JP5309710B2 - Body structure - Google Patents

Description

  The present invention relates to a vehicle body structure that enhances transmission efficiency of a tensile load between a door and a pillar and suppresses deformation of the vehicle body at the time of a side collision.

  In the case of a four-door type automobile, a front door is provided at the front door opening between the front pillar and the center pillar, and a rear door is provided at the rear door opening between the center pillar and the rear pillar. The front door is supported by the front pillar via a door hinge, and the rear door is supported by the center pillar via the door hinge.

For example, in Patent Document 1, as a structure that disperses a collision load of a vehicle frontal collision, a bulkhead that transmits the frontal collision load to the front door and prevents the front pillar from retreating is provided on the front pillar. The bulkhead has a box shape and is structured to disperse the front collision load applied to the front pillar to the front door by engaging with the front end of the front door at the time of collision.
Japanese Patent No. 3690593

  However, such a conventional vehicle body structure is a structure that transmits a rearward collision load applied to the front pillar to the front door at the time of a frontal collision, and is a structure that can suppress deformation of the door to the vehicle interior side at the time of a side collision. Not.

  The present invention has been made paying attention to such a conventional problem, and an object of the present invention is to provide a vehicle body structure capable of suppressing deformation inward in the vehicle width direction at the time of a side collision.

  The vehicle body structure of the present invention can transmit a tensile load in the vehicle front-rear direction caused by deformation inward in the vehicle width direction during a side collision between the front door and the center pillar and between the center pillar and the rear door. A simple connection structure is provided.

  According to the vehicle body structure of the present invention, the front door and the rear door are respectively engaged with the center pillar at the time of a side collision, and a tensile load is transmitted in the vehicle front-rear direction. Will be.

  Hereinafter, specific embodiments to which the present invention is applied will be described in detail with reference to the drawings.

“First Embodiment”
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. 1 is a side view of the vehicle body structure according to the first embodiment as viewed from the vehicle interior side, FIG. 2 is a perspective view showing a waist reinforcement, FIG. 3 is a cross-sectional view taken along line AA in FIG. 1, and FIG. FIG. 5 is a perspective view of the periphery of the center pillar, FIG. 6 is a sectional view of the first connecting structure provided on the front side of the center pillar, and FIG. 7 is the center pillar. Sectional drawing which shows the 2nd connection structure provided in the back side, FIG. 8 is an expanded sectional view which shows an engagement protrusion as a door side engaging part of the 2nd connection structure provided in the rear side of the center pillar, FIG. 9 is a perspective view showing an engagement hole as a pillar-side engagement portion of the first connection structure provided on the front side of the center pillar, and FIG. 10 is an enlarged cross-sectional view showing the front door periphery in FIG. 11 is an enlarged cross-sectional view showing the periphery of the rear door in FIG. 3, and FIG. It is a sectional view showing a deformed state around the center pillar that.

  First, the outline of the vehicle body structure of this embodiment will be described.

  As shown in FIG. 1, the front door opening 30 defined between the front pillar 1 and the center pillar 2 is provided with a front door 3 that can open and close the front door opening 30, and the center pillar 2 and the rear pillar 4. The rear door opening 50 defined therebetween is provided with a rear door 5 that can freely open and close the rear door opening 50.

As shown in FIG. 1, the front door 3 and the rear door 5 have a structure in which side window glasses 3d and 5d are provided up and down freely from the front door main body 3c and the rear door main body 5c, respectively. At this time, the upper edge portions of the front door main body 3c and the rear door main body 5c become the door waist line W.

  As shown in FIG. 3, the front door main body 3c and the rear door main body 5c have a closed cross-sectional structure including a front door inner 3a and a front door outer 3b, and a rear door inner 5a and a rear door outer 5b, respectively. The front door inner 3a and the rear door inner 5a are respectively provided with a waist reinforcement (reinforcing member) 13 extending from the inner side to the vehicle front-rear direction in the upper part near the door waist line W over substantially the entire width of the doors 3 and 5. , 14 are attached (see FIGS. 1 and 2). Door trims (not shown) are attached to the vehicle interior side of the front door inner 3a and the rear door inner 5a.

