JP7468293B2 - Vehicle rear structure - Google Patents

Description

The present invention relates to a vehicle rear structure.

Patent Document 1 discloses an electric vehicle that includes a battery mounted under the floor of the passenger compartment, a drive unit provided on the rear side of the battery, a power unit that is arranged on the rear side of the battery and forward of the rear end of the drive unit and is electrically connected to the drive unit, an automatic driving unit that is arranged on the rear side of the battery and forward of the rear end of the drive unit and controls automatic driving of the vehicle, and a main body of a cleaning unit that is arranged on the rear side of the rear end of the drive unit and is not essential for the vehicle to run on its own.

JP 2020-29134 A

Some autonomous vehicles have an automatic emergency evacuation function, that is, an automatic driving control that automatically evacuates the vehicle in an emergency without the driver having to perform any driving operations. In a structure in which the control power module for emergency automatic evacuation is located at the rear of the vehicle, the load from the rear of the vehicle is likely to be transmitted to the control power module in the event of a rear-end collision. If the load transmitted to the control power module becomes excessive, this could affect the automatic emergency evacuation.

The objective of the present invention is to suppress the transmission of load to the control power module for emergency automatic evacuation during a vehicle rear-end collision.

The vehicle rear structure according to one aspect of the present invention includes a control power supply module for emergency automatic evacuation, a first cross member, a control unit for controlling automatic driving other than emergency automatic evacuation, and a second cross member. In the event of a rear-end collision, the control unit that has come into contact with the second cross member is rotated around the second cross member in a direction such that the rear end of the control unit is raised higher than the front end, and the control unit comes into contact with the first cross member, so that the control unit is bent from the contact point with the first cross member.

The present invention makes it possible to suppress the transmission of load to the control power module for emergency automatic evacuation during a vehicle rear-end collision.

1 is a perspective view of a vehicle rear structure according to an embodiment of the present invention, viewed from above and in the front left; 2 is a cross-sectional view taken along line AA in FIG. 1. FIG. 2 is a view taken along an arrow I in FIG. 3 is a diagram for explaining the behavior of the vehicle rear structure in the event of a rear-end collision, showing the cross-section shown in FIG. 2 in a state before the rear-end collision; FIG. 3 is a diagram for explaining the behavior of the vehicle rear structure during a rear collision, showing the cross-section shown in FIG. 2 in a state after an external force has been input to the vehicle from behind due to a rear collision; FIG. 4C is a diagram for explaining the behavior of the vehicle rear structure during a rear collision, showing the state of the cross section shown in FIG. 2 after a certain time has elapsed from the state shown in FIG. 4B. 4C is a diagram for explaining the behavior of the vehicle rear structure during a rear collision, showing the state of the cross section shown in FIG. 2 after a certain time has elapsed since the state shown in FIG. 4C. FIG. 1 is a block diagram showing an example of an automatic driving control system for a vehicle according to an embodiment. FIG. 3 is a cross-sectional view corresponding to FIG. 2 , showing a modified example of the vehicle rear structure according to the embodiment.

The vehicle rear structure according to the embodiment will be described below with reference to the drawings. In each drawing, FR and RR indicate the front and rear in the vehicle longitudinal direction, respectively, LH and RH indicate the left and right in the vehicle width direction, and UP and DN indicate the top and bottom in the vehicle vertical direction, respectively. In the following description, the front and rear in the vehicle longitudinal direction, the top and bottom in the vehicle vertical direction, and the left and right in the vehicle lateral direction will be simply referred to as "vehicle front," "vehicle rear," "vehicle top," "vehicle bottom," "vehicle left," and "vehicle right," respectively. Elements having the same function will be given the same reference numerals, and duplicate descriptions will be omitted.

The vehicle V (see FIG. 3) according to the embodiment has an automatic driving control function that automatically controls the driving of the vehicle V without the driver performing driving operations, based on, for example, the situation around the vehicle V and the state of the vehicle V. In addition, the vehicle V is, for example, an electric vehicle (EV) that is driven by an electric motor (not shown) using a vehicle drive battery 110 (see FIG. 5) as a power source.

