JP2009149265A - Body side structure - Google Patents

Abstract

Provided is a vehicle body side structure that does not require a member other than a side sill and can transmit an impact load to the entire vehicle body without causing an increase in vehicle body weight in any of a vehicle frontal collision and a vehicle side collision. To do.
A side sill S as a vehicle body skeleton member disposed along a longitudinal direction of the vehicle body is closed by joining a side sill inner 30 on the vehicle interior side and a side sill reinforcement 31 on the vehicle exterior side. A second ridgeline R2 and a third ridgeline which are formed in a cross-sectional structure and which form the outer wall of the side sill reinforcement 31 as an arch-shaped first curved surface portion 40 whose central portion projects toward the outside of the passenger compartment. It is composed of R3 and a fourth ridgeline R4, characterized in that the front end is connected to the front side frame and the rear end is connected to the rear floor frame.
[Selection] Figure 6

Description

  The present invention relates to a vehicle body side portion of a vehicle, particularly to a vehicle body side portion structure around a side sill.

The side sill provided on the side of the vehicle body functions as a skeletal member in the longitudinal direction of the vehicle body, and in the event of a vehicle body frontal collision, receives a part of the load acting from the front in a buckling direction that is strong in strength and resists the collision It is. Therefore, the side sill is usually formed in a closed cross-sectional structure that extends in the longitudinal direction of the vehicle body, which is advantageous in terms of strength and rigidity, by joining the outer side panel and the inner side panel at the flange portions provided at the upper and lower edges. However, in recent years, there has been a demand for an improvement in strength and rigidity against a collision from the side surface of the side sill, while further improvement in safety against a vehicle side collision has been demanded.
For example, there is a rocker reinforcement formed in an arch shape and adopting a structure that is resistant to vehicle side collision (see Patent Document 1).
Japanese Patent No. 2990983

However, in the above-described prior art, since the rocker reinforcement is formed in an arch shape as a whole, for example, it concentrates on one rocker reinforcement at the time of a so-called offset collision in which the vehicle body center is shifted from each other and the frontal collision occurs. In particular, when a load in the front-rear direction is applied, there is a problem that the arch-shaped rocker reinforcement is easily bent.
On the other hand, measures such as providing a reinforcing member separately or increasing the thickness of the rocker reinforcement can be considered, but there is a problem that the weight of the vehicle body is increased by that amount and the fuel economy is improved.

  Therefore, the present invention does not require a member other than the side sill, and the vehicle body side portion capable of receiving an impact load on the entire vehicle body without causing an increase in the vehicle body weight in any of the vehicle frontal collision and the vehicle side collision. The purpose is to provide a structure.

In order to achieve the above object, the invention described in claim 1 is a side sill (for example, implementation) as a vehicle body skeleton member disposed along a vehicle longitudinal direction on a side of a vehicle body (for example, the vehicle body 1 in the embodiment). The side sill S in the embodiment is closed by joining an inner side panel (for example, the side sill inner 30 in the embodiment) and an outer side panel (for example, the side sill reinforcement 31 in the embodiment) on the vehicle interior side. Formed in a structure, a part of the outer wall of the outer side panel (for example, the first curved surface portion 40 in the embodiment) is formed in an arch shape in which the central portion projects toward the outside of the passenger compartment, and a straight portion (for example, It is comprised by 2nd ridgeline R2, 3rd ridgeline R3, 4th ridgeline R4 in embodiment, and a front end part is a front side frame (for example, in embodiment) Ron DOO side frame 10), characterized in that to connect the rear end to the rear frame (e.g., the rear floor frame 20 in the embodiment).
With this configuration, the straight portion disposed in the front-rear direction of the vehicle against the load acting from the front in the event of a vehicle frontal collision is countered by receiving the load in the buckling direction. For the load acting from the side, the outer wall of the arch-shaped outer panel that the center part projects toward the outside of the passenger compartment effectively transmits the load to the front end side and the rear end side of the side sill, and the entire side sill Can be prevented from bending deformation.

