amount at the time of collision can be the same as that of a member that does not use a high-strength steel plate even if the plate is thinned. However, there is concern about a decrease in rigidity. For example, as shown in FIG. 14, a flange portion 104 in which the rear end portion of the vehicle of the shock absorbing portion 102 constituting the crash box 100 is bent outward is joined to the front portion 106 </ b> A of the connecting plate 106 by arc welding. In this configuration, when the impact absorbing portion 102 is a thin plate, for example, when a tensile load in the vehicle longitudinal direction is input to the crash box 100 on the anti-collision side in the vehicle width direction due to an offset collision or the like, as shown in FIG. In addition, the flange 104 may be extended to increase the displacement, which may reduce the rigidity. In FIG. 15, the displacement of the flange portion 104 is schematically shown for easy understanding.

  On the other hand, in this embodiment, even if a tensile load in the vehicle longitudinal direction is input at the time of a collision, the deformation of the flange portion 30 is suppressed by the cut and raised portions 34 and 36 of the connecting plate 20, and the impact of the crash box 16 is A decrease in the rigidity of the absorbing portion 18 can be suppressed. Moreover, since the edge of the flange part 30 is joined by arc welding to the surfaces 34C and 36C on the vehicle rear side of the cut and raised parts 34 and 36, the possibility of welding peeling is small.

  A pair of left and right cut-and-raised portions 34 and 36 are provided on the front surface portion 20A of the connecting plate 20. When the shock absorbing portion 18 and the connecting plate 20 are assembled, a pair of left and right flanges of the shock absorbing portion 18 are provided. The part 30 is slid from one side in the vehicle vertical direction (for example, the vehicle upper side) along the surfaces 34C and 36C on the vehicle rear side of the parts 34 and 36, so that the parts 34 and 36 and the reinforcing plate 14 are slid. A pair of left and right flange portions 30 of the shock absorbing portion 18 are inserted between the two. Then, the surfaces 34C and 36C on the vehicle rear side of the cut and raised portions 34 and 36 and the edge of the flange portion 30 are joined by arc welding. For this reason, the shock absorbing portion 18 and the connecting plate 20 can be easily assembled, and the assembling property of the shock absorbing portion 18 and the connecting plate 20 and the productivity of the crash box 16 are improved.

  Furthermore, the pair of left and right cut-and-raised portions 34 and 36 of the connecting plate 20 are provided along the longitudinal wall portion 18A on the long axis side where the distance between the ridge lines of the impact absorbing portion 18 is long and easily deformed. The deformation of the vertical wall portion 18A of the shock absorbing portion 18 can be effectively suppressed.

  Next, 2nd Embodiment of the vehicle end part structure which concerns on this invention is described using FIGS. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 6 to 8, the connecting plate 52 of the crash box 50 is formed of a flat plate material, and an opening 54 (through which the shock absorbing portion 18 can be inserted) is formed at the center of the connecting plate 52. Opening) is formed. The inner shape of the opening 54 is substantially the same as the outer shape of the shock absorbing portion 18, and the size of the inner shape of the opening 54 is slightly larger than the outer size of the shock absorbing portion 18. By inserting the front end portion of the shock absorbing portion 18 into the opening 54 of the connecting plate 52 from the rear side of the vehicle, the front portions of the flange portions 30 and 32 of the shock absorbing portion 18 come into contact with the rear surface portion 52A of the connecting plate 52. It has become.

  A substantially rectangular recess 58 in which the upper, lower, left and right flange portions 30 and 32 of the shock absorbing portion 18 are accommodated is formed in the central portion of the front surface portion 56 </ b> A of the reinforcing plate 56. The corners of the four sides constituting the contour of the recess 58 are formed in an R shape. The length of the concave portion 58 of the reinforcing plate 56 in the vehicle vertical direction is slightly longer than the length of the impact absorbing portion 18 to the edges of the upper and lower flange portions 32, and the length of the concave portion 58 in the vehicle width direction is The impact absorbing portion 18 is formed to be slightly longer than the length to the end edges of the left and right flange portions 30. Further, the depth of the recess 58 on the vehicle rear side is formed slightly deeper than the thickness of the flange portions 30 and 32.

