JP2008120256A - Shock absorption structure for vehicles - Google Patents

Abstract

A vehicle impact absorbing structure capable of suppressing a deformation amount of a side member in a vehicle width direction while absorbing a collision load at the time of a light collision from an oblique direction of the vehicle.
In a state in which a load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14, the bracket 30 is bent and deformed in the vehicle width direction so that the rear bumper reinforcement 14 is moved with respect to the rear side member 16 in the vehicle width direction. Since the rear bumper reinforcement 14 does not move following the relative movement in the vehicle width direction relative to the rear side member 16, the crash box 26 does not move in the vehicle width direction. The rear bumper reinforcement 14 receives the vehicle width direction component load F1 and the crash box 26 and the rear side member 16 receive the vehicle longitudinal direction component load.
[Selection] Figure 2

Description

  The present invention relates to a shock absorbing structure for a vehicle in which a crash box is interposed between a bumper reinforcement and an end of a side member.

  In a vehicle, a pair of left and right side members extending substantially in the vehicle front-rear direction is disposed, and a bumper extending in the vehicle width direction is disposed on the end side of the side member (for example, a patent) Reference 1). In such a structure, at the time of a light collision from the oblique direction of the vehicle, the input load is transmitted to the side member via the bumper, and a bending moment acts on the side member by the load of the vehicle width direction component.

Here, even if the structure can absorb the input load at the time of a light collision, if the load input to the side member in the vehicle width direction is large, the deformation amount of the side member in the vehicle width direction increases, and the side member It will be necessary to repair.
JP-A-6-171443

  In view of the above facts, the present invention provides a vehicle impact absorbing structure that can suppress the amount of deformation of a side member in the vehicle width direction while absorbing a collision load during a light collision from an oblique direction of the vehicle. Let it be an issue.

  The shock absorbing structure for a vehicle according to the first aspect of the present invention includes a bumper reinforcement arranged on the vehicle body end side with the vehicle width direction as the longitudinal direction, and left and right arranged on both sides of the vehicle with the vehicle front-rear direction as the longitudinal direction. Between the pair of side members, the bumper reinforcement and an end portion of the side member, the vehicle longitudinal direction is interposed as an axial direction, and the bearing member has a lower proof strength against an axial compression load than the side member, and the bumper reinforcement is the side member. The impact absorbing means that does not follow and move relative to the vehicle width direction, and the bumper reinforcement and the end of the side member are connected and the shock absorbing means is held, and the bumper reinforcement is supported in the vehicle width direction. In the state in which the load is applied, the bumper reinforcement is bent against the side member by bending in the vehicle width direction. It characterized by having a a connecting means for relatively moving the vehicle width direction Te.

  According to the shock absorbing structure for a vehicle of the present invention as set forth in claim 1, the shock absorbing means is interposed between the bumper reinforcement and the end of the side member with the vehicle front-rear direction as the axial direction and is more compressed than the side member. Since the load resistance is low, the impact absorbing means absorbs the collision load by axial compression deformation with respect to the collision load in the longitudinal direction of the vehicle.

  Further, in a state where a load in the vehicle width direction is applied to the bumper reinforcement, the connecting means is bent and deformed in the vehicle width direction to move the bumper reinforcement relative to the side member in the vehicle width direction, and the shock absorbing means is used as the bumper reinforcement. Even if the reinforce moves relative to the side member in the vehicle width direction, it does not follow, so at the time of a light collision from the oblique direction of the vehicle, the collision load is decomposed into a vehicle width direction component and a vehicle front-rear direction component. Is inputted with the load of the vehicle width direction component, and the load of the vehicle longitudinal direction component is inputted into the shock absorbing means.

  That is, at the time of a light collision from the oblique direction of the vehicle, the load in the vehicle width direction acting on the bumper reinforcement is released by bending deformation in the vehicle width direction of the connecting means, and the side member is absorbed while absorbing the light collision load by the shock absorbing means. The bending moment in the vehicle width direction acting on the members after the shock absorbing means is reduced. At this time, since the connecting means is bent and deformed in the vehicle width direction, the reaction force of the connecting means in the vehicle width direction is reduced, so that almost no load in the vehicle width direction from the connecting means to the side member is input. Since the bumper reinforcement moves in the vehicle width direction and crushes the impact absorbing means in the vehicle front-rear direction, a load in the vehicle front-rear direction is input to the side member in a state where almost no load in the vehicle width direction is input.

