Vehicle body structure

Abstract

To restrain amount of entry of a collision body entering at low speed in a low position.SOLUTION: In a vehicle front structure 100 which comprises left and right front side members 11L, 11R which extend in a vehicle longitudinal direction and a bumper reinforcement 12 which extends in a vehicle width direction by being connected to respective front ends of the front side members, it comprises first brackets 30L, 30R and second brackets 60L, 60R which are mounted to the bumper reinforcement 12 and then protrude to vehicle front side and vehicle downward direction forward of and below the bumper reinforcement 12 and first bumper brackets 50L, 50R and second bumper brackets 70L, 70R which are fastened to the bumper reinforcement 12 and then of which tip ends abut against respective rear ends of the first brackets 30L, 30R and the second brackets 60L, 60R.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle body structure, and more particularly to a vehicle body structure including a bumper reinforcement. [Background technology]

[0002] Patent Document 1 discloses a bumper support structure for when the height of a vehicle's rear side member and the height of the bumper reinforcement are different. In the structure described in Patent Document 1, an anti-rotation joint is disposed between the vehicle rear end of the rear side member and the base of the bumper reinforcement to prevent the base of the bumper reinforcement from collapsing.

[0003] Patent Document 2 relates to a vehicle front structure, and discloses a structure in which an impact absorbing member that protrudes forward of the vehicle is disposed below a bumper reinforcement along the vehicle width direction.

[0004] Patent Document 3 relates to a vehicle bumper structure, and describes a structure in which a bumper absorber is attached to the front surface of a bumper beam. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-69736 [Patent Document 2] Japanese Patent Application Laid-Open No. 2005-104264 [Patent Document 3] Japanese Patent Application Laid-Open No. 2013-203304 Summary of the Invention [Problem to be solved by the invention]

[0006] In recent years, pendulum tests have been conducted to simulate a situation in which a vehicle with a relatively low vehicle height is hit from behind by another vehicle at a low speed. In the case of vehicles with a relatively high vehicle height, such as SUVs, there has been a problem in that the impact body sinks under the bumper during the pendulum test, resulting in a large intrusion of the impact body.

[0007] One possible solution to this problem is to widen the entire bumper reinforcement downward. However, during high-speed frontal collision tests, the side members may undergo unexpected deformation, such as vertical bending deformation, which may result in insufficient absorption of impact energy. In addition, this would increase the weight of the bumper reinforcement.

[0008] Therefore, an object of the present disclosure is to suppress the amount of penetration of a collision object that penetrates at a low position and at a low speed. [Means for solving the problem]

[0009] The vehicle body structure of the present disclosure is a vehicle body structure comprising left and right skeletal members arranged on left and right sides of the vehicle and extending in the fore-and-aft direction of the vehicle, and bumper reinforcements connected to one end of each of the skeletal members in the fore-and-aft direction of the vehicle and extending in the vehicle width direction, characterized in that the bumper reinforcement comprises a plurality of load-receiving portions that protrude outward in the fore-and-aft direction of the vehicle and downward in the up-and-down direction of the vehicle.

[0010] This makes it possible to suppress the amount of penetration of a collision object that penetrates at a low position and at a low speed, while suppressing an increase in weight compared to when the entire bumper reinforcement is widened downward.

[0011] In the vehicle body structure of the present disclosure, the plurality of load receiving portions may include a plurality of first receiving portions that are arranged at positions that do not overlap with the left and right frame members when viewed in the vehicle front-rear direction.

[0012] This makes it possible to suppress the vertical bending moment input to the left and right frame members from the first receiving portion protruding downward of the vehicle during a high-speed frontal collision test, thereby suppressing vertical bending deformation of the left and right frame members.

[0013] In the vehicle body structure of the present disclosure, the plurality of load receiving portions may include left and right second receiving portions that are arranged at positions that overlap the left and right frame members when viewed from the vehicle longitudinal direction.

[0014] This makes it possible to suppress the amount of an impact body that enters a low position of the vehicle from the diagonally front or diagonally rear of the vehicle.

[0015] In the vehicle body structure of the present disclosure, the plurality of first receiving portions may be a plurality of first brackets separate from the bumper reinforcement, and the plurality of first brackets may be attached to the bumper reinforcement and protrude outward in the vehicle fore-and-aft direction and downward in the vehicle up-and-down direction beyond the bumper reinforcement.

[0016] This prevents the rotational moment acting on the multiple first brackets from being transmitted to the bumper reinforcement, preventing the left and right frame members from undergoing unexpected deformation, such as vertical bending deformation, during high-speed frontal collision tests, which could result in insufficient absorption of impact energy.

[0017] In the vehicle body structure of the present disclosure, the plurality of first brackets may be arranged symmetrically between the center in the vehicle width direction and the left and right frame members.

[0018] This allows the amount of penetration of the impact body at a low position over a wide range in the vehicle width direction to be suppressed with a small number of first brackets. Therefore, in a pendulum test in which the pendulum impact body is offset from the front and impacts to the side, the first bracket can suppress the amount of penetration of the pendulum impact body.

[0019] The vehicle body structure of the present disclosure may include a base member attached to the outer side of the bumper reinforcement in the vehicle longitudinal direction, extending in the vehicle width direction and connecting the plurality of first brackets in the vehicle width direction, and the plurality of first brackets may be attached to the bumper reinforcement via the base member.

[0020] This allows multiple first brackets to be attached in a short time.

[0021] The vehicle body structure of the present disclosure may include a plurality of first bumper brackets fastened to the bumper reinforcement, with leading ends abutting inner ends of the plurality of first brackets in the vehicle longitudinal direction.

[0022] This allows the impact force in the vehicle's longitudinal direction, which is input from the rear ends of the multiple first brackets, to be transmitted to the bumper reinforcement, while preventing the rotational moment acting on the multiple first brackets from being transmitted to the bumper reinforcement.As a result, the bumper reinforcement can absorb the impact force from the front or rear, and can prevent the left and right frame members from undergoing unexpected deformation, such as vertical bending deformation, during high-speed frontal collision tests, which would result in insufficient absorption of the impact energy.

[0023] In the vehicle body structure of the present disclosure, the first bracket may be attached to the outer side of the bumper reinforcement in the vehicle fore-and-aft direction, and include an open-box-shaped pocket portion that is open on the inner side in the vehicle fore-and-aft direction, and a sheet metal bulk housed in the pocket portion, and the first bumper bracket may be fastened to the bumper reinforcement, with a tip abutting against the inner end of the pocket portion in the vehicle fore-and-aft direction and the inner end of the sheet metal bulk in the vehicle fore-and-aft direction.

