JP5699766B2 - Vehicle end structure - Google Patents

Description

  The present invention relates to a vehicle end structure provided with bumper reinforcement.

  In the configuration in which the nut to which the hook member is attached and detached is fixed to the rear side member, the hook member passes through the crush box disposed behind the nut, and the hook member is supported from the radially outer side by the hole edge of the through hole. Such a configuration is known (for example, see Patent Document 1).

JP 2009-137433 A

  However, from the viewpoint of suppressing the displacement of the hook member, it is necessary to increase the rigidity of the crash box, and there is room for improvement with respect to the above configuration.

  An object of the present invention is to obtain a vehicle end structure capable of suppressing displacement of a hook member mounted on a hook mounting member in a direction intersecting with a vehicle front-rear direction.

According to a first aspect of the present invention, there is provided a vehicle end portion structure including a hook mounting member in which a hook member is attached and detached along a vehicle front-rear direction, and an outer side of the vehicle with respect to the hook mounting member. An outer plate portion in which a through-hole through which the hook member attached to the attachment member is inserted is formed, and a peripheral edge of the through-hole in the outer plate portion, and protrudes on the opposite side to the hook attachment member side. And an annular protrusion that faces the vehicle longitudinal direction, a bead that protrudes in the vehicle longitudinal direction from the annular protrusion, and a bead that protrudes from the annular protrusion in the circumferential direction. And another bead protruding in the vehicle front-rear direction from the annular protrusion .

  In the vehicle end structure according to the first aspect, the hook member is attached to the hook attachment member from the outside of the vehicle through the through hole of the outer side plate portion. In this state, the hook member is inserted into the through hole, and the free end side is located outside the vehicle. When a load of a predetermined value or more acts on the free end side of the hook member in a direction orthogonal to the vehicle front-rear direction (for example, the vertical direction), the hook member comes into contact with the peripheral portion of the through hole in the outer plate portion.

  Here, in this vehicle end structure, an annular protrusion is formed on the periphery of the through hole in the outer plate portion. For this reason, compared with the structure in which the annular protrusion is not formed, the rigidity around the through hole in the outer plate portion is high. Further, since the annular protrusion protrudes outward from the vehicle, the edge of the through hole of the hook member is compared with the structure in which the annular protrusion is not formed or the structure in which the annular protrusion protrudes toward the hook mounting member. The distance from the contact part to the load input position on the free end side is short. Accordingly, the displacement of the hook member in the load direction due to the load described above is suppressed.

  Thus, in the vehicle end structure according to the first aspect, the displacement of the hook member mounted on the hook mounting member in the direction intersecting the vehicle front-rear direction can be suppressed.

  According to a second aspect of the present invention, there is provided the vehicle end portion structure according to the first aspect, wherein the outer side plate portion constitutes a bumper reinforcement that is elongated in the vehicle width direction.

  In the vehicle end part structure according to claim 2, the outer side plate part constitutes a part of the bumper reinforcement. Through holes and annular protrusions are formed in the outer plate part of this bumper reinforcement, so that the required rigidity can be ensured without depending on the plate thickness of the bumper reinforcement and the displacement of the hook member can be suppressed. Can do. In other words, the bumper reinforcement can set the plate thickness according to other required performance.

  According to a third aspect of the present invention, there is provided the vehicle end portion structure according to the second aspect, wherein the bumper reinforcement is provided on a center side in the vehicle front-rear direction with respect to the first member elongated in the vehicle width direction. The second member is joined to form a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal direction, and the outer plate portion is opposed to or contacted with the second member of the first member in the vehicle front-rear direction. This part is composed.

  In the vehicle end portion structure according to the third aspect, the bumper reinforcement forms a closed cross-section structure by joining the two members of the first member and the second member. For this reason, adopting a configuration including an annular protrusion that protrudes outward (opposite to the hook mounting member side) from the closed cross-section portion or the joint portion between the first member and the second member, even though it is a closed cross-section. Can do.

A vehicle end structure according to a fourth aspect of the present invention is the end structure according to any one of the first to third aspects, wherein the bead forms a lower edge of the through hole .

In the vehicle end structure according to any one of claims 1 to 4 , since a bead is formed at a lower portion (lower edge) of the annular protrusion, the lower portion of the annular protrusion on the outer side plate portion faces downward ( Improves rigidity and strength against load (in the direction of gravity). Thereby, the displacement of the hook member can be further suppressed.