  As shown in FIGS. 7 and 8, when assembling the shock absorbing portion 18 and the connecting plate 52, the front end portion of the shock absorbing portion 18 is inserted into the opening 54 of the connecting plate 52 from the vehicle rear side to absorb the shock. The front surface portions of the flange portions 30 and 32 of the portion 18 are brought into contact with the rear surface portion 52 </ b> A of the connecting plate 52. The edges of the flange portions 30 and 32 of the shock absorbing portion 18 and the rear surface portion 52A of the connecting plate 52 are joined by arc welding. Further, the flange portions 30 and 32 of the shock absorbing portion 18 are inserted into the recesses 58 of the reinforcing plate 56, and the rear surface portion 52A of the connecting plate 52 and the front surface portion 56A of the reinforcing plate 56 are brought into surface contact. 52 and the reinforcing plate 56 are joined by welding or a fastener. As a result, the flange portions 30 and 32 of the shock absorbing portion 18 are sandwiched between the connecting plate 52 and the recessed portion 58 of the reinforcing plate 56.

  In such a configuration, for example, even if a tensile load in the vehicle front-rear direction is input to the crash box 50 on the anti-collision side in the vehicle width direction due to an offset collision or the like, deformation of the flange portions 30 and 32 is suppressed by the reinforcing plate 56. . In particular, in the present embodiment, the reinforcement plate 56 can suppress deformation of all the flange portions 30 and 32 on the top, bottom, left and right. For this reason, the fall of the rigidity of the impact-absorbing part 18 can be suppressed more reliably, and the impact-absorbing part 18 can be reduced in thickness and weight. In addition, against the compressive load on the collision side due to an offset collision or the like, deformation of the flange portions 30 and 32 is suppressed by the reinforcing plate 56 at the front end portion of the front side member 12 (see FIG. 1).

  Further, a seating surface for receiving the flange portions 30 and 32 is formed by a concave portion 58 in which the front surface portion of the flange portions 30 and 32 is brought into contact with the rear surface portion 52A of the planar connecting plate 52 and the reinforcing plate 56 is recessed toward the vehicle rear side. Since it comprised, the length of the vehicle front-back direction of the impact-absorbing part 18 can be lengthened by the part which provided the recessed part 58 of the reinforcement board 56. FIG. As a result, the crash stroke of the shock absorbing portion 18 can be increased and the shock absorbing performance is improved.

  Next, a third embodiment of the vehicle end structure according to the present invention will be described with reference to FIGS. 9 and 10. In addition, about the same component as 1st and 2nd embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 9 and 10, a pair of left and right cut and raised portions 34 and 36 are formed on the front surface portion 62A of the connecting plate 62 of the crash box 60, as in the first embodiment. Further, a cut-and-raised portion 64 is formed on the front surface portion 62A of the connecting plate 62 at a position on the vehicle lower side that is a direction orthogonal to the direction in which the cut-and-raised portions 34 and 36 are opposed. The cut and raised portion 64 forms a slit 64A extending in a “U” shape on the upper side of the vehicle, and an inner portion 64B of the slit 64A has a cross section (a cross section along the vehicle vertical direction) of approximately L in the vehicle front side. It is bent so as to have a letter shape. The cut and raised portion 64 is provided at a position where the flange portion 32 on the vehicle lower side of the shock absorbing portion 18 can be inserted on the vehicle upper side of the bent portion from the front surface portion 62A.

  When the shock absorbing portion 18 and the connecting plate 62 are assembled, the pair of left and right flange portions 30 of the shock absorbing portion 18 are cut from the vehicle upper side, and the surfaces 34C and 36C on the vehicle rear side of the portions 34 and 36 (FIG. 4). The pair of left and right flange portions 30 of the shock absorbing portion 18 are inserted between the cut and raised portions 34 and 36 and the reinforcing plate 14 (see FIG. 9). When the impact absorbing portion 18 is further slid to the vehicle lower side, the flange portion 32 on the vehicle lower side of the impact absorbing portion 18 is inserted into the rear side of the vehicle portion 64 and the front portion of the flange portion 32 is raised and raised. The portion 64 abuts on the surface 64C on the vehicle rear side.

  The edges of the pair of left and right flange portions 30 of the shock absorbing portion 18 and the surfaces 34C and 36C (see FIG. 4) on the vehicle rear side of the cut and raised portions 34 and 36 are joined by arc welding. The edge of the flange portion 32 on the vehicle lower side and the surface 64C on the vehicle rear side of the cut and raised portion 64 are joined by arc welding.