[0024] This allows the bumper reinforcement to absorb a large impact force and transmit it to the left and right frame members, compared to when no sheet metal bulk is provided, thereby further reducing the amount of penetration of the impacting object.

[0025] In the vehicle body structure of the present disclosure, the multiple first receiving portions may be multiple first brackets separate from the bumper reinforcement, the multiple first brackets being attached to the bumper reinforcement and protruding outward in the vehicle longitudinal direction and downward in the vehicle vertical direction beyond the bumper reinforcement, and the left and right second receiving portions may be left and right second brackets separate from the bumper reinforcement, the left and right second brackets being attached to the bumper reinforcement and protruding outward in the vehicle longitudinal direction and downward in the vehicle vertical direction beyond the bumper reinforcement.

[0026] This prevents the rotational moment acting on the multiple first brackets and the left and right second brackets from being transmitted to the bumper reinforcement, preventing the left and right frame members from undergoing unexpected deformation, such as vertical bending deformation, during high-speed frontal collision tests, which could result in insufficient absorption of impact energy.

[0027] In the vehicle body structure of the present disclosure, the plurality of first brackets may be arranged symmetrically between the center in the vehicle width direction and the left and right frame members.

[0028] This allows the amount of penetration of the impact body at a low position over a wide range in the vehicle width direction to be suppressed with a small number of first brackets. Therefore, in a pendulum test in which the pendulum impact body is offset from the front and impacts to the side, the first bracket can suppress the amount of penetration of the pendulum impact body.

[0029] The vehicle body structure of the present disclosure may include a longitudinal base member that is attached to the outer side of the bumper reinforcement in the vehicle fore-and-aft direction, extends in the vehicle width direction, and connects the plurality of first brackets and the left and right second brackets in the vehicle width direction, and the plurality of first brackets and the left and right second brackets may be attached to the bumper reinforcement via the longitudinal base member.

[0030] This allows the attachment of the multiple first brackets and the left and right second brackets to be completed in a short time.

[0031] The vehicle body structure of the present disclosure may include a plurality of first bumper brackets that are fastened to the bumper reinforcement and have tip ends abutting against inner ends of the plurality of first brackets in the vehicle fore-and-aft direction, and left and right second bumper brackets that are fastened to the bumper reinforcement and have tip ends abutting against inner ends of the left and right second brackets in the vehicle fore-and-aft direction.

[0032] This allows the impact force in the front-to-rear direction of the vehicle, which is input from the rear ends of the multiple first brackets and the rear ends of the left and right second brackets, to be transmitted to the bumper reinforcement, while preventing the rotational moment applied to the multiple first brackets and the left and right second brackets from being transmitted to the bumper reinforcement. This allows the bumper reinforcement to absorb the impact force from the front or rear, and also prevents the left and right skeletal members from undergoing unexpected deformation, such as vertical bending deformation, during high-speed frontal collision tests, resulting in insufficient absorption of the impact energy. Furthermore, the impact energy of a colliding object that enters a low position on the vehicle at a low speed from diagonally ahead or diagonally behind the vehicle can be absorbed by the bumper reinforcement and the left and right skeletal members, thereby limiting the amount of penetration of the colliding object.

[0033] In the vehicle body structure of the present disclosure, either or both of the first bracket and the second bracket may be attached to the outer side of the bumper reinforcement in the vehicle fore-and-aft direction, and may include an open-box-shaped pocket portion that is open on the inner side in the vehicle fore-and-aft direction, and a sheet metal bulk housed in the pocket portion, and either or both of the first bumper bracket and the second bumper bracket may be fastened to the bumper reinforcement, with their leading ends abutting the inner end of the pocket portion in the vehicle fore-and-aft direction and the inner end of the sheet metal bulk in the vehicle fore-and-aft direction.

[0034] This allows the bumper reinforcement to absorb a large impact force and transmit it to the left and right frame members, compared to when no sheet metal bulk is provided, thereby further suppressing the amount of penetration of the colliding object.

[0035] In the vehicle body structure of the present disclosure, the plurality of first receiving portions and the left and right second receiving portions may protrude downward in the vehicle up-down direction to a predetermined ground clearance.

[0036] This makes it possible to suppress the amount of penetration of a collision object that penetrates at a low position and at a low speed.

[0037] In the vehicle body structure of the present disclosure, the plurality of first brackets and the left and right second brackets may protrude downward in the vehicle up-down direction to a predetermined ground clearance.

[0038] This makes it possible to suppress the amount of penetration of a collision object that penetrates at a low position and at a low speed. [Effects of the Invention]

[0039] The vehicle body structure of the present disclosure can suppress the amount of penetration of a collision object that penetrates at a low position and at a low speed. [Brief explanation of the drawings]

[0040] [Figure 1] 1 is a plan view of a vehicle front structure according to an embodiment of a vehicle body structure; [Figure 2] 1 is a perspective view of a vehicle front structure according to an embodiment. [Figure 3] 2 is a plan view of the vehicle front structure according to the embodiment, showing a detail of part A shown in FIG. 1. [Figure 4] 4 is a cross-sectional elevation view of the vehicle front structure according to the embodiment, taken along the line BB shown in FIG. 3. [Figure 5] 5 is a bottom view of the vehicle front structure according to the embodiment, taken along line CC in FIG. 4. [Figure 6] 2 is a cross-sectional elevation view of the vehicle front structure according to the embodiment, taken along the line DD shown in FIG. 1. [Figure 7] 2 is a plan view showing a state in which a pendulum collision object has struck a first bracket of the vehicle front structure shown in FIG. 1. FIG. [Figure 8] 2 is a cross-sectional elevation view showing a state in which a pendulum collision object has struck a first bracket of the vehicle front structure shown in FIG. 1. FIG. [Figure 9]2 is a plan view showing a state in which a pendulum collision object has struck a second bracket of the vehicle front structure shown in FIG. 1. FIG. [Figure 10] 2 is a cross-sectional elevation view showing a state in which a pendulum collision object has struck a second bracket of the vehicle front structure shown in FIG. 1. FIG. [Figure 11] 2 is a plan view showing a state in which a barrier enters the vehicle front structure shown in FIG. 1 at high speed. FIG. [Figure 12] 2 is a cross-sectional elevation view showing a state in which a barrier enters the vehicle front structure shown in FIG. 1 at high speed. FIG. [Figure 13] FIG. 10 is a plan view of another vehicle front structure that is another embodiment of the vehicle body structure. [Figure 14] FIG. 10 is a plan view of another vehicle front structure that is another embodiment of the vehicle body structure. [Figure 15] FIG. 10 is a plan view of another vehicle front structure that is another embodiment of the vehicle body structure. [Figure 16] 16 is a cross-sectional elevation view of the vehicle front structure shown in FIG. 15, taken along the E-E cross section shown in FIG. [Figure 17] 16 is an elevational cross-sectional view of the vehicle front structure shown in FIG. 15, showing the FF cross section shown in FIG. 15. [Figure 18] FIG. 10 is a plan view showing a vehicle rear structure as another embodiment of the vehicle body structure. DETAILED DESCRIPTION OF THE INVENTION

