JP2011143762A - Vehicle skeleton structure - Google Patents

Abstract

The torsional strength of a skeleton member is improved in a vehicle skeleton structure.
When an input from the outside in the vehicle width direction to the inside acts on an intermediate portion of the center pillar 20 due to a side collision or the like, a rocker 10 coupled to the center pillar 20 receives a torsional input, and each outer surface of the rocker 10 However, the deformation of the outer surface is suppressed by providing beads 28 extending along the acting direction of the compressive stress on each outer surface to reinforce the cross section of the rocker 10. Collapse is suppressed. As a result, deformation of the center pillar 20 in the twisting direction of the locker 10 is suppressed, and deformation of the center pillar 20 coupled to the rocker 10 that protrudes toward the vehicle interior is suppressed. Thereby, the approach amount to the vehicle interior side of the center pillar 20 at the time of a side collision can be suppressed.
[Selection] Figure 1

Description

  The present invention relates to a vehicle skeleton structure, and more particularly, to a vehicle skeleton structure that can efficiently improve torsional strength by suppressing cross-sectional deformation of a skeleton member due to torsional input.

  In recent years, it has been proposed to provide a reinforcing member in the cross section of the rocker in order to suppress cross-sectional deformation of the rocker due to an impact load at the time of a collision with the side of a vehicle body (side collision) (see Patent Document 1).

JP 2006-199132 A

  However, even when a reinforcing member such as that described above is provided for a side collision, if the cross-sectional collapse occurs due to the shear stress generated by the bending input from the center pillar or the torsion of the rocker due to the tensile input, a rocker is formed. There is a concern that the original proof stress of the member is reduced.

  In view of the above facts, an object of the present invention is to obtain a vehicle skeleton structure capable of suppressing the collapse of the cross section of the skeleton member due to an input such as a side collision and improving the torsional strength of the skeleton member.

  According to the first aspect of the present invention, one end of the skeleton member formed in a hollow and long shape is coupled to the middle portion in the longitudinal axis direction of the one skeleton member, and the longitudinal axis direction of the one skeleton member is And the other skeleton member extending in the intersecting direction, wherein the one skeleton member receives a torsional input from the other skeleton member, and the one skeleton member includes A reinforcing portion is provided that extends in the direction inclined with respect to the longitudinal axis direction of one of the skeleton members and along the direction in which the compressive stress acts.

Next, the operation of the vehicle skeleton structure according to claim 1 will be described.
One skeleton member formed in a hollow and long shape, and the other skeleton member having one end coupled to the middle portion in the longitudinal axis direction of the one skeleton member and extending in a direction intersecting the longitudinal axis direction of the one skeleton member When the other skeleton member receives an external force and one skeleton member receives a torsional input from the other skeleton member, the one skeleton member has a shearing force along the outer surface. And the shearing force also generates compressive stress.

In addition, it is a generally known matter that compressive stress is generated in a direction inclined with respect to the shear direction on the surface where shear is generated.
Here, since one of the skeleton members is hollow, if a large compressive stress acts on the outer surface of one of the skeleton members and cannot withstand this compressive stress, the outer surface undulates (a kind of buckling) and the cross-section collapses. Leads to waking up.

  When one of the skeletal members collapses in cross section, the one skeleton member cannot support the other skeletal member, and the deformation of the other skeleton member in the twisting direction of the one skeleton member is promoted.

  In the vehicle skeleton member according to claim 1, since one skeleton member is provided with the reinforcing portion extending along the direction of the action of the compressive stress, the reinforcing portion is deformed on the outer surface when the compressive stress is applied to the one skeleton member. Is suppressed, the deformation of the cross section of one skeleton member is suppressed, and the torsional strength of one skeleton member is improved. As a result, deformation of one skeleton member of the other skeleton member in the twisting direction is suppressed.

  According to a second aspect of the present invention, one end of the skeleton member is coupled to a longitudinal direction intermediate portion of the one skeleton member, and the hollow extends in a direction intersecting with the longitudinal axis direction of the one skeleton member. An elongated skeleton member, and the other skeleton member receives a torsional input from the one skeleton member, and the other skeleton member includes A reinforcing portion is provided that extends in the direction inclined with respect to the longitudinal axis direction of the other skeleton member and along the direction in which the compressive stress acts.

Next, the operation of the vehicle skeleton structure according to claim 2 will be described.
One skeleton member and the other skeleton member that is formed in a hollow and long shape that has one end coupled to the middle portion in the longitudinal axis direction of one skeleton member and extends in a direction that intersects the longitudinal axis direction of one skeleton member When the other skeleton member receives a torsional input by an input from one skeleton member, a shearing force is generated along the outer surface of the other skeleton member and this shearing force is applied to the other skeleton member. Compressive stress is also generated by the force.