The invention described in claim 2 is characterized in that the inner side panel is a side sill inner and the outer side panel is a side sill reinforcement.
By comprising in this way, the function which a side sill has can be exhibited fully using the member which reinforces a side sill effectively.

The invention described in claim 3 is characterized in that the upper wall portion of the side sill (for example, the second curved surface portion 49 in the embodiment) is formed in an arch shape in which the central portion projects upward.
By comprising in this way, the upward protrusion of the front sill side and the rear end part side of the side sill can be suppressed.

According to the first aspect of the present invention, the linear portion disposed in the front-rear direction of the vehicle body counteracts the load acting from the front in the event of a frontal collision of the vehicle by receiving the load in the buckling direction. For loads acting from the side in the event of a collision, the outer wall of the arch-shaped outer side panel with the center portion protruding toward the outside of the passenger compartment effectively transmits the load to the front and rear end sides of the side sill. However, since it can be received by the entire side sill and bending deformation can be prevented, there is an effect that the side sill can effectively function as a skeletal member without requiring another member and increasing the weight of the vehicle body.
According to the invention described in claim 2, since the function of the side sill can be exhibited to the maximum by effectively using the member that reinforces the side sill, the vehicle body weight can be reduced as compared with the case of using other members. There is an effect that it can be reduced and contribute to fuel efficiency improvement.
According to the invention described in claim 3, since it is possible to suppress the upward protrusion of the front sill side and the rear end side of the side sill, it is possible to improve the passenger's ability to get on and off the front seat and the rear seat. .

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a perspective view showing the left side of the vehicle body 1, and FIG. 2 is a plan view.
1 and 2, a frame-shaped front bulkhead 2 for protecting a radiator (not shown) is provided at the front of the vehicle body. The front bulkhead 2 is configured by connecting a bulkhead upper center frame 3 constituting an upper side and a bulkhead lower cross member 4 constituting a lower side and rising upward at both ends by bulkhead side stays 5 and 5.

  Both ends of the bulkhead upper center frame 3 are connected to the front end of the bulkhead upper side frame 6, and the rear end of the bulkhead upper side frame 6 is connected to the wheel house upper member 7. The front end portion of the wheel house upper member 7 is connected to the rear end portion of the front wheel house lower member 8 together with the bulkhead upper side frame 6, and the front end portion of the front wheel house lower member 8 is connected to the front and rear of the vehicle body via the front side gusset 9. It is connected to the front end portion of the front side frame 10 arranged along the direction.

  A bumper beam 11 extending along the vehicle width direction is attached to the front end portion of the front side frame 10, and the rear end portion of the front side frame 10 is joined to the front end portion of the side sill S via an outrigger portion 10a. The lower end of the front pillar lower stiffener 15 is joined to the front end of the side sill S. A lower end portion of the front pillar upper stiffener 16 is joined to an upper end portion of the front pillar lower stiffener 15, and a rear end portion of the wheel house upper member 7 is joined to the joined portion. Reference numeral 12 denotes a damper housing, and 13 denotes a dashboard upper.

  The rear end portion of the front pillar upstiffener 16 is joined to the roof side stiffener 17, and the rear end portion of the roof side stiffener 17 is connected to the rear pillar stiffener 18. The rear pillar stiffener 18 is connected to the rear end of the side sill S via a rear inner panel (not shown). A front end portion of the rear floor frame 20 is connected to a rear end portion of the side sill S via a rear frame side drain force 19. Here, a center pillar stiffener 21 is joined between the central portion of the roof side stiffener 17 and the central portion of the side sill S.