[0041] A vehicle front structure 100, which is an embodiment of a vehicle body structure, will be described below with reference to the drawings. As shown in FIGS. 1 and 2 , the vehicle front structure 100 includes left and right front side members 11L, 11R, a bumper reinforcement 12, a longitudinal base member 20, a plurality of first brackets 30L, 30R, left and right second brackets 60L, 60R, a plurality of first bumper brackets 50L, 50R, and left and right second bumper brackets 70L, 70R. Note that FR, UP, and RH shown in each drawing respectively indicate the front, upper, and right sides of a vehicle 200 including the vehicle front structure 100. The opposite directions of FR, UP, and RH indicate the rear, lower, and left sides. Hereinafter, when the terms "front-rear," "left-right," and "up-down" are used in the description, they refer to the front-rear direction of the vehicle 200, the left-right direction, and the up-down direction, unless otherwise specified. Furthermore, the front and rear in the fore-and-aft direction, the left and right in the left-and-right direction, and the up and down in the up and down direction of the vehicle 200 refer to the front and rear in the fore-and-aft direction, the left and right in the left-and-right direction, and the up and down in the up and down direction of the vehicle front structure 100.

[0042] The left and right front side members 11L, 11R are frame members that are disposed on the left and right sides of the vehicle 200 and extend in the vehicle longitudinal direction. The left and right front side members 11L, 11R may be, for example, longitudinal members with a rectangular closed cross section.

[0043] The bumper reinforcement 12 is a member connected to the front ends of the left and right front side members 11L, 11R and extending in the vehicle width direction. As shown in FIG. 4, the bumper reinforcement 12 has a rectangular closed cross section and is provided with a horizontal rib in the width direction at the center in the up-down direction. Here, the front ends of the left and right front side members 11L, 11R are one end of the left and right front side members 11L, 11R. Therefore, the bumper reinforcement 12 is a member connected to one end of the left and right front side members 11L, 11R in the vehicle fore-and-aft direction and extending in the vehicle width direction.

[0044] The longitudinal base member 20 is a longitudinal member made of resin that is attached to the front surface of the bumper reinforcement 12 and extends in the vehicle width direction. Here, the front surface of the bumper reinforcement 12 is the surface of the bumper reinforcement 12 that is on the outer side in the vehicle front-rear direction. The height of the longitudinal base member 20 is approximately the same as the height of the bumper reinforcement 12, and the longitudinal base member 20 is fastened to the front surface of the bumper reinforcement 12 with bolts so as to cover the front surface of the bumper reinforcement 12.

[0045] The multiple first brackets 30L, 30R are resin members that protrude from the longitudinal base member 20 toward the front and bottom of the vehicle. In other words, the first brackets 30L, 30R protrude from the longitudinal base member 20 outward in the vehicle longitudinal direction and downward in the vehicle vertical direction. The multiple first brackets 30L, 30R are arranged symmetrically between the center of the vehicle width direction and the left and right front side members 11L, 11R. In addition, the left and right second brackets 60L, 60R are resin members that protrude from the left and right end portions of the longitudinal base member 20 toward the front and bottom of the vehicle. In other words, the left and right second brackets 60L, 60R protrude from the longitudinal base member 20 outward in the vehicle longitudinal direction and downward in the vehicle vertical direction.

[0046] The multiple first bumper brackets 50L, 50R are fastened to the underside of the bumper reinforcement 12. The multiple first bumper brackets 50L, 50R are stopper members whose front ends abut against the rear ends of the first brackets 30L, 30R. Similarly, the left and right second bumper brackets 70L, 70R are stopper members that are fastened to the underside of the bumper reinforcement 12 and whose front ends abut against the rear ends of the left and right second brackets 60L, 60R.

[0047] Next, with reference to Figures 2 to 6, the longitudinal base member 20, the first brackets 30L, 30R, the left and right second brackets 60L, 60R, the first bumper brackets 50L, 50R, and the left and right second bumper brackets 70L, 70R will be described in detail.

[0048] As shown in Figures 2 to 4, the longitudinal base member 20 is composed of an upper plate 21, an upper front plate 22, a lower front plate 23, and a lower plate 24, and is a longitudinal member with a generally channel-shaped cross section that is open to the rear of the vehicle. The lower front plate 23 is located slightly rearward of the upper front plate 22. Inside, horizontal ribs 25, 26 and vertical ribs 27 are provided, extending from the upper front plate 22 or the lower front plate 23 toward the rear of the vehicle. The horizontal ribs 25, 26 and the vertical rib 27 divide the interior of the longitudinal base member 20 into a lattice pattern. The longitudinal base member 20 is a resin-molded member.

[0049] The center-left first bracket 30L, which is disposed between the center in the vehicle width direction and the left front side member 11L, is composed of a side plate 31, a front plate 32, a ceiling plate 33, and a bottom plate 35. The left and right side plates 31 extend downward from the lower surfaces of the lower horizontal ribs 26 and constitute the left and right side surfaces of the first bracket 30L. The front plate 32 is a plate member that connects the front ends of the side plates 31 to the left and right. The ceiling plate 33 is a plate member that connects the upper end of the front plate 32 to the lower end of the upper front plate 22. The side plate 31, front plate 32, ceiling plate 33, and bottom plate 35 that constitute the first bracket 30L are integrally molded from resin together with the longitudinal base member 20.