  As shown in FIG. 3, the front end of the front door 3 is rotatably attached to the front pillar 1 via a door hinge 7, and the rear end thereof is centered via a door latch device 25 (see FIG. 1). The closed state is maintained by engaging the pillar 2.

  Also, as shown in FIG. 3, the rear end of the rear door 5 is rotatably attached to the center pillar 2 via the door hinge 8, and the rear end thereof is connected to the door latch device 26 (see FIG. 1). By engaging the rear pillar 4, the closed state is maintained. For example, the door latch device 25 of the front door 3 includes a latch (not shown) provided at the rear end portion of the front door 3 and a striker (not shown) provided on the center pillar 2 and engaged with the latch. The door latch device 26 of the rear door 5 includes a latch (not shown) provided at the rear end portion of the rear door 5 and a striker (not shown) provided on the rear pillar 4 and engaged with the latch. The

Next, the schematic structure of the pillars 1, 2, and 4 will be described.

  As shown in FIG. 3, the front pillar 1, the center pillar 2, and the rear pillar 4 basically have a closed cross-sectional structure in which an inner panel on the vehicle interior and an outer panel on the vehicle exterior are combined. It is configured as follows.

  As shown in FIG. 3, the center pillar 2 is configured as a closed cross-sectional structure in which a center pillar inner 2a having a substantially U-shaped cross section on the vehicle interior side and a center pillar outer 2b having a substantially U-shaped cross section on the outer side of the vehicle interior are combined. Has been. The front and rear of the center pillar inner 2a and the center pillar outer 2b protrude as flat flanges 2fa and 2fb, respectively, and the front flange 2fa and the rear flange 2fb are joined to each other.

  As shown in FIG. 3, the front pillar 1 has a closed cross-sectional structure in which a front pillar inner 1 a having a substantially U-shaped cross section on the inner side in the vehicle width direction and a front pillar outer 1 b having a substantially U-shaped cross section on the outer side in the vehicle width direction are combined. It is configured as. The rear end portions of the front pillar inner 1a and the front pillar outer 1b protrude as a flat flange 1f, and the flanges 1f of the front pillar inner 1a and the front pillar outer 1b are joined to each other.

  As shown in FIG. 3, the rear pillar 4 is configured as a closed cross-section structure in which a rear pillar inner 4a having a substantially U-shaped cross section on the inner side in the vehicle width direction and a rear pillar outer 4b having a substantially U-shaped cross section on the outer side in the vehicle width direction are combined. ing. Flat flanges 4f project from the front end portions of the rear pillar inner 4a and the rear pillar outer 4b, and the flanges 4f are joined to each other.

Next, a connection structure as a main feature point of the present embodiment will be described. In the present embodiment, the first connecting structure (11a, 11b) is provided between the front end portion of the center pillar 2 and the rear end portion of the front door 3 in order to suppress deformation in the vehicle width direction at the time of a vehicle side collision. 15a), a second connecting structure (11b, 16a) is provided between the rear end of the center pillar 2 and the front end of the rear door 5, and the rear end of the front pillar 1 and the front door 3 A third connection structure (9a, 19a) is provided between the front end portion, and a fourth connection structure (12a, 20a) is provided between the front end portion of the rear pillar 4 and the rear end portion of the rear door 5. It has been.

  Hereinafter, each connection structure will be described.

First Connection Structure and Second Connection Structure As shown in FIG. 3, a hook panel 11 is joined to the center pillar 2. The hook panel 11 is provided at the same height as the waist reinforcements 13 and 14 of the doors 3 and 5 and is disposed so as to connect the waist reinforcements 13 and 14 (see FIG. 1). The hook panel 11 is configured by a flat plate extending straight in the vehicle front-rear direction, and an intermediate portion thereof is housed in the center pillar 2, while a front end portion 11 c and a rear end portion 11 d thereof are outside the center pillar 2. Is exposed.