  Note that a rear floor cross member 22 is joined to the joint portion between the rear frame side force 19 and the rear floor frame 20 in the vehicle width direction, and a middle floor cross member is joined to the rear end portion of the side sill S in the vehicle width direction. 23 is joined, and a front floor cross member 24 is joined to the front end of the side sill S in the vehicle width direction. The rear floor cross member 22, the middle floor cross member 23, and the front floor cross member 24 are vehicle body frame members arranged in the vehicle body width direction.

  3 is a perspective view of the side sill reinforcement, FIG. 4 is a plan view, FIG. 5 is a side view, and FIG. 6 is a cross-sectional view taken along line AA in FIG. The side sill S is a vehicle body skeleton member provided in the lower part of the side of the vehicle body along the longitudinal direction of the vehicle body. As shown in FIGS. 3 to 6, the side sill S is a side sill inner 30 on the vehicle interior side and a side sill on the vehicle exterior side. The reinforcement 31 and the closed section structure are formed. The side sill inner 30 is a member that bulges toward the vehicle interior side, and includes an upper edge flange portion 32 and a lower edge flange portion 33. The inner wall of the side sill inner 30 is provided with a flat portion 26 extending in the longitudinal direction of the vehicle body and directed toward the vehicle interior side. An upper flat surface 27 and a lower flat surface 28 that extend in the longitudinal direction of the vehicle body are formed above and below the flat portion 26. An upper flat surface 29 is formed on the upper flat surface 27 via a stepped portion. In FIG. 6, the center pillar stiffener 21 is not shown, and a side sill outer 50 described later is added.

  The side sill reinforcement 31 is a member having a shape that bulges outward from the passenger compartment, and includes an upper edge flange portion 34 and a lower edge flange portion 35. The upper edge flange portion 32 of the side sill inner 30 and the upper edge flange portion 34 of the side sill reinforcement 31 are joined by welding, and the lower edge flange portion 33 of the side sill inner 30 and the lower edge flange portion 35 of the side sill reinforcement 31 are welded. To form a closed cross-section structure portion. The base portion of the upper edge flange portion 34 of the side sill reinforcement 31 is positioned below the base of the upper edge flange portion 32 of the side sill inner 31, and the base portion of the lower edge flange portion 35 of the side sill reinforcement 31 is the side sill inner 30. It is located above the base of the lower edge flange portion 33.

As shown in FIG. 3, the first curved surface in which the center portion projects outward from the vehicle interior and curves in an arch shape so that the vicinity of the joint position of the center pillar stiffener 21 is the apex P on the outer wall of the side sill reinforcement 31. The portion 40 is formed with a radius of curvature R (see FIG. 4) toward the vehicle body side. An upper second flat portion 42 is formed at the upper edge of the first curved surface portion 40 and rises obliquely upward toward the vehicle interior side. The lower edge of the first curved surface portion 40 is obliquely downward toward the vehicle interior side. A lower third flat portion 45 is formed.
The upper second flat portion 42 is connected to the lower edge of the vertical wall portion 46, and the lower edge of the lower third flat portion 45 is connected to the upper edge of the vertical wall portion 48. The vertical wall portion 48 is diagonally below the vehicle interior side. It continues to the lower edge flange portion 35 through the lower fourth flat portion 47 that descends toward the bottom.
Here, a second curved surface portion 49 is formed between the upper edge of the vertical wall portion 46 and the upper edge flange portion 34 so that the center portion projects upward and is formed in an arch shape.

  Therefore, when the second curved surface portion 49 has an arch shape, the upper edge flange portion 34 also has an arch shape in the upward direction. The first ridgeline R1 formed by the second curved surface portion 49 and the vertical wall portion 46 also has an arch shape in the upward direction. The second ridgeline R2 formed by the upper first flat portion 42 and the vertical wall portion 46 is a straight portion. Similarly, the third ridgeline R3 formed by the lower third flat portion 45 and the vertical wall portion 48 and the fourth ridgeline R4 formed by the lower fourth flat portion 47 and the vertical wall portion 48 are also linear portions.