In the vehicle end portion structure according to any one of claims 1 to 4 , since a plurality of beads are formed on the annular protrusion, each direction orthogonal to the front-rear direction of each portion of the annular protrusion on the outer plate portion is provided. The rigidity and strength with respect to the load is improved. Thereby, the displacement of the hook member can be further suppressed.

A vehicle end structure according to a fifth aspect of the present invention is the vehicle end structure according to any one of the first to fourth aspects, wherein the bead is opposite to the hook mounting member side from the annular protrusion. Projected to the side.

In the vehicle end structure according to the fifth aspect , since the bead protrudes outward from the vehicle, the distance between the corresponding contact portion and the load input position in the hook member whose intermediate portion is in contact with the bead is further shortened. Thereby, the displacement of the hook member can be further suppressed.

  As described above, the vehicle end structure according to the present invention has an excellent effect that the displacement of the hook member attached to the hook mounting member in the direction intersecting the vehicle front-rear direction can be suppressed.

It is a figure which shows the vehicle front part structure which concerns on the 1st Embodiment of this invention, Comprising: (A) is sectional drawing along the 1A-1A line of FIG. 2, (B) models the support state of a hook member. (C) which is the side view which modeled the support state of the hook member in a comparative example. It is a front view which expands and shows the principal part of the vehicle front part structure which concerns on the 1st Embodiment of this invention. 1 is a perspective view showing a schematic overall configuration of a vehicle front structure according to a first embodiment of the present invention. It is a perspective view which shows the cyclic | annular protrusion and bead which comprise the vehicle front part structure which concerns on the 1st Embodiment of this invention. (A) is a top view which shows typically the bead which comprises the vehicle front part structure which concerns on embodiment of this invention, (B) is a top view which shows typically a comparative example. It is a diagram which shows the calculation result of ratio with respect to the cross-sectional secondary moment of the comparative example of the cross-sectional secondary moment of the bead formation part in 1st Embodiment. It is a perspective view which shows the cyclic | annular protrusion and bead which comprise the vehicle front part structure which concerns on 2nd Embodiment of this invention.

In the present specification, “first embodiment” is read as “reference example”, and “second embodiment” is read as “first embodiment”.
A vehicle body front structure 10 as a vehicle end structure according to a first embodiment of the present invention will be described with reference to FIGS. Note that an arrow FR appropriately shown in the drawing indicates a forward direction in the vehicle longitudinal direction, an arrow UP indicates an upward direction in the vehicle vertical direction, an arrow IN indicates an inner side in the vehicle width direction, and an arrow OUT indicates an outer side in the vehicle width direction. In the following description, when using the front-rear direction and the up-down direction, unless otherwise specified, the front-rear direction of the vehicle and the up-down direction of the vehicle are indicated.

  FIG. 3 is a perspective view showing the main part of the vehicle body front structure 10. As shown in this figure, the vehicle body front structure 10 includes a bumper reinforcement 12 that is elongated in the vehicle width direction and serves as a skeleton member of the front bumper. The bumper reinforcement 12 is covered with a bumper cover (not shown) from the front of the vehicle to form a front bumper.

  The bumper reinforcement 12 is supported by front side members 16 forming a pair of left and right vehicle body skeletons in the vicinity of both ends in the vehicle width direction. In this embodiment, the bumper reinforcement 12 has an inclined portion 12B that is located on the outer side in the width direction with respect to a bent portion or curved portion 12A that is bent toward the rear of the vehicle in the vicinity of both ends in the vehicle width direction. The bumper reinforcement 12 may be formed to be curved in an arc shape as a whole in plan view. In the following, for the sake of convenience, the bumper reinforcement 12 will be described (illustrated) as a straight line along the vehicle width direction.

  The pair of front side members 16 are coupled via a crash box 18 to an inclined portion 12B located on the same side with respect to the center in the vehicle width direction. The structure for connecting the front side member 16 to the crash box 18 will be described later.

  As shown in FIGS. 1A and 3, the bumper reinforcement 12 has a two-member configuration formed by joining an inner panel 20 as a second member and an outer panel 22 as a first member. 1A shows a mounted state of a hook member 40, which will be described later, normally the hook member 40 is not mounted as shown in FIG.

  The inner panel 20 has an upper flange 20U, a lower flange 20L, and an intermediate flange 20C as joint portions. Between the upper flange 20U and the intermediate flange 20C and between the intermediate flange 20C and the lower flange 20L, a concave portion 20N having a U-shaped cross section that opens forward is formed.

