JP2007062563A - Body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a body structure of a vehicle capable of not only reducing amount of intrusion of a side door but also preventing reduction of a space above a closed cross section structure provided between a pair of left and right side sills. <P>SOLUTION: A side door beam 36, a catcher pin 35, and a crash can 16 are arranged in series in an outward region in the direction of vehicle width on an end face in a crossing pipe 28, and side collision load inputted to the side door 30 at side collision time is transmitted and dispersed to the crossing pipe 28 through the side door beam 36, the catcher pin 35, and the crash can 16. On the other hand, the crossing pipe 28 is provided so as to extend in the direction of vehicle width in the closed cross section structure 27 formed by a floor panel 20 and a cross member 24 and the inside of the closed cross section structure 27 is effectively utilized as an arrangement space for the crossing pipe 28. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body structure of a vehicle.

As shown in Patent Document 1, a pair of left and right side sills are extended in the longitudinal direction of the vehicle body while forming a closed cross section, and the pair of left and right side sills are connected between the pair of left and right side sills. And a first load transmission member (closed cross-sectional structure) is provided on the upper portion of the closed cross-sectional structure so as to follow the closed cross-sectional structure. Are provided, and the second door is provided with a second load transmission member in the vehicle width direction outer region of the end face of the first load transmission member. In this case, at the time of a side collision, a side collision load input to the side door is transmitted to the first load transmission member via the second load transmission member, and the side collision load is dispersed by the first load transmission member. Thus, the amount of the side door entering the vehicle interior is reduced.
JP-A-8-26144

  However, in the vehicle body structure of the vehicle, since the first load transmitting member is provided along the closed cross-sectional structure above the closed cross-sectional structure, the use of the space above the closed cross-sectional structure is hindered. .

  The present invention has been made in view of the above circumstances, and its technical problem is not only to reduce the intrusion amount of the side door, but also to reduce the space above the closed cross-sectional structure provided between the pair of left and right side sills. An object of the present invention is to provide a vehicle body structure that can prevent this.

In order to achieve the technical problem, in the present invention (the invention according to claim 1),
A pair of left and right side sills extend in the longitudinal direction of the vehicle body while forming a closed cross section, and a closed cross section structure is provided between the pair of left and right side sills to connect the pair of left and right side sills. The first load transmission member is disposed along the second load transmission member in the vehicle width direction outer region of the end surface of the first load transmission member, and the vehicle width direction outer side of each side sill. In addition, in the vehicle body structure in which the side doors are respectively disposed,
The first load transmitting member is configured to extend in the vehicle width direction in the closed cross-sectional structure. The preferred embodiment of claim 1 is as described in claim 2 and the following.

According to the first aspect of the present invention, since the first load transmission member is provided so as to extend in the vehicle width direction in the closed cross-sectional structure, the first load transmission member is provided above the closed cross-sectional structure. Need not be provided along the closed cross-sectional structure. On the other hand, since the second load transmission member is provided in the outer region in the vehicle width direction of the end surface of the first load transmission member, the side collision load input to the side door at the time of the side collision is the same as before. It can be transmitted and distributed to the first load transmitting member via the two load transmitting members. For this reason, not only can the amount of intrusion of the side door be reduced, but also the space above the closed cross-sectional structure provided between the pair of left and right side sills can be prevented from decreasing.
In addition, since the first load transmission member is provided so as to extend in the vehicle width direction in the closed cross-sectional structure, the movement of the first load transmission member is restricted by the closed cross-sectional structure at the time of a side collision, and the closed cross-section There is no possibility that the first load transmission member is peeled off from the closed cross-sectional structure as in the case where the first load transmission member is provided along the closed cross-sectional structure at the top of the structure. For this reason, the load transmission direction can be maintained in an appropriate state at the time of a side collision, and the transmission dispersion of the side collision load can be reliably performed.
Furthermore, since the first load transmitting member is provided in the closed cross-section structure, the load resistance against the collapse of the closed cross-section structure is improved even when a load in the longitudinal direction of the vehicle body is applied, such as a frontal collision or a rear collision. Can do.

  According to the invention described in claim 2, since the second load transmission member is disposed in the side sill, the second load transmission member is adjacent to the first load transmission member via the side sill (side sill inner). Even if a side collision load is input from the side door or the side sill, the side collision load can be accurately transmitted to the first load transmission member via the second load transmission member.