  According to a second aspect of the present invention, there is provided the vehicle impact absorbing structure according to the first aspect, wherein the connecting means has both ends of the connecting means in the vehicle width direction fixed to the bumper reinforcement, and the bumper An intermediate wall portion that is substantially parallel to the reinforcement and coupled to the end of the side member, and is bent from both ends of the intermediate wall portion in the vehicle width direction and extends to a position in contact with the bumper reinforcement. And a side wall portion that is substantially perpendicular to each other.

  According to the shock absorbing structure for a vehicle of the present invention described in claim 2, the intermediate wall portion is substantially parallel to the bumper reinforcement, and the side wall portion is bent from both ends of the intermediate wall portion in the vehicle width direction. Since it extends to a position where it contacts the bumper reinforcement and is substantially perpendicular to the bumper reinforcement, it is bent and deformed in the vehicle width direction without causing the side walls to be stretched (so-called match box deformation) in the event of a light collision from an oblique direction of the vehicle. To do. Therefore, the connecting means efficiently moves the bumper reinforcement relative to the side member in the vehicle width direction.

  According to a third aspect of the present invention, there is provided the vehicle shock absorbing structure according to the first or second aspect, wherein the shock absorbing means is not coupled to the bumper reinforcement.

  According to the shock absorbing structure for a vehicle of the present invention described in claim 3, since the shock absorbing means is not coupled with the bumper reinforcement, the bumper reinforcement absorbs the shock relatively easily during a light collision from an oblique direction of the vehicle. It is possible to move relative to the means in the vehicle width direction.

  According to a fourth aspect of the present invention, there is provided the vehicle impact absorbing structure according to any one of the first to third aspects, wherein the connecting means is a state in which a load in a vehicle width direction acts on the bumper reinforcement. And a deformation promoting means for promoting the bending deformation of the connecting means in the vehicle width direction.

  According to the vehicle impact absorbing structure of the present invention as set forth in claim 4, since the deformation promoting means promotes the bending deformation of the connecting means in the vehicle width direction in a state where the load in the vehicle width direction is applied to the bumper reinforcement, At the time of a light collision from the oblique direction of the vehicle, the connecting means is efficiently bent and deformed in the vehicle width direction by the deformation promoting means.

  As described above, according to the impact absorbing structure for a vehicle according to claim 1 of the present invention, the amount of deformation of the side member in the vehicle width direction can be reduced while absorbing the collision load at the time of a light collision from the oblique direction of the vehicle. It has an excellent effect that it can be suppressed.

  According to the shock absorbing structure for a vehicle according to claim 2, the bumper reinforcement is bent with respect to the side member in the vehicle width direction by bending and deforming in the vehicle width direction without stretching the side wall at the time of a light collision from the oblique direction of the vehicle. It has an excellent effect that it can be moved relatively efficiently.

  According to the impact absorbing structure for a vehicle according to claim 3, an excellent effect that the bumper reinforcement can be relatively moved relative to the impact absorbing means in the vehicle width direction at the time of a light collision from an oblique direction of the vehicle. Have

  According to the impact absorbing structure for a vehicle according to claim 4, the load in the vehicle width direction can be effectively released by efficiently bending and deforming the connecting means in the vehicle width direction at the time of a light collision from the oblique direction of the vehicle. It has an excellent effect of being able to.

[First Embodiment]
A first embodiment of a vehicle impact absorbing structure according to the present invention will be described with reference to the drawings. In the figure, the arrow UP indicates the upward direction of the vehicle, and the arrow FR indicates the forward direction of the vehicle.

  FIG. 1 schematically shows a body structure or the like of a vehicle body rear portion 10 to which a vehicle impact absorbing structure is applied as seen from above the vehicle. As shown in FIG. 1, a rear floor panel 12 is disposed at the vehicle body rear portion 10. A storage recess 12A is formed in the rear floor panel 12, and a spare tire (not shown) can be stored in the storage recess 12A.