  The inner panel 20 is formed by pressing a steel plate. Therefore, between the upper and lower concave portions 20N of the inner panel 20, a concave portion that forms a concave portion 12N, which will be described later, is formed to open rearward. That is, the inner panel 20 is configured such that two members having a hat-shaped cross section are connected vertically. In this embodiment, the inner panel 20 is composed of a high-tensile steel plate. Here, the high-strength steel plate in this embodiment (for automobile use) refers to, for example, a steel plate for automobiles having a tensile strength (nominal, the same applies hereinafter) of 350 MPa or more, and a super-high strength steel plate having a tensile strength of 590 MPa or more. There is also a case. The inner panel 20 is made of a high-strength steel plate, so that it is thin (0.8 mm to 1.0 mm) and light.

  In this embodiment, the upper flange 20U, the lower flange 20L, and the intermediate flange 20C of the inner panel 20 are formed substantially flush with each other so as to be located at the same position in the front-rear direction in each cross section orthogonal to the longitudinal direction. Has been. Therefore, the upper flange 20U, the lower flange 20L, and the intermediate flange 20C are configured to be positioned at the forefront of the inner panel 20 (bumper reinforcement 12), respectively.

  The outer panel 22 has an upper flange 22U joined to the upper flange 20U, a lower flange 22L joined to the lower flange 20L, and an intermediate flange 22C joined to the intermediate flange 20C. Between the upper flange 22U and the intermediate flange 22C and between the intermediate flange 22C and the lower flange 22L, a wall portion 22W that forms a closed cross section 12C with the concave shape portion 20N is formed.

  In this embodiment, the wall 22W is configured to close the opening of the concave portion 20N along the opening surface of the concave portion 20N. Accordingly, in the outer panel 22, the upper flange 22U, the intermediate flange 22C, the lower flange 22L, and the upper and lower wall portions 22W are arranged on the same straight line along the vertical direction in a side sectional view. In this embodiment, the outer panel 22 is formed in a flat plate shape with no irregularities in front and rear in a side sectional view, except for annular protrusions 44 and 46 described later. The outer panel 22 is formed by pressing a high-tensile steel plate in the same manner as the inner panel 20, and is thinned (0.8 mm to 1.0 mm) and lightened.

  The bumper reinforcement 12 is configured by joining the upper flange 20U and the upper flange 22U, the lower flange 20L and the lower flange 22L, and the intermediate flange 20C and the intermediate flange 22C by spot welding. In addition, the "x" mark shown in FIGS. 1-3 has shown the spot of spot welding.

  As described above, the bumper reinforcement 12 has a cross-sectional shape (a “B” -type cross section) in which a concave portion 12N opened rearward is formed between the upper and lower closed cross sections 12C.

(Bumper reinforcement joint structure to crash box)
The bumper reinforcement 12 described above is fixed to the front end of the crash box 18 by fastening. This will be specifically described below.

  First, the configuration of the crash box 18 will be supplemented. As shown in FIG. 2, the crash box 18 has a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal (front-rear) direction by joining the inner panel 24 and the outer panel 26. In this embodiment, the inner panel 24 has a substantially hat-shaped cross section that opens outward in the vehicle width direction, and the outer panel 26 has a linear cross section along the vertical direction. The crash box 18 has a closed cross-sectional structure as described above by being joined by spot welding or the like between the upper and lower flanges of the inner panel 24 and the upper and lower ends of the outer panel 26.

  The front end of the crash box 18 is closed by a cover member 28 shown in FIG. The cover member 28 is joined by welding or the like to a front flange 26F that protrudes outward from the outer peripheral edge of the inner panel 24 and the front end of the outer panel 26 in the vehicle width direction.

  In this embodiment, as shown in FIG. 2, the bumper reinforcement 12 has a total of three locations, one in the closed cross section of the crash box 18 as viewed from the front of the vehicle and two in the front flange 26F outside the closed cross section. , And is fastened to the crash box 18. In the closed section, the rear wall 20R of the inner panel 20 and the cover member 28 are fastened and fixed by bolts 32 and nuts 30 as shown in FIG. Outside the closed cross section, illustration of the cross section is omitted, but the rear wall 20R of the inner panel 20, the cover member 28, and the front flange 26F of the outer panel 26 are fastened and fixed by bolts 32 and nuts 30. The nut 30 is a weld nut fixed to the cover member 28.

