Vehicle body structure

Abstract

The invention provides a vehicle body structure capable of improving load absorption efficiency of absorbing load through a plate and further facilitating development of a sustainable conveying system. The vehicle body structure is provided with an upper panel (21), a lower panel (22), and a plurality of reinforcing members (23, 24, 25) extending in the front-rear direction of the vehicle. The plurality of reinforcing members (23, 24, 25) have rigidity varying regions (43, 53, 63). A rigidity change region (43) of a first reinforcing member (23) constituting any one of the plurality of reinforcing members (23, 24, 25) is provided at a position different in the longitudinal direction from a rigidity change region (53, 63) of a second reinforcing member (24, 25) constituting any one of the plurality of reinforcing members (23, 24, 25).

Description

Technical Field

[0001] The present invention relates to a vehicle body structure. Background Art

[0002] In recent years, efforts to provide a way to achieve a sustainable transportation system have been active. In order to achieve this, efforts are being made to further improve the safety and convenience of traffic through developments related to the rigidity of the vehicle body. For example, the following structure is known as a vehicle body structure: a rib that causes initial buckling (hereinafter sometimes referred to as a fragile portion) is provided on the front end side of the upper frame, and a plurality of partitions are provided at intervals from the fragile portion to the rear end side of the upper frame. The partition is arranged to be clamped by the upper frame. According to this vehicle body structure, when an impact load is input from the front of the vehicle, the upper frame is crushed toward the rear of the vehicle, thereby absorbing the impact load (for example, refer to Japanese Patent Publication No. 7-228267). Summary of the invention

[0003] In terms of vehicle body rigidity, according to the conventional vehicle body structure, when an impact load is input, the impact load is absorbed only by crushing the upper frame toward the rear of the vehicle. Therefore, when this structure is applied to a large-area member such as a floor (hereinafter sometimes referred to as a panel), there is room for improvement in terms of increasing load absorption efficiency.

[0004] An object of the solution of the present invention is to provide a vehicle body structure capable of improving load absorption efficiency of loads absorbed by panels, thereby contributing to the development of a sustainable transportation system.

[0005] (1) One aspect of the present invention relates to a vehicle body structure comprising: a panel member disposed at a lower portion of a vehicle; and a plurality of reinforcing members disposed on the panel member and extending in a front-rear direction of the vehicle, the plurality of reinforcing members having a rigidity variation region, the rigidity variation region of a first reinforcing member constituting any of the plurality of reinforcing members being disposed at a position different in the length direction from the rigidity variation region of a second reinforcing member constituting any of the plurality of reinforcing members.

[0006] Consider the case where the panel is disposed on the rear side of the vehicle and the case where the panel is disposed on the front side of the vehicle. For example, consider the following configuration example: in the case where the panel is disposed on the rear side of the vehicle, the first reinforcing member having a rigidity change region at the rear of the vehicle is disposed in the center in the vehicle width direction, and the second reinforcing member having a rigidity change region at the front of the vehicle is disposed on the left and right sides in the vehicle width direction.

[0007] In this arrangement, when an impact load is input from the rear of the vehicle, the rigidity change region of the first reinforcing member and the rigidity change region of the second reinforcing member are deformed. Here, the rigidity change region of the first reinforcing member arranged in the center in the vehicle width direction is arranged at a different position in the rear of the vehicle than the rigidity change region of the second reinforcing member. Therefore, the load that causes the panel to deform to the left and right outer sides in the vehicle width direction is transmitted to the panel.

[0008] In addition, under the input impact load, a load that causes the panel to deform in the vehicle front-rear direction is transmitted to the panel.

[0009] Therefore, when an impact load is input from the rear of the vehicle, the load that causes the panel to deform in the vehicle longitudinal direction and the vehicle width direction can be transmitted to the panel. That is, the load can be distributed (transmitted) over the entire area of ​​the large panel.

[0010] In addition, for example, the following configuration example is considered: when the panel is set on the rear side of the vehicle, the first reinforcement member having the rigidity change area at the rear of the vehicle is arranged on the left and right sides in the vehicle width direction, and the second reinforcement member having the rigidity change area at the front of the vehicle is arranged in the center in the vehicle width direction.

[0011] In this arrangement, when an impact load is input from the rear of the vehicle, the rigidity change region of the first reinforcing member and the rigidity change region of the second reinforcing member are deformed. Here, the rigidity change region of the first reinforcing member arranged on the left and right sides in the vehicle width direction is set at a different position at the rear of the vehicle than the rigidity change region of the second reinforcing member. Therefore, the load that causes the panel to deform to the left and right inner sides in the vehicle width direction is transmitted to the panel.

[0012] In addition, under the input impact load, a load that causes the panel to deform in the vehicle front-rear direction is transmitted to the panel.