  In such a configuration, for example, even if a tensile load in the vehicle front-rear direction is input to the crash box 60 on the anti-collision side in the vehicle width direction due to an offset collision or the like, the cut and raised portions 34, 36, 64 of the connecting plate 62 are used. Deformation of the pair of left and right flange portions 30 and the flange portion 32 on the vehicle lower side is suppressed. For this reason, the fall of the rigidity of the impact-absorbing part 18 of the crash box 60 can be suppressed, and the impact-absorbing part 18 can be reduced in thickness and weight. In addition, against a compressive load on the collision side due to an offset collision or the like, deformation of the flange portions 30 and 32 is suppressed by the reinforcing plate 14 at the front end portion of the front side member 12 (see FIG. 1).

  Further, when the shock absorbing portion 18 and the connecting plate 62 are assembled, the pair of left and right flange portions 30 of the shock absorbing portion 18 are cut and raised from the vehicle upper side along the surfaces 34C and 36C on the vehicle rear side of the portions 34 and 36. The flange portion 32 on the vehicle lower side of the shock absorbing portion 18 is cut and inserted into the rear side of the vehicle portion 64 so that the cut and raised portion 64 is positioned in the sliding direction of the shock absorbing portion 18. For this reason, the assembling property between the shock absorbing portion 18 and the connecting plate 62 and the productivity of the crash box 60 are further improved.

  11 to 13 show a fourth embodiment of the vehicle end structure. In addition, about the same component as 1st-3rd embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 11 to 13, the central portion of the connecting plate 72 of the crash box 70 is formed with a substantially rectangular convex portion 74 that protrudes toward the vehicle front side. The rear side of the vehicle is a concave surface 74A in which the upper, lower, left and right flange portions 30, 32 are accommodated. An opening 76 through which the impact absorbing portion 18 can be inserted is formed at the center of the convex portion 74 of the connecting plate 72. The size of the inner shape of the opening 76 is slightly larger than the size of the outer shape of the shock absorbing portion 18.

  When assembling the shock absorbing portion 18 and the connecting plate 72, the front end portion of the shock absorbing portion 18 is inserted into the opening 76 of the connecting plate 72 from the rear side of the vehicle, and the flange portions 30, 32 of the shock absorbing portion 18 are inserted. The front portion is brought into contact with the concave surface 74A on the vehicle rear side of the connecting plate 72, and the edges of the flange portions 30 and 32 and the concave surface 74A are joined by arc welding. Further, the rear surface portion 72A of the connecting plate 72 and the reinforcing plate 14 are arranged in a surface contact state, and the connecting plate 72 and the reinforcing plate 14 are coupled by welding or a fastener.

  In such a configuration, for example, even if a tensile load in the vehicle front-rear direction is input to the crash box 70 on the anti-collision side in the vehicle width direction due to an offset collision or the like, the flange portions 30, 32 of the connecting plate 72 are formed by the concave surface 74 A. Deformation can be suppressed, a reduction in rigidity of the shock absorbing portion 18 can be suppressed, and the shock absorbing portion 18 can be made thinner and lighter.

  Next, a fifth embodiment of the vehicle end structure according to the present invention will be described with reference to FIGS. In addition, about the same component as 1st-4th embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 16 and 17, the crash box 120 includes the impact absorbing portion 18 and a connecting plate 122. The connecting plate 122 is formed of a substantially rectangular plate material having a corner portion formed in an R shape, and a flat portion 122A at the center portion and an edge portion of the flat portion 122A are bent forward and obliquely outward. And a bent portion 122B. The angle of intersection of the bent portion 122B and the flat portion 122A on the vehicle front side is an obtuse angle. A pair of left and right slit-shaped holes 134 are formed in the plane portion 122A so as to overlap the vertical wall portion 18A of the shock absorbing portion 18 when viewed in the vehicle longitudinal direction (see FIG. 16). ). In addition, a pair of upper and lower slit-shaped holes 136 are formed in the plane portion 122A along the vehicle width direction at a position overlapping the lateral wall portion 18B of the impact absorbing portion 18 when viewed in the vehicle longitudinal direction.