  Here, since the other skeleton member is hollow, a large compressive stress acts on the outer surface of the other skeleton member, and if the compressive stress cannot be withstood, the outer surface is wavyly deformed (a kind of buckling), and the cross-section collapses. Leads to waking up.

  When the other skeletal member is deformed in cross section, the other skeletal member cannot support one of the skeletal members, and the deformation of one skeleton member in the twisting direction of the other skeleton member is promoted.

  In the vehicle skeleton member according to the second aspect, since the reinforcing portion extending along the direction of the action of the compressive stress is provided on the other skeleton member, the reinforcing portion of the outer surface when the compressive stress acts on the other skeleton member is provided. The deformation is suppressed to suppress the cross-sectional collapse of the other skeleton member, and the torsional strength of the other skeleton member is improved. As a result, deformation of one skeleton member in the twisting direction of the other skeleton member is suppressed.

  According to a third aspect of the present invention, in the vehicle skeleton structure according to the first aspect, the one skeleton member has at least two ridge lines and a plane portion between the ridge lines, and the reinforcing portion is formed on the plane portion. Is provided.

Next, the operation of the vehicle skeleton structure according to claim 3 will be described.
In the vehicle skeleton structure according to the third aspect, in one skeleton member, the deformation of the plane portion when the compressive stress acts on the plane portion between the ridge lines can be suppressed by the reinforcing portion.

  According to a fourth aspect of the present invention, in the vehicle skeleton structure according to the second aspect, the other skeleton member has at least two ridge lines and a plane portion between the ridge lines, and the reinforcing portion is formed on the plane portion. Is provided

Next, the operation of the vehicle skeleton structure according to claim 4 will be described.
In the vehicle skeleton structure according to the fourth aspect, in the other skeleton member, the deformation of the plane portion when the compressive stress acts on the plane portion between the ridge lines can be suppressed by the reinforcing portion.

  According to a fifth aspect of the present invention, in the vehicle skeleton structure according to the first or third aspect, the one skeleton member is a vehicle rocker, and the other skeleton member is a center pillar of the vehicle.

Next, the operation of the vehicle skeleton structure according to claim 5 will be described.
For example, when an input from the outside in the vehicle width direction acts on the center pillar due to a side collision or the like, the rocker coupled to the center pillar receives a torsional input, and the rocker has a shearing force along the outer surface. Is generated, and compressive stress is generated by the shearing force.

  In the vehicle skeleton structure according to claim 5, the rocker is provided with a reinforcing portion that extends along the direction in which the compressive stress is applied. The reinforcing part suppresses the collapse, and as a result, deformation of the center pillar rocker in the twisting direction is suppressed.

  For example, at the time of a side collision, the center pillar tends to be deformed toward the vehicle interior side. However, since the cross section of the locker is suppressed by the reinforcing portion, deformation of the center pillar coupled to the locker toward the vehicle interior side is suppressed.

  According to a sixth aspect of the present invention, in the vehicle skeleton structure according to the fifth aspect, the reinforcing portion closest to the center pillar provided on the outer surface in the vehicle width direction of the rocker has an end on the center pillar side. The center pillar and the rocker are disposed below the joint portion.

Next, the operation of the vehicle skeleton structure according to claim 6 will be described.
In the vehicle skeleton structure in which the locker and the center pillar are joined, the center pillar side end of the reinforcement part closest to the center pillar is placed below the joint part of the center pillar and the locker, so The most easily deformable portion can be efficiently reinforced with the reinforcing portion.

  According to a seventh aspect of the present invention, in the vehicle skeleton structure according to the first or third aspect, the one skeleton member is a roof side rail of the vehicle, and the other skeleton member is a center pillar of the vehicle. is there.

Next, the operation of the vehicle skeleton structure according to claim 7 will be described.
For example, if an input from the vehicle width direction outside to the inside acts on the center pillar due to a side collision or the like, the roof side rail coupled to the center pillar receives a torsional input, and the roof side rail has an outer surface. A shearing force is generated along the surface, and a compressive stress is generated by the shearing force.

  In the vehicle skeleton structure according to claim 7, since the roof side rail is provided with the reinforcing portion extending along the direction of the action of the compressive stress, the deformation of the outer surface when the compressive stress is applied to the roof side rail is prevented. Is suppressed and the cross-sectional collapse of the roof side rail is suppressed, and as a result, the deformation of the center pillar in the twisting direction of the roof side rail is suppressed.

  For example, the center pillar tends to be deformed to the vehicle interior side at the time of a side collision, but the cross section of the roof side rail is suppressed by the reinforcing portion, so that the center pillar coupled to the roof side rail is deformed to the vehicle interior side. It can be suppressed.