[0013] Therefore, when an impact load is input from the rear of the vehicle, a load that causes the panel to deform inward in the vehicle longitudinal direction and in the vehicle width direction can be transmitted to the panel. That is, the load can be distributed over the entire area of ​​the large panel.

[0014] In this way, by distributing the load to the entire area of ​​the plate, the plate can be deformed under the action of the distributed load. Therefore, the entire area of ​​the plate with a large area can be deformed appropriately, and the load absorption efficiency of the plate can be improved. This can contribute to the development of a sustainable transportation system.

[0015] Furthermore, for example, when the panel is provided at the front side of the vehicle, an impact load is input from the front of the vehicle. In this case, when an impact load is input from the front of the vehicle, the load absorption efficiency of the panel can be improved, similar to the case where the panel is provided at the rear side of the vehicle.

[0016] (2) In the above aspect, the plate may be provided with a weakened portion formed integrally in the vehicle width direction.

[0017] By configuring in this way, when an impact load is input from the front-rear direction of the vehicle, the deformation of the panel in the front-rear direction of the vehicle can be promoted by the fragile portion. Therefore, the load transmitted to the panel can be distributed to the entire area of ​​the panel. Thus, the entire area of ​​the panel can be deformed appropriately under the action of the distributed load.

[0018] (3) In the above aspect, a plurality of the fragile portions may be provided in the front-rear direction of the vehicle.

[0019] By configuring in this way, when an impact load is input from the front-rear direction of the vehicle, the deformation of the panel in the front-rear direction of the vehicle can be further promoted through the plurality of fragile portions. Therefore, the load can be appropriately transferred to each rigidity change region along with the deformation of the panel. Therefore, the entire region of the panel can be further appropriately deformed under the action of the transferred load.

[0020] (4) In the above aspect, the plurality of reinforcing members may be provided symmetrically with respect to the center in the vehicle width direction.

[0021] By configuring in this way, when the load is transmitted to each rigidity change region, the plate can be deformed in the front-rear direction and the vehicle width direction by the deformation of the rigidity change region. Therefore, the entire region of the plate can be deformed appropriately, and the load absorption efficiency of the plate can be uniformly improved for the entire plate. As a result, the impact load input from the front and rear of the vehicle can be fully absorbed by the plate, and the impact of the impact load on the interior of the vehicle can be suppressed.

[0022] (5) In the above aspect, the plurality of reinforcing members may be an odd number.

[0023] By configuring in this way, one of the plurality of reinforcing members can be arranged at the center in the vehicle width direction. Therefore, when the load is transmitted to the reinforcing member arranged at the center in the vehicle width direction, the load deforming toward the left and right outer sides in the vehicle width direction can be further appropriately distributed to the panel member through the deformation of the rigidity change region at the center in the vehicle width direction. Therefore, the entire region of the panel member having a large area can be further appropriately deformed under the action of the distributed load.

[0024] According to the solution of the present invention, the load absorption efficiency of the plate member can be improved, thereby contributing to the development of a sustainable transportation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a perspective view of the vehicle body structure according to the embodiment of the present invention as viewed from the left side behind the vehicle.

[0026] Figure 2 It is a plan view showing a rear floor portion of the vehicle body structure in the embodiment of the present invention.

[0027] Figure 3 This is a plan view showing an exploded upper panel of the rear floor structure of the vehicle body structure according to the embodiment of the present invention.

[0028] Figure 4 It is along Figure 2 A cross-sectional view obtained by cutting along line IV-IV.

[0029] Figure 5 It is along Figure 2 A sectional view obtained by cutting along the VV line.

[0030] Figure 6 It is along Figure 2 A cross-sectional view obtained by cutting along the VI-VI line.

[0031] Figure 7 This is a conceptual diagram for explaining the transmission of an impact load input from the rear of a vehicle to a panel structure in an embodiment of the present invention.

[0032] Figure 8 This is a conceptual diagram for explaining the transmission of an impact load input from the rear of a vehicle to a panel structure of a modified example in the embodiment of the present invention. DETAILED DESCRIPTION

[0033] Hereinafter, a vehicle body structure according to an embodiment of the present invention will be described with reference to the accompanying drawings. In the accompanying drawings, arrow FR indicates the front of the vehicle, arrow UP indicates the upper side of the vehicle, and arrow LH indicates the left side of the vehicle.

[0034] Figure 1 This is a perspective view of the vehicle body structure as viewed from the left side behind the vehicle. Figure 2 It is a plan view showing the rear floor portion of the vehicle body structure.

[0035] <Body structure>

[0036] like Figure 1 , Figure 2 As shown, the vehicle body structure Ve includes a rear floor structure 10 at a lower portion of a trunk 12 at the rear of the vehicle. The rear floor structure 10 includes, for example, a rear cross member 14 extending in the vehicle width direction, a first side frame 16 and a second side frame 17 disposed on both sides in the vehicle width direction, a center frame 18 disposed in the center in the vehicle width direction, and a panel structure 20 provided on the rear cross member 14.