  At this time, the hook panel 11 is joined to the center pillar 2 in a state where the root portions of the projecting front end portion 11c and the projecting rear end portion 11d are sandwiched between the front and rear flanges 2fa and 2fb of the center pillar 2, respectively. The mounting strength of the protruding end portions 11c and 11d is increased.

  An engagement hole 11a having a long hole shape is formed in the protruding front end portion 11c of the hook panel 11 in the vertical direction (see FIG. 9), and this engagement hole 11a is the “first connection structure of the present invention”. It becomes a “pillar side engaging portion”.

  Also, the protruding rear end portion 11d of the hook panel 11 is formed with a long hole-like engagement hole 11b in the vertical direction (see FIG. 9), and this engagement hole 11b is the “second coupling” of the present invention. It becomes the “pillar side engaging portion of the structure”. Note that a notch 27 is formed in a part of the flange 2fa, 2fb of the center pillar 2 at a position corresponding to the engagement holes 11a, 11b of the hook panel 11 (see FIG. 9).

  As shown in FIG. 3, the rear end portion of the front door 3 is made of metal at a position facing the engagement hole 11 a (the pillar-side engagement portion of the first connection structure) of the front end of the center pillar 2. A hook body 15 is attached, and at the position facing the engagement hole 11b at the rear end of the center pillar 2 (the pillar side engagement portion of the second connecting structure), a metal end is formed at the front end portion of the rear door 5. A hook body 16 is attached.

  As shown in FIG. 3, the hook body 15 provided at the rear end portion of the front door 3 is fixed to the front door inner 3 a by screws 18 using a back panel 17 applied from the back side together with the waist reinforcement 13. (See FIGS. 4 and 6). The hook body 15 includes an engagement protrusion 15a protruding toward the vehicle interior side, and the engagement protrusion 15a is inserted into the engagement hole 11a at the front end of the center pillar 2 when the front door 3 is closed. ing.

  On the other hand, the hook body 16 provided at the front end portion of the rear door 5 is fixed to the rear door inner 5a by screws 18 using a back panel 17 applied from the back side together with the waist reinforcement 14, as shown in FIG. (See FIGS. 4 and 7). The hook body 16 includes an engagement protrusion 16a that protrudes toward the vehicle interior side, and the engagement protrusion 16a is inserted into the engagement hole 11b at the rear portion of the center pillar 2 when the rear door 5 is closed. .

  Thus, the engagement protrusion 15a at the rear end portion of the front door 3 is inserted into the engagement hole 11a at the front end portion of the center pillar 2, and the engagement protrusion 16a at the front end portion of the rear door 5 is inserted into the rear end portion of the center pillar 2. As shown in FIG. 12, the front door 3, the center pillar 2, and the rear door 5 are deformed toward the vehicle interior side in the event of a vehicle side collision as shown in FIG. And the rear door 5 are relatively deformed in the direction away from each other in the vehicle front-rear direction, the engagement protrusion 15a of the front door 3 is caught by the peripheral edge of the engagement hole 11a of the center pillar 2 and the engagement protrusion of the rear door 5 The front door 3, the center pillar 2, and the rear door 5 are prevented from being separated in the vehicle front-rear direction by 16 a being caught on the periphery of the engagement hole 11 b of the center pillar 2. Is, the front door 3, the center pillar 2, so that the rear door 5 is prevented that continue to further deformed into the vehicle interior side.

  That is, the engagement protrusion 15a at the rear end portion of the front door 3 (the door-side engagement portion of the first connection structure) and the engagement hole 11a of the front end portion of the center pillar 2 (the pillar-side engagement of the first connection structure). Part) constitutes a “first connection structure” that is connected at the time of a vehicle side collision and transmits a tensile load along the vehicle longitudinal direction. Further, an engagement protrusion 16a (door-side engagement portion of the second connection structure) at the front end portion of the rear door 5 and an engagement hole 11b (pillar-side engagement of the second connection structure) at the rear end portion of the center pillar 2 are provided. Part) constitutes a “second connection structure” that is connected at the time of a vehicle side collision and transmits a tensile load along the vehicle longitudinal direction.