  According to an eighth aspect of the present invention, in the vehicle skeleton structure according to the second or fourth aspect, the one skeleton member is a rocker of the vehicle, and the other skeleton member is a floor cross member of the vehicle. .

Next, the operation of the vehicle skeleton structure according to claim 8 will be described.
For example, when an input from the vehicle front to the vehicle rear acts on the locker due to a front collision or the like, the floor cross member coupled to the locker may receive a torsion input from the locker.

  When the floor cross member receives a torsional input from the locker, a shearing force is generated along the outer surface of the floor cross member, and a compressive stress is generated by the shearing force.

  In the vehicle skeleton structure according to claim 8, since the reinforcing member extending along the direction of the compressive stress is provided on the floor cross member, the deformation of the outer surface when the compressive stress acts on the floor cross member is prevented. Is suppressed and the cross-sectional deformation of the floor cross member is suppressed, and as a result, the deformation of the rocker in the twisting direction of the floor cross member is suppressed.

  The invention according to claim 9 is the vehicle skeleton structure according to any one of claims 1 to 8, wherein the reinforcing portion is a bead.

Next, the operation of the vehicle skeleton structure according to claim 9 will be described.
In the vehicle skeleton structure according to the ninth aspect, the bead suppresses deformation due to compressive stress.
When the skeleton member is a press-formed product of a steel plate, a bead as a reinforcing part can be easily and efficiently formed in the skeleton member by forming irregularities for forming the bead in the press mold in advance. can do.

  A tenth aspect of the present invention is the vehicle skeleton structure according to any one of the first, third, fifth, sixth, and seventh aspects, wherein the reinforcing portion includes the one skeleton member and the other skeleton member. Are formed in the radial direction on both sides in the longitudinal direction of the one skeleton member.

Next, the operation of the vehicle skeleton structure according to claim 10 will be described.
In a vehicle skeleton structure in which the other skeleton member is joined to the middle portion in the longitudinal direction of one skeleton member, when one skeleton member undergoes torsional deformation from the other skeleton member, the one skeleton member is joined to the other skeleton member. Compressive stress is generated in the radial direction on both sides of the part.
In the vehicle skeleton structure according to claim 10, the reinforcing portions formed in the radial direction on both sides in the longitudinal direction of the one skeleton member with respect to the joint portion between the one skeleton member and the other skeleton member are The twisting deformation of one skeleton member is suppressed on both sides.

  According to an eleventh aspect of the present invention, in the vehicle skeleton structure according to any one of the first to tenth aspects, the reinforcing portion is inclined at 45 ° ± 10 ° with respect to the longitudinal direction of the skeleton member. Yes.

Next, the operation of the vehicle skeleton structure according to claim 11 will be described.
Since the skeleton member that twists and deforms undergoes shear in a direction perpendicular to the longitudinal axis direction, a compressive stress is generated in the direction of the shearing force in the direction of 45 ° with respect to the longitudinal axis direction of the skeleton member. Therefore, the inclination angle of the reinforcing portion is preferably set within a range of 45 ° ± 10 ° with respect to the longitudinal direction of the skeleton member. In addition, naturally if it remove | deviates from 45 degrees +/- 10 degrees, the capability to suppress the deformation | transformation of the skeleton member by a compressive stress will fall.

  According to a twelfth aspect of the present invention, in the vehicle skeleton structure according to the third or fourth aspect, the reinforcing portion is connected to the ridgeline.

Next, the operation of the vehicle skeleton structure according to claim 12 will be described.
For example, when the cross-sectional shape of the skeleton member is a rectangle or the like and has a ridge line, that is, a corner portion as viewed in the cross-sectional shape, the corner portion has higher rigidity than the other portion (planar portion). Therefore, by connecting the end portion of the reinforcing portion to the corner portion having high rigidity, the reinforcing effect against the compressive stress can be enhanced as compared with the case where the end portion of the reinforcing portion is not connected to the corner portion.

  As described above, according to the vehicle skeleton structure of the first aspect, since one skeleton member is provided with the reinforcing portion extending along the direction of the action of the compressive stress, the torsional strength of one skeleton member is increased. It has an excellent effect that it can be effectively improved.

  According to the vehicle skeleton structure of the second aspect, since the reinforcing portion extending along the direction of action of the compressive stress is provided on the other skeleton member, the torsional strength of the other skeleton member is effectively improved. It has the outstanding effect that it can be made to do.

  According to the vehicle skeleton structure of the third aspect, in one skeleton member, the deformation of the plane portion when the compressive stress acts on the plane portion can be effectively suppressed.

  According to the vehicle skeleton structure of the fourth aspect, in the other skeleton member, it is possible to effectively suppress deformation of the planar portion when compressive stress acts on the planar portion.