  The width of the slit-like hole 134 and hole 136 is formed wider than the plate thickness of the vertical wall 18A and the horizontal wall 18B. When the shock absorbing portion 18 and the connecting plate 122 are assembled, the vertical wall portion 18A is shock-absorbed after the vehicle rear end portions of the pair of left and right vertical wall portions 18A of the shock absorbing portion 18 are inserted into the holes 134. The flange portion 130 is formed by bending the left and right sides of the portion 18. Similarly, after the vehicle rear end portion of the pair of upper and lower horizontal wall portions 18B of the shock absorbing portion 18 is inserted into the hole 136, the horizontal wall portion 18B is bent to both the upper and lower sides of the shock absorbing portion 18 so that the flange portion 132 is formed. Forming.

  The reinforcing plate 124 is formed of a substantially rectangular plate material having a corner portion formed in an R shape, and includes a flat surface portion 124A, a concave portion 124B that is recessed in a direction away from the connecting plate 122 at the center portion of the flat surface portion 124A, A bent portion 124C having an edge portion bent obliquely outwardly toward the rear of the vehicle with respect to the flat portion 124A. The angle of intersection of the bent part 124C and the flat part 124A on the vehicle rear side is an obtuse angle.

  The recess 124B includes a substantially rectangular contour portion in which the upper, lower, left and right flange portions 130, 132 of the shock absorbing portion 18 are accommodated. The corner of the contour of the recess 124B is formed in an R shape, and the length of the recess 124B in the vehicle vertical direction is slightly longer than the length of the shock absorber 18 up to the edges of the upper and lower flange portions 132. The length of the recess 124B in the vehicle width direction is slightly longer than the length of the impact absorbing portion 18 to the end edges of the left and right flange portions 130. Further, the depth of the concave portion 124B on the vehicle rear side is formed slightly deeper than the plate thickness of the flange portions 130 and 132.

  When assembling the shock absorbing portion 18 and the connecting plate 122, first, as described above, the vehicle rear end portions of the pair of left and right vertical wall portions 18A of the shock absorbing portion 18 are inserted through the holes 134 of the connecting plate 122. The vehicle rear end portions of the pair of upper and lower lateral wall portions 18B of the shock absorbing portion 18 are inserted into the hole portions 136 of the connecting plate 122. Thereafter, the flange portion 130 is formed by bending the pair of left and right vertical wall portions 18A to the left and right sides of the shock absorbing portion 18, and the flange portion is formed by bending the pair of upper and lower horizontal wall portions 18B to the upper and lower sides of the shock absorbing portion 18. 132 is formed. Then, the front portions of the flange portions 130 and 132 are brought into contact with the rear wall portion of the connecting plate 122, and the end edges of the flange portions 130 and 132 and the rear wall portion of the connecting plate 122 are joined by arc welding.

  Further, the flange portions 130 and 132 of the shock absorbing portion 18 are inserted into the concave portion 124B of the reinforcing plate 124 so that the rear wall portion of the flat portion 122A of the connecting plate 122 and the front wall portion of the flat portion 124A of the reinforcing plate 124 face each other. In this state, the connecting plate 122 and the reinforcing plate 124 are coupled by a fastener (not shown) such as a bolt and a nut. As a result, the flange portions 130 and 132 of the shock absorbing portion 18 are sandwiched between the connecting plate 122 and the concave portion 124 </ b> B of the reinforcing plate 124. Further, the inner peripheral wall 135 of the hole 134 of the connecting plate 122 is arranged so as to face (overlap) the vertical wall 18A as the side wall surface of the shock absorbing portion 18 in the vehicle width direction in a cross-sectional view (FIG. 16). In addition, the inner peripheral wall 137 of the hole 136 of the connecting plate 122 is disposed so as to face (overlap) the lateral wall 18B as the side wall surface of the shock absorber 18 in the vehicle vertical direction.

  FIG. 18 schematically shows the front portion of the vehicle 150, and front side members 12 extending along the vehicle front-rear direction are arranged on both front sides of the vehicle 150. A crash box 120 is disposed on the vehicle front side of the member 12 with a reinforcing plate 124 interposed therebetween, and a front bumper reinforcement 24 is disposed along the vehicle width direction on the vehicle front side of the crash box 120. As shown in this figure, when the front side member 12 is deformed in the left-right direction at the time of a frontal collision of the vehicle 150, the crash box 120 receives a moment input in the left-right direction (for example, the arrow A direction).