[0037] The rear cross member 14 extends at the rear of the vehicle between the left side and the right side of the vehicle.

[0038] The first side frame 16 extends horizontally from the left end portion 14 a of the rear cross member 14 toward the vehicle front.

[0039] The second side frame 17 extends horizontally from the right end portion 14 b of the rear cross member 14 toward the front of the vehicle.

[0040] The center frame 18 extends horizontally toward the vehicle front from the vehicle width center 14c of the rear cross member 14. The rear cross member 14, the first side frame 16, the second side frame 17 and the center frame 18 are highly rigid members constituting the framework of the vehicle body structure Ve (specifically, the rear floor structure 10).

[0041] <Panel structure>

[0042] Figure 3 This is a top view of the upper panel after being disassembled from the rear floor structure of the vehicle body structure.

[0043] like Figure 2 , Figure 3 As shown in FIG. 1 , the panel structure 20 is provided at the rear lower portion (vehicle lower portion) 13 (see FIG. 1 ) of the trunk 12 by extending horizontally from the rear cross member 14 toward the rear of the vehicle. Figure 1 The panel structure 20 forms a floor portion of the rear portion of the vehicle in the trunk 12. The panel structure 20 includes an upper panel (panel) 21, a lower panel (panel) 22 disposed below the upper panel 21, and a plurality of reinforcing members 23, 24, 25 disposed between the upper panel 21 and the lower panel 22.

[0044] <Panel>

[0045] Figure 4 It is along Figure 2 A cross-sectional view obtained by cutting along line IV-IV.

[0046] like Figure 3 , Figure 4 As shown, the upper panel 21 extends horizontally toward the rear of the vehicle from the upper surface 14d of the rear cross member 14. The upper panel 21 is formed into a large rectangular shape in a plan view by a front side 21a, a rear side 21b, a left side 21c, and a right side 21d.

[0047] The upper panel 21 has a plurality of first recesses 27 and a plurality of first protrusions 28 alternately and continuously arranged in the vehicle front-rear direction. The plurality of first recesses 27 are formed in a concave shape toward the vehicle bottom when viewed from above the vehicle. The plurality of first protrusions 28 are formed in a convex shape toward the vehicle top when viewed from above the vehicle.

[0048] The plurality of first recesses 27 and the plurality of first protrusions 28 are formed in a wave shape (i.e., a concave-convex shape). The plurality of first recesses 27 and the plurality of first protrusions 28 are formed continuously in the entire vehicle width direction in the upper panel 21. Therefore, the upper panel 21 is formed to have high rigidity with respect to the load input from the vehicle vertical direction and the load input from the vehicle width direction by the plurality of first recesses 27 and the plurality of first protrusions 28.

[0049] The first recessed portion 27 forms a fragile portion in the upper panel 21. Hereinafter, the first recessed portion 27 is sometimes referred to as the "first fragile portion 27". That is, the first fragile portion 27 is continuously formed in the entire upper panel 21 in the vehicle width direction. A plurality of first fragile portions 27 are provided in the vehicle front-rear direction. The plurality of first fragile portions 27 are formed, for example, so as to be appropriately deformed (plastically deformed) under the action of the impact load F1 input from the rear of the vehicle.

[0050] In the embodiment, the first fragile portion 27 is described as being continuously formed over the entire upper plate 21, but the present invention is not limited thereto. As another example, the first fragile portion 27 may be formed discontinuously with a portion missing like a sewing machine stitch.

[0051] The lower panel 22 is formed in the same manner as the upper panel 21. That is, the lower panel 22 extends horizontally from the lower surface 14e of the rear cross member 14 to the rear of the vehicle. The lower panel 22 is formed into a rectangular shape with a large area by the front side 22a, the rear side 22b, the left side 22c and the right side 22d when viewed from above. The lower panel 22 has a plurality of second recesses 31 and a plurality of second protrusions 32 alternately and continuously arranged in the front-rear direction of the vehicle. The plurality of second recesses 31 are formed in a concave shape toward the upper side of the vehicle when viewed from the lower side of the vehicle. The plurality of second protrusions 32 are formed in a convex shape toward the lower side of the vehicle when viewed from the lower side of the vehicle.

[0052] The plurality of second recesses 31 and the plurality of second protrusions 32 are formed in a wave shape (i.e., a concave-convex shape). The plurality of second recesses 31 and the plurality of second protrusions 32 are formed continuously in the entire vehicle width direction of the lower panel 22. Therefore, the lower panel 22 is formed to have high rigidity with respect to the load input from the vehicle vertical direction and the load input from the vehicle width direction by the plurality of second recesses 31 and the plurality of second protrusions 32.