  According to the vehicle skeleton structure of the fifth aspect, by suppressing the collapse of the cross section of the rocker at the time of the side collision, the deformation of the center pillar toward the vehicle interior side is suppressed, and the collision performance can be improved.

  According to the vehicle skeleton structure of the sixth aspect, the portion that is most easily deformed by the compressive stress in the vicinity of the center pillar of the rocker can be effectively reinforced by the reinforcing portion, and the cross-sectional collapse due to the compressive stress is effectively suppressed. can do.

  According to the vehicle skeleton structure of the seventh aspect, by suppressing the collapse of the cross section of the roof side rail at the time of a side collision, the deformation of the center pillar to the vehicle interior side is suppressed, and the collision performance can be improved. it can.

  According to the skeleton structure according to the eighth aspect, it is possible to effectively suppress the cross-sectional collapse of the floor cross member due to the input from the locker.

  According to the skeleton structure according to the ninth aspect, the skeleton member is reinforced by the bead, and the cross-sectional collapse of the skeleton member is suppressed. The bead can be easily formed on the skeleton member by press molding.

  According to the skeleton part structure according to claim 10, since the reinforcing parts are formed in the radial direction on both sides in the longitudinal direction of one skeleton member with the joint portion between one skeleton member and the other skeleton member as a boundary. The torsional deformation of one skeleton member can be effectively suppressed on both sides of the joint.

  According to the skeleton structure of the eleventh aspect, the extending direction of the reinforcing portion substantially coincides with the direction of the compressive stress, and the deformation of the skeleton member due to the compressive stress can be effectively suppressed.

  According to the skeleton structure according to the twelfth aspect of the present invention, the reinforcing effect can be further enhanced by connecting the reinforcing portion to the ridge line, which is a highly rigid portion of the skeleton member.

It is a perspective view which shows the joint part periphery of the locker and center pillar in this embodiment. It is the front view seen from the vehicle outside which shows the joint part periphery of a locker and a center pillar. It is a perspective view which shows the lower surface part of a rocker, and the side part by the side of a compartment. (A) is a perspective view of the rocker and center pillar before a deformation | transformation, (B) is a perspective view of the rocker and center pillar deform | transformed by the side collision. It is a perspective view which shows the joint part periphery of the locker and center pillar which concern on other embodiment. It is a perspective view which shows the joint part periphery of the rocker and center pillar which concerns on other embodiment reinforced with the rib. It is the front view seen from the vehicle outside which shows the joint part periphery of the locker and center pillar which concern on other embodiment. It is a perspective view which shows the joint part periphery of the locker and center pillar formed with the synthetic resin which concerns on other embodiment. It is the front view seen from the vehicle outer side which shows the joint part periphery of the rocker and center pillar which concern on other embodiment from which the inclination | tilt angle of a bead differs. It is a perspective view which shows the connection part periphery of the locker and center pillar which were formed with the round pipe. It is a perspective view which shows the joint part periphery of a roof side rail and a center pillar. It is a perspective view which shows the joint part periphery of a rocker and a front floor cross member.

[First Embodiment]
Hereinafter, a first embodiment of a body structure to which a vehicle skeleton structure of the present invention is applied will be described with reference to FIGS. In the figure, arrow Fr indicates the vehicle front side direction, arrow IN indicates the vehicle width direction inner side direction, and arrow UP indicates the vehicle upward direction.

As shown in FIG. 1, a rocker 10 is disposed at the lower end portion of the side portion of the vehicle body 11 so that the vehicle longitudinal direction is the longitudinal axis direction.
The rocker 10 according to the present embodiment is structurally composed of a rocker outer panel 12 made of a press-formed product of a steel plate disposed outside the vehicle interior, and a rocker outer panel disposed on the vehicle interior side of the rocker outer panel 12. 12 and a rocker inner panel 16 that forms a substantially square closed section.

  The rocker outer panel 12 includes an upper surface portion 12A and a lower surface portion 12B that are arranged substantially parallel to the vehicle width direction in a cross-sectional view, a side surface portion 12C that connects the outer ends of the upper surface portion 12A and the lower surface portion 12B, and an upper surface portion. 12A and the lower end part 12B are formed in a substantially hat-shaped cross section including an upper end flange part 12D and a lower end flange part 12E which are bent in directions away from each other.

  Similarly, the rocker inner panel 16 is also formed in a substantially hat-shaped cross section including an upper surface portion 16A and a lower surface portion 16B, a side surface portion 16C, an upper end flange portion 16D and a lower end flange portion 16E.

  And each of these upper end flange parts 12D and 16D and lower end flange parts 12E and 16E are respectively superposed on each other in a superposed manner, respectively, so that the rocker outer panel 12 and the rocker inner panel 16 are spot welded. The two are integrated to form the locker 10.