Furthermore, vehicle V has a function for performing automatic emergency evacuation. Note that automatic emergency evacuation refers to automatic driving control that automatically evacuates the vehicle in an emergency without the occupant performing any driving operation. Also, an emergency refers to a situation in which a circumstance occurs that hinders the normal driving of the vehicle, such as a change in the driver's state of consciousness, an abnormality in the hardware or software that constitutes the vehicle, or contact between the vehicle and another object. Also, evacuation refers to moving the vehicle to a safe place, such as the shoulder of the road, a parking lot, or an empty space near the vehicle.

As shown in Figures 1 to 3, the vehicle rear structure 1 of this embodiment includes a first cross member 10, a second cross member 20, a control unit 40, and a control power module 50.

The second cross member 20 is a vehicle body frame member disposed at the rear of the vehicle, extending in the vehicle width direction forward of the control unit 40. The second cross member 20 is disposed such that at least a portion of the lower front end portion 40d of the control unit 40 overlaps with the second cross member 20 when viewed in the vehicle front-rear direction.

In the illustrated example, the second cross member 20 comprises a cross member main body portion 20a having a hat-shaped cross section that opens downward toward the vehicle, and a cross member rear portion 20b having a generally Z-shaped cross section that is fastened to the cross member main body portion 20a on the vehicle rear side of the cross member main body portion 20a.

In addition, both ends of the cross member main body 20a are respectively joined to the left and right rear side members (not shown). A lower cross member 25 is disposed on the underside of the floor panel 5 at a position corresponding to the second cross member 20. The lower cross member 25 is a long member with a hat-shaped cross section that opens toward the top of the vehicle. The second cross member 20 and the lower cross member 25 are combined from above and below and joined to each other with the floor panel 5 in between, forming a substantially rectangular closed cross section.

The third cross member 30 is a long member with a substantially rectangular cross section, located a predetermined distance from the second cross member 20 toward the rear of the vehicle. Both ends of the third cross member 30 are joined to the left and right rear side members (not shown). In the illustrated example, the second cross member 20 and the third cross member 30 are positioned such that at least the portions adjacent to their control units 40 are at substantially the same height.

The vehicle rear structure 1 includes a control unit 40 between the second cross member 20 and the third cross member 30. The distance between the second cross member 20 and the third cross member 30 is determined taking into consideration the length of the control unit 40 in the vehicle's fore-and-aft direction. The control unit 40 is a housing that houses a microcomputer equipped with a CPU (central processing unit), a storage device, and an input/output unit.

The control unit 40 is a device that performs processing necessary for automatic driving control of the vehicle V other than emergency automatic evacuation. The control unit 40 does not perform processing necessary for emergency automatic evacuation. As illustrated in FIG. 5, the control unit 40 has a function of controlling the actuator 120. The actuator 120 is, for example, an actuator that controls the driving force of the driving wheels, an actuator that controls the braking force, or an actuator that controls the steering angle. The control unit 40 may also have a function of controlling the on-board electrical components 100 that are not directly related to the driving of the vehicle V, such as lights and electric wiper motors. The control unit 40 may also have a function of generating a driving route and a vehicle speed based on the vehicle V detected by an on-board sensor, the situation around the vehicle V, or map data. The control unit 40 generates heat by performing processing for automatic driving control of the vehicle V and other controls. Therefore, the control unit 40 is cooled by a cooling means such as cooling water.

The control unit 40 has a front end 40a, a rear end 40b, an upper surface 40c, and a lower surface 40e. The front end 40a is provided with two front brackets 42, and the rear end 40b is provided with two rear brackets 44. The front brackets 42 are spaced apart from each other in the vehicle width direction and are fastened and fixed to the cross member rear portion 20b of the second cross member 20 by fasteners such as bolts. The rear brackets 44 are spaced apart from each other in the vehicle width direction and are fastened and fixed to the upper surface of the third cross member 30 by fasteners such as bolts. Note that the second cross member 20 does not need to have the cross member rear portion 20b, in which case the front brackets 42 may be directly fastened to the upper surface of the cross member main body portion 20a by fasteners.