  At that time, as shown in FIG. 19 and the like, the inner peripheral wall 135 of the hole portion 134 of the connecting plate 122 is disposed so as to face the vertical wall portion 18 </ b> A (cylindrical portion) as the side wall surface of the shock absorbing portion 18. At the same time, the inner peripheral wall 137 of the hole 136 of the connecting plate 122 is disposed so as to face the lateral wall 18B (cylindrical part) as the side wall surface of the shock absorbing part 18, so The peripheral walls 135 and 137 suppress the deformation of the vertical wall portion 18A and the horizontal wall portion 18B of the shock absorber 18. Further, since the flange portions 130 and 132 of the shock absorbing portion 18 are sandwiched between the connecting plate 122 and the recess 124B of the reinforcing plate 124, the base portions of the flange portions 130 and 132 are constrained by the connecting plate 122. Further, deformation such as elongation of the flange portions 130 and 132 is suppressed, and the displacement amount of the flange portions 130 and 132 is reduced. Thereby, the fall of the rigidity of the impact-absorbing part 18 can be suppressed.

  On the other hand, as shown in FIG. 20, a flange portion 164 in which the rear end portion of the vehicle of the shock absorbing portion 162 constituting the crash box 160 is bent outward is joined to the front portion 166A of the connecting plate 166 by arc welding, In the configuration in which the reinforcing plate 168 is coupled to the rear of the connecting plate 166 by a fastener (not shown), when a moment in the direction of arrow A acts on the shock absorbing portion 162 at the time of a collision with the front portion of the vehicle, the base portion of the flange portion 164 extends. As a result, the displacement increases (see the crash box 160 in FIG. 18), and the rigidity may decrease. In FIG. 18, the displacement of the crash box 160 is schematically shown larger than the actual for easy understanding.

  On the other hand, in this embodiment, as shown in FIG. 19, when a moment in the direction of arrow A acts on the shock absorber 18, for example, the inner wall surface of the vertical wall portion 18 </ b> A of the shock absorber 18 is a hole. By hitting the edge of the inner peripheral wall 135 of the portion 134 on the vehicle front side, deformation of the vertical wall portion 18A and the like of the shock absorbing portion 18 is suppressed. Further, since the root portions of the flange portions 130 and 132 are restrained by the connecting plate 122, deformation such as elongation of the root portions of the flange portions 130 and 132 is suppressed. That is, the inner peripheral walls 135 and 137 of the hole portions 134 and 136 suppress deformation of the vertical wall portion 18A and the horizontal wall portion 18B of the shock absorbing portion 18 and also suppress deformation of the root portions of the flange portions 130 and 132. By doing so, it is possible to suppress a decrease in the rigidity of the shock absorbing portion 18.

  Next, a sixth embodiment of the vehicle end structure according to the present invention will be described with reference to FIGS. In addition, about the same component as 1st-5th embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 21 and 22, the crash box 170 includes an impact absorbing portion 18 and a connecting plate 172. A pair of left and right slit-shaped holes 184 are formed in the plane portion 122A of the connecting plate 172 at positions where the vertical wall portion 18A of the shock absorbing portion 18 is inserted (see FIG. 21). ). In addition, a pair of upper and lower slit-shaped holes 186 are formed in the plane portion 122A along the vehicle width direction at a position where the lateral wall portion 18B of the shock absorbing portion 18 is inserted. The width of the hole 184 and the hole 186 is slightly larger than the plate thickness of the vertical wall 18A and the horizontal wall 18B, and is smaller than the width of the hole 134 and hole 136 shown in FIG. ing.

A pair of left and right flange portions 180 and a pair of upper and lower flange portions 182 are formed at the rear end portion of the impact absorbing portion 18. A convex portion 180A that is bent in a substantially “U” shape so as to protrude convexly toward the reinforcing plate 174 in plan view is formed at the base portion (vertical wall portion 18A side) of the flange portion 180. (See FIG. 21). In addition, a convex portion 182A that is bent in a substantially “U” shape so as to protrude convexly toward the reinforcing plate 174 in a side view is formed at the base portion (the side wall portion 18B side) of the flange portion 182. Yes.
The flange portions 180 and 182 are formed by bending the vertical wall portion 18A through the hole portion 184 and the horizontal wall portion 18B through the hole portion 186 and then bending in a predetermined direction.