The lower end portion of the center pillar 20 is connected to the intermediate portion in the longitudinal axis direction of the rocker 10 described above.
The center pillar 20 has a closed cross-section structure with a center pillar outer 22 constituting the outer side portion of the center pillar 20 in the vehicle width direction and a center pillar inner 24 constituting the inner side portion of the center pillar 20 in the vehicle width direction.

  The longitudinal cross-sectional shape of the center pillar outer 22 in the longitudinal axis direction is a hat shape with the opening directed inward in the vehicle width direction, and joining flanges 22A and 22B are formed at both front and rear edges of the opening. .

  On the other hand, the longitudinal cross-sectional shape of the center pillar inner 24 in the longitudinal axis direction is a hat shape with the opening facing outward in the vehicle width direction, and joining flanges 24A and 24B are formed at both front and rear edge portions of the opening. ing.

  The joining flanges 22A and 22B of the center pillar outer 22 are joined to the joining flanges 24A and 24B of the center pillar inner 24 by welding or the like, respectively.

  The lower end portion 22C of the outer side surface in the vehicle width direction of the center pillar outer 22 is overlapped with the side surface portion 12C of the rocker outer panel 12 and spot-welded ("x" in the drawing indicates a hit point) 26 at a plurality of locations. . Further, a lower end portion 22D on the vehicle front side surface and a lower end portion 22E on the vehicle rear side surface of the center pillar outer 22 are spot-welded 26 to the upper surface portion 12A of the rocker outer panel 12 at a plurality of locations.

  As shown in FIGS. 1 to 3, the upper surface portion 12A, the lower surface portion 12B, and the side surface portion 12C of the rocker outer panel 12 and the upper surface portion 16A, the lower surface portion 16B, and the side surface portion 16C of the rocker inner panel 16 are reinforced. A bead 28 is formed as a part.

  First, the bead 28 formed on the upper surface portion 12A of the rocker outer panel 12 extends at an angle of 45 ° (θ in the drawing) with respect to the longitudinal axis direction of the rocker, and the outer end in the vehicle width direction extends to the center pillar 20. The vehicle width direction inner end is disposed adjacent to each other and is inclined in a direction in which the vehicle width direction inner end is disposed away from the center pillar 20. In the present embodiment, the bead 28 formed on the upper surface portion 12A has an outer end in the vehicle width direction connected to the rocker corner (ridge line) and an inner end in the vehicle width direction connected to the flange portion.

  The bead 28 formed on the side surface portion 12C of the rocker outer panel 12 extends at an angle of 45 ° (θ in the drawing) with respect to the longitudinal direction of the rocker, and the lower end is close to the axis of the center pillar 20. The upper end is inclined in a direction in which the upper end is arranged away from the axis of the center pillar 20.

  As shown in FIG. 2, the lower end of the bead 28 closest to the center pillar 20 formed on the side surface portion 12 </ b> C is the vehicle width direction outer side surface of the center pillar outer 22 and the side surface portion 12 </ b> C of the rocker outer panel 12 in this embodiment. And the center pillar width direction (rocker longitudinal axis direction).

As shown in FIGS. 1-3, in this embodiment, as for the bead 28 formed in 12 C of side parts, both an upper end and a lower end are connected to the rocker corner | angular part (ridgeline).
The bead 28 formed on the lower surface portion 12B of the rocker outer panel 12 extends at an angle of 45 ° (θ in the drawing) with respect to the longitudinal direction of the rocker, and is opposite to the bead 28 formed on the upper surface portion 12A. Inclined in the direction. In the present embodiment, the bead 28 formed on the lower surface portion 12B has an outer end in the vehicle width direction connected to a rocker corner (ridge line) and an inner end in the vehicle width direction connected to a flange portion.

  In the present embodiment, the beads 28 formed on the upper surface portion 12A of the rocker outer panel 12, the beads 28 formed on the side surface portion 12C, and the beads 28 formed on the lower surface portion 12B are arranged with their phases shifted from each other. However, the beads 28 on each surface may be connected so as to be continuous.

  On the other hand, the bead 28 formed on the upper surface portion 16A of the rocker inner panel 16 extends at an angle of 45 ° (θ in the figure) with respect to the rocker longitudinal axis direction, and is formed on the upper surface portion 12A of the rocker outer panel 12. The bead 28 is arranged on the extended line. In the present embodiment, the bead 28 formed on the upper surface portion 16A has an outer end in the vehicle width direction connected to the flange portion and an inner end in the vehicle width direction connected to a rocker corner (ridge line).

  The bead 28 formed on the side surface portion 16C of the rocker inner panel 16 extends at an angle of 45 ° with respect to the longitudinal axis direction of the rocker, and is opposite to the bead 28 formed on the side surface portion 16C of the rocker inner panel 16. Inclined in the direction. In the present embodiment, the bead 28 formed on the side surface portion 16 </ b> C has both an upper end and a lower end connected to the rocker corner portion (ridge line).