[0053] The second recessed portion 31 forms a fragile portion in the lower panel 22. Hereinafter, the second recessed portion 31 is sometimes referred to as the "second fragile portion 31". That is, the second fragile portion 31 is continuously formed in the lower panel 22 as a whole in the vehicle width direction. A plurality of second fragile portions 31 are provided in the vehicle front-rear direction. The plurality of second fragile portions 31 are formed, for example, so as to be appropriately deformed (plastically deformed) under the action of the impact load F1 input from the rear of the vehicle. The plurality of second fragile portions 31 are arranged in a position opposite to the plurality of first fragile portions 27 in the up-down direction.

[0054] In the embodiment, the second fragile portion 31 is described as being continuously formed over the entire lower plate 22, but the present invention is not limited thereto. As another example, the second fragile portion 31 may be formed discontinuously with a portion missing like a sewing machine stitch.

[0055] In the present embodiment, the first fragile portion 27 and the second fragile portion 31 are formed along the vehicle width direction. However, the present invention is not limited thereto, and the first fragile portion 27 and the second fragile portion 31 may be inclined in the vehicle front-rear direction relative to the vehicle width direction.

[0056] <Reinforcement member>

[0057] The plurality of reinforcing members 23, 24, 25 extend in the front-rear direction of the vehicle. Specifically, the plurality of reinforcing members 23, 24, 25 extend from the front ends of the upper panel 21 and the lower panel 22 (i.e., the rear cross member 14) toward the rear of the vehicle to the rear ends of the upper panel 21 and the lower panel 22. The plurality of reinforcing members 23, 24, 25 are formed of, for example, a plate and are arranged toward the upper-lower direction of the vehicle.

[0058] The plurality of reinforcing members 23, 24, 25 are partitions (partition walls) that partition the space between the upper panel 21 and the lower panel 22. The plurality of reinforcing members 23, 24, 25 are interposed between the upper panel 21 and the lower panel 22, so that the upper panel 21 and the lower panel 22 are reinforced by the plurality of reinforcing members 23, 24, 25. Thus, the rigidity of the panel structure 20 is ensured. The plurality of reinforcing members 23, 24, 25 have a plurality of rigidity change regions 43, 53, 63 (described later), respectively.

[0059] As the plurality of reinforcing members 23, 24, 25, for example, an odd number of them are provided. Specifically, any member among the plurality of reinforcing members 23, 24, 25 is a first reinforcing member, and the plurality of reinforcing members 23, 24, 25 other than the first reinforcing member are distinguished as second reinforcing members. Details of the difference between the first reinforcing member and the second reinforcing member are described later. In the present embodiment, the plurality of reinforcing members 23, 24, 25 are described as the first reinforcing member 23 and the second reinforcing members 24, 25.

[0060] That is, the plurality of reinforcing members 23, 24, 25 includes one first reinforcing member 23 and two second reinforcing members 24, 25. In the present embodiment, an example of a case where the plurality of reinforcing members 23, 24, 25 is an odd number is described, but the plurality of reinforcing members may be an even number. The number of the plurality of reinforcing members is not limited to three and can be selected arbitrarily.

[0061] One first reinforcing member 23 is arranged at the center in the vehicle width direction. In addition, two second reinforcing members 24 and 25 are arranged at the left and right sides in the vehicle width direction, respectively. Specifically, the second reinforcing member 24 is arranged in the left direction in the vehicle width direction. The second reinforcing member 25 is arranged in the right direction in the vehicle width direction. That is, the plurality of reinforcing members 23, 24, and 25 are arranged symmetrically with the center in the vehicle width direction as a reference. In other words, the two second reinforcing members 24 and 25 are arranged at symmetrical positions with one first reinforcing member 23 as the center.

[0062] In order to facilitate understanding of the structure, the second reinforcement member 25 provided in the right direction in the vehicle width direction among the two second reinforcement members 24 and 25 will be conveniently referred to as the third reinforcement member 25 for explanation.

[0063] The first reinforcing member 23 is provided at the center of the vehicle width direction at the vehicle rear of the center frame 18. For example, the upper side 23a of the first reinforcing member 23 is bent in the vehicle width direction, and the first reinforcing member 23 is formed in a concave-convex shape (wave shape) along the lower surface (lower surface of the vehicle) of the upper panel 21. The upper side 23a of the first reinforcing member 23 is provided by, for example, being connected to the lower surface of the upper panel 21.

[0064] For example, the lower side 23b of the first reinforcing member 23 is bent in the vehicle width direction, and the first reinforcing member 23 is formed in a concave-convex shape (wave shape) along the upper surface (vehicle upper side) of the lower panel 22. The lower side 23b of the first reinforcing member 23 is provided by, for example, being connected to the upper surface of the lower panel 22.