  A rear bumper reinforcement 14 is arranged with the vehicle width direction (direction of arrow W) as a longitudinal direction on the rear end side of the rear body panel 10 and on the rear lower side of the rear floor panel 12. The rear bumper reinforcement 14 is made of a long, high-strength, high-rigidity metal and has a substantially rectangular cross-sectional shape. The rear bumper reinforcement 14 is covered with a rear bumper cover (not shown) to form a rear bumper.

  On the vehicle front side of the rear bumper reinforcement 14, a pair of left and right rear side members 16 are arranged on both sides of the vehicle body rear portion 10 with the vehicle front-rear direction as a longitudinal direction, and are attached to the lower surface side of the rear floor panel 12 by welding or the like. Each of the rear side members 16 includes a rear side member front 18 that constitutes a front portion in the vehicle front-rear direction and a rear side member rear 20 that constitutes a rear portion in the vehicle front-rear direction.

  The vehicle front view shape of the rear side member front 18 and the vehicle front view shape of the rear side member rear 20 are both substantially hat-shaped with the opening facing the vehicle upper side. The rear side member front 18 and the rear side member rear 20 are joined by spot welding or the like, with the front end joint of the rear side member rear 20 overlapped with the rear end joint of the rear side member front 18. The rear side member front 18 and the rear side member rear 20 are joined to the rear floor panel 12 to form a closed cross section. Thus, the rear side member 16 reinforces the rear floor panel 12 and enhances the body rigidity. Further, a joining flange 16A for joining is provided at the rear end portion (vehicle rear side end portion) of the rear side member 16 (rear side member rear 20).

  The rear side member 16 is a member that receives a collision load via the rear bumper reinforcement 14 or the like at the time of rear collision (collision), and is deformed and absorbs energy when the input load from the rear bumper reinforcement 14 exceeds a predetermined value. To do. The rear side member front 18 is reinforced by, for example, a bulk, reinforcement, patch, or the like (not shown), and has a higher proof strength against the compression load than the rear side member rear 20.

  A first rear floor cross member 24 and a second rear floor cross member 22 are arranged between the pair of left and right rear side members front 18 with the vehicle width direction (arrow W direction) as the longitudinal direction. The front 18 is connected by a first rear floor cross member 24 and a second rear floor cross member 22. The first rear floor cross member 24 and the second rear floor cross member 22 have a substantially hat shape in which the opening is directed toward the vehicle upper side in the side cross-sectional view, and are joined to the rear floor panel 12 by welding or the like to form a closed cross-section. Is configured.

  Between the rear bumper reinforcement 14 and the joint flange 16A as the rear end portion of the rear side member 16 (rear side member rear 20), a crash box 26 as an impact absorbing means is interposed with the vehicle longitudinal direction as the axial direction, causing a crash. The box 26 has a rectangular tube shape and is set to have a lower proof strength against the axial compression load than the rear side member 16. The crash box 26 is connected to the bracket 30 as a connecting means by a bolt or welding or the like, and the crash box 26 is connected to the rear bumper reinforcement 14 while being in contact with the rear bumper reinforcement 14. Even if the rear bumper reinforcement 14 moves relative to the rear side member 16 in the vehicle width direction (arrow W direction), it does not move following.

  The bracket 30 that holds the crash box 26 has a hat shape in which the rear side of the vehicle is opened in plan view, and connects the rear bumper reinforcement 14 and the joint flange 16A of the rear side member 16 (rear side member rear 20). . FIG. 2 shows an enlarged plan view of the left side portion of the rear end portion of the vehicle. The structure of the right side portion (rear side member rear 20, bracket 30, rear bumper reinforcement 14 and crash box 26) of the rear end portion of the vehicle is the same as that of the left side portion of the rear end portion of the vehicle body as shown in FIG.