  The reinforcing plate 174 includes a concave portion 174A that is recessed in the direction away from the connecting plate 172 at the center of the flat portion 124A. The depth of the concave portion 174A on the vehicle rear side is formed such that the flange portions 180 and 182 including the convex portions 180A and 182A are accommodated.

  When the shock absorbing portion 18 and the connecting plate 172 are assembled, the rear end portions of the pair of left and right vertical wall portions 18A of the shock absorbing portion 18 are inserted into the holes 184 of the connecting plate 172, and the shock absorbing portion 18 After the vehicle rear end portions of the pair of upper and lower lateral wall portions 18B are inserted through the hole portions 186 of the connecting plate 172, the flange portions 180 and 182 are formed by bending in a predetermined direction. Then, the front portions of the flange portions 180 and 182 are brought into contact with the rear wall portion of the connecting plate 172, and the end edges of the flange portions 180 and 182 and the rear wall portion of the connecting plate 172 are joined by arc welding.

  Further, the flange portions 180 and 182 of the shock absorbing portion 18 are inserted into the concave portion 174A of the reinforcing plate 174 so that the rear wall portion of the flat portion 122A of the connecting plate 172 and the front wall portion of the flat portion 124A of the reinforcing plate 174 face each other. In this state, the connecting plate 172 and the reinforcing plate 174 are coupled by a fastener (not shown) or the like. As a result, the inner peripheral wall 185 of the hole 184 of the connecting plate 172 is disposed so as to face (overlap) the vertical wall 18A of the shock absorbing portion 18 in the vehicle width direction (see FIG. 21), and the hole of the connecting plate 172 The inner peripheral wall of 186 is disposed so as to face (overlap) the lateral wall portion 18B of the shock absorbing portion 18 in the vehicle vertical direction.

  In such a configuration, the flange portions 180 and 182 are provided with convex portions 180A and 182A protruding toward the reinforcing plate 174, and compared to the configuration shown in FIGS. 16 and 17, the hole portions 184 and 186 of the connecting plate 172. Is disposed at a position away from the root portions of the flange portions 180 and 182 (bent portions with the impact absorbing portion 18). For this reason, it is not necessary to make the hole of the connecting plate 172 large so as not to interfere with the R-shaped part of the bent part with the shock absorbing part 18, and the width of the holes 184 and 186 can be reduced. Thereby, the clearance gap between the impact-absorbing part 18 and the inner peripheral wall 185 of the hole parts 184 and 186 becomes small. Further, the inner peripheral wall 185 of the holes 184 and 186 has a vehicle of the shock absorbing portion 18 with respect to the root portions of the flange portions 180 and 182 (bent portion with the shock absorbing portion 18) as compared with the configuration shown in FIGS. It is arranged on the front side.

  In such a configuration, as shown in FIG. 23, when a moment in the left-right direction (for example, the direction of arrow A) acts on the crash box 170 due to a collision at the front of the vehicle, the vertical wall portion 18A of the shock absorbing portion 18 The side wall surface hits the vehicle front side edge of the inner peripheral wall 185 of the hole 184 having a small width, and deformation of the vertical wall portion 18A of the shock absorbing portion 18 is suppressed. That is, the deformation of the vertical wall portion 18A and the horizontal wall portion 18B of the shock absorbing portion 18 can be more effectively suppressed by the inner peripheral walls 185 of the hole portions 184 and 186 of the connecting plate 172. Further, the inner peripheral wall 185 of the holes 184 and 186 is disposed on the vehicle front side of the shock absorber 18 with respect to the base portions of the flange portions 180 and 182 (bent portions with the shock absorber 18), thereby absorbing shock. The deformation of the portion 18 can be suppressed more effectively than the vicinity of the bent portion.

  Next, a seventh embodiment of the vehicle end structure according to the present invention will be described with reference to FIGS. 24 and 25. In addition, about the same component as 1st-6th embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 24 and 25, the crash box 190 is composed of an impact absorbing portion 18 and a connecting plate 192. The connecting plate 192 includes a concave portion 192B that is recessed in the direction away from the reinforcing plate 124 at the center of the flat surface portion 192A. The concave portion 192B is formed in a range narrower than the end edges of the flange portions 130 and 132 of the shock absorbing portion 18.