[0050] 4, the lower end of the side plate 31 of the first bracket 30L protrudes a length L1 downward in the vehicle up-down direction from the lower surface of the bumper reinforcement 12 so that the ground clearance from the road surface 10 is a predetermined height H1. Here, the predetermined height H1 can be freely selected as long as it is a height that can receive a pendulum collision object 90 (see FIG. 8) described later, and may be, for example, between 15 inches and 20 inches (393.7 mm and 508 mm).

[0051] The horizontal ribs 26, the left and right side plates 31, the ceiling plate 33, the front plate 32, and the bottom plate 35 protrude from the front surface of the bumper reinforcement 12 toward the front of the vehicle and form an open box-shaped pocket portion 38 that is open to the rear of the vehicle. Rear end surfaces 36 of the left and right side plates 31 protrude rearward until they are flush with the front surface of the bumper reinforcement 12.

[0052] A bulk metal sheet 40 is attached inside the pocket portion 38. As shown in FIGS. 3 and 5, the bulk metal sheet 40 is composed of a channel cross-section member made up of a web 41A and flanges 41B that rise from the left and right ends of the web 41A toward the rear of the vehicle, and as shown in FIG. 4, a connecting plate 41C that connects the upper ends of the rear portions of the flanges 41B. The web 41A of the bulk metal sheet 40 is fixed to the front plate 32 with pins 48 and nuts 49. Rear end faces 46 of the left and right flanges 41B of the bulk metal sheet 40 are flush with the rear end faces 36 of the left and right side plates 31 of the first bracket 30L. The rear end face 46 of the bulk metal sheet 40 and the rear end faces 36 of the side plates 31 form the rear end of the first bracket 30L.

[0053] As shown in FIGS. 4 and 5 , the center-left first bumper bracket 50L, which is disposed between the center in the vehicle width direction and the left front side member 11L, is composed of an L-shaped member made up of a base 51 and a front flange 52, and triangular ribs 53 attached to the left and right ends of the base 51 and the front flange 52. The base 51 is fastened to the underside of the bumper reinforcement 12 with bolts 54 and nuts 55. When the base 51 is fastened to the underside of the bumper reinforcement 12, the front end face of the front flange 52 is flush with the front surface of the bumper reinforcement 12. The front end face of the front flange 52 abuts against rear end faces 36 of the left and right side plates 31 of the first bracket 30L and rear end faces 46 of the left and right flanges 41B of the sheet metal bulkhead 40. Therefore, the first bumper bracket 50L is configured to transmit the impact force in the vehicle longitudinal direction that is input from the rear end surface 36 of the side plate 31 and the rear end surface 46 of the bulk metal sheet 40 to the bumper reinforcement 12, and not to transmit the rotational moment applied to the first bracket 30L to the bumper reinforcement 12. Here, the rear end surface 36 of the side plate 31 and the rear end surface 46 of the bulk metal sheet 40 form the inner end of the side plate 31 in the vehicle longitudinal direction and the inner end of the bulk metal sheet 40 in the vehicle longitudinal direction. In addition, the front end surface of the front flange 52 forms the tip of the first bumper bracket 50L.

[0054] The center right first bracket 30R and first bumper bracket 50R, which are arranged between the center of the vehicle width direction and the right front side member 11R, are bilaterally symmetrical with the center left first bracket 30L and first bumper bracket 50L described above, and therefore will not be described again.

[0055] The left second bracket 60L is composed of a side plate 61, a front plate 62A, a rectangular plate 62B, a ceiling plate 63, and a bottom plate 65. As shown in FIG. 6, the side plate 61 extends downward from the lower plate 24 of the bumper reinforcement 12 and constitutes the inner side wall of the second bracket 60L in the vehicle width direction. The front plate 62A is a plate member connected to the front end of the side plate 61 and extending outward in the vehicle width direction. As shown in FIG. 2, the rectangular plate 62B is a groove-shaped plate member connected to the outer end of the front plate 62A in the vehicle width direction. The ceiling plate 63 extends forward from the front end of the lower plate 24 of the bumper reinforcement 12 and is connected to the upper ends of the side plate 61, the front plate 62A, and the rectangular plate 62B. The bottom plate 65 is connected to the lower ends of the side plate 61, the front plate 62A, and the rectangular plate 62B. The side plates 61, front plate 62A, square plate 62B, ceiling plate 63, and bottom plate 65 protrude forward from the front surface of the bumper reinforcement 12 and form an open-box-shaped pocket portion 68 that is open to the rear of the vehicle. A rear end surface 66 of the side plate 61 protrudes rearward until it is flush with the front surface of the bumper reinforcement 12. A vertical rib 67 extending from the front plate 62A toward the rear of the vehicle is provided inside the pocket portion 68. The rear end surface of the vertical rib 67 extends rearward until it is flush with the rear end surface 66 of the side plate 61. The rear end surface 66 of the side plate 61 and the rear end surface of the vertical rib 67 form the rear end of the second bracket 60L. The side plates 61, front plate 62A, square plate 62B, ceiling plate 63, and bottom plate 65 that form the second bracket 60L are integrally molded from resin together with the longitudinal base member 20. Here, the rear end surface 66 of the side plate 61 and the rear end surface of the vertical rib 67 constitute the inner end of the side plate 61 in the longitudinal direction of the vehicle and the inner end of the vertical rib 67 in the longitudinal direction of the vehicle.

[0056] 6, the lower end of the side plate 61 of the second bracket 60L protrudes a length L2 downward in the vehicle vertical direction from the lower surface of the bumper reinforcement 12 so that the ground clearance from the road surface 10 is a predetermined height H2. Here, the predetermined height H2 may be between 15 inches and 20 inches (393.7 mm and 508 mm), similar to the predetermined height H1 of the first bracket 30L described above. Furthermore, the predetermined height H2 may be the same as or different from the predetermined height H1.

[0057] The left second bumper bracket 70L has a configuration similar to that of the first bumper bracket 50L and, as shown in FIG. 6 , is composed of a base 71, a front flange 72, and a triangular rib 73. The base 71 is fastened to the underside of the bumper reinforcement 12 with bolts 74 and nuts 75. When the base 71 is fastened to the underside of the bumper reinforcement 12, the front end face of the front flange 72 is flush with the front surface of the bumper reinforcement 12. The front end face of the front flange 72 abuts against the rear end face 66 of the side plate 61 of the second bracket 60L and the rear end face of the vertical rib 67 provided in the pocket portion 68. Therefore, like the first bracket 30L, the second bumper bracket 70L is configured to transmit an impact force in the vehicle's fore-and-aft direction input from the rear end of the second bracket 60L to the bumper reinforcement 12, but not to transmit a rotational moment acting on the second bracket 60L to the bumper reinforcement 12. Here, the front end surface of the front flange 72 forms the tip of the second bumper bracket 70L.