The first cross member 10 is disposed a predetermined distance above the vehicle from the upper surface 40c of the control unit 40. The first cross member 10 is disposed rearward of the rear end of the control power supply module 50 and is a member extending in the vehicle width direction. The first cross member 10 is disposed so as to be located forward of the rear end 40b of the control unit 40. In other words, the control unit 40 is a control unit for performing automatic driving control of the vehicle V other than emergency automatic evacuation, and is disposed below the first cross member 10 with the rear end 40b located rearward of the first cross member 10.

The first cross member 10 is a long member having a substantially circular cross-sectional shape. As shown in FIG. 3, both ends of the first cross member 10 are fixed to the inner surface 70 of the vehicle body member at the rear of the vehicle V via fasteners such as brackets.

The first cross member 10 supports the rear of the control power supply module 50. The first cross member 10 is also supported from below the vehicle by a first support member 15 that extends from the top surface of the floor panel 5 toward the top of the vehicle.

As shown in Figures 1 to 3, a second support member 18 is disposed in front of the front end of the control power supply module 50. The second support member 18 supports the front of the control power supply module 50.

The second support member 18 is a long member with a substantially circular cross section that extends in the vehicle width direction at the rear of the vehicle. Both ends of the second support member 18 are fixed to the inner surface 70 of the vehicle body member at the rear of the vehicle V via a bracket or other fastener.

The control power supply module 50 is an emergency automatic evacuation module located at the rear of the vehicle. The control power supply module 50 includes components such as an auxiliary control unit 51, an auxiliary battery 52, a gyro sensor 53, and a DCDC converter 54. In the illustrated example, the DCDC converter 54 is located at the very bottom of the control power supply module 50, the gyro sensor 53 is located above the DCDC converter 54 and approximately in the center of the vehicle width direction, the two auxiliary batteries 52 are located on the left and right sides of the gyro sensor 53, and the auxiliary control unit 51 is located above one of the auxiliary batteries 52 and the gyro sensor 53. These locations may be interchanged as appropriate.

The auxiliary control unit 51 is a device that performs control to automatically evacuate the vehicle V in an emergency without the occupant having to drive the vehicle, and is a housing that houses a CPU (central processing unit), a storage device, a microcomputer equipped with input/output units, etc.

As shown in FIG. 5, the auxiliary control unit 51 has a function of controlling the actuator 120 described above in an emergency. The auxiliary control unit 51 may also have a function of generating a driving route and vehicle speed based on the vehicle V detected by an on-board sensor, the situation around the vehicle V, or map data.

The auxiliary battery 52 is a battery that supplies power to the electric motor for driving the vehicle V in an emergency. As shown in FIG. 5, the auxiliary battery 52 may supply power to on-board electrical components 100 that are not directly related to the driving of the vehicle V, such as electric motors for lights and wipers, in addition to the power for driving the vehicle V. The auxiliary battery 52 may be a lithium-ion battery, a lead-acid battery, a nickel-metal hydride battery, a nickel-cadmium battery, or an all-solid-state battery. Since the control power supply module 50 includes the auxiliary battery 52, even if the supply of power from the vehicle drive battery 110 (main battery) to the vehicle drive electric motor is stopped in an emergency, the vehicle V can be driven by supplying power from the auxiliary battery 52 to the vehicle drive electric motor.

The gyro sensor 53 is a sensor for vehicle control. The gyro sensor 53 is a sensor that measures the amount of rotation (angular velocity) per unit time, and can detect the attitude of the vehicle V (yawing, pitching, rolling, etc.). Because the control power supply module 50 is equipped with the gyro sensor 53, it can more appropriately control the vehicle V to automatically evacuate in an emergency, taking into account the attitude of the vehicle V detected by the gyro sensor 53.