  As shown in FIGS. 1 to 3, the outer panel 22 of the bumper reinforcement 12 is formed with an access hole 22 </ b> H for allowing the bolt 32 and the tool to access the nut 30.

(Hook mounting structure)
As shown in FIGS. 1A and 2, a pipe nut 34 as a hook attachment member is fixed to the front end of the crash box 18. The pipe nut 34 is provided only in the crash box 18 on one side (the vehicle left side in this embodiment). Specifically, a pipe nut 34 is fixed via a reinforcing plate 36 to a portion of the cover member 28 that closes the closed cross section of the crash box 18. That is, the pipe nut 34 is arranged in the closed cross section of the crash box 18 as viewed from the front as shown in FIG.

  As shown in FIG. 1 (A), the pipe nut 34 is inserted into each through hole formed in the rear wall 20R of the inner panel 20, the cover member 28, and the reinforcing plate 36, and at the center in the front-rear direction. The formed flange 34F is joined to the rear surface of the reinforcing plate 36. In this state, the front portion of the pipe nut 34 enters the lower closed cross section 12C. In order to secure the space for arranging the pipe nut 34, the lower closed cross section 12C is enlarged in the vertical dimension as compared with other portions at the installation site of the pipe nut 34 as shown in FIGS.

  More specifically, in the bumper reinforcement 12, the lower wall 20WL that forms the bottom wall of the lower closed cross section 12C of the inner panel 20 is along the outer periphery of the pipe nut 34 (so that it protrudes downward). It is curved. Thereby, as described above, the lower closed cross section 12 </ b> C is partially enlarged vertically at the installation site of the pipe nut 34. The lower flange 20L is also curved in an arc shape in front view, following the lower wall 20WL.

  As shown in FIGS. 1A and 2, the outer panel 22 of the bumper reinforcement 12 is formed with an access hole 38 as a through hole for accessing the pipe nut 34. The access hole 38 is formed in a portion of the outer panel 22 forming the front wall of the lower closed section 12C, that is, a portion between the intermediate flange 22C and the lower flange 22L. A hook member 40 is inserted into the access hole 38 as a hook member fixed to the pipe nut 34 by screwing.

  That is, as shown in FIG. 1A, the hook locking portion 40A located on the free end side of the hook member 40 fixed to the pipe nut 34 is configured to be located in front of the bumper reinforcement 12. . A hook portion 42A provided at the tip of a wire 42 for fixing an automobile to which the vehicle body front structure 10 is applied to a transportation means such as a ship is locked to the hook locking portion 40A. .

  A downward load acts on the hook engaging portion 40A of the hook member 40 by the wire 42, and when this load exceeds a predetermined value, the intermediate portion of the hook member 40 becomes the inner edge of the access hole 38 in the outer panel 22. It comes to contact the part. In other words, the distance between the lower edge of the access hole 38 in the outer panel 22 (annular protrusion 44 and bead 46 described later) and the peripheral surface 40S of the hook member 40 is determined to be a predetermined distance D. The predetermined interval is set as an interval between the lower edge of the access hole 38 in the outer panel 22 and the peripheral surface 40S of the hook member 40 when a predetermined load W0 in the vertical direction acts on the hook member 40.

  For example, when the hook member 40 is a lashing hook for fixing the automobile to a transportation means such as a transportation ship, the predetermined load W0 is set based on the lashing load acting downward. In this embodiment, the distance between the peripheral surface 40S of the hook member 40 and the hole edge of the access hole 38 is a predetermined distance D in each direction orthogonal to the front-rear direction (the vertical direction and the direction along the plane including the vehicle width direction). It is almost constant. In other words, the inner edge of the access hole 38 and the peripheral surface 40S of the hook member 40 are each circular when viewed from the front, and are arranged coaxially when the hook member 40 fixed to the pipe nut 34 is unloaded. Has been. In the present embodiment, the outer panel 22 constituting the bumper reinforcement 12 corresponds to the outer plate portion in the present invention.

  As shown in FIG. 1A and FIG. 4, an annular protrusion (protruding forward in the front-back direction) is formed on the periphery of the access hole 38 in the outer panel 22 (the thickness direction is the front-rear direction). (Convex seat surface) 44 is formed. The annular protrusion 44 is formed as a raised portion (concave portion when viewed from the back side) having a plate thickness substantially equal to that of other portions by pressing the outer panel 22. In this embodiment, the annular protrusion 44 is formed in an annular shape surrounding the circular access hole 38 in front view.