  As shown in FIG. 2, the bracket 30 has flange portions 36 at both ends in the vehicle width direction (arrow W direction) of the bracket 30 fixed to the rear bumper reinforcement 14 and separated from the rear bumper reinforcement 14. And an intermediate wall 32 that is substantially parallel and is connected to the joint flange 16A of the rear side member 16 by a bolt 40 and a nut 41, and both ends of the intermediate wall 32 in the vehicle width direction (arrow W direction). A pair of side wall portions 34 that are bent at a substantially right angle (90 °) and extend to a position in contact with the rear bumper reinforcement 14 and at a substantially right angle (90 °) with respect to the rear bumper reinforcement 14, The rear bumper reinforcement 14 is bent in a substantially right angle (90 °) from the rear end in the vehicle longitudinal direction and away from each other. Is configured to include a flange 36 that is coupled to the rear bumper reinforcement 14 by a bolt 42 and a nut 43, together with extends I. Accordingly, the rear bumper reinforcement 14 is coupled to the rear side member rear 20 via the bracket 30, and the crash box 26 is disposed between the bracket 30 and the rear bumper reinforcement 14. In FIG. 2, a bent portion bent from both ends in the vehicle width direction (arrow W direction) of the intermediate wall portion 32 is denoted by reference numeral 33, and a bent portion bent from the rear end in the vehicle front-rear direction of the side wall portion 34 is shown. This is indicated by reference numeral 35.

  The intermediate wall portion 32 has a margin 32 </ b> A having a predetermined length between a position where the bolt 40 and the nut 41 are coupled to the joining flange 16 </ b> A of the rear side member rear 20 and the bent portion 33. Further, the flange portion 36 has a margin 36 </ b> A having a predetermined length between a position where the flange portion 36 is coupled to the rear bumper reinforcement 14 by the bolt 42 and the nut 43 and the bending portion 35.

  Here, when the load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14, the bracket 30 is bent and deformed in the vehicle width direction so that the rear bumper reinforcement 14 is changed to the rear side member 16 (rear side member rear 20). On the other hand, it is moved relative to the vehicle width direction.

(Action / Effect)
Next, the operation and effect of the above embodiment will be described.

  The crash box 26 shown in FIG. 1 is interposed between the rear bumper reinforcement 14 and the joint flange 16A of the rear side member 16 with the vehicle front-rear direction as the axial direction, and has a lower proof strength against the axial compression load than the rear side member 16. Therefore, for the collision load in the vehicle longitudinal direction, the crash box 26 is axially deformed to absorb the collision load.

  Further, in a state where the load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14, the bracket 30 is bent and deformed in the vehicle width direction so that the rear bumper reinforcement 14 is relative to the rear side member 16 in the vehicle width direction. The crash box 26 does not follow and move even when the rear bumper reinforcement 14 moves relative to the rear side member 16 in the vehicle width direction. Therefore, as shown in FIG. 3 and FIG. At times (for example, when the vehicle collides with a barrier offset by 40% from the vehicle oblique direction of 10 ° at 15 km / h), the collision load F is decomposed into a vehicle width direction component (F1) and a vehicle longitudinal direction component (F2). The rear bumper reinforcement 14 receives the load F1 of the vehicle width direction component, and the crash box 26 receives the vehicle longitudinal direction component. Of the load F2 is input.

  That is, at the time of a light collision from diagonally behind the vehicle, the load F1 in the vehicle width direction (arrow W direction) acting on the rear bumper reinforcement 14 is released by bending deformation of the bracket 30 in the vehicle width direction, and the light collision load is applied to the crash box 26. While absorbing, the bending moment in the vehicle width direction (arrow W direction) acting on the members after the crash box 26 including the rear side member 16 (members on the vehicle front side from the crash box 26) is reduced.

  Here, as shown in FIG. 2, the bracket 30 has the intermediate wall portion 32 substantially parallel to the rear bumper reinforcement 14 and the side wall portion 34 of the intermediate wall portion 32 in the vehicle width direction (arrow W direction). Is bent from both ends and extends to a position in contact with the rear bumper reinforcement 14 so as to be substantially perpendicular to the rear bumper reinforcement 14, as shown in FIG. The side wall 34 can be controlled to be bent and deformed inward in the vehicle width direction (so-called match box deformation) relatively easily without stretching. Therefore, the bracket 30 efficiently moves the rear bumper reinforcement 14 relative to the rear side member 16 in the vehicle width direction (arrow W direction). In addition, since the crash box 26 shown in FIG. 3 is not coupled to the rear bumper reinforcement 14, the rear bumper reinforcement 14 can relatively easily move in the vehicle width direction (arrows) with respect to the crash box 26 at the time of a light collision from obliquely behind the vehicle. Relative movement in the W direction).