[0065] The first reinforcing member 23 includes a first reinforcing body 41, a first thin-walled portion 42 connected to the first reinforcing body 41 at the rear of the vehicle, and a first rigidity change region (rigidity change region) 43 formed at the boundary between the first reinforcing body 41 and the first thin-walled portion 42. The first thin-walled portion 42 is formed to have a smaller plate thickness than the first reinforcing body 41. As a result, the first rigidity change region 43 is formed at the boundary between the first reinforcing body 41 and the first thin-walled portion 42. The first rigidity change region 43 is a portion where stress is concentrated and can be deformed appropriately when a load is input to the first reinforcing member 23 from the longitudinal direction (i.e., the vehicle front-rear direction).

[0066] Figure 5 It is along Figure 2 A sectional view obtained by cutting along the VV line.

[0067] like Figure 3 , Figure 5As shown in the figure, the second reinforcing member 24 is provided substantially at the vehicle rear of the first side frame 16 in the vehicle width direction left direction relative to the first reinforcing member 23. For example, the upper side 24a of the second reinforcing member 24 is bent in the vehicle width direction, and the second reinforcing member 24 is formed in a concave-convex shape (wavy shape) along the lower surface of the upper panel 21. The upper side 24a of the second reinforcing member 24 is provided by, for example, being connected to the lower surface of the upper panel 21.

[0068] For example, the lower side 24b of the second reinforcing member 24 is bent in the vehicle width direction and formed in a concave-convex shape (wave shape) along the upper surface of the lower panel 22. The lower side 24b of the second reinforcing member 24 is provided by being connected to the upper surface of the lower panel 22, for example.

[0069] The second reinforcing member 24 includes a second reinforcing body 51, a second thin-walled portion 52 at the front of the vehicle connected to the second reinforcing body 51, and a second rigidity change region (rigidity change region) 53 formed at the boundary between the second reinforcing body 51 and the second thin-walled portion 52. The second thin-walled portion 52 is formed to have a smaller plate thickness than the second reinforcing body 51. Therefore, the second rigidity change region 53 is formed at the boundary between the second reinforcing body 51 and the second thin-walled portion 52. The second rigidity change region 53 is a portion that can be deformed appropriately by concentrating stress when a load is input to the second reinforcing member 24 from the longitudinal direction (i.e., the vehicle front-rear direction).

[0070] Figure 6 It is along Figure 2 A cross-sectional view obtained by cutting along the VI-VI line.

[0071] like Figure 3 , Figure 6 As shown in the figure, the third reinforcing member 25 is provided substantially at the vehicle rear of the second side frame 17 in the vehicle width direction right direction relative to the first reinforcing member 23. For example, the upper side 25a of the third reinforcing member 25 is bent in the vehicle width direction, and the third reinforcing member 25 is formed in a concave-convex shape (wavy shape) along the lower surface of the upper panel 21. The upper side 25a of the third reinforcing member 25 is provided by, for example, being connected to the lower surface of the upper panel 21.

[0072] For example, the lower side 25b of the third reinforcing member 25 is bent in the vehicle width direction and formed in a concave-convex shape (wavy shape) along the upper surface of the lower panel 22. The lower side 25b of the third reinforcing member 25 is provided by being connected to the upper surface of the lower panel 22, for example.

[0073] The third reinforcing member 25 is formed substantially the same as the second reinforcing member 24. The third reinforcing member 25 includes a third reinforcing body 61, a third thin-walled portion 62 at the front of the vehicle connected to the third reinforcing body 61, and a third rigidity change region (rigidity change region) 63 formed at the boundary between the third reinforcing body 61 and the third thin-walled portion 62. The third thin-walled portion 62 is formed to have a smaller plate thickness than the third reinforcing body 61. Therefore, the third rigidity change region 63 is formed at the boundary between the third reinforcing body 61 and the third thin-walled portion 62.

[0074] The second rigidity changing region 53 and the third rigidity changing region 63 are provided at the same position in the vehicle front-rear direction. Also, the second rigidity changing region 53 and the third rigidity changing region 63 are provided in the vehicle front direction relative to the first rigidity changing region 43.

[0075] In this way, the first rigidity changing region 43 is provided at a different position in the length direction with respect to the second rigidity changing region 53 and the third rigidity changing region 63. The length direction refers to the length direction of the first reinforcing member 23, the second reinforcing member 24, and the third reinforcing member 25. That is, the first rigidity changing region 43 is provided at a different position in the vehicle front-rear direction (in the embodiment, at the rear of the vehicle) with respect to the second rigidity changing region 53 and the third rigidity changing region 63.