According to the third aspect of the present invention, since the second load transmission member is provided on the side door, the side impact load is immediately input to the second load transmission member and other than the second load transmission member. It can suppress that it inputs into other members, and can transmit the side impact load input into the 2nd load transmission member to the 1st load transmission member. For this reason, the transmission performance of the side impact load can be improved.
Further, since the second load transmission member receives the side impact load from the initial stage of the action of the side impact load and accurately transmits the side impact load, by detecting it, sensors (for example, airbag operation sensors) Etc.) can be performed properly and reliably.

According to the invention described in claim 4, since the second load transmission members are respectively provided in the side sill and the side door, a substantially continuous load transmission path is formed in the range from the side door to the side sill. Therefore, the side impact load can be accurately input to the second load transmission member while suppressing the input to other members other than the second load transmission member, and is input to the second load transmission member. The side impact load can be accurately transmitted to the first load transmission member. For this reason, the intrusion amount of the side door can be effectively reduced.
In addition, since a load transmission path that is almost continuous in the range from the side door to the side sill is formed, the transmissibility of the side impact load can be remarkably enhanced in a wide range, and by capturing it, sensors (for example, airbags) The operation of the operation sensor or the like) can be performed more appropriately and reliably.

  According to the invention described in claim 5, the side sill is disposed on the inner side in the vehicle width direction with respect to the side sill outer and forms a closed cross-section space in cooperation with the side sill outer. Since the second load transmission member is fixed to the inner surface of the side sill inner, the second load transmission member is previously attached to the inner surface of the side sill inner, and then the side sill inner and the side sill outer A side sill can be assembled and the assembly | attachment property of a 2nd load transmission member can be improved.

  According to the sixth aspect of the present invention, the protruding portion is provided on the outer surface side of the side sill inner, and the protruding portion enters the cross section of the first load transmitting member from the end surface of the first load transmitting member. Therefore, the displacement of the first load transmission member with respect to the predetermined position on the side sill can be restricted, and the load transmission path to the first load transmission member is restricted, and the side impact load on the first load transmission member is restricted. Can be accurately transmitted.

  According to the invention described in claim 7, the side panel is fixed to the outer surface side of the side sill inner so as to cover the side sill inner, and is formed in the side panel in accordance with the formation of the hole and the hole. Since the cylindrical part is provided and the hole of the side panel is covered with the side sill inner, the cylindrical part can be formed as the projecting part, while the side sill inner is formed with respect to the hole formed with the formation of the cylindrical part. Based on covering with, the fall of the rigidity of a side panel can be prevented.

  According to the invention described in claim 8, when the second load transmitting member is a catcher pin attached to the outer surface of the inner panel of the side door, and when the tip of the catcher pin is closed, Since it is directed to the end face of the first load transmission member, the side door is prevented from being displaced with respect to the first load transmission member based on the catcher pin at the time of a side collision. The effect of 4 can be realized concretely and reliably.

  According to the invention described in claim 9, the side sill outer is formed with a recess that is retracted to the side sill inner side in the vehicle width direction outer region of the end surface of the first load transmitting member, and the catcher pin is connected to the side door. Since it enters the recess when closed, it can suppress the relative positional deviation between the side door and the side sill during a side collision and accurately transmit the side collision load to the first load transmission member. .

  According to the invention described in claim 10, the second load transmission member is a side door beam disposed in the side door and extending in the longitudinal direction of the vehicle body, and the side door beam is an end surface of the first load transmission member. Since the vehicle is arranged so as to cross the outer region in the vehicle width direction, the side impact load is input to the side door at a position positioned forward or rearward of the vehicle body with respect to the closed cross-section structure and the first load transmission member. Even in the case (when the load application point acts with respect to the first load transmission member in the longitudinal direction of the vehicle body), the input side impact load is transmitted / distributed to the closed cross-section structure or the first load transmission member. it can.

  1 to 3, reference numeral 1 denotes a pair of side sills extending in the longitudinal direction of the vehicle body on the left and right sides of the vehicle body (one illustration is omitted). Each side sill 1 has a closed cross-section formed by a side sill outer 2 and a side sill inner 3. An upper flange portion 2 a of the side sill outer 2, an upper flange portion 3 a of the side sill inner 3, a lower flange portion 2 b of the side sill outer 2, The side sill inner 3 is connected to the lower flange portion 3b.