  The bead 28 formed on the lower surface portion 16B of the rocker inner panel 16 extends at an angle of 45 ° (θ in the drawing) with respect to the longitudinal direction of the rocker, and is opposite to the bead 28 formed on the upper surface portion 16A. Inclined in the direction. In the present embodiment, the bead 28 formed on the lower surface portion 16B has an outer end in the vehicle width direction connected to the flange portion, and an inner end in the vehicle width direction connected to a rocker corner (ridge line).

  In the present embodiment, the bead 28 formed on the upper surface portion 16A of the rocker inner panel 16, the bead 28 formed on the side surface portion 16C, and the bead 28 formed on the lower surface portion 16B are arranged with their phases shifted. However, they may be connected in series.

  The longitudinal axis direction of each bead 28 is such that the bead 28 of the rocker 10 is formed when an impact is applied to the center pillar 20 toward the inner side in the vehicle width direction and the rocker 10 is twisted by a side collision. The direction of compressive stress generated on the surface is matched.

  In addition, although the bead 28 of this embodiment is convexly formed toward the inner side of the rocker by press molding, depending on the case, it may be formed convexly toward the outer side of the rocker. In addition, the cross-sectional shape perpendicular to the longitudinal axis of the bead 28 is substantially V-shaped in the present embodiment, but may be other conventionally known cross-sectional shapes such as U-shape, semicircular arc shape, and trapezoid.

(Function)
Next, the operation and effect of this embodiment will be described.
First, in the conventional structure, as shown in FIG. 4A, when an input (arrow A in FIG. 4) directed from the outside in the vehicle width direction to the inside of the center pillar 20 acts due to a side collision or the like, the center pillar 20 The rocker 10 coupled to is subjected to torsional input and deforms as shown in FIG.

  As a result, a shearing force C is generated on the outer surface of the rocker 10 on the side of the center pillar 20 in a direction orthogonal to the longitudinal direction of the rocker as schematically shown in FIG. Thus, a compressive stress D is generated in the direction of 45 ° with respect to the longitudinal direction of the rocker.

  In the vehicle skeleton structure of the present embodiment, the bead 28 extending along the acting direction of the compressive stress D is provided on each surface of the rocker 10 to reinforce the compressive stress D. Therefore, the compressive stress D acts. The deformation of the outer surface at the time is suppressed, and the cross-sectional collapse of the rocker 10 is suppressed.

  As a result, deformation of the center pillar 20 in the twisting direction of the locker 10 is suppressed, and deformation of the center pillar 20 coupled to the rocker 10 that protrudes toward the vehicle interior is suppressed. Thereby, the approach amount to the vehicle interior side of the center pillar 20 at the time of a side collision is suppressed.

  In the present embodiment, the bead 28 is formed at the same time when the locker 10 is formed, and the locker 10 is increased without increasing the thickness of the locker 10, adding a reinforcing member separately, or using a strong material. Since 10 cross-sectional collapse can be suppressed, the weight of the vehicle is not increased and the cost is not increased.

  In this embodiment, each bead 28 is inclined at 45 ° with respect to the rocker longitudinal axis direction. However, the inclination angle is not limited to 45 °, and is within a range of 45 ° ± 10 °. It is possible to sufficiently suppress the compression deformation.

Basically, the direction in which the bead 28 extends coincides with the direction of the compressive stress D, whereby deformation due to the compressive stress D can be suppressed most efficiently.
In the present embodiment, each bead 28 is inclined at 45 ° with respect to the longitudinal direction of the rocker. However, depending on the part, it may be assumed that the direction of the compressive stress D relative to the longitudinal direction of the rocker is not 45 °. Therefore, it is preferable to determine the direction in which the bead 28 extends after determining the direction of the compressive stress D by conducting an experiment with a prototype or performing a computer simulation.

  Moreover, in the rocker 10 having a rectangular cross-sectional shape as in the present embodiment, the rigidity of the corner (ridge line) is higher than that of the other part (plane part). In the present embodiment, since the end of each bead 28 is connected to a highly rigid corner (ridge line), it is more resistant to compressive stress D than when the end of bead 28 is not connected to the corner (ridge). The reinforcing effect can be enhanced.

[Second Embodiment]
Hereinafter, a second embodiment of a body structure to which the vehicle skeleton structure of the present invention is applied will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the same structure as embodiment mentioned above, and the description is abbreviate | omitted.

  As shown in FIG. 6, the upper end portion of the center pillar 20 is connected to the lower end side of the roof side outer panel 31 of the roof side rail 30 arranged along the vehicle front-rear direction at the upper end portion of the vehicle body side portion.