  More specifically, in such a light collision, on the collision side (the side collided at the rear end of the vehicle), as shown in FIG. 3B, the bracket 30 is arranged in the vehicle width direction (arrow W (Direction) component, the side wall 34 is bent and deformed (so-called match box deformation) relatively easily inward in the vehicle width direction (arrow W direction) so that the side wall 34 falls down. When the bracket 30 is deformed in a so-called match box, the reaction force of the bracket 30 in the vehicle width direction (arrow W direction) is reduced, and almost no load in the vehicle width direction is input from the bracket 30 to the rear side member 16. . Further, the rear bumper reinforcement 14 crushes the crash box 26 substantially in the vehicle front-rear direction while moving in the vehicle width direction (arrow W direction), so that the load F1 in the vehicle width direction is hardly input to the rear side member 16. A load F2 in the vehicle front-rear direction is input.

  On the anti-collision side (opposite side in the vehicle width direction with respect to the collided side), as shown in FIG. 3A, the anti-collision side bracket 30 has a collision side (vehicle rear end). The input load F1 in the vehicle width direction (arrow W direction) is applied from the side (see FIG. 3B) that has been collided at the portion via the rear bumper reinforcement 14, but energy is generated by the bracket 30 being bent and deformed. Absorbed. Further, the rear bumper reinforcement 14 slides in the vehicle width direction (arrow W direction) without substantially crushing the crash box 26 in the vehicle longitudinal direction. The bending deformation of the bracket 30 includes bending deformation of the margins 32A and 36A.

  Thus, both the collision side (see FIG. 3B) and the anti-collision side (see FIG. 3A) minimize the input of the component in the vehicle width direction (arrow W direction) to the rear side member 16. To the limit. For this reason, as shown in FIG. 4, it is possible to prevent the bending moment from being concentrated on the joint portion (joint portion where the proof stress is difficult to increase) where the rear side member front 18 and the rear side member rear 20 are joined. It is possible to suppress the deformation amount of the rear side member rear 20.

  As described above, according to the vehicle impact absorbing structure of the present embodiment, the amount of deformation of the rear side member 16 in the vehicle width direction (arrow W direction) while absorbing the collision load F during a light collision from obliquely behind the vehicle. Can be suppressed. That is, the deformation amount of the rear side member 16 can be kept at a level that does not require repair for a light collision from obliquely behind the vehicle (damageability performance in a low speed range can be improved).

[Second Embodiment]
Next, a second embodiment of the vehicle impact absorbing structure will be described with reference to FIG. The second embodiment is characterized in that the bracket portion 50 as the connecting means and the crash box portion 46 as the shock absorbing means are integrated, and the other configurations are the first embodiment. Since the configuration is almost the same as that of the embodiment, substantially the same components are denoted by the same reference numerals and description thereof is omitted. Although not shown, the structure of the right side portion of the vehicle rear end portion is the same as that of the left side portion of the vehicle body rear end portion shown in FIG.

  As shown in FIG. 5, the shock absorbing structure for a vehicle according to the present embodiment includes a bracket 44 with a crash box unit in which a bracket unit 50 and a crash box unit 46 are integrated.

  The crash box unit 46 corresponds to the crash box 26 (see FIG. 2) in the first embodiment. That is, the crash box portion 46 is interposed between the rear bumper reinforcement 14 and the joint flange 16A (rear end portion) of the rear side member 16 (rear side member rear 20) with the vehicle front-rear direction as the axial direction, and is more axial than the rear side member 16. The proof stress against the compressive load is set low, and is held by the bracket portion 50, and the top plate portion 46A that is the vehicle rear side end portion is in contact with the rear bumper reinforcement 14 but is not coupled, and the rear bumper reinforcement. Even if 14 moves relative to the rear side member 16 in the vehicle width direction (arrow W direction), it does not follow.

  The crush box portion 46 forms a trapezoidal closed space in plan view together with the joint flange 16A of the rear side member rear 20, and includes a top plate portion 46A disposed along the rear bumper reinforcement 14, and a top plate portion 46A. And a side plate portion 46B that is bent from both sides in the vehicle width direction (arrow W direction) and is widened toward the front side of the vehicle in a plan view. As a result, at the time of a light collision from diagonally behind the vehicle, the side plate portion 46B is stretched, so that bending deformation (so-called match box deformation) inward in the vehicle width direction is unlikely to occur.