Third Connection Structure As shown in FIGS. 3 and 10, a hook panel 9 is joined to the front pillar 1. The hook panel 9 is disposed at the same height as the waist reinforcement 13 of the front door 3 (see FIG. 1), and is configured by a substantially flat plate member extending along the vehicle front-rear direction. A front portion 9 b of the hook panel 9 is attached to the front pillar inner 1 a in the front pillar 1, and a rear portion 9 c of the hook panel 9 projects out of the front pillar 1 from a flange 1 f at the rear end of the front pillar 1. At this time, since the hook panel 9 is joined to the front pillar 1 while being sandwiched between both flanges 1f of the front pillar 1, the mounting strength to the front pillar 1 is high.

  In addition, a rigid pipe-like steering member 10 extending in the vehicle width direction is coupled to the inner surface of the front pillar 1 via a mounting bracket 10a. The mounting bracket 10a is provided along the front pillar inner 1a. A part of the mounting bracket 10a extends rearward and is superposed on the protruding rear portion 9c of the hook panel 9 from the vehicle interior side. Therefore, the rigidity of the protruding rear portion 9c of the hook panel 9 is also increased.

  The protruding rear portion 9c of the hook panel 9 is formed with an engagement hole 9a having a long hole shape in the vertical direction, and the engagement hole 9a is the “pillar side engagement portion of the third connection structure” of the present invention. It becomes. An elongated engagement hole is formed in the extension portion of the mounting bracket 10 a superimposed on the protruding rear portion 9 c of the hook panel 9 so as to match the engagement hole 9 a of the hook panel 9.

  As shown in FIG. 3, a metal hook body 19 is attached to the front end portion of the front door 3 at a position facing the engagement hole 9 a at the rear end of the front pillar 1. As shown in FIG. 3, the hook body 19 is fixed to the front door inner 3 a by screws 18 using a back panel 17 applied from the back side together with the waist reinforcement 13. The hook body 19 includes an engagement protrusion 19a that protrudes toward the vehicle interior side. The engagement protrusion 19a is formed in the engagement hole 9a at the rear end of the front pillar 1 when the front door 3 is closed. Inserted.

  Therefore, the engagement hole 9a at the rear end portion of the front pillar 1 (pillar side engagement portion of the third connection structure) and the engagement protrusion 19a at the front end portion of the front door 3 (door side engagement of the third connection structure). Part) constitutes a “third connection structure” and exhibits the same effect as the second connection structure.

Fourth Connection Structure As shown in FIGS. 3 and 11, a hook panel 12 is joined to the rear pillar 4. The hook panel 12 is disposed at the same height as the waist reinforcement 14 of the rear door 5 (see FIG. 1), and is constituted by a substantially flat plate member extending along the vehicle front-rear direction. The rear portion 12 b of the hook panel 12 is attached along the rear pillar inner 4 a in the rear pillar 4, and a front portion 12 c of the hook panel 12 projects out of the rear pillar 4 from a flange 4 f at the front end of the rear pillar 4.

  At this time, since the hook panel 12 is joined to the rear pillar 4 while being sandwiched between both flanges 4f of the rear pillar 4, the mounting strength to the rear pillar 4 is high. In the rear pillar 4, a rear pillar reinforcement 4 d is attached to the rear pillar inner 4 a via the hook panel 12, and the attachment strength of the hook panel 12 to the rear pillar 4 is high.

  The protrusion front portion 12c of the hook panel 12 is formed with an engagement hole 12a having a long hole shape in the vertical direction, and the engagement hole 12a corresponds to the “pillar side engagement portion of the fourth connection structure” of the present invention. "

  3 and 11, a metal hook is attached to the rear end portion of the rear door 5 corresponding to the engagement hole 12a (the pillar-side engagement portion of the fourth coupling structure) at the tip of the rear pillar 4. A body 20 is attached. As shown in FIGS. 3 and 11, the hook body 20 is fixed to the rear door inner 5 a by screws 18 using a back panel 17 applied from the back side together with the waist reinforcement 14. The hook body 20 includes an engagement protrusion 20 a that protrudes toward the vehicle interior side. The engagement protrusion 20 a is inserted into the engagement hole 12 a at the front end of the rear pillar 4 when the rear door 5 is closed.