  In addition, a bead 46 is formed below the annular protrusion 44 in the outer panel 22. The bead 46 is formed to protrude further forward from the annular protrusion 44. The bead 46 is formed integrally with the annular protrusion 44 as a raised portion (a concave portion when viewed from the back side) having a plate thickness substantially equal to or less than that of other portions by pressing (drawing) the outer panel 22. In this embodiment, the bead 46 has a substantially rectangular shape when viewed from the front. On the other hand, the annular protrusion 44 has a substantially “U” shape opened rearward in a plan view.

  Thereby, in the vehicle body front structure 10, the hook member 40 that has received the downward load W of the predetermined load W 0 or more from the wire 42 as described above has an access hole 38 in the annular protrusion 44 at the intermediate portion in the front-rear direction. It is set as the structure contact | abutted to the formation part of the bead 46 which comprises a lower edge.

  Next, the operation of the first embodiment will be described.

  In the automobile to which the vehicle body front structure 10 having the above configuration is applied, the vehicle is restrained by the hull by the wire 42 when transported by a transport ship or the like. Specifically, a hook member 40 that is a lashing hook is screwed and fixed to the pipe nut 34, and the hook portion 42A of the wire 42 is locked to the hook locking portion 40A of the hook member 40. The other end of 42 is fixed to the hull side. In this restrained state, a tension equal to or greater than a predetermined load W acts on the wire 42.

  Due to this load, the hook locking portion 40A of the cantilever hook member 40 by the pipe nut 34 is displaced downward, and the intermediate portion in the front-rear direction of the hook member 40 contacts the lower edge of the access hole 38 in the outer panel 22.

  Here, an annular protrusion 44 that protrudes from the other portion is formed on the periphery of the access hole 38 in the outer panel 22. For this reason, the rigidity of the outer panel 22 is high at the portion where the annular protrusion 44 is formed around the access hole 38, and deformation of the outer panel 22 due to the load from the hook member 40 is suppressed to a low level.

  The annular protrusion 44 protrudes in the direction away from the front of the vehicle, that is, from the pipe nut 34. For this reason, the distance between the intermediate support point where the intermediate portion of the hook member 40 is supported by being in contact with the outer panel 22 and the fixing point (support point) by the pipe nut 34 is increased. The downward displacement of 40A is suppressed. This point will be supplemented while referring to the schematic diagram shown in FIG. 1B and comparing with the comparative example shown in FIG.

  FIG. 1B and FIG. 1C show schematic diagrams each modeling the hook member 40 as a beam. A support point S 1 indicates a support point of the hook member 40 by the pipe nut 34, and a support point S 2 indicates a support point of the hook member 40 by the outer panel 22. In this model, the distance between the support points S1 and S2 is L1, and the distance between the support point S2 and the input point of the downward load W is L2. Here, in the embodiment model shown in FIG. 1 (B), since the annular projection 44 is formed on the outer panel 22, the amount ΔL corresponding to the forward projection amount of the annular projection 44 from the outer panel 22 is obtained. Compared with the comparative example model shown in FIG. 1C, L1 is long and L2 is short.

On the other hand, the downward displacement y of the hook engaging portion 40A (load input point) of the hook member 40 is defined as E when the longitudinal elastic modulus of the material constituting the hook member 40 is I and the cross-sectional secondary moment of the hook member 40 is I. In the elastic region of the hook member 40, the following expression is used.
y = W × L2 ² × (L1 + L2) / (3 × E × I)

  In this embodiment in which the distance L2 between the support point S2 and the input point of the downward load W is shortened according to this equation, the downward displacement of the hook locking portion 40A of the hook member 40 is less than that in the comparative example. It turns out that it is suppressed.

Here, in the vehicle body front structure 10, a bead 46 is formed at the lower portion of the annular protrusion 44. For this reason, the formation part of the annular protrusion 44 in the outer panel 22 is suppressed from bending (bending in the buckling direction) with respect to the load from the hook member 40. For example, in the comparative example in which the bead 46 is not formed, as shown in FIG. 5B, the input portion of the compression load from the hook member 40 in the annular protrusion 44 (outer panel 22) is the plate thickness t and the hook member 40. It can be modeled as a column that is long in the vertical direction of the contact width b. The second moment of inertia Ic of this model (long column) is
Ic = b × ^t 3/12
It becomes.