In the roof side outer panel 31, a plurality of beads 28 are formed on both sides of the roof side rail 30 so as to extend at an angle of 45 ° (θ in the figure) with respect to the longitudinal axis direction of the roof side outer panel 31.
Each bead 28 is inclined in a direction in which the upper end is disposed in the direction approaching the center pillar 20 and the lower end is disposed in a direction away from the center pillar 20.

  Also in the present embodiment, the longitudinal axis direction of each of the beads 28 is such that when a side collision occurs, an impact is applied to the center pillar 20 inward in the vehicle width direction and the roof side rail 30 is twisted to receive the input. The direction of compressive stress generated on the surface of the side rail 30 where the beads 28 are formed is made to coincide.

  When an input (arrow A in the figure) directed from the outside in the vehicle width direction acts on an intermediate portion of the center pillar 20 due to a side collision or the like, the roof side rail 30 coupled to the center pillar 20 receives a torsional input.

  Thereby, a shearing force is generated on the outer surface of the roof side rail 30, and a compressive stress D is generated by the shearing force. In the present embodiment, the roof side rail 30 is provided with the beads 28 extending along the direction in which the compressive stress D is applied to reinforce the compressive stress D. Therefore, the outer surface is deformed when the compressive stress D is applied. The cross-section collapse of the roof side rail 30 is suppressed.

As a result, the deformation of the center pillar 20 in the twisting direction of the roof side rail 30 is suppressed, and the deformation of the center pillar 20 coupled to the roof side rail 30 that protrudes toward the vehicle interior side is suppressed. Thereby, the approach amount to the vehicle interior side of the center pillar 20 at the time of a side collision is suppressed.
In addition, by providing the bead 28 on both the rocker 10 and the roof side rail 30, the amount of entry of the center pillar 20 into the vehicle interior at the time of a side collision can be further suppressed.

[Third Embodiment]
Hereinafter, a third embodiment of the body structure to which the vehicle skeleton structure of the present invention is applied will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the same structure as embodiment mentioned above, and the description is abbreviate | omitted.

The end portion in the longitudinal axis direction of the front floor cross member 32 arranged with the vehicle width direction as the longitudinal axis direction is fixed to the above-described rocker inner panel 16 by spot welding 26.
The front floor cross member 32 includes a front surface portion 32A, an upper surface portion 32B, a rear surface portion 32C, and a flange 32D, and is formed in a substantially hat shape in cross section with the vehicle lower side open.

  In the vehicle skeleton structure of the present embodiment, at the time of a front collision (front collision input E), when a front tire (not shown) moves to the vehicle rear side, the rocker 10 receives a force in the direction in which the vehicle front side moves upward, As a result, a torsional moment M about the axis of the front floor cross member 32 (Y axis in the figure) is generated in the front floor cross member 32.

  Due to the generation of the torsional moment M, a shear force is generated in the front floor cross member 32, and a compressive stress D in a direction inclined with respect to the longitudinal axis direction of the front floor cross member 32 is generated by the shear force.

  In the present embodiment, the front floor cross member 32 is compressed on the front surface portion 32A, the upper surface portion 32B, and the rear surface portion 32C of the front floor cross member 32 in order to resist the compressive stress D when the front floor cross member 32 receives a torsional input. Since the beads 28 extending along the acting direction of the stress D are formed on each surface of the front floor cross member 32, the cross-section of the front floor cross member 32 during the front collision is suppressed, and the bead 28 is coupled to the front floor cross member 32. The amount of movement of the rocker 10 to be performed can be suppressed, and the collision performance can be improved.

[Other Embodiments]
In the above embodiment, the bead 28 is adopted as the reinforcing portion, but the present invention is not limited to this, and any configuration having an equivalent reinforcing function can be applied. For example, as shown in FIG. 8, a rib 34 as a separate part bent in a mountain shape in cross section instead of the bead 28 may be joined to the inner surface (or outer surface) of the flat portion of the rocker 10 by welding or the like. In this example, the rocker 10 can be easily reinforced only by adding the rib 34 to the existing rocker 10.
Further, when the beads 28 are connected to the corners (ridge lines) of the rocker 10, the corners extending in the rocker longitudinal axis direction are divided. However, when the ribs 34 are reinforced, the corners extending in the rocker longitudinal axis direction are separated. Without being divided, the strength (buckling and bending) of the rocker 10 in the axial direction can be ensured.

  In 1st Embodiment, although the edge part of the bead 28 was connected with the corner | angular part (ridgeline) of the rocker 10, the structure which does not connect the edge part of the bead 28 to the corner | angular part of the rocker 10 as shown in FIG. It is also good. By not connecting the end portion of the bead 28 to the corner portion of the rocker 10, the corner portion (ridge line) has a shape that continuously extends without being divided, and the rigidity of the rocker 10 with respect to the input from the longitudinal axis direction of the rocker 10. Can be kept high and becomes strong against buckling.