[0058] The right second bracket 60R and the right second bumper bracket 70R are bilaterally symmetrical to the previously described left second bracket 60L and the left second bumper bracket 70L, and therefore a description thereof will be omitted.

[0059] As described above, in the vehicle front structure 100 of the embodiment, the longitudinal base member 20, the center right and center left first brackets 30L, 30R, and the left and right second brackets 60L, 60R are formed by integral molding of resin. Therefore, the longitudinal base member 20 connects the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R in the vehicle width direction. The multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R are attached to the bumper reinforcement 12 via the longitudinal base member 20.

[0060] Next, the flow of impact force when the pendulum collision body 90 collides with the vehicle front structure 100 of the embodiment will be described with reference to FIGS.

[0061] The pendulum collision body 90 is a collision body used in a pendulum test that simulates a situation in which the vehicle 200 collides from behind with another low-profile vehicle at low speed. The pendulum collision body 90 has a U-shaped planar shape as shown in Fig. 7, and the cross section of the collision surface 91 is a curved surface as shown in Fig. 8.

[0062] First, with reference to Figures 7 and 8, the flow of impact force when the pendulum collision body 90 collides with the vehicle 200 from the front at a speed V1 will be described. Below, we will explain the case where the pendulum collision body 90 enters at a position offset to the left from the front of the vehicle 200, as shown in Figure 7. The deformation when the pendulum collision body 90 enters at a position offset to the right from the front of the vehicle 200 is symmetrical to the case where the pendulum collision body 90 enters at a position offset to the left from the front of the vehicle 200, so its explanation will be omitted.

[0063] As shown in Fig. 7, when the pendulum collision body 90 collides with the vehicle 200 from the front, the collision surface 91 of the pendulum collision body 90 collides with the front plate 32 of the center left first bracket 30L. At this time, as shown in Fig. 8, the pendulum collision body 90 collides with the front plate 32 of the center left first bracket 30L so that the collision surface 91 overlaps with the front plate 32 of the center left first bracket 30L by a length M1 in the height direction.

[0064] As shown by the dashed arrows in Fig. 8, the impact force of the collision is transmitted from the front plate 32 of the center-left first bracket 30L to the bulkhead 40, and then from the rear end surface 46 of the flange 41B of the bulkhead 40 to the first bumper bracket 50L. The impact force transmitted to the first bumper bracket 50L is then transmitted through the bumper reinforcement 12 to the left and right front side members 11L, 11R, as shown by the dashed arrows in Fig. 7. The impact force is then absorbed by the left and right front side members 11L, 11R.

[0065] 9 and 10, the flow of impact force when the pendulum collision body 90 collides with the vehicle 200 from diagonally ahead at a speed V2 will be described. Here, the speed V2 is smaller than the speed V1 when the pendulum collision body 90 collides from the front as described above.

[0066] 9, when the pendulum collision body 90 collides with the vehicle 200 from the diagonally front left, the collision surface 91 of the pendulum collision body 90 collides with the front plate 62A of the left second bracket 60L. At this time, as shown in FIG. 10, the pendulum collision body 90 collides with the front plate 62A of the left second bracket 60L so that the collision surface 91 overlaps with the front plate 62A of the left second bracket 60L by a length M2 in the height direction.

[0067] As shown by the dashed arrow in Fig. 10, the impact force of the collision is transmitted from the front plate 62A of the left second bracket 60L to the side plate 61 and the vertical rib 67 provided on the pocket portion 68, and then from the rear end surface 66 of the side plate 61 and the rear end surface of the vertical rib 67 to the second bumper bracket 70L. The impact force transmitted to the second bumper bracket 70L is then transmitted through the bumper reinforcement 12 to the left front side member 11L, as shown by the dashed arrow in Fig. 7. The impact force is then received by the left front side member 11L.

[0068] Next, with reference to Figures 11 and 12, a description will be given of the deformation of the vehicle front structure 100 when the barrier 95 enters from the front of the vehicle 200 at a high speed V3. Here, the speed V3 is faster than the entry speeds V1 and V2 of the pendulum collision body 90 described above. Note that Figures 11 and 12 show the deformation of the left portion of the vehicle 200, but the deformation of the right portion of the vehicle 200 is symmetrical to the left portion. In addition, in Figures 11 and 12, the dashed lines indicate the state of the barrier 95 before collision, and the solid lines indicate the deformation state after the barrier 95 has collided. As shown in Figures 11 and 12, the barrier 95 is wider than the overall width and taller than the overall height of the vehicle front structure 100, and collides with the entire front surface of the vehicle front structure 100.

[0069] As shown in FIG. 12 , when the barrier 95 collides with the vehicle front structure 100, the barrier 95 collides with the front plate 32 of the center-left first bracket 30L and advances toward the rear of the vehicle while crushing the pocket portion 38 of the center-left first bracket 30L. The rear end surface 46 of the sheet metal bulk 40 disposed inside the pocket portion 38 abuts against the front flange 52 of the center-left first bumper bracket 50L, transmitting the impact force in the vehicle's fore-and-aft direction to the bumper reinforcement 12. However, because the sheet metal bulk 40 is configured not to transmit a rotational moment to the bumper reinforcement 12, the rotational moment that rotates the sheet metal bulk 40 counterclockwise due to the impact force is not absorbed by the bumper reinforcement 12. Therefore, when the barrier 95 advances, the sheet metal bulk 40 undergoes rotational deformation in the counterclockwise direction, as indicated by the arrow in FIG. 12 . Therefore, no rotational moment that would cause the front side member 11L to bend upward in a convex upward direction is input to the front side member 11L. As a result, the left front side member 11L is bent laterally toward the inside in the vehicle width direction as shown by the solid line in FIG. 11 due to the impact force in the vehicle longitudinal direction.

[0070] As described above, the vehicle front structure 100 of the embodiment includes the multiple first brackets 30L, 30R and left and right second brackets 60L, 60R that are attached to the bumper reinforcement 12 and protrude outward in the vehicle front-rear direction and downward in the vehicle up-down direction beyond the bumper reinforcement 12. This makes it possible to suppress an increase in weight compared to when the entire bumper reinforcement 12 is widened downward, while also suppressing the amount of penetration of a pendulum collision body 90 that penetrates at a low position from the front of the vehicle 200 or diagonally from the front.