  The bracket portion 50 corresponds to the bracket 30 (see FIG. 2) in the first embodiment. That is, the bracket portion 50 connects the rear bumper reinforcement 14 and the joint flange 16A (rear end portion) of the rear side member 16 (rear side member rear 20), and a load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14. In the acted state, the rear bumper reinforcement 14 is moved relative to the rear side member 16 in the vehicle width direction by bending deformation in the vehicle width direction.

  Even with such a configuration, the same operation and effect as the first embodiment can be obtained, and the bracket portion 50 and the crash box portion 46 are integrated, thereby reducing the number of parts, reducing the weight, and Cost reduction can be achieved.

[Third Embodiment]
Next, a third embodiment of the vehicle impact absorbing structure will be described with reference to FIG. The third embodiment is characterized in that the bent portions 33 and 35 bent at substantially right angles (90 °) of the bracket 30 in the first embodiment are used as hinges 52 as deformation promoting means. Since the configuration is substantially the same as that of the first embodiment, substantially the same components are denoted by the same reference numerals and description thereof is omitted. Although not shown, the structure of the right side portion of the vehicle rear end is the same as that of the left side of the vehicle rear end shown in FIG.

  As shown in FIG. 6, the bent portions 33 and 35 bent at substantially right angles of the bracket 30 are hinges 52. That is, the intermediate wall 32 and the side wall 34 are connected to each other via the hinge 52, and the side wall 34 and the flange 36 are connected to the bracket 30 via the hinge 52. The axis line of the hinge 52 is along the vehicle vertical direction, and the intermediate wall part 32, the side wall part 34, and the flange part 36 can be rotated around the axis line of the hinge 52. As a result, the hinge 52 promotes the bending deformation of the bracket 30 in the vehicle width direction in a state where the load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14.

  With such a configuration, substantially the same operations and effects as in the first embodiment can be obtained. Further, according to the present embodiment, the reaction force when the bracket 30 is deformed in a so-called match box is further reduced, and the load F1 in the vehicle width direction (arrow W direction) can be effectively released.

[Fourth Embodiment]
Next, a fourth embodiment of the vehicle impact absorbing structure will be described with reference to FIG. The fourth embodiment is characterized in that other parts are interposed between the crash box 26 and the rear bumper reinforcement 14 in the first embodiment, and other configurations are substantially the same as those of the first embodiment. Since it is the same structure, about the substantially same structure part, the same code | symbol is attached | subjected and description is abbreviate | omitted. Although not shown, the structure of the right side portion of the rear end portion of the vehicle is the same as that of the left side portion of the rear end portion of the vehicle body shown in FIG.

  As shown in FIG. 7, the friction force between the crash box 26 and the rear bumper reinforcement 14 is reduced between the crash box 26 and the rear bumper reinforcement 14 when the rear bumper reinforcement 14 slides in the vehicle width direction (arrow W direction). Friction force reducing means 54 is disposed (installed).

  Examples of the frictional force reducing means 54 include a rail and a slippery sheet (low friction material). The frictional force reducing means 54 is attached to either the rear bumper reinforcement 14 side or the crash box 26 side, or both the rear bumper reinforcement 14 side and the crash box 26 side (for example, pasting in the case of a seat). .

  With such a configuration, substantially the same operations and effects as in the first embodiment can be obtained. Further, according to the present embodiment, the frictional force between the rear bumper reinforcement 14 and the crash box 26 when the rear bumper reinforcement 14 slides in the vehicle width direction (arrow W direction) is reduced.

  In the fourth embodiment, the frictional force reducing means 54 is disposed between the crash box 26 and the rear bumper reinforcement 14. However, between the crash box 26 and the rear bumper reinforcement 14, for example, during normal driving, for example. An adhesive or the like may be provided to suppress backlash between the rear bumper reinforcement 14 and the crash box 26 (in this case, the crash box 26 is attached to the rear bumper reinforcement 14 by this adhesive). In order to control the vibration characteristics of the rear bumper reinforcement 14, a rubber plate or mastic may be sandwiched.

[Fifth Embodiment]
Next, a fifth embodiment of the vehicle impact absorbing structure will be described. In the fifth embodiment, the vehicle rear side end portion of the crash box 26 is not in contact with the rear bumper reinforcement 14, and a gap is provided between the vehicle rear side end portion of the crash box 26 and the rear bumper reinforcement 14. is there. In the fifth embodiment, the other configurations are substantially the same as those in the first embodiment, and thus illustration and description thereof are omitted.