The DCDC converter 54 is a power converter that boosts or lowers the voltage of the auxiliary battery 52. By including the DCDC converter 54, the control power supply module 50 can boost or lower the voltage of the auxiliary battery and supply an appropriate voltage to the electric components installed in each part of the vehicle.

As shown in Figs. 1 to 3, the control power supply module 50 may include an upper casing 55 and a lower casing 56 that sandwich at least some of the components from above and below the vehicle. The lower casing 56 supports two auxiliary batteries 52 and a gyro sensor 53. The two upper casings 55 also sandwich the two auxiliary batteries 52 between themselves and the lower casing 56.

Two front flanges 55b are formed at the front end 55a of the upper casing 55, and two rear flanges 55d are formed at the rear end 55c. The front flanges 55b are spaced apart from each other in the vehicle width direction and are fixed to the second support member 18 with fasteners such as bolts. The rear flanges 55d are spaced apart from each other in the vehicle width direction and are fixed to the bottom 56c of the lower casing 56 with fasteners such as bolts.

A front flange portion 56b is formed at the front end portion 56a of the lower casing 56, and a rear flange portion 56d extends from the bottom portion 56c toward the rear of the vehicle. The front flange portion 56b is fixed to the second support member 18 by fasteners such as bolts. The rear flange portion 56d is supported by the first cross member 10.

Thus, in the example shown in the figure, the front of the control power supply module 50 is supported by the second support member 18 via the front flange portion 55b of the upper casing 55 and the front flange portion 56b of the lower casing 56. The rear of the control power supply module 50 is supported by the first cross member 10 via the rear flange portion 55d of the upper casing 55 and the rear flange portion 56d of the lower casing 56.

The control power supply module 50 has a casing, which allows its components to be easily integrated. This allows the control power supply module 50 to be easily attached and detached to the first cross member 10 and the second support member 18, simplifying the process for constructing the vehicle rear structure 1.

By adopting the above-mentioned configuration, the control power supply module 50 is fixed to the inner surface 70 of the vehicle body side member at the rear of the vehicle V via the first cross member 10 and the second support member 18. Therefore, even if an external force is input from the rear of the vehicle due to, for example, a rear-end collision, the control power supply module 50 can be safely held at the rear of the vehicle.

As shown in Figs. 1 to 3, the control unit 40 may have a main body 60 that performs processes necessary for automatic driving control of the vehicle V other than emergency automatic evacuation, and a heater 65 for suppressing excessive temperature drops in the main body 60. The heater 65 is disposed rearward of the rear end of the control power supply module 50, and is attached to a mounting portion 66 on the upper surface 60c of the main body 60. The second cross member 20 is disposed so that at least a portion of it overlaps with the front end lower portion 60d of the main body 60 when viewed in the vehicle longitudinal direction.

The front end 60a, rear end 60b, upper surface 60c, front end lower portion 60d, and lower surface 60e of the main body 60 correspond to the front end 40a, rear end 40b, upper surface 40c, front end lower portion 40d, and lower surface 40e of the control unit 40, respectively. The upper surface 65a of the heater 65 constitutes at least a part of the upper surface 40c of the control unit 40.

In the illustrated example, the first cross member 10 is disposed higher on the vehicle than the underside 50a of the control power module 50 when viewed in the vehicle's longitudinal direction. However, as illustrated in FIG. 6, the first cross member 10 and the underside 50a of the control power module 50 may be at approximately the same height in the height direction of the vehicle V. In other words, the first cross member 10 may be disposed so that at least a portion of the first cross member 10 overlaps with the underside 50a of the control power module 50 when viewed in the vehicle's longitudinal direction.

The effects of this embodiment are explained below.

As described above, the control power supply module 50 is mounted on the rear of the vehicle V. When the rear of the vehicle receives a load due to a rear-end collision, the control power supply module 50 performs control to automatically evacuate the vehicle V to a safe place to ensure the safety of the occupants, the vehicle V, and the area around the vehicle V. For this reason, it is desirable to further ensure the safety of the control power supply module 50 by suppressing the load transmitted to the control power supply module 50 during a rear-end collision.