On the other hand, in the present embodiment in which the bead 46 is formed, by forming the bead 46, the plate thickness of the portion that supports the hook member 40 is increased in a pseudo manner, and the sectional moment of inertia increases. Specifically, as shown in FIG. 5A, when the protruding height of the bead 46 is a and the width of the bead 46 is b / 2, the cross section 2 of the compression load input portion (column) 2 from the hook member 40. The next moment Ie is
Ie = b / 2 × {(a + t) ³ − (at) ³ } / 12
It becomes. In addition, the width (b / 2) of the bead 46 is set as small as possible within a range in which workability by a press or the like is ensured (in this embodiment, approximately 5 mm).

  FIG. 6 shows the cross-sectional secondary moment ratio (Ie / Ic) between the comparative example and the present embodiment when the protrusion height a of the bead 46 is changed. Here, an example of calculation when t = 0.9 mm is shown. The bending due to the compressive load of the long column (the displacement of the tip in the vertical direction due to the bending) is proportional to the moment of inertia of the cross section. Therefore, by forming the bead 46, the supporting portion of the hook member 40 in the annular protrusion 44 (outer panel 22) It can be seen from FIG. 6 that the deformation of (support point S2) is effectively suppressed. Thus, the deformation of the supporting portion of the hook member 40 in the annular protrusion 44, that is, the downward displacement is effectively suppressed, so that the hook engaging portion 40A of the hook member 40 is effectively displaced downward. It is suppressed.

  In particular, in the vehicle body front structure 10, the bead 46 protrudes further forward with respect to the annular protrusion 44, so that the distance L <b> 2 between the support point S <b> 2 and the input point of the downward load W is further shortened. Thereby, the downward displacement of the hook locking portion 40A of the hook member 40 is further effectively suppressed.

  Thus, in the vehicle body front part structure 10 according to the present embodiment, the displacement of the hook member 40 attached to the pipe nut 34 in the vehicle downward direction can be suppressed.

  In particular, the bumper reinforcement 12 constituting the vehicle body front structure 10 has an inner panel 20 and an outer panel 22 made of a high-tensile steel plate, and is thinned. To supplement this point, if the thickness of the outer panel 22 is determined by the required strength against the frontal collision, the comparative example that does not include the annular protrusion 44 lacks the required rigidity for supporting the load from the hook member 40. Therefore, it is difficult to achieve sufficient thinning. On the other hand, by providing the outer panel 22 with the annular protrusion 44 and the bead 46, the hook locking of the hook member 40 against the lashing load on the hook member 40 as described above without depending on the plate thickness of the outer panel 22 is provided. The displacement of the portion 40A can be suppressed within the required range. Thereby, the plate | board thickness of the outer panel 22 can fully be thinned in the range with which the required intensity | strength with respect to a front collision is satisfy | filled.

  In addition, the bumper reinforcement 12 in the present embodiment is configured by joining two members of an inner panel 20 and an outer panel 22. For this reason, the annular protrusion 44 and the bead 46 can be easily formed including the access hole 38 (without increasing the number of processes) by pressing (drawing) the outer panel 22. For example, when a bumper reinforcement having a closed cross-sectional structure is manufactured by extrusion molding or roll molding of aluminum, the cross-sectional shape is constant at each part in the longitudinal direction. Therefore, the formation of the access hole 38, the annular protrusion 44, and the bead 46 is 2 Next processing is required. In addition, it is complicated (difficult on a practical basis) to form the annular protrusions 44 and 46 protruding forward of the vehicle, that is, outside the closed cross section, even by such secondary processing. In the bumper reinforcement 12 configured by joining two members, the annular protrusion 44 and the bead 46 are formed without being subjected to such a restriction, so that the thinning (weight reduction) and the displacement suppression of the hook member 40 can be achieved. It can be compatible.

(Second Embodiment)
Next, portions of the vehicle body front structure 50 according to the second embodiment that are different from the vehicle body front structure 10 will be described. Note that the same components as those of the vehicle body front structure 10 are denoted by the same reference numerals as those in the first embodiment.

  FIG. 7 is a perspective view corresponding to FIG. As shown in this figure, the vehicle body front structure 50 is different from the vehicle body front structure 10 in that a plurality of beads 46 are formed along the circumferential direction of the annular protrusion 44. In this embodiment, four beads 46 are arranged radially at equal intervals in the circumferential direction, and one bead 46 is arranged at the lower part of the annular protrusion 44 (a position to receive a downward load in the vertical direction). Other configurations of the vehicle body front structure 50 are configured in the same manner as the vehicle body front structure 10 including portions not shown.