  Therefore, the engagement hole 12a (door side engagement portion of the fourth connection structure) at the front end portion of the rear pillar 4 and the engagement protrusion 20a (door side engagement portion of the fourth connection structure) at the front end portion of the rear door 5 Thus, the “fourth connection structure” is formed, and the operational effects are exhibited in substantially the same manner as the first connection structure.

Next, the features of the shape of the engagement protrusion of this embodiment will be described. The front-side engagement protrusion 19a and the rear-side engagement protrusion 15a of the front door 3 are as shown in FIG. The shape gradually increases in thickness toward the base end, and extends along arc trajectories T1 and T2 having radii R1 and R2 around the door hinge 7 of the front door 3, respectively. For this reason, the engagement protrusions 19a and 15a have a relationship of entering and exiting the engagement holes 9a and 11a along the arc trajectories T1 and 2, so that the front and rear widths of the engagement holes 9a and 11a can be set sufficiently small. Thus, it is possible to improve the appearance and the strength at the same time.

  Further, as shown in FIG. 11, the front-side engagement protrusion 16a and the rear-side engagement protrusion 20a of the rear door 5 also have shapes that gradually increase in thickness from the front end toward the base end, respectively. 5 has a curved shape along the circular arc trajectories T1 and T2 of the radii R1 and R2 with the door hinge 8 as the center, so that the width of the engagement holes 11b and 12a can be set sufficiently small. The appearance can be improved and the strength can be improved at the same time.

  Next, the operation will be described.

  The engaging projections 15a, 16a, 19a, 20a and the engaging holes 9a, 11a, 11b, 12a are formed in a curved state that matches the arc trajectories T1, T2 with the door hinges 7, 8 as the center as described above. Therefore, even if the front and rear widths of the engagement holes 9a, 11a, 11b, and 12a are small, it does not hinder the opening and closing of the front door 3 and the rear door 5. And in a door closed state, each engagement protrusion 15a, 16a, 19a, 20a approachs to each engagement hole 9a, 11a, 11b, 12a.

  In this state, as shown in FIG. 12, when a collision load F is applied to the front door 3 and the rear door 5 from the side of the vehicle body, the front door 3 and the rear door 5 are deformed toward the vehicle interior side with the center pillar 2 as the center. And At this time, a tensile load is generated in which the front door 3 and the rear door 5 are separated from the center pillar 2 and are largely deformed toward the vehicle interior side, but the engagement protrusions 15a and 16a of the front door 3 and the rear door 5 are respectively connected to the center pillar 2. In order to engage with the peripheral edges of the front and rear engagement holes 11a and 11b, the tensile load is transmitted back and forth through the center pillar 2 and dispersed, and a reaction force against the tensile load acts to act as a front door 3 and a rear door. Thus, deformation of the vehicle interior 5 toward the vehicle interior side is suppressed. That is, in the vehicle body structure of the present embodiment, deformation toward the vehicle interior side can be suppressed at the time of a side collision.

  Next, the main effects of this embodiment are listed.

  (1) The vehicle body structure of the present embodiment connects the rear end portion of the front door 3 and the center pillar 2 when the front door 3 is closed, and the front door is deformed inward in the vehicle width direction at the time of a vehicle side collision. 1 and the center pillar 2 are connected to the front door 3 and the center pillar 2 in the first connecting structure (in this example, the engaging protrusion 15a and the engaging hole 11a). And the center pillar 2 and the front end of the rear door 5 are connected in the closed state of the rear door 5, and the vehicle front-rear generated between the center pillar 2 and the rear door 5 due to deformation inward in the vehicle width direction at the time of vehicle side collision. A second connecting structure (engagement protrusion 16a, engagement hole 11b in this example) for transmitting a tensile load in the direction between the center pillar 2 and the rear door 5;

  Therefore, the transmission efficiency of the tensile load between the front door 3 and the center pillar 2 and the tensile load between the rear door 5 and the center pillar 2 is improved, and the front door 3 and the rear door 5 are moved to the vehicle interior side at the time of a side collision. Can be suppressed.