  Here, the first curved surface portion 40 is formed so that the vehicle width direction positions on the front end side and the rear end side are in the vicinity of the vertical wall portions 46 and 48 and project from the vehicle compartment outside. The second curved surface portion 49 is also formed so that the vertical position on the front end side and the rear end side is in the vicinity of the upper second flat portion and projects upward from here. Therefore, the front and rear end portions of the side sill reinforcement 31 have a smaller cross section than the conventional one in the vehicle width direction and the vertical direction, and the side sill inner 30 joined to the side sill reinforcement 31 also has a smaller cross section than the conventional one. The front and rear ends of can be reduced in cross section.

  On the outside of the side sill reinforcement 31, there is attached a side sill outer 50 that covers the side sill reinforcement 31 as an outer plate member and is also joined to the outer surface of the side sill S, specifically, the first curved surface portion 40 to constitute the side sill assembly SA. It has been. The side sill outer 50 includes an upper edge flange portion 51 and a lower edge flange portion 52 that are joined to the upper edge flange portion 34 and the lower edge flange portion 35 of the side sill reinforcement 31. Although the side sill outer 50 is described as being configured as a single part, the side sill outer 50 can also be applied to a case where a side sill outer part is provided as a part of the side panel outer constituting the outer wall of the vehicle body.

  The outer wall of the side sill outer 50 is joined to the first curved surface portion 40 of the side sill reinforcement 31 by bonding or welding, and covers from the first curved surface portion 40 to the vertical wall portion 48 and has a flat portion 56 facing downward. A lower flat portion 57 that reaches the edge flange portion 52, a first curved surface portion 58 that covers the second curved surface portion 49 of the side sill reinforcement 31, and a flat portion 59 that covers the vertical wall portion 46. A second flat part 60 covering the upper second flat part 42 is provided.

  Therefore, in the state where the side sill outer 50 is joined at the front and rear portions of the side sill S, the portions formed by the flat portion 59 and the second flat portion 60 of the side sill outer 50 are both on the front seat side and the rear seat side. It functions as a stepped portion D that escapes so as not to interfere with the trajectory of the foot at the time. In particular, the step portion D has a smaller cross-sectional area at the front and rear ends of the side sill S as described above. To secure.

According to the above embodiment, when a rear impact load acts on the left front side frame 10 or a front impact load acts from the rear floor frame 20 during a frontal collision of the vehicle, particularly an offset collision, this load is applied to the side sill S. It acts as a load that compresses in the front-rear direction. The side sill S is a member having a closed cross-sectional structure, and the side sill reinforcement 31 has a flat vertical wall portions 46, 48, a lower fourth flat portion 47, an upper second flat portion 42, and a lower third portion which are formed flat in the front-rear direction. A flat portion 45 is formed, and along the flat portion 26 of the side sill inner 30, the upper flat surfaces 27 and 29, and the lower flat surface 28, the second ridgeline R2, the third ridgeline R3, and the fourth ridgeline R4 that are straight portions are the vehicle body longitudinal direction. It is possible to sufficiently counter the load.
Further, since the side sill outer 50 and the first curved surface portion 40 are joined, the side sill outer 50 is connected to the outer plate member, which is advantageous in that the load can be shared also by the outer plate member.
Further, the second curved surface portion 49 formed on the side sill reinforcement 31 receives a force in a direction in which it is bent upward, but this is advantageous in that it can be shared by the center pillar stiffener 21 as well.

  In addition, when an impact load acts on the vicinity of the attachment portion of the center pillar stiffener 21 from the side of the vehicle body at the time of a vehicle side collision, the first curved surface portion 40 of the side sill reinforcement 31 formed in an arch shape receives the impact load. The side sill reinforcement 31 is applied to the outrigger portion 10a of the front side frame 10 and the rear end portion is applied to the rear floor frame 20 via the rear frame side force 19, and the entire side sill S, the front side frame 10, and the rear floor frame are operated. It can be received at 20 and bending deformation can be prevented.