  In the first embodiment, the cross-sectional shapes of the rocker 10 and the center pillar 20 are substantially rectangular. However, as shown in FIG. 10, for example, the cross-sectional shape of the member forming the bead 28 is circular. Etc. When the cross-sectional shape of the member forming the bead 28 is circular, the bead 28 may be formed in a spiral shape along the direction of the compressive stress D.

  In the above embodiment, all the beads 28 are inclined at the same angle. However, as shown in FIG. 11, the inclination angle may be changed for each bead.

  A larger number of beads 28 per unit area may be arranged in a portion where a large compressive stress is applied than in a portion where a small compressive stress is applied.

  In the above embodiment, the case where the rocker 10 and the center pillar 20 are steel plates has been described. However, the vehicle skeleton member may be formed of a non-ferrous metal such as an aluminum alloy, and is reinforced with fibers such as carbon fibers. It may be formed of a synthetic resin.

  For example, when the locker 10 and the center pillar 20 are formed of a carbon fiber reinforced resin, a bead may be formed as in the above embodiment, but instead of forming a bead, a schematic view in FIG. As shown, the fibers 36 may be arranged along the direction of the compressive stress D.

  In the above embodiment, an example in which the rocker 10, the roof side rail 30, and the front floor cross member 32 are reinforced with the beads 28 has been described. However, the beads 28 arranged along the compressive stress generated by the torsional input are other than these. The present invention can also be applied to other vehicle skeleton members.

10 Lockers (skeleton members)
11 Body (vehicle skeleton structure)
20 Center pillar (frame member)
28 Bead (Reinforcement)
30 Roof side rail (frame member)
31 Roof side outer panel (frame member)
32 Front floor cross member (frame member, floor cross member)
34 Rib (Reinforcement)
36 Fiber (Reinforcement)

Claims (12)

One skeleton member formed in a hollow and long shape and one end of the skeleton member in the longitudinal axis direction intermediate portion, and the other skeleton member extending in a direction intersecting the longitudinal axis direction of the one skeleton member A vehicle skeleton structure, wherein the one skeleton member receives a torsional input from the other skeleton member,
A vehicle skeleton structure in which the one skeleton member is provided with a reinforcing portion extending in a direction inclined with respect to a longitudinal axis direction of the one skeleton member and along a direction in which a compressive stress is applied. One of the skeleton members and one end of the one skeleton member in the longitudinal axis direction intermediate portion are coupled to each other, and the other skeleton member is formed in a hollow and elongated shape extending in a direction crossing the longitudinal axis direction of the one skeleton member. A vehicle skeleton structure, wherein the other skeleton member receives a torsional input from the one skeleton member,
The vehicle skeleton structure, wherein the other skeleton member is provided with a reinforcing portion extending in a direction inclined with respect to a longitudinal axis direction of the other skeleton member and along an acting direction of compressive stress.   2. The vehicle skeleton structure according to claim 1, wherein the one skeleton member has at least two ridge lines and a plane portion between the ridge lines, and the reinforcing portion is provided in the plane portion.   3. The vehicle skeleton structure according to claim 2, wherein the other skeleton member has at least two ridge lines and has a plane portion between the ridge lines, and the reinforcing portion is provided on the plane portion.   The vehicle skeleton structure according to claim 1 or 3, wherein the one skeleton member is a vehicle rocker and the other skeleton member is a center pillar of the vehicle.   The reinforcement portion closest to the center pillar provided on the outer surface of the rocker in the vehicle width direction is arranged such that an end portion on the center pillar side is disposed below a coupling portion between the center pillar and the rocker. The vehicle skeleton structure according to claim 5.   The vehicle skeleton structure according to claim 1 or 3, wherein the one skeleton member is a roof side rail of the vehicle, and the other skeleton member is a center pillar of the vehicle.   The vehicle skeleton structure according to claim 2 or 4, wherein the one skeleton member is a vehicle rocker and the other skeleton member is a floor cross member of the vehicle.   The vehicle skeleton structure according to any one of claims 1 to 8, wherein the reinforcing portion is a bead.   The reinforcing portion is formed in a radial direction on both longitudinal sides of the one skeleton member with a joint portion between the one skeleton member and the other skeleton member as a boundary. The vehicle skeleton structure according to any one of 6 and 7.   The vehicle skeleton structure according to claim 1, wherein the reinforcing portion is inclined at 45 ° ± 10 ° with respect to the longitudinal direction of the skeleton member.   The vehicle skeleton structure according to claim 3 or 4, wherein the reinforcing portion is connected to the ridge line.

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