[0076] In the present embodiment, an example in which the second rigidity change region 53 and the third rigidity change region 63 are provided at the same position in the vehicle front-rear direction is described, but the present invention is not limited thereto. As another example, for example, the second rigidity change region 53 and the third rigidity change region 63 may be provided at different positions in the vehicle front-rear direction. That is, all the rigidity change regions of the first rigidity change region 43, the second rigidity change region 53, and the third rigidity change region 63 may be provided at different positions in the vehicle front-rear direction.

[0077] In this embodiment, an example of forming a rigidity change region by making the plate thickness of the reinforcement body and the thin-walled portion different is described, but the present invention is not limited to this. As another example, a concave portion, an opening portion, etc. may be formed at the boundary between the reinforcement body and the thin-walled portion to form a rigidity change region. For example, the rigidity change region may be formed at the boundary by making the materials of the reinforcement body and the thin-walled portion different.

[0078] In the present embodiment, an example is described in which the upper sides 23a to 25a of the plurality of reinforcing members 23 to 25 are arranged on the lower surface of the upper plate 21, and the lower sides 23b to 25b of the plurality of reinforcing members 23 to 25 are arranged on the upper surface of the lower plate 22, but the present invention is not limited thereto. As another example, for example, only the upper sides 23a to 25a of the plurality of reinforcing members 23 to 25 may be arranged on the lower surface of the upper plate 21, or only the lower sides 23b to 25b of the plurality of reinforcing members 23 to 25 may be arranged on the upper surface of the lower plate 22.

[0079] In the present embodiment, an example is described in which the upper sides 23a to 25a of the plurality of reinforcing members 23 to 25 are formed into a concave-convex shape and the lower sides 23b to 25b of the plurality of reinforcing members 23 to 25 are formed into a concave-convex shape, but the present invention is not limited thereto. As another example, for example, the upper sides 23a to 25a and the lower sides 23b to 25b of the plurality of reinforcing members 23 to 25 may be extended linearly toward the front-rear direction of the vehicle. In this case, for example, the plurality of upper sides 23a to 25a are provided at the plurality of first fragile portions 27, and the plurality of lower sides 23b to 25b are provided at the plurality of second fragile portions 31.

[0080] In the present embodiment, an example in which the plurality of reinforcing members 23 to 25 are formed of a plate material has been described, but the present invention is not limited thereto. As another example, for example, the plurality of reinforcing members 23 to 25 may be formed to have a hollow rectangular cross section.

[0081] Next, based on Figure 2 , Figure 3 , Figure 7 20 , an example is described in which, when an impact load F1 is input to the panel structure 20 of the vehicle body structure Ve from the rear of the vehicle, the input impact load F1 is absorbed by the panel structure 20 .

[0082] Figure 7 This is a conceptual diagram for explaining the transmission of an impact load input from the rear of a vehicle to a panel structure.

[0083] like Figure 2 , Figure 3 , Figure 7 As shown, as described above, the panel structure 20 is provided on the rear side of the vehicle. The panel structure 20 is provided with a first reinforcing member 23 at the center in the vehicle width direction, and the first reinforcing member 23 has a first rigidity change region 43 at the rear of the vehicle. The second reinforcing member 24 having a second rigidity change region 53 at the front of the vehicle is provided in the left direction in the vehicle width direction. On this basis, the third reinforcing member 25 having a third rigidity change region 63 at the front of the vehicle is provided in the right direction in the vehicle width direction.

[0084] An impact load F1 is input from the rear of the vehicle to the panel structure 20. In this case, the first rigidity change region 43 of the first reinforcing member 23, the second rigidity change region 53 of the second reinforcing member 24, and the third rigidity change region 63 of the third reinforcing member 25 are deformed by the input impact load F1.

[0085] Here, the first rigidity change region 43 in the center of the vehicle width direction is provided at a different position at the rear of the vehicle than the second rigidity change region 53 in the left direction of the vehicle width direction and the third rigidity change region 63 in the right direction of the vehicle width direction. Therefore, the load F2 that causes the upper panel 21 and the lower panel 22 to deform to the left and right outer sides in the vehicle width direction is transmitted to the upper panel 21 and the lower panel 22.

[0086] In addition, due to the input impact load F1 , a load F3 that deforms the upper panel 21 and the lower panel 22 in the vehicle front-rear direction (specifically, the vehicle front) is transmitted to the upper panel 21 and the lower panel 22 .

[0087] Therefore, when the impact load F1 is input to the panel structure 20, the load F2 that causes the upper panel 21 and the lower panel 22 to deform to the left and right sides in the vehicle width direction and the load F3 that causes the upper panel 21 and the lower panel 22 to deform in the vehicle front and rear direction can be transmitted to the upper panel 21 and the lower panel 22. That is, the load can be distributed (transmitted) to the entire area of ​​the upper panel 21 and the lower panel 22 with a large area. As a result, the upper panel 21 and the lower panel 22 can be deformed by the distributed load, and the entire area of ​​the upper panel 21 and the lower panel 22 with a large area can be appropriately deformed.