The behavior of the vehicle rear structure 1 during a vehicle rear collision will be explained with reference to Figures 4A to 4D.

Figure 4A shows the state of the vehicle rear structure 1 before a rear collision occurs. Also, Figure 4B shows the state of the vehicle rear structure 1 after an external force is input to the vehicle V from the rear due to a rear collision. When an external force is input from the rear due to a rear collision, part of the input external force is transmitted to the control unit 40. That is, as shown in Figure 4B, an external force in the direction of arrow A facing the front of the vehicle is input to the control unit 40. As a result, the fixation between the front end 40a of the control unit 40 and the second cross member 20 and the fixation between the rear end 40b of the control unit 40 and the third cross member 30 are released. Then, the control unit 40 moves toward the front of the vehicle relative to the floor panel 5 in response to the external force, and the front end 40a of the control unit 40 comes into contact with the second cross member 20, which is a vehicle body frame member. The second cross member 20 inputs an external force in the direction of arrow B facing the rear of the vehicle to the front end lower portion 40d of the control unit 40.

The second cross member 20 is positioned so that at least a portion of it overlaps with the lower front end 40d of the control unit 40 when viewed in the vehicle longitudinal direction. This makes it easier for the line of action of the external force input to the control unit 40 in the direction of arrow A to be misaligned in the height direction from the line of action of the external force input from the second cross member 20 to the lower front end 40d of the control unit 40 in the direction of arrow B, making it easier for a moment to be generated in a direction that lifts the rear of the control unit 40 (in the direction of arrow C). In other words, it makes it easier for the control unit 40 to rotate around the second cross member 20 in a direction that lifts the rear end 40b of the control unit 40 more than the front end 40a.

Figure 4C shows the state of the vehicle rear structure 1 after a certain time has elapsed since the state shown in Figure 4B. Also, Figure 4D shows the state of the vehicle rear structure 1 after a further certain time has elapsed since the state shown in Figure 4C.

When the control unit 40 rotates in a direction in which its rear end 40b is raised higher than its front end 40a, the upper surface 40c of the control unit 40 comes into contact with the first cross member 10 at the contact portion 80, as shown in FIG. 4C.

When the control unit 40 includes a main body portion 60 and a heater portion 65 as in the illustrated example, the upper surface 65a of the heater portion 65, which constitutes at least a part of the upper surface 40c of the control unit 40, contacts the first cross member 10 at the contact portion 80.

In this way, the vehicle rear structure 1 brings the control unit 40 into contact with the first cross member 10, inducing bending of the control unit 40 starting from the contact portion 80, as shown in Figures 4C and 4D.

That is, the vehicle rear structure 1 comprises a control power module 50 for emergency automatic evacuation arranged at the rear of the vehicle, a first cross member 10 extending in the vehicle width direction behind the rear end of the control power module 50, a control unit 40 for performing automatic driving control other than emergency automatic evacuation arranged below the first cross member 10 with its rear end 40b located rearward of the first cross member 10, and a second cross member 20 extending in the vehicle width direction ahead of the control unit 40, the second cross member 20 being arranged so that at least a portion of it overlaps with the lower front end 40d of the control unit 40 when viewed in the longitudinal direction of the vehicle, and in the event of a rear-end collision, the control unit 40 that comes into contact with the second cross member 20 is rotated around the second cross member 20 in a direction in which the rear end 40b of the control unit 40 is raised higher than the front end 40a, and brought into contact with the first cross member 10, inducing bending of the control unit 40 starting from the contact portion 80 with the first cross member 10. In other words, the vehicle rear structure 1 is configured to bend the control unit 40 starting from the contact point 80 with the first cross member 10 during a vehicle rear collision.