[0071] Furthermore, in the vehicle front structure 100, the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R are configured as separate bodies from the bumper reinforcement 12, so it is possible to prevent the rotational moment applied to the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R from being transmitted to the bumper reinforcement 12. This makes it possible to prevent the left and right front side members 11L, 11R from undergoing unexpected deformation, such as vertical bending deformation, during a high-speed frontal collision test, resulting in insufficient absorption of impact energy.

[0072] Furthermore, in the vehicle front structure 100, the multiple first bumper brackets 50L, 50R and the left and right second bumper brackets 70L, 70R fastened to the bumper reinforcement 12 abut against the rear ends of the multiple first brackets 30L, 30R and the rear ends of the left and right second brackets 60L, 60R. As a result, the impact force in the longitudinal direction of the vehicle input from the rear ends of the multiple first brackets 30L, 30R and the rear ends of the left and right second brackets 60L, 60R is transmitted to the bumper reinforcement 12, while the rotational moment applied to the first brackets 30L, 30R and the second brackets 60L, 60R is not transmitted to the bumper reinforcement 12. Therefore, in the vehicle front structure 100, the bumper reinforcement 12 receives the impact force from the front or obliquely front, and it is possible to prevent the left and right front side members 11L, 11R from undergoing unexpected vertical bending deformation, such as upward bending deformation, during a high-speed front collision test, which would result in insufficient absorption of the impact energy.

[0073] Furthermore, in the vehicle front structure 100, the first brackets 30L, 30R are provided with pocket portions 38 and sheet metal bulks 40 housed in the pocket portions 38. As a result, compared to a case in which the sheet metal bulks 40 are not provided, a large impact force can be received by the bumper reinforcement 12 and transmitted to the left and right front side members 11L, 11R, and the amount of penetration of the pendulum impact body 90 can be further suppressed.

[0074] Furthermore, in the vehicle front structure 100, the center left and center right first brackets 30L, 30R are arranged symmetrically between the center in the vehicle width direction and the left and right front side members 11L, 11R. This allows the two first brackets 30L, 30R to suppress the amount of penetration of the pendulum collision body 90, which penetrates into a low position over a wide range in the vehicle width direction. Furthermore, in a pendulum test in which the pendulum collision body 90 is offset from the front and collides to the side, the first brackets 30L, 30R can suppress the amount of penetration of the pendulum collision body 90.

[0075] Furthermore, in the vehicle front structure 100, the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R are resin-molded integrally with the longitudinal base member 20 and attached to the bumper reinforcement 12 via the longitudinal base member 20. This allows for easy manufacture of the multiple first brackets 30L, 30R, the left and right second brackets 60L, 60R, and the longitudinal base member 20. Furthermore, the first brackets 30L, 30R and the left and right second brackets 60L, 60R can be attached in a short time.

[0076] In the above description, the left and right second brackets 60L, 60R have been described as having the longitudinal ribs 67 disposed inside the pocket portions 68, but this is not limiting. For example, similar to the first brackets 30L, 30R, a sheet metal bulkhead 40 may be disposed inside the pocket portions 68. In this case, the rear end surfaces 46 of the left and right flanges 41B of the sheet metal bulkhead 40 are flush with the rear end surfaces 66 of the side plates 61 of the left and right second brackets 60L, 60R, and the rear end surfaces 46 of the sheet metal bulkheads 40 and the rear end surfaces 66 of the side plates 61 form the rear ends of the left and right second brackets 60L, 60R. The left and right second bumper brackets 70L, 70R abut against the rear end surfaces 66 of the side plates 61 and the rear end surfaces 46 of the flanges 41B of the sheet metal bulkheads 40. This allows a greater impact force to be transmitted to the left and right front side members 11L, 11R than in a case where the sheet metal bulkheads 40 are not provided, and further suppresses the penetration of the pendulum impact body 90. Furthermore, as explained above, it is possible to prevent the left and right front side members 11L, 11R from undergoing unexpected vertical bending deformation such as upward bending deformation during a high-speed frontal collision test.

[0077] In the above description, the vehicle front structure 100 is described as including two first brackets 30L, 30R at the center left and center right, but this is not limited to this. For example, two or more first brackets 30 may be provided symmetrically between the center in the vehicle width direction and the left and right front side members 11L, 11R, for a total of four or more first brackets 30.

[0078] Next, a vehicle front structure 110 according to another embodiment will be described with reference to Fig. 13. The same components as those in the vehicle front structure 100 previously described with reference to Figs. 1 to 12 will be assigned the same reference numerals, and description thereof will be omitted.

[0079] 13, the vehicle front structure 110 differs from the previously described vehicle front structure 100 in that it does not include left and right second brackets 60L, 60R, and in that it includes a base member 20A that connects the center left and center right first brackets 30L, 30R in the vehicle width direction at the center in the vehicle width direction instead of the longitudinal base member 20. The other configurations are the same as those of the previously described vehicle front structure 100.

[0080] The base member 20A is a resin member that connects the center left and center right first brackets 30L, 30R in the vehicle width direction at the center of the vehicle width direction. Its cross-sectional shape and other features are the same as those of the longitudinal base member 20 described above, except that its length in the vehicle width direction is shorter.

[0081] The vehicle front structure 110 can suppress the amount of penetration of the pendulum collision body 90 that penetrates from the front of the vehicle 200 at a low speed by using the multiple first brackets 30L, 30R at a low position.

[0082] Next, a vehicle front structure 120 according to another embodiment will be described with reference to Fig. 14. The same components as those in the vehicle front structure 100 previously described with reference to Figs. 1 to 12 will be assigned the same reference numerals, and description thereof will be omitted.

[0083] The vehicle front structure 120 differs from the vehicle front structure 100 in that it includes partial base members 39L, 39R, 69L, and 69R instead of the longitudinal base member 20. In other respects, it is the same as the vehicle front structure 100 described above.

[0084] The partial base member 39L is a bracket for attaching the first bracket 30L to the front surface of the bumper reinforcement 12, and its cross-sectional shape and the like are the same as those of the portion of the longitudinal base member 20 where the first bracket 30L is connected, as described above. The partial base member 39R is bilaterally symmetrical to the partial base member 39L. The partial base member 69L is a bracket for attaching the second bracket 60L to the front surface of the bumper reinforcement 12, and its cross-sectional shape and the like are the same as those of the portion of the left and right ends of the longitudinal base member 20 where the second bracket 60L is connected, as described above. The partial base member 69R is bilaterally symmetrical to the partial base member 69L.