[0088] As described above, according to the panel structure 20 of the vehicle body structure Ve, the entire region of the upper panel 21 and the lower panel 22 having a large area can be appropriately deformed. As a result, the impact load F1 input to the panel structure 20 from the rear of the vehicle can be fully absorbed by the upper panel 21 and the lower panel 22, and the load absorption efficiency can be improved. This can contribute to the development of a sustainable transportation system.

[0089] The upper plate 21 is provided with a first fragile portion 27 , and the lower plate 22 is provided with a second fragile portion 31 .

[0090] Therefore, for example, when an impact load F1 is input from the rear of the vehicle, the first fragile portion 27 can promote deformation of the upper panel 21 in the vehicle longitudinal direction. Similarly, the second fragile portion 31 can promote deformation of the lower panel 22 in the vehicle longitudinal direction.

[0091] Thus, the load transmitted to the upper panel 21 and the lower panel 22 can be distributed over the entire area of ​​the upper panel 21 and the lower panel 22. Therefore, the entire area of ​​the upper panel 21 and the lower panel 22 can be further appropriately deformed by the distributed load.

[0092] On this basis, a plurality of first fragile portions 27 are provided in the vehicle front-rear direction, and a plurality of second fragile portions 31 are provided in the vehicle front-rear direction. Therefore, when an impact load F1 is input from the rear of the vehicle, the deformation of the upper panel 21 in the vehicle front-rear direction can be further promoted by the plurality of first fragile portions 27. Similarly, the deformation of the lower panel 22 in the vehicle front-rear direction can be further promoted by the plurality of second fragile portions 31.

[0093] Thus, the load can be appropriately transmitted to the first rigidity change region 43, the second rigidity change region 53, and the third rigidity change region 63 along with the deformation of the upper panel 21 and the lower panel 22 in the vehicle front-rear direction. Therefore, the entire region of the upper panel 21 and the lower panel 22 can be further appropriately deformed by the action of the transmitted load.

[0094] A plurality of reinforcing members (specifically, the first reinforcing member 23, the second reinforcing member 24, and the third reinforcing member 25) are provided symmetrically with respect to the center in the vehicle width direction. The first rigidity changing region 43 is provided at a different position in the rear of the vehicle than the second rigidity changing region 53 and the third rigidity changing region 63. Therefore, by deforming the first rigidity changing region 43, the second rigidity changing region 53, and the third rigidity changing region 63 under the action of the load, the upper panel 21 and the lower panel 22 can be deformed in the vehicle front-rear direction and the vehicle width direction.

[0095] Therefore, by appropriately deforming the entire area of ​​the upper panel 21 and the lower panel 22, the load absorption efficiency of each panel 21, 22 can be uniformly improved for the entire upper panel 21 and the lower panel 22. Therefore, the impact load F1 input to the panel structure 20 from the rear of the vehicle can be fully absorbed, and the influence of the impact load F1 on the interior of the vehicle can be suppressed.

[0096] Furthermore, the number of the plurality of reinforcing members (specifically, the first reinforcing member 23, the second reinforcing member 24, and the third reinforcing member 25) is an odd number. Therefore, the first rigidity changing region 43 can be arranged in the center in the width direction, and the first rigidity changing region 43 can be set at a different position at the rear of the vehicle relative to the second rigidity changing region 53 and the third rigidity changing region 63. Thus, by deforming the first rigidity changing region 43 in the center in the width direction under the action of the load, the load that causes the upper panel 21 and the lower panel 22 to deform to the left and right outer sides in the vehicle width direction can be further appropriately distributed. Therefore, the entire area of ​​the upper panel 21 and the lower panel 22 having a large area can be further appropriately deformed under the action of the distributed load.

[0097] [Modifications]

[0098] Next, based on Figure 8 An example of a case where an impact load is input from the rear of the vehicle to a panel structure 100 according to a modification of the present embodiment will be described. In the panel structure 100 of the modification, components identical or similar to those of the above-described embodiment are denoted by the same reference numerals and detailed descriptions thereof will be omitted.

[0099] Figure 8 This is a conceptual diagram for explaining the transmission of an impact load input from the rear of a vehicle to a panel structure of a modified example.

[0100] like Figure 8 As shown, the panel structure 100 of the modified example is provided with an upper panel 21 and a lower panel 22 on the rear side of the vehicle. The first reinforcing member 23 is arranged in the left and right directions in the vehicle width direction. The first reinforcing member 23 has a first rigidity change region 43 arranged in the rear of the vehicle. The second reinforcing member 24 is arranged in the center in the vehicle width direction. The second reinforcing member 24 has a second rigidity change region 53 arranged in the front of the vehicle.