Furthermore, in the vehicle rear structure 1, the engagement between the control unit 40 and the second cross member 20 prevents the front end 40a of the control unit 40 from moving forward and downward. Meanwhile, the third cross member 30 and the buffer member 90, which have moved forward due to deformation during a rear collision, enter the space between the lower surface 40e of the rear end 40b of the control unit 40, which has expanded due to the rise of the rear end 40b, and the floor panel 5. The third cross member 30 and the buffer member 90 that have entered the space then apply an external force in the forward direction of the vehicle to the lower surface 40e of the control unit 40, further advancing the bending deformation of the control unit 40. In this way, the bending of the control unit 40 induced from the contact portion 80 progresses across the entire width of the control unit 40. This bending of the control unit 40 absorbs the collision energy input due to the rear collision.

Therefore, with the vehicle rear structure 1, bending of the control unit 40 can be more reliably caused during a vehicle rear collision, and the amount of collision energy absorbed can be more reliably increased. This makes it possible to suppress the transmission of load to the control power supply module 50 due to a rear collision.

In addition, as in the illustrated example, when the control unit 40 has a main body portion 60 and a heater portion 65, the vehicle rear structure 1 induces bending of the main body portion 60 starting from the mounting portion 66 of the heater portion 65.

More specifically, in the vehicle rear structure 1, the control unit 40 has a main body 60 and a heater 65, the heater 65 is disposed rearward of the rear end of the control power supply module 50 and is attached to the upper surface 60c of the main body 60, and the second cross member 20 is disposed so as to overlap at least a portion of the front end lower portion 60d of the main body 60 when viewed in the vehicle front-rear direction. In addition, in the event of a vehicle rear collision, the main body 60 that has come into contact with the second cross member 20 is rotated around the second cross member 20 in a direction in which the rear end 60b of the main body 60 rises more than the front end 60a, and the first cross member 10 and the heater 65 come into contact with each other, inducing bending of the main body 60 starting from the attachment portion 66. In other words, the vehicle rear structure 1 is configured to bend the main body 60 starting from the attachment portion 66 in the event of a vehicle rear collision.

In addition, in the vehicle rear structure 1, the heater section 65 comes into contact with the first cross member 10 at the contact portion 80, causing the heater section 65 to undergo crushing deformation. That is, the bending deformation of the main body section 60 of the control unit 40 and the crushing deformation of the heater section 65 absorb the collision energy input due to the rear-end collision.

Therefore, with the vehicle rear structure 1, bending of the main body 60 of the control unit 40 can be more reliably generated during a vehicle rear collision, while the amount of collision energy absorbed can be further increased by the crushing deformation of the heater section 65. This makes it possible to suppress the transmission of load to the control power supply module 50 due to a rear collision.

Also, as shown in FIG. 4B, the heater section 65 may be positioned so that it at least partially overlaps the first cross member 10 in a plan view when the control unit 40 and the second cross member 20 come into contact. In this way, the heater section 65 can be more reliably brought into contact with the first cross member 10 when the control unit 40 rotates around the second cross member 20 during a vehicle rear-end collision.

3, the vehicle width direction length of the region where the first cross member 10 and the heater portion 65 contact each other may be configured to be shorter than the vehicle width direction length of the main body portion 60. More specifically, the vehicle width direction length of the heater portion 65 may be configured to be shorter than the vehicle width direction length of the main body portion 60 by making the vehicle width direction length of the heater portion 65 shorter than the vehicle width direction length of the main body portion 60.

With this configuration, the contact area between the first cross member 10 and the upper surface 65a of the heater section 65 is smaller. That is, the heater section 65 receives the force from contact with the first cross member 10 over a smaller area, and therefore the pressure that the heater section 65 receives from the first cross member 10 is greater. This makes it possible to more reliably cause the heater section 65 to undergo crushing deformation. This makes it possible to more reliably induce the bending deformation of the main body section 60 that occurs after the heater section 65 undergoes crushing deformation. In other words, with this configuration, it is possible to more reliably cause the bending deformation of the main body section 60 of the control unit 40 and the crushing deformation of the heater section 65.