  Also with the configuration in the fifth embodiment, substantially the same operations and effects as in the first embodiment can be obtained. Further, according to the present embodiment, no frictional force is generated between the vehicle rear side end portion of the crash box 26 and the rear bumper reinforcement 14 in the initial stage at the time of a light collision from obliquely behind the vehicle. Therefore, the rear bumper reinforcement 14 can efficiently move relative to the rear side member 16 in the vehicle width direction (arrow W direction).

[Sixth Embodiment]
Next, a sixth embodiment of the vehicle impact absorbing structure will be described with reference to FIG. The sixth embodiment is characterized in that a bead 56 is formed as a deformation promoting means serving as a fragile portion on the bracket 30. Other configurations are substantially the same as those of the first embodiment. Therefore, substantially the same components are denoted by the same reference numerals and description thereof is omitted. Although not shown, the structure of the right side portion of the vehicle rear end portion is the same as that of the left side portion of the vehicle body rear end portion shown in FIG.

  As shown in FIG. 8, a concave bead 56 is formed in the margin 32 </ b> A of the intermediate wall portion 32 and the margin 36 </ b> A of the flange portion 36. In this embodiment, the cross-sectional shape of the bead 56 is a substantially V-shape that opens to the vehicle rear side. Such a bead 56 facilitates bending deformation of the bracket 30 in the vehicle width direction in a state where a load F1 in the vehicle width direction (arrow W direction) is applied to the rear bumper reinforcement 14.

  With such a configuration, substantially the same operations and effects as in the first embodiment can be obtained. Further, the bracket 30 can be efficiently bent and deformed in the vehicle width direction (arrow W direction) at the time of a light collision from the oblique direction of the vehicle. Particularly, the bracket 30 on the anti-collision side (opposite side in the vehicle width direction with respect to the collided side) compared to the bracket 30 on the collision side (the side collided at the rear end of the vehicle) has a margin of the intermediate wall portion 32. The allowance 32 </ b> A and the allowance 36 </ b> A of the flange portion 36 need to be greatly deformed, but according to the present embodiment, the allowances 32 </ b> A and 36 </ b> A are easily deformed by the bead 56. As a result, the load F1 in the vehicle width direction can be effectively released.

  In the present embodiment, the bead 56 serving as the fragile portion is formed in the margins 32A and 36A, but another fragile portion such as a long hole functioning as a deformation promoting means is formed in the margins 32A and 36A. May be.

[Seventh Embodiment]
Next, a seventh embodiment of the vehicle impact absorbing structure will be described with reference to FIG. The seventh embodiment is characterized in that the pair of side wall portions 34 of the bracket 30 is disposed obliquely with respect to the rear bumper reinforcement 14, and the other configurations are substantially the same as those of the first embodiment. Therefore, substantially the same components are denoted by the same reference numerals and description thereof is omitted. Although not shown, the structure of the right side portion of the rear end portion of the vehicle is the same as the left portion of the rear end portion of the vehicle body shown in FIG.

  As shown in FIG. 9, the side wall portion 34 is inclined inward in the vehicle width direction toward the rear of the vehicle, and the intermediate wall portion 32, the side wall portion 34, and the rear bumper reinforcement 14 are substantially parallelograms in plan view. The closed cross section is formed. As a result, the bracket 30 deforms so-called a match box relatively easily toward the inner side in the vehicle width direction.

  With such a configuration, substantially the same operations and effects as in the first embodiment can be obtained. Further, at the time of a light collision from obliquely behind the vehicle, the rear bumper reinforcement 14 can relatively move relative to the rear side member 16 inward in the vehicle width direction.

[Supplementary explanation of the embodiment]
In the vehicle impact absorbing structure in the first to seventh embodiments, the bumper reinforcement is the rear bumper reinforcement 14 and the side member is the rear side member 16, but the vehicle impact absorbing structure is, for example, a bumper. Reinforce may be applied as a front bumper reinforcement, and a side member may be applied as a front side member.

  In addition, the vehicle impact absorbing structure may be a structure in which the components in the first to seventh embodiments are appropriately combined.