Therefore, the side sill S can function effectively as a skeleton member even during a side collision without receiving a separate member and without increasing the weight of the vehicle body, and can receive an input load on the entire vehicle body. As a result, the vehicle weight can be reduced as compared with the case where another member is used, so that the fuel consumption can be improved.
In addition, since the shared load on the vehicle body frame members arranged in the vehicle body width direction such as the rear floor cross member 22, the middle floor cross member 23, and the front floor cross member 24 can be reduced, the weight of these members can be reduced. Can do.

Further, a side sill outer 50 disposed outside the side sill reinforcement 31 is provided so as to be joined to the side sill inner 30 and the side sill reinforcement 31, and the vertical sill 46 and the upper second flat portion of the side sill reinforcement 31 are provided on the side sill outer 50. Since the flat portion 59 and the second flat portion 60 that are aligned with the portion 42 are provided, the step portion formed by the flat portion 59 of the side sill outer 50 and the second flat portion 60 at the front end portion and the rear end portion of the side sill S. D can secure a foot space when the passenger gets on and off, and can function as an escape portion that does not block the movement trajectory of the foot. Therefore, the rear seat occupant and the front seat occupant can easily get on and off, and the boarding performance can be improved.
That is, as shown on the right side of FIG. 6, the corner portion of the conventional side sill outer 50 ′ indicated by the chain line greatly protrudes, but this portion is formed to recede diagonally downward by the step portion D. In this embodiment, the boarding / exiting performance is remarkably improved.

  Furthermore, in this embodiment, compared to the positions of the conventional side sill outer 50 ', side sill inner 30', and side sill reinforcement 31 'shown by chain lines in FIG. 6, the side sill S, that is, the side sill assembly SA, has a cross-sectional area at both ends. Since the side sill outer 50 and the side sill inner 30 can be lowered by the amount that is smaller, the boarding / alighting performance of the front seat and rear seat occupants can be further improved.

In addition, this invention is not restricted to the said embodiment, For example, although the 1st curved surface part 40 and the 2nd curved surface part 49 were formed in the side sill reinforcement 31, the side sill outer 50 is equivalent to the side sill inner 30. A structure in which the first curved surface portion 40 and the second curved surface portion 49 are provided on the side sill outer 50 may be used.
Further, the upper flat surface 27 and the lower flat surface 29 which are the upper walls of the side sill inner 30 may be configured by curved surfaces that bulge upward.

It is a perspective view which shows the left side of the vehicle body of embodiment of this invention. It is a top view of FIG. It is a perspective view of side sill reinforcement. FIG. 4 is a plan view of FIG. 3. FIG. 4 is a side view of FIG. 3. It is sectional drawing which follows the AA line of FIG.

Explanation of symbols

1 Car body 10 Front side frame 20 Rear frame (rear floor frame)
30 Side sill inner (Inner side panel)
31 Side sill reinforcement (outer panel)
40 First curved surface (outer wall)
49 Second curved surface part (upper wall part)
R2 2nd ridgeline (straight line part)
R3 3rd ridgeline (straight line part)
R4 4th ridgeline (straight line part)
S side sills

Claims (3)

  A side sill as a vehicle body skeleton member disposed along a vehicle body longitudinal direction on a vehicle body side portion is formed into a closed cross-section structure by joining an inner side panel on the vehicle interior side and an outer side panel on the vehicle exterior side, A part of the outer wall of the outer side panel is formed in an arch shape with the central part projecting toward the outside of the passenger compartment, and is composed of a straight part, with the front end connected to the front side frame and the rear end connected to the rear frame A vehicle body side structure characterized by that.   The vehicle body side part structure according to claim 1, wherein the inner side panel is a side sill inner, and the outer side panel is a side sill reinforcement.   The vehicle body side part structure according to claim 1 or 2, wherein an upper wall portion of the side sill is formed in an arch shape in which a central portion projects upward.

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