  Incidentally, the connecting structures 15a and 11a of the front door 3 and the center pillar 2 and the connecting structures 16a and 11b of the rear door 5 and the center pillar 2 are compressed not only in the tensile load but also in the front-rear direction in the case of a frontal collision of the vehicle. It is also possible to transmit and disperse the load, and to suppress the crushing deformation in the longitudinal direction of the vehicle body.

  (2) Further, in the present embodiment, the front side connecting structures 15a and 11a and the rear side connecting structures 16a and 11b of the center pillar 2 (that is, the first connecting structures 15a and 11a and the second connecting structures 16a, 11b) are provided at positions that interfere with each other in the vehicle width direction and at positions that interfere with each other in the height direction. In other words, the first connection structures 15a and 11a and the second connection structures 16a and 11b are provided at positions that interfere with each other (positions that overlap each other) when viewed from the vehicle front-rear direction.

  Therefore, the relative distance between the front side connecting structures 15a, 11a of the center pillar 2 and the rear side connecting structures 16a, 11b can be reduced, and the transmission efficiency of the tensile load can be further increased.

  (3) Particularly, in the present embodiment, the front side connecting structures 15a and 11a and the rear side connecting structures 16a and 11b of the center pillar 2 are arranged at the same height in the vertical direction and at the same position in the vehicle width direction. . That is, they are arranged in a straight line in the vehicle longitudinal direction (see FIGS. 4 and 5). Therefore, the relative distance between the front side connecting structures 15a and 11a of the center pillar 2 and the rear side connecting structures 16a and 11b can be minimized, and the transmission efficiency of the tensile load can be further increased.

  (4) Further, in the present embodiment, a plate-like shape is sandwiched between the center pillar outer 2b and the center pillar inner 2a constituting the center pillar 2 and its front and rear end portions 11c and 11d protrude forward and backward of the center pillar 2. A member (in this example, the hook panel 11) is provided. The first connecting structures 11a and 15a are provided on the pillar side engaging portion (engagement hole 11a in this example) formed at the projecting front end portion 11c of the plate-like member 11 and the pillar side engagement of the front door 3. And a door side engaging portion (engagement protrusion 15a in this example) provided at a position corresponding to the portion 11a. Further, the second coupling structures 11b and 16a include a pillar-side engagement portion (engagement hole 11b in this example) formed at the protruding rear end portion 11d of the plate-like member 11 and the pillar-side engagement of the rear door 5. The door side engaging part (in this example, engaging protrusion 16a) provided in the position corresponding to the joint part 11b is comprised.

  Therefore, since the front door 3 and the rear door 5 are directly connected via the single plate-like member 11, if the front door 3 and the rear door 5 try to move in a direction away from each other, Since the connecting structure functions so as to prevent this, it is possible to minimize the deformation of the doors 3 and 5 including the center pillar 2 toward the inside of the vehicle.

  (5) In the present embodiment, in the center pillar 2, since the single plate-like member 11 is simply sandwiched between the center pillar inner 2a and the center pillar outer 2b, the cross-sectional area of the center pillar 2 does not increase. There is also an advantage that the vehicle interior space is not compressed.

  (6) According to the present embodiment, the plate-like member 11 is joined to the center pillar 2 while being sandwiched between the center pillar inner 2a and the front and rear flanges 2fa and 2fb of the center pillar outer 2b. Therefore, both end portions 11c and 11d of the plate-like member 11 have high rigidity, and the engagement strength between the engagement holes 11a and 11b formed in the both end portions 11c and 11d and the engagement protrusions 15a and 16a is high. Thus, the transmission efficiency of the tensile load can be further increased.