  As shown in FIGS. 2 and 3, the side sill outer 2 is provided with a lower surface portion 4 that gradually rises from the lower flange portion 2 b and swells outward in the vehicle width direction. Is inclined so as to go inward in the vehicle width direction as it goes upward from the lower surface portion 4. Specifically, the upper portion of the lower surface portion 4 is formed in a stepped shape, and the side sill outer 2 has a rising portion 5 that rises while being curved between the lower surface portion 4 and the upper flange portion 2a. A step surface portion 6 that is in a horizontal state from the upper end of the rising portion 5, a vertical wall portion 7 that stands vertically from the step surface portion 6, and an upper surface portion 8 that is in a horizontal state from the vertical wall portion 7 and is continuous with the upper flange portion 2a. Sequentially formed. Among these, the vertical wall portion 7 is formed with a hole 9 for communicating the inside and outside of the side sill 1, and a lid 10 is fitted and held in the hole 9. The lid 10 includes a bottomed cylinder portion 11 that forms a recess, and a flange portion 12 that is provided at the opening peripheral edge of the bottomed cylinder portion 11. The flange portion 12 is fitted into the hole 9 in a state of being directed into the side sill 1, and the flange portion 12 is in contact with the peripheral portion of the hole 9 on the outer surface side of the side sill outer 2. For this reason, the inside (recessed part) of the bottomed cylindrical part 11 in the lid 10 is open to the outside.

  As shown in FIGS. 2 and 3, the side sill inner 3 is provided with a lower surface portion 13 that gradually rises from the lower flange portion 3b and swells inward in the vehicle width direction. A vertical wall portion 14 that stands vertically is connected to the upper end of the lower surface portion 13, and the upper end of the vertical wall portion 14 is connected to the upper flange portion 3 a via the upper surface portion 15 in a horizontal state.

  As shown in FIGS. 2 to 4, a crush can (second load transmission member) 16 is disposed in the side sill 1. The crash can 16 is arranged so that its axis coincides with the axis of the hole 9, and the bottomed cylindrical portion 11 of the lid body 10 is fitted into one end side opening of the crash can 16, The other end of the crash can 16 is fixed to the inner surface of the side sill inner 3 by welding. In this case, the attachment of the other end portion of the crash can 16 to the inner surface of the side sill inner 3 is performed in advance before the side sill 1 is assembled.

  As shown in FIGS. 2 and 4, side panels 17 are disposed on the inner side in the vehicle width direction from the side sills 1. Each side panel 17 is a member constituting a rear pillar inner, and a part of the side panel 17 is disposed as an attachment member for the side sill 1 so as to wrap around the outer surface of the side sill inner 3. Therefore, a part of the side panel 17 is provided with an upper flange portion 17a and a lower flange portion 17b. The upper flange portion 17a is connected to the upper flange portion 3a of the side sill inner 3, and the lower flange portion thereof. 17 b is connected to the lower flange portion 3 b of the side sill inner 3. A hole 18 is formed in a part of the side panel 17 in a region opposite to the vertical wall portion 14 of the side sill inner 3, and the hole 18 has a peripheral portion inward in the vehicle width direction from the peripheral portion of the hole 18. A cylindrical portion 19 projecting toward the side is integrally provided. The hole 18 and the cylindrical portion 19 are arranged so that the axial centers thereof coincide with the axial centers of the hole 9 and the crash can 16. However, the hole 18 is closed by the vertical wall portion 14 of the side sill inner 3, thereby suppressing a decrease in side panel rigidity.

  Between the pair of side sills 1, as shown in FIGS. 1 and 6, a floor panel 20 that forms a floor surface of the vehicle is disposed. The floor panel 20 includes a rear floor portion 21, a front floor portion 22 positioned below the rear floor portion 21 on the vehicle body front side of the rear floor portion 21, a rear end portion of the front floor portion 22, and a front end portion of the rear floor portion 21. And both end portions in the vehicle width direction are connected to the vertical wall portion 14 of the side sill inner 3 while the cylindrical portion 19 is positioned behind the rising surface portion 23. They are connected via a panel 17.

  As shown in FIGS. 1, 2, and 6, a cross member (No. 3 cross member) 24 is disposed between the pair of side sills 1 on the vehicle rear side of the rising surface portion 23. The cross member 24 includes a horizontal plate portion 25 that is arranged in a substantially horizontal state while maintaining a constant width, and an upright plate portion 26 that rises from the rear end portion of the horizontal plate portion 25 by a predetermined height. These extend integrally in the vehicle width direction, and each end thereof is connected to the side sill inner 3 via the side panel 17. A flange portion 25 a is provided at the front end portion of the horizontal plate portion 25 of the cross member 24, and a flange portion 26 a is provided at the upper end portion of the upright plate portion 26 of the cross member 24. The flange surface of the flange portion 25a is directed forward of the vehicle body, the flange surface of the flange portion 26a is directed upward, the flange surface of the flange portion 26a is connected to the rear floor portion 21, and the flange surface of the flange portion 25a is a rising surface portion. 23 is connected to the back surface. Thereby, the cross member 24 and the floor panel 20 constitute a closed section structure 27 that extends in the vehicle width direction while forming a closed section.