[0085] Similar to the vehicle front structure 100 described above, the vehicle front structure 130 is at a low position and can suppress the amount of penetration of the pendulum impact body 90 that penetrates at low speed from the front or diagonally from the front of the vehicle 200, and can also suppress unexpected vertical bending deformation such as upward bending deformation of the left and right front side members 11L, 11R during a high-speed front collision test.

[0086] Next, a vehicle front structure 130 according to another embodiment will be described with reference to Figures 15 to 17. The same components as those in the vehicle front structure 100 previously described with reference to Figures 1 to 12 will be assigned the same reference numerals, and description thereof will be omitted.

[0087] 15, a vehicle front structure 130 includes left and right front side members 11L, 11R, a bumper reinforcement 12, a plurality of first receiving portions 15L, 15R, and left and right second receiving portions 16L, 16R. The plurality of first receiving portions 15L, 15R and the left and right second receiving portions 16L, 16R constitute a plurality of load receiving portions.

[0088] As shown in FIG. 15 , the first receiving portions 15L, 15R are arranged symmetrically between the center in the vehicle width direction and the left and right front side members 11L, 11R so as not to overlap with the left and right front side members 11L, 11R when viewed from the front of the vehicle. As shown in FIG. 16 , the center left first receiving portion 15L is formed integrally with the bumper reinforcement 12 and protrudes from the bumper reinforcement 12 toward the front and downward of the vehicle. The shape of the first receiving portion 15L is similar to that of the first bracket 30L of the vehicle front structure 100 described above, and protrudes a length L1 downward in the vehicle up-down direction from the underside of the bumper reinforcement 12 so that the height from the road surface 10 is a predetermined height H1. The center right first receiving portion 15R is symmetrical to the center left first receiving portion 15L.

[0089] 15, the left and right second receiving portions 16L are provided at the left and right end portions of the bumper reinforcement 12 so as to overlap with the left and right front side members 11L, 11R when viewed from the front of the vehicle. As shown in FIG. 17, the left second receiving portion 16L is formed integrally with the bumper reinforcement 12 and protrudes from the bumper reinforcement 12 toward the front and downward of the vehicle. The shape of the second receiving portion 16L is similar to that of the second bracket 60L of the vehicle front structure 100 described above, and protrudes a length L2 downward in the vehicle up-down direction from the lower surface of the bumper reinforcement 12 so that the height from the road surface 10 is a predetermined height H2. The right second receiving portion 16R is bilaterally symmetrical to the left second receiving portion 16L.

[0090] The bumper reinforcement 12, the first receiving portions 15L, 15R, and the second receiving portions 16L, 16R may be integrally formed by, for example, casting.

[0091] The vehicle front structure 130 can suppress the amount of penetration of the pendulum collision body 90 that penetrates at a low speed from the front of the vehicle 200 at a low position by using the multiple first receiving portions 15L, 15R and the left and right second receiving portions 16L, 16R.

[0092] In the vehicle front structure 130, the first receiving portions 15L, 15R protrude further forward than the second receiving portions 16L, 16R. Therefore, during the high-speed frontal collision test described with reference to FIGS. 11 and 12, the barrier 95 collides with the first receiving portions 15L, 15R. Here, the first receiving portions 15L, 15R are arranged so as not to overlap with the left and right front side members 11L, 11R when viewed from the front of the vehicle, so that the vertical bending moment input to the left and right front side members 11L, 11R from the first receiving portions 15L, 15R protruding downward from the vehicle can be suppressed. As a result, the vehicle front structure 130 can suppress vertical bending deformation of the left and right front side members 11L, 11R during the high-speed frontal collision test.

[0093] Next, with reference to FIG. 18, a vehicle rear structure 140, which is another embodiment of the vehicle body structure, will be described.

[0094] As shown in FIG. 18, the vehicle rear structure 140 includes left and right rear side members 18L, 18R, a rear bumper reinforcement 19, a rear longitudinal base member 80, a plurality of rear first brackets 83L, 83R, left and right rear second brackets 86L, ​​86R, a plurality of rear first bumper brackets 85L, 85R, and left and right rear second bumper brackets 87L, 87R.

[0095] The rear side members 18L, 18R are frame members that are disposed on the left and right sides of the rear of the vehicle 200 and extend in the longitudinal direction of the vehicle. The rear bumper reinforcement 19 is a member that is connected to the rear ends of the left and right rear side members 18L, 18R and extends in the transverse direction of the vehicle.

[0096] The rear longitudinal base member 80, the multiple rear first brackets 83L, 83R, the left and right rear second brackets 86L, ​​86R, the multiple rear first bumper brackets 85L, 85R, and the left and right rear second bumper brackets 87L, 87R are symmetrical in the front-to-rear direction with the multiple first brackets 30L, 30R, the left and right second brackets 60L, 60R, the multiple first bumper brackets 50L, 50R, and the left and right second bumper brackets 70L, 70R of the vehicle front structure 100 described above.

[0097] The rear first brackets 83L, 83R and the rear second brackets 86L, ​​86R are resin members that protrude rearward and downward from the rear longitudinal base member 80. In other words, the rear first brackets 83L, 83R and the rear second brackets 86L, ​​86R protrude outward in the vehicle longitudinal direction and downward in the vehicle up-down direction from the rear longitudinal base member 80. The rear first bumper brackets 85L, 85R abut against the front ends of the rear first brackets 83L, 83R, and the left and right rear second bumper brackets 87L, 87R abut against the front ends of the left and right rear second brackets 86L, ​​86R. Here, the front ends of the rear first brackets 83L, 83R and the front ends of the rear second brackets 86L, ​​86R form the inner ends of the rear first brackets 83L, 83R and the inner ends of the rear second brackets 86L, ​​86R in the vehicle longitudinal direction.