[0101] Hereinafter, the first reinforcing member 23 and the first rigidity changing region 43 disposed in the left direction in the vehicle width direction are described as the first reinforcing member 23A and the first rigidity changing region 43A. In addition, the first reinforcing member 23 and the first rigidity changing region 43 disposed in the right direction in the vehicle width direction are described as the first reinforcing member 23B and the first rigidity changing region 43B.

[0102] The impact load F4 is input from the rear of the vehicle to the panel structure 100. In this case, the first rigidity change region 43A of the first reinforcing member 23A disposed on the left side in the vehicle width direction, the first rigidity change region 43B of the first reinforcing member 23B disposed on the right side in the vehicle width direction, and the second rigidity change region 53 of the second reinforcing member 24 are deformed.

[0103] Here, the first rigidity changing region 43A in the left direction of the vehicle width direction and the first rigidity changing region 43B in the right direction of the vehicle width direction are provided at different positions at the rear of the vehicle relative to the second rigidity changing region 53 in the center of the vehicle width direction. Therefore, the load F5 that causes the upper panel 21 and the lower panel 22 to deform inwardly to the left and right sides of the vehicle width direction is transmitted to the upper panel 21 and the lower panel 22.

[0104] In addition, due to the input impact load F4 , a load F6 that deforms the upper panel 21 and the lower panel 22 in the vehicle front-rear direction (specifically, toward the front of the vehicle) is transmitted to the upper panel 21 and the lower panel 22 .

[0105] Therefore, when the impact load F4 is input to the panel structure 100, the load F5 that causes the upper panel 21 and the lower panel 22 to deform to the left and right inner sides in the vehicle width direction and the load F6 that causes the upper panel 21 and the lower panel 22 to deform in the vehicle front and rear direction can be transmitted to the upper panel 21 and the lower panel 22. That is, the load can be distributed (transmitted) to the entire area of ​​the upper panel 21 and the lower panel 22 with a large area. As a result, the upper panel 21 and the lower panel 22 can be deformed by the distributed load, and the entire area of ​​the upper panel 21 and the lower panel 22 with a large area can be appropriately deformed.

[0106] As described above, according to the panel structure 100 involved in the modified example of the embodiment, the entire area of ​​the upper panel 21 and the lower panel 22 with a large area can be appropriately deformed. As a result, the impact load F4 input from the rear of the vehicle to the panel structure 100 can be fully absorbed by the upper panel 21 and the lower panel 22, and the load absorption efficiency can be improved. In turn, it can contribute to the development of a sustainable transportation system.

[0107] Furthermore, according to the panel structure 100 of the modification, the same operations and effects as those of the panel structure 20 of the embodiment can be obtained.

[0108] Although the panel structure 20 of the present embodiment and the panel structure 100 of the modified example are provided in the rear part of the vehicle, the present invention is not limited thereto. As another example, the panel structure 20 and the panel structure 100 may be provided in the front part of the vehicle.

[0109] When the panel structure 20 and the panel structure 100 are installed at the front of the vehicle, for example, an impact load is input from the front of the vehicle to the panel structure 20 and the panel structure 100. In this case, similarly to the panel structure 20 of the embodiment and the panel structure 100 of the modified example, the load absorption efficiency of the upper panel 21 and the lower panel 22 can be improved. This can contribute to the development of a sustainable transportation system.

[0110] Furthermore, even when the panel structure 20 and the panel structure 100 are provided in the front portion of the vehicle, the same operations and effects as those of the embodiment and the modified example can be obtained.

[0111] The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention.

[0112] Furthermore, components in the above-described embodiments may be appropriately replaced with well-known components without departing from the spirit of the present invention, and the above-described modifications may be appropriately combined.

Claims

1. A vehicle body structure, wherein: The vehicle body structure comprises: a panel disposed at a lower portion of a vehicle; and a plurality of reinforcing members, which are arranged on the panel and extend in the front-rear direction of the vehicle, The plurality of reinforcing members have a rigidity variation region, The rigidity change region of a first reinforcing member constituting any of the plurality of reinforcing members is provided at a position different in the length direction from the rigidity change region of a second reinforcing member constituting any of the plurality of reinforcing members.

2. The vehicle body structure according to claim 1, wherein: The plate member is provided with a weak portion integrally formed in the vehicle width direction.

3. The vehicle body structure according to claim 2, wherein: A plurality of the fragile portions are provided in the front-rear direction of the vehicle.

4. The vehicle body structure according to claim 1, wherein: The plurality of reinforcing members are disposed symmetrically with respect to the center in the vehicle width direction.

5. The vehicle body structure according to claim 4, wherein: The plurality of reinforcing members is an odd number.

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