  A pair of left and right slit-shaped holes 184 are formed in the concave portion 192B of the connecting plate 192 at a position where the vertical wall portion 18A of the shock absorbing portion 18 is inserted (see FIG. 24). In addition, a pair of upper and lower slit-shaped holes 186 are formed in the concave portion 192B at a position where the horizontal wall portion 18B of the shock absorbing portion 18 is inserted.

  When the shock absorbing portion 18 and the connecting plate 192 are assembled, the vehicle rear end portions of the pair of left and right vertical wall portions 18A of the shock absorbing portion 18 are inserted into the holes 184 of the connecting plate 192, and the shock absorbing portion 18 After the vehicle rear end portions of the pair of upper and lower horizontal wall portions 18B are inserted through the hole portions 186 of the connecting plate 192, the flange portions 130 and 132 are formed. Then, the front portions of the flange portions 130 and 132 are brought into contact with the rear wall portion of the flat portion 192A of the connecting plate 192, and the end edges of the flange portions 130 and 132 and the rear wall portion of the flat portion 192A are joined by arc welding. .

  Further, the flange portions 130 and 132 of the shock absorbing portion 18 are inserted into the concave portion 124B of the reinforcing plate 124 so that the rear wall portion of the flat portion 192A of the connecting plate 192 and the front wall portion of the flat portion 124A of the reinforcing plate 124 face each other. In this state, the connecting plate 192 and the reinforcing plate 124 are coupled by a fastener (not shown) or the like. As a result, the inner peripheral wall 185 of the hole 184 of the connecting plate 192 is disposed so as to oppose (overlap) the vertical wall 18A of the shock absorbing unit 18 in the vehicle width direction (see FIG. 24), and the hole of the connecting plate 192 The inner peripheral wall of 186 is disposed so as to face (overlap) the lateral wall portion 18B of the shock absorbing portion 18 in the vehicle vertical direction.

  In such a configuration, the connecting plate 192 includes a recessed portion 192B that is recessed in a direction away from the reinforcing plate 124, and is formed in the recessed portion 192B of the connecting plate 192 as compared to the configuration shown in FIGS. The holes 184 and 186 are arranged at positions away from the base portions of the flange portions 130 and 132 (bent portions with the shock absorbing portion 18). For this reason, it is not necessary to form a large hole so as not to interfere with the R-shaped part of the bent part with the shock absorbing part 18, and the width of the holes 184 and 186 can be reduced. Thereby, the clearance gap between the impact-absorbing part 18 and the inner peripheral wall 185 of the hole parts 184 and 186 becomes small. Further, compared to the configuration shown in FIGS. 16 and 17, the inner peripheral walls of the holes 184 and 186 are located in front of the shock absorbing portion 18 with respect to the root portions of the flange portions 130 and 132 (bent portions with the shock absorbing portion 18). Placed on the side.

  Accordingly, when a moment in the left-right direction (see, for example, the direction of arrow A shown in FIG. 23) acts on the crash box 190 due to the collision of the front portion of the vehicle, the side wall surface of the vertical wall portion 18A of the shock absorber 18 is By hitting the edge on the vehicle front side of the inner peripheral wall 185 of the hole 184 having a small width, deformation of the vertical wall portion 18A of the shock absorbing portion 18 is suppressed. That is, the deformation of the vertical wall portion 18A and the horizontal wall portion 18B of the shock absorbing portion 18 can be more effectively suppressed by the inner peripheral walls 185 of the hole portions 184 and 186. Further, the inner peripheral wall 185 of the holes 184 and 186 is disposed on the vehicle front side of the shock absorber 18 with respect to the root portions of the flange portions 130 and 132 (bent portions with the shock absorber 18), thereby absorbing shock. The deformation of the portion 18 can be suppressed more effectively than the vicinity of the bent portion.

  In the first embodiment described above, the cut-and-raised portions 34 and 36 are provided along the vertical wall portion 18A of the shock absorbing portion 18. However, the present invention is not limited to this, and the cut-and-raised portion is formed along the horizontal wall portion 18B. May be provided.

  Further, in the third embodiment described above, the cut and raised portion 64 is provided in the vehicle lower direction orthogonal to the facing direction of the pair of left and right cut and raised portions 34 and 36 facing each other. A cut and raised portion may be provided in the vehicle upward direction.