  (7) Moreover, in this embodiment, the pillar side engaging part is comprised as the engaging holes 11a and 1b opened to the plate-shaped member 11, and the door side engaging part protrudes from the doors 3 and 5, and the door 3, 5 is configured as engagement protrusions 15a and 16a inserted into the engagement holes 11a and 11b of the plate-like member 11 in the closed state. Therefore, the structure of the pillar side engaging portions 11a and 11b and the door side engaging portions 15a and 16a is simplified, and the manufacturing cost can be reduced.

  (8) In the present embodiment, the engagement protrusion 15a of the front door 3 has a curved shape along an arc locus centering on the door hinge 7 of the front door 3, and the engagement protrusion 16a of the rear door 5 is The rear door 5 has a curved shape along an arc locus centering on the door hinge 7. Therefore, the width of the engagement holes 11a and 11b through which the engagement protrusions 15a and 16a enter and exit can be reduced. As a result, the appearance can be improved and the rigidity can be improved.

  (9) According to the present embodiment, the engagement holes 11a and 11b are formed in an arc shape along the arc locus of the engagement protrusions 15a and 16a as shown in FIG. Therefore, since the engagement holes 11a and 11b are set to have a sufficiently small width with respect to the engagement protrusions 15a and 16a, the backlash in the front-rear direction is small, and the tensile load at the side collision and the compression load at the front collision are reduced. It can be transmitted without loss.

  (10) Further, according to the present embodiment, since the thickness of the engaging protrusions 15a and 16a gradually increases from the tip to the base end, in the case of a side collision, as shown in FIG. The front door 3 and the rear door 5 are pressed toward the center pillar 2 from F, and the engagement protrusions 15a, 16a are engaged deeply into the engagement holes 11a, 11b. become.

  (11) Further, according to the present embodiment, the connection structure between the engagement protrusions 15a, 16b and the engagement holes 11a, 11b before and after the center pillar 2 is provided at a height close to the door waistline W. For example, it is possible to cope with a case where the action point of the collision load F becomes high due to a side collision with a vehicle having a high vehicle height such as SUV.

  (12) Further, according to the present embodiment, the engaging protrusions 15a and 16a of the front door 3 and the rear door 5 include the reinforcing waist reinforcements 13 and 14, respectively. , 16a has a high mounting strength and contributes to an improvement in tensile load transmission performance.

  (13) Further, according to the present embodiment, the front pillar 1 and the front door 3 have the third connection structure (in this example, the engagement protrusion 19a as the door side engagement portion and the engagement as the pillar side engagement portion). The joint hole 9a) is connected in substantially the same manner as the above-described second connection structure (engagement protrusion 16a, engagement hole 11b). Therefore, the transmission efficiency of the tensile load between the front pillar 1 and the front door 3 is improved, and the deformation of the front door 3 toward the vehicle interior side can be further reliably suppressed.

  (14) Further, according to the present embodiment, the rear door 5 and the rear pillar 4 have a fourth connection structure (in this example, the engagement protrusion 20a as the door side engagement portion and the engagement hole as the pillar side engagement portion). 12a) is connected in substantially the same manner as the above-described first connection structure (engagement protrusion 15a, engagement hole 11a). Therefore, the transmission efficiency of the tensile load between the rear door 5 and the rear pillar 4 is also improved, and the deformation of the rear door 5 toward the vehicle interior side can be further reliably suppressed.

  (15) According to the present embodiment, the first connecting structures 15a and 11a, the second connecting structures 16a and 11b, the third connecting structures 19a and 9a, and the fourth connecting structures 20a and 12a are arranged in the vehicle front-rear direction. (See FIGS. 1 and 3). Therefore, the tensile load transmission structure is formed in a single continuous belt, and the tensile load is transmitted across the front pillar 1, front door 3, center pillar 2, rear door 5, rear pillar 4, and the collision load is efficiently generated. Can be dispersed.

  (16) Moreover, according to this embodiment, the door side engaging part (engagement protrusion 19a, engagement protrusion 15a) provided in the front door 3 is attached to the front door 3 with the waist reinforcement 13 as a reinforcement member. The door-side engagement portions (engagement protrusions 16a and engagement protrusions 20a) provided on the rear door 5 are attached to the rear door 5 together with the waist reinforcement 14 as a reinforcing member. Therefore, the attachment strength of the door side engaging portions 19a, 15a, 16a, and 20a is improved, and the transmission efficiency of the tensile load in the connection structure is further improved.