[0098] Similar to the vehicle front structure 100 described above, the vehicle rear structure 140 is positioned low and can suppress the amount of penetration of the pendulum impact body 90 that penetrates at low speed from behind or diagonally behind the vehicle 200. Furthermore, during a high-speed rear-end collision test, the vehicle rear structure 140 can suppress unexpected deformation of the left and right rear side members 18L, 18R, and can suppress insufficient absorption of impact energy by the left and right rear side members 18L, 18R. [Explanation of symbols]

[0099] 10 Road surface, 11L, 11R Front side member, 12 Bumper reinforcement, 15L, 15R First receiving portion, 16L, 16R Second receiving portion, 18L, 18R Rear side member, 19 Rear bumper reinforcement, 20 Longitudinal base member, 20A Base member, 21 Upper plate, 22 Upper front plate, 23 Lower front plate, 24 Lower plate, 25, 26 Horizontal rib, 27, 67 Vertical rib, 30L, 30R First bracket, 31, 61 Side plate, 32, 62A, Front plate, 33, 63 Ceiling plate, 35, 65 Bottom plate, 36, 46, 66 Rear end surface, 38, 68 Pocket portion, 39L, 39R, 69L, 69R Partial base member, 40 Sheet metal bulk, 41A Web, 41B Flange, 41C Connecting plate, 48; Pin, 49, 55, 75; Nut, 50L, 50R; First bumper bracket, 51, 71; Base, 52, 72; Front flange, 53, 73; Triangular rib, 54, 74; Bolt, 60L, 60R; Second bracket, 62B; Square plate, 70L, 70R; Second bumper bracket, 70R; Second bumper bracket, 80; Rear longitudinal base member, 83L, 83R; Rear first bracket, 85L, 85R; Rear first bumper bracket, 86L, ​​86R; Rear second bracket, 87L, 87R; Rear second bumper bracket, 90; Pendulum collision body, 91; Collision surface, 95; Barrier, 100, 110, 120, 130; Front vehicle structure, 140; Rear vehicle structure, 200; Vehicle.

Claims

1. left and right frame members disposed on left and right sides of the vehicle and extending in the front-rear direction of the vehicle; a bumper reinforcement connected to each end of each of the frame members in one of the vehicle longitudinal directions and extending in the vehicle width direction, the bumper reinforcement includes a plurality of load receiving portions that protrude outward in the vehicle longitudinal direction and downward in the vehicle vertical direction; A body structure characterized by:

2. The vehicle body structure according to claim 1, the plurality of load receiving portions include a plurality of first receiving portions that are arranged at positions that do not overlap with the left and right frame members when viewed from the vehicle front-rear direction; A body structure characterized by:

3. The vehicle body structure according to claim 2, the plurality of load receiving portions include left and right second receiving portions that are arranged at positions that overlap the left and right frame members when viewed from the vehicle front-rear direction; A body structure characterized by:

4. The vehicle body structure according to claim 2, The plurality of first receiving portions are a plurality of first brackets separate from the bumper reinforcement, the plurality of first brackets are attached to the bumper reinforcement and protrude outward in the vehicle longitudinal direction and downward in the vehicle vertical direction beyond the bumper reinforcement; A body structure characterized by:

5. The vehicle body structure according to claim 4, the first brackets are arranged symmetrically between the center in the vehicle width direction and the left and right frame members; A body structure characterized by:

6. The vehicle body structure according to claim 5, a base member attached to an outer side of the bumper reinforcement in the vehicle front-rear direction, extending in the vehicle width direction and connecting the plurality of first brackets in the vehicle width direction; the plurality of first brackets are attached to the bumper reinforcement via the base member; A body structure characterized by:

7. 7. The vehicle body structure according to claim 4, a plurality of first bumper brackets fastened to the bumper reinforcement and having tip ends abutting on inner ends of the plurality of first brackets in the vehicle longitudinal direction; A body structure characterized by:

8. The vehicle body structure according to claim 7, the first bracket is attached to the outer side of the bumper reinforcement in the vehicle longitudinal direction and includes an open box-shaped pocket portion that is open to the inner side in the vehicle longitudinal direction, and a sheet metal bulk accommodated in the pocket portion, the first bumper bracket is fastened to the bumper reinforcement, and a leading end thereof abuts against an inner end of the pocket portion in the vehicle longitudinal direction and an inner end of the sheet metal bulk in the vehicle longitudinal direction; A body structure characterized by:

9. The vehicle body structure according to claim 3, The plurality of first receiving portions are a plurality of first brackets separate from the bumper reinforcement, the first brackets are attached to the bumper reinforcement and protrude outward in the vehicle front-rear direction and downward in the vehicle up-down direction beyond the bumper reinforcement; The left and right second receiving portions are left and right second brackets separate from the bumper reinforcement, the left and right second brackets are attached to the bumper reinforcement and protrude outward in the vehicle front-rear direction and downward in the vehicle up-down direction beyond the bumper reinforcement; A body structure characterized by:

10. The vehicle body structure according to claim 9, the first brackets are arranged symmetrically between the center in the vehicle width direction and the left and right frame members; A body structure characterized by:

11. The vehicle body structure according to claim 10, a longitudinal base member attached to an outer side of the bumper reinforcement in the vehicle front-rear direction, extending in the vehicle width direction and connecting the plurality of first brackets and the left and right second brackets in the vehicle width direction, the plurality of first brackets and the left and right second brackets are attached to the bumper reinforcement via the longitudinal base member; A body structure characterized by:

12. A vehicle body structure according to any one of claims 9 to 11, a plurality of first bumper brackets fastened to the bumper reinforcement and having tip ends abutting against inner ends of the plurality of first brackets in the vehicle longitudinal direction; left and right second bumper brackets fastened to the bumper reinforcement and having leading ends abutting on inner ends of the left and right second brackets in the vehicle longitudinal direction; A body structure characterized by:

13. The vehicle body structure according to claim 12, One or both of the first bracket and the second bracket are attached to the outer side of the bumper reinforcement in the vehicle longitudinal direction, and include an open box-shaped pocket portion that is open on the inner side in the vehicle longitudinal direction, and a sheet metal bulk accommodated in the pocket portion, Either one or both of the first bumper bracket and the second bumper bracket is fastened to the bumper reinforcement, and a tip end thereof abuts against an inner end of the pocket portion in the vehicle longitudinal direction and an inner end of the sheet metal bulk in the vehicle longitudinal direction; A body structure characterized by:

14. The vehicle body structure according to claim 3, the plurality of first receiving portions and the left and right second receiving portions protrude downward in the vehicle up-down direction to a predetermined ground height; A body structure characterized by:

15. The vehicle body structure according to claim 9, the plurality of first brackets and the left and right second brackets protrude downward in the vehicle up-down direction to a predetermined ground clearance; A body structure characterized by:

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