As shown in FIG. 6, the first cross member 10 may be positioned so that it is at approximately the same height as the underside 50a of the control power supply module 50 in the height direction of the vehicle V. In other words, the first cross member 10 may be positioned so that at least a portion of the first cross member 10 overlaps with the underside 50a of the control power supply module 50 when viewed in the vehicle front-rear direction.

In such a case, in the event of a rear-end collision, the control unit 40 can be brought into more reliable contact with the first cross member 10 as the control unit 40 rotates around the second cross member 20. This more reliably prevents the control unit 40 from coming into contact with the control power supply module 50, and more reliably prevents the transmission of load to the control power supply module 50 due to a rear-end collision.

The first cross member 10 may also be provided as a separate member from the member supporting the control power supply module 50. In the illustrated example, the rear of the control power supply module 50 is supported by the first cross member 10. This allows the number of parts to be reduced compared to when a separate member supporting the control power supply module 50 is provided.

The above embodiments are merely examples described to facilitate understanding of the invention. The technical scope of the invention is not limited to the specific technical matters disclosed in the above embodiments, but also includes various modifications, changes, and alternative technologies that can be easily derived therefrom.

In the above embodiment, a vehicle V equipped with an automatic driving control function has been described as an example, but it goes without saying that the vehicle rear structure 1 can also be applied to a vehicle equipped with a driving assistance control function for assisting the occupant in driving operations.

In addition, in the above embodiment, an electric vehicle (EV) has been described as an example, but it goes without saying that the vehicle rear structure 1 can also be applied to hybrid vehicles (HVs), fuel cell vehicles (FCVs), and the like.

V Vehicle 1 Vehicle rear structure 10 First cross member 20 Second cross member 40 Control unit 40a Front end 40b Rear end 40d Front end lower portion 50 Control power supply module 50a Lower surface 60 Main body portion 60a Front end 60b Rear end 60c Upper surface 60d Front end lower portion 65 Heater portion 66 Mounting portion 80 Contact portion

Claims (6)

A control power module for emergency automatic evacuation located at the rear of the vehicle;
a first cross member extending in a vehicle width direction rearward of the vehicle from a rear end of the control power supply module;
a control unit for performing automatic driving control other than the emergency automatic evacuation, the control unit being disposed below the first cross member and with a rear end portion positioned rearward of the first cross member;
a second cross member extending in a vehicle width direction forward of the control unit;
Equipped with
the second cross member is disposed so as to at least partially overlap with a front end portion lower part of the control unit as viewed in a vehicle front-rear direction,
A vehicle rear structure configured such that, in the event of a rear-end collision, the control unit that comes into contact with the second cross member is rotated around the second cross member in a direction such that the rear end of the control unit is raised higher than the front end, causing it to come into contact with the first cross member, thereby bending the control unit from the point of contact with the first cross member. the control unit has a main body and a heater;
the heater unit is disposed rearward of the vehicle from a rear end of the control power supply module and is attached to a mounting portion on an upper surface of the main body unit,
the second cross member is disposed so as to overlap at least a portion of the front end portion lower part of the main body portion as viewed in the vehicle front-rear direction,
The vehicle rear structure described in claim 1, wherein, in the event of a rear-end collision of the vehicle, the main body portion that comes into contact with the second cross member is rotated around the second cross member in a direction in which the rear end of the main body portion is raised higher than the front end of the main body portion, thereby bringing the first cross member into contact with the heater portion, thereby bending the main body portion starting from the mounting portion. The vehicle rear structure according to claim 2, wherein the heater section is positioned so that it at least partially overlaps the first cross member in a plan view when the control unit and the second cross member are in contact with each other. The vehicle rear structure according to claim 2 or 3, wherein the length in the vehicle width direction of the region where the first cross member and the heater part are in contact is shorter than the length in the vehicle width direction of the main body part. The vehicle rear structure according to any one of claims 1 to 4, wherein the first cross member is positioned so that at least a portion of the first cross member overlaps with the underside of the control power supply module when viewed in the vehicle front-rear direction. The vehicle rear structure according to any one of claims 1 to 5, wherein the control power supply module is supported by the first cross member.

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