  As shown in FIGS. 1, 2, and 6, a transverse pipe 28 as a first load transmission member is disposed in the closed cross-sectional structure 27. The transverse pipe 28 extends in the vehicle width direction in the closed cross-sectional structure 27 so as to transmit and disperse the side impact load from one side to the other side. The cylinder part 19 has entered. Regarding the relationship between the cylindrical portion 19 and the transverse pipe 28, in the present embodiment, the cylindrical portion 19 is loosely fitted in the end opening of the transverse pipe 28. This is to prevent the cross pipe 28 from being displaced in the event of a collision, to prevent noise during travel (interference sound), and to cope with assembly errors. Of course, the cylindrical portion 19 may be closely fitted into the end opening of the transverse pipe 28 from the viewpoint of emphasizing the positional deviation regulation of the transverse pipe 28 at the time of collision. In addition, a plurality of attachment bands 29 are attached to the transverse pipe 28 by welding at intervals (only one attachment band 29 is shown). It is fixed to the member 24. Thereby, the transverse pipe 28 is pressed and held against the horizontal plate portion 25 and the upright plate portion 26 of the cross member 24.

  A side door (rear door) 30 is disposed on the outer side in the vehicle width direction from each side sill 1 as shown in FIGS. The side door 30 is formed by an outer panel 31 and an inner panel 32, and the outer panel 31 and the inner panel 32 define an internal space 33. Among these, the inner panel 32 has a vertical wall portion 34, and a lower portion of the vertical wall portion 34 is spaced from the vertical wall portion 7 of the side sill outer 2 when the side door 30 is closed. It is supposed to face each other with a gap. A catcher pin (second load transmission member) 35 is provided on the outer surface of the vertical wall portion 34 of the inner panel 32. The catcher pin 35 is a door intrusion restricting member for restricting the intrusion of the side door 30 at the time of a side collision. The catcher pin 35 has an axial center of the catcher pin 35 when the side door 30 is closed. It is arranged so as to coincide with the axial center of the hole 18 and the like, and the tip end portion of the catcher pin 35 enters the bottomed cylindrical portion 11 in the lid body 10.

  As shown in FIGS. 2 and 5, a side door beam 36 (second load transmission member) is disposed in the internal space 33 of the side door 30. The side door beam 36 has flange portions 36 a on both sides in the width direction, and the side door beam 36 is attached to the side door 30 by connecting the flange portions 36 a to the inner surface of the inner panel 32 of the side door 30. It has been. The side door beam 36 is inclined so as to be directed forward of the vehicle body as it goes upward, and the rear end portion of the side door beam 36 is opposed to the catcher pin 35 via the inner panel 32.

  In such a vehicle body structure, all of the side door beam 36, the catcher pin 35, and the crash can 16 as the second load transmission member are the outer regions in the vehicle width direction of the end surfaces of the transverse pipe 28 as the first load transmission member. Is arranged. For this reason, the side impact load input to the side door at the time of the side impact is transmitted to the crossing pipe 28 via the side door beam 36, the catcher pin 35, and the crash can 16.

  In particular, in the present embodiment, although the side sill 1 exists between the side door 30 and the crossing pipe 28, the side door beam 36, the catcher pin 35, the lid body 10, the crash can 16, the side sill inner 3, the side panel. 17, the transverse pipe 28 and the like form a serial and continuous transmission path in the vehicle width direction outer region of the end face of the transverse pipe 28, and a side collision load is applied to the side door 30 at the time of a side collision. When input, the side impact load is transmitted to the transverse pipe 28 via the side door beam 36, the catcher pin 35, the lid body 10, and the crash can 16 (transmission path), and the transmitted side impact load is The cross pipe 28 transmits and distributes it to the side not receiving the side impact load. Thereby, the penetration | invasion amount to the vehicle interior of the side door 30 is reduced.

  In this case, the cylindrical portion 19 of the side panel 17 is loosely fitted in the opening at one end of the transverse pipe 28 so that the transverse pipe 28 is not displaced as much as possible with respect to the side panel 17 and the side sill 1. The tip of the catcher pin 35 enters the crush can 16 via the bottomed cylindrical portion 11 of the lid 10, and the crush can 16 is in contact with the side sill inner 3 with its axis aligned with the axis of the hole 18. These elements are fixed, and these elements are arranged in series while maintaining a mating relationship with adjacent elements. For this reason, at the time of a side collision, each element accurately transmits a side collision load to the transverse pipe 28 without causing a positional shift between the side door 30 and the transverse pipe 28.