  Further, in the above embodiment, the bracket 30 has the intermediate wall portion 32 coupled to the joining flange 16A of the rear side member 16 by the bolt 40 and the nut 41, and the flange portion 36 coupled to the rear bumper reinforcement 14 by the bolt 42 and the nut 43. However, the intermediate wall portion of the bracket may be joined to the joining flange (rear end portion) of the rear side member by welding, and the flange portion may be joined to the rear bumper reinforcement by welding.

1 is a plan view schematically showing a rear part of a vehicle body to which a shock absorbing structure for a vehicle according to a first embodiment of the present invention is applied. The rear floor panel is indicated by a two-dot chain line. 1 is an enlarged plan view showing a left side portion of a vehicle rear end portion to which a vehicle impact absorbing structure according to a first embodiment of the present invention is applied. The illustration of the rear floor panel is omitted. FIG. 3 is an enlarged plan view showing a state of a vehicle rear end portion at the time of a light collision from obliquely behind the vehicle. FIG. 3A shows a right side portion of the rear end portion of the vehicle. FIG. 3B shows a left side portion of the rear end portion of the vehicle. It is a top view which shows typically the state of the vehicle body rear part at the time of the light collision from diagonally backward of a vehicle. It is an enlarged plan view which shows the left side part of the vehicle rear-end part to which the shock absorption structure for vehicles which concerns on the 2nd Embodiment of this invention is applied. The illustration of the rear floor panel is omitted. FIG. 9 is an enlarged plan view showing a left side portion of a vehicle rear end portion to which a vehicle impact absorbing structure according to a third embodiment of the present invention is applied. The illustration of the rear floor panel is omitted. It is an enlarged plan view which shows the left side part of the vehicle rear-end part to which the impact absorption structure for vehicles which concerns on the 4th Embodiment of this invention is applied. The illustration of the rear floor panel is omitted. It is an enlarged plan view which shows the left side part of the vehicle rear-end part to which the impact absorption structure for vehicles which concerns on the 6th Embodiment of this invention is applied. The illustration of the rear floor panel is omitted. It is an enlarged plan view which shows the left side part of the vehicle rear-end part to which the impact absorption structure for vehicles which concerns on the 7th Embodiment of this invention is applied. The illustration of the rear floor panel is omitted.

Explanation of symbols

14 Rear bumper reinforcement (Bumper reinforcement)
16 Rear side member (side member)
16A Joint flange (end of side member)
26 Crash box (impact absorbing means)
30 Bracket (connection means)
32 Intermediate wall part 34 Side wall part 46 Crash box part (impact absorbing means)
50 Bracket (connecting means)
52 Hinge (deformation promoting means)
56 Beads (deformation promoting means)
F1 Load in the vehicle width direction W Vehicle width direction

Claims (4)

A bumper reinforcement arranged with the vehicle width direction as the longitudinal direction on the vehicle body end side,
A pair of left and right side members disposed on both sides of the vehicle with the longitudinal direction of the vehicle as a longitudinal direction;
Between the bumper reinforcement and the end of the side member, the vehicle longitudinal direction is interposed as an axial direction, and the load resistance against the axial compression load is lower than that of the side member. Shock absorbing means that does not move following even relative movement,
The bumper reinforcement and the end of the side member are connected and the impact absorbing means is held. When a load in the vehicle width direction is applied to the bumper reinforcement, the bumper reinforcement is bent and deformed in the vehicle width direction. Connecting means for moving in the vehicle width direction relative to the side member;
A shock absorbing structure for a vehicle characterized by comprising:   The connecting means has both end portions in the vehicle width direction of the connecting means fixed to the bumper reinforcement, an intermediate wall portion substantially parallel to the bumper reinforcement and coupled to an end portion of the side member, and the intermediate The side wall part which is bent from the both ends of the vehicle width direction of a wall part and extends to the position which contact | connects the said bumper reinforcement, and is made into a substantially right angle with respect to the said bumper reinforcement. Shock absorption structure for vehicles.   The vehicle impact absorbing structure according to claim 1 or 2, wherein the impact absorbing means is not coupled to the bumper reinforcement.   The said connection means is comprised including the deformation | transformation promotion means which accelerates | stimulates the bending deformation to the vehicle width direction of the said connection means in the state which the load of the vehicle width direction acted on the said bumper reinforcement. 4. The vehicle impact absorbing structure according to claim 1.

Images