  (17) According to the present embodiment, the attachment portion 9b of the pillar side engagement portion 9a at the rear end of the front pillar 1 is attached to the front pillar inner 1a of the front pillar 1 together with the steering member attachment bracket 10a. The mounting portion 12b of the pillar side engaging portion 12a at the front end of the rear pillar 4 is attached to the rear pillar inner 4a together with the reinforcing member (rear pillar reinforcement 4d) attached in the rear pillar 4.

  Therefore, the rigidity at the attachment location of the pillar-side engagement portion 9a to the front pillar 1 and the attachment location of the pillar-side engagement portion 12a to the rear pillar 4 is increased, and is therefore received by the front door 3, the center pillar 2, and the rear door 5. The side collision load can be more reliably released back and forth through the front pillar 1 and the rear pillar 4, and the tensile load transmission efficiency can be improved.

  As described above, according to the first embodiment, deformation of the front door 3 and the rear door 5 toward the vehicle interior side can be suppressed by releasing the side collision load in the vehicle front-rear direction.

“Second Embodiment”
Next, a second embodiment of the present invention will be described. FIG. 13 is an enlarged cross-sectional view showing the engagement protrusions of the front door front end and the rear door front end showing the second embodiment. In addition, this embodiment is provided with the component similar to previous embodiment. Therefore, the same constituent elements are denoted by common reference numerals, and redundant description is omitted.

  As shown in the first embodiment, of the four engaging protrusions, the front engaging protrusion 19a of the front door 3 and the engaging protrusion 16a of the rear door are close to the door hinges 7 and 8, and the door hinges 7, 8 The engagement protrusions 19a and 16a are often formed along the arcs T1 and T1 with the door hinges 7 and 8 as the center, and projecting obliquely forward. (See FIG. 3). The engagement protrusions 19a and 16a that are greatly inclined as described above tend to be easily removed from the engagement holes 9a and 11b when a tensile load is applied in the front-rear direction at the time of a vehicle side collision.

  Therefore, in the second embodiment, as shown in FIG. 13, a plurality of engagement teeth (uneven shape) 21 are formed on the back surfaces of the engagement protrusions 19 a and 16 a on the front side of the doors 3 and 5.

  Therefore, when the front door 3 tries to separate backward from the front pillar 1 due to a side collision of the vehicle body, the engaging teeth 21 of the front engaging protrusion 19a of the front door 3 are caught on the peripheral edge of the engaging hole 9a of the front pillar 1. The engagement protrusion 19a is prevented from being detached from the engagement hole 9a, and when the rear door 5 tries to separate backward from the center pillar 2, the engagement protrusion 16a on the front side of the rear door 5 is engaged. Since the teeth 21 are hooked and engaged with the peripheral edge of the engagement hole 11b of the center pillar 2, the engagement protrusion 16a is prevented from being detached from the engagement hole 11b.

  Thereby, the transmission efficiency of the tensile load between the front pillar 1 and the front door 3 and between the center pillar 2 and the rear door 5 is further improved.

  In the first and second embodiments described above, the engagement protrusions 15a, 16a, 19a, and 20a are provided on the door side, and the engagement holes 9a, 11a, 11b, and 12a are provided on the pillar side. Further, the engagement protrusion may be provided on the pillar side, and the engagement hole may be provided on the door side. The following third embodiment is an example.

“Third Embodiment”
Next, a third embodiment of the present invention will be described. FIG. 14 is a sectional view showing the periphery of the center pillar according to the third embodiment, and FIG. 15 is a perspective view showing the periphery of the center pillar. In addition, this embodiment is also provided with the same component as previous embodiment. Therefore, the same constituent elements are denoted by common reference numerals, and redundant description is omitted.

  The third embodiment is an example in which the engagement relationship between the pillar-side engagement portion and