  Therefore, the vehicle body front part structure 50 according to the second embodiment can obtain the same effect by the same operation as that of the vehicle body front part structure 10 according to the first embodiment. Further, in the vehicle body front structure 50, when a tow hook as a hook member is attached to the pipe nut 34 and the applied vehicle is towed (when turning or passing a step), the tow hook is moved in each direction. The displacement is effectively suppressed by the annular protrusion 44 and the bead 46.

In the second embodiment, an example in which the four beads 46 are formed at equal intervals in the circumferential direction is shown, but the present invention is not limited to this. For example, the number of beads 46 may be three or less, or five or more. Further, at least some of the plurality of beads 46 may be arranged at unequal intervals. Furthermore, as a reference example, a configuration without the bead 46 disposed below the annular protrusion 44 may be employed. Furthermore, in addition to the bead 46 in the first embodiment, one or a plurality of beads having a dimensional shape (reinforcing effect) different from the bead 46 may be formed.

  In each of the above-described embodiments, the example in which the pipe nut 34 is provided in the formation portion of the closed cross section 12C in the bumper reinforcement 12 is shown, but the present invention is not limited to this. For example, the pipe nut 34 is fixed to the reinforcing plate 36 provided so as to straddle the upper and lower closed cross sections 12C so that the front part enters the recess 12N, and the middle of the outer panel 22 in contact with the intermediate flange 20C of the inner panel 20 It is good also as a structure which formed the annular protrusion 44 (and bead 46) in the flange 22C. In this case, the wall defining the top and bottom of the recess 12N may be curved to widen the recess 12N vertically at the installation site of the pipe nut 34.

  Further, in each of the above-described embodiments, an example in which the access hole 38 is formed in the bumper reinforcement 12 having the closed cross-sectional structure has been described. However, the present invention is not limited thereto, and, for example, the bumper reinforcement having the open cross-sectional structure image. 12 may be formed with an access hole 38.

  Further, in each of the above-described embodiments, the example in which the present invention is applied to the vehicle body front part structure 10 is shown. However, the present invention is not limited to this, and for example, the present invention can be applied to the rear side of a vehicle. good. In this case, it can be set as the structure which the outer side board part of this invention comprises at least one part, such as a crash box and a lower back panel.

  In addition, it goes without saying that the present invention can be appropriately modified and implemented without departing from the scope of the invention.

10 Body front structure (vehicle end structure)
12 Bumper reinforcement 20 Inner panel (second member)
22 Outer panel (first member)
34 Pipe nut (hook mounting member)
38 Access hole (through hole)
40 hook member 44 annular protrusion 46 bead 50 vehicle body front structure (vehicle end structure)

Claims (5)

A hook mounting member to which the hook member is attached and detached along the vehicle longitudinal direction;
An outer plate portion that is disposed on the vehicle outer side with respect to the hook mounting member in the vehicle front-rear direction, and has a through hole through which the hook member mounted on the hook mounting member is inserted;
An annular protrusion formed on the periphery of the through hole in the outer plate, protruding to the opposite side of the hook mounting member and facing the vehicle longitudinal direction;
A bead that is formed at a lower portion of the annular protrusion in the vehicle vertical direction and protrudes in the vehicle front-rear direction from the annular protrusion;
Another bead formed away from the bead in the circumferential direction and projecting in the vehicle front-rear direction from the annular protrusion;
A vehicle end structure comprising:   The vehicle end structure according to claim 1, wherein the outer side plate portion constitutes a bumper reinforcement that is elongated in a vehicle width direction. The bumper reinforcement has a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal direction by joining the second member to the center side in the vehicle longitudinal direction relative to the first member elongated in the vehicle width direction. And
3. The vehicle end structure according to claim 2, wherein the outer side plate portion constitutes a portion of the first member facing or contacting the second member in the vehicle front-rear direction. The vehicle end structure according to any one of claims 1 to 3 , wherein a bead formed at a lower portion of the annular protrusion in a vehicle vertical direction forms a lower edge of the through hole . The vehicle end structure according to any one of claims 1 to 4 , wherein the bead protrudes from the annular protrusion to a side opposite to the hook mounting member side .

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