On the other hand, in this vehicle body structure, the closed cross-section structure 27 formed by the floor panel and the cross member 24 is effectively used as a space for arranging the transverse pipe 28, and the space above the floor panel 20 (21) is used. It does not decrease with the arrangement of the transverse pipe 28.
Further, since the transverse pipe 28 is provided so as to extend in the vehicle width direction in the closed cross-sectional structure 27, the movement of the transverse pipe 28 is restricted by the closed cross-sectional structure 27 at the time of a side collision, and the closed cross-sectional structure There is no possibility that the first load transmission member (cross pipe 28) is peeled off from the closed cross-section structure 27 as in the case where the first load transmission member (closed cross-section structure member) is provided on the upper portion so as to follow the closed cross-section structure. . For this reason, the load transmission direction can be maintained in an appropriate state at the time of a side collision, and the transmission dispersion of the side collision load can be reliably performed.
Further, since the transverse pipe 28 is provided in the closed cross-section structure 27, even if a load in the front-rear direction of the vehicle body such as a frontal collision or a rear-end collision is applied, the resistance to the collapse of the closed cross-section structure 27 is improved. Can do.

The partially broken perspective view which shows vehicle body structure in embodiment. AA sectional view taken on the line AA of FIG. Explanatory drawing which shows the attachment relationship from a side door to a side sill inner. Explanatory drawing which shows the attachment relationship of the crossing pipe with respect to a side panel. Explanatory drawing which shows arrangement | positioning of the side door beam in a side door. FIG. 3 is a sectional view taken along line BB in FIG. 1.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Side sill 2 Side sill outer 3 Side sill inner 10 Cover body 11 Bottomed cylinder part (recess)
12 Flange part 16 Crash can (second load transmission member)
17 Side panel 20 Floor panel (component of closed section structure)
24 Cross member (component of closed section structure)
27 Closed section structure 28 Transverse pipe (first load transmission member)
30 Side door 35 Catcher pin (second load transmission member)
36 Side door beam (second load transmission member)

Claims (10)

A pair of left and right side sills extend in the longitudinal direction of the vehicle body while forming a closed cross section, and a closed cross section structure is provided between the pair of left and right side sills to connect the pair of left and right side sills. The first load transmission member is disposed along the second load transmission member in the vehicle width direction outer region of the end surface of the first load transmission member, and the vehicle width direction outer side of each side sill. In addition, in the vehicle body structure in which the side doors are respectively disposed,
The first load transmitting member is provided so as to extend in the vehicle width direction in the closed cross-sectional structure.
A vehicle body structure characterized by that. In claim 1,
The second load transmitting member is disposed in the side sill;
A vehicle body structure characterized by that. In claim 1,
The second load transmission member is provided on the side door;
A vehicle body structure characterized by that. In claim 1,
The second load transmission member is provided in the side sill and the side door, respectively.
A vehicle body structure characterized by that. In claim 2 or 4,
The side sill is composed of a side sill outer and a side sill inner that is disposed on the inner side in the vehicle width direction than the side sill outer and forms a closed cross-sectional space in cooperation with the side sill outer.
The second load transmitting member is fixed to the inner surface of the side sill inner;
A vehicle body structure characterized by that. In claim 5,
A protrusion is provided on the outer surface side of the side sill inner,
The protruding portion enters the cross section of the first load transmission member from the end surface of the first load transmission member.
A vehicle body structure characterized by that. In claim 6,
A side panel is fixed to the outer surface side of the side sill inner so as to cover the side sill inner,
The side panel is provided with a hole and a cylindrical part formed along with the formation of the hole,
The hole of the side panel is covered with the side sill inner,
A vehicle body structure characterized by that. In claim 3 or 4,
The second load transmitting member is a catcher pin attached to the outer surface of the inner panel of the side door;
The tip of the catcher pin is directed to the end face of the first load transmitting member when the side door is closed,
A vehicle body structure characterized by that. In claim 8,
In the side sill outer, in the vehicle width direction outer region of the end face of the first load transmission member, a recess is formed that is retracted to the side sill inner side,
The catcher pin enters the recess when the side door is closed,
A vehicle body structure characterized by that. In claim 3 or 4,
The second load transmitting member is a side door beam disposed in the side door and extending in the longitudinal direction of the vehicle body,
The side door beam is disposed so as to cross the outer region in the vehicle width direction of the end surface of the first load transmitting member.
A vehicle body structure characterized by that.

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