  In the first to seventh embodiments described above, the vehicle end structure of the present invention is applied to the front portion of the vehicles 10 and 150. However, the vehicle end structure of the present invention may be applied to the rear side of the vehicle. Is possible.

10 Vehicle 12 Front side member (vehicle frame member)
12A Front end 14 Reinforcement plate 16 Crash box (Shock absorbing member)
18 Shock absorber 18A Vertical wall (side wall)
18B Horizontal wall (side wall surface)
20 Connecting plate 24 Front bumper reinforcement (bumper frame member)
30 Flange portion 32 Flange portion 34 Cut-and-raised portion 34C Vehicle rear surface (reinforcement plate surface)
36 Cut-and-raised part 36C Vehicle rear surface (reinforcement plate surface)
50 Crash box (shock absorbing member)
52 Connecting plate 52A Rear surface (reinforcement plate side surface)
54 Opening (Opening)
56 Reinforcement plate 58 Recess 60 Crash box (shock absorbing member)
62 Connecting plate 64 Cut and raised portion 64C Vehicle rear surface (reinforcement plate surface)
70 Crash box (shock absorbing member)
72 Connecting Plate 74A Concave Surface 76 Opening (Opening)
120 Crash box (shock absorbing member)
122 connecting plate 124 reinforcing plate 130 flange portion 132 flange portion 134 hole portion 135 inner peripheral wall 136 hole portion 137 inner peripheral wall 150 vehicle 170 crash box (impact absorbing member)
172 Connecting plate 174 Reinforcing plate 180 Flange portion 180A Protruding portion 182 Flange portion 182A Protruding portion 184 Hole portion 185 Inner peripheral wall 186 Hole portion 190 Crash box (shock absorbing member)
192 Connection plate 192B Concave part

Claims (10)

A vehicle skeleton member extending in the vehicle longitudinal direction at both ends of the vehicle;
A bumper skeleton member provided on the vehicle front side or the vehicle rear side with respect to the vehicle skeleton member and extending along the vehicle width direction;
A reinforcing plate for closing the vehicle front end or the vehicle rear end of the vehicle skeleton member;
A cylindrical impact absorbing portion that is disposed between the vehicle skeleton member and the bumper skeleton member and absorbs collision energy by compressing and deforming in the axial direction when a collision load is input. A shock absorbing member provided with a connecting plate for mounting to
Provided at the end of the shock absorbing portion on the side of the connecting plate, formed by bending an edge portion toward the outside of the shock absorbing portion, and welded to the surface of the connecting plate on the side of the reinforcing plate A flange,
A vehicle end structure.   2. The vehicle according to claim 1, wherein at least two cut-and-raised portions are provided on the connecting plate, and at least a part of the flange portion is welded to a surface of the cut-and-raised portion on the reinforcing plate side. End structure. The shock absorbing portion has a cross-sectional shape having a short axis and a long axis,
The vehicle end structure according to claim 2, wherein the cut and raised portion is provided on the long axis side.   4. The vehicle end structure according to claim 2, wherein the cut-and-raised portion is provided at two opposing positions of the connecting plate and is provided in one of the directions orthogonal to the opposing direction. 5. . An opening is provided in the connecting plate,
2. The vehicle end structure according to claim 1, wherein at least a part of the flange portion is welded to a surface of the connecting plate on the reinforcing plate side in a state where the shock absorbing portion is inserted through the opening. The connecting plate is a planar plate material;
The vehicle end structure according to claim 5, wherein the reinforcing plate is provided with a recess that is recessed in a direction away from the connecting plate and into which the flange portion is inserted. The connecting plate is provided with a slit-shaped hole,
The connecting plate side of the shock absorbing portion is inserted into the hole portion, and an inner peripheral wall of the hole portion is disposed so as to face a side wall surface of the shock absorbing portion in a vehicle width direction. Vehicle end structure as described.   The vehicle end structure according to any one of claims 5 to 7, wherein the flange portion is sandwiched between the connecting plate and the reinforcing plate.   The vehicle end structure according to claim 7, wherein the flange portion includes a convex portion protruding in a convex shape toward the reinforcing plate. The connecting plate is provided with a recessed portion that is recessed in a direction away from the reinforcing plate,
The vehicle end structure according to claim 7, wherein the hole is provided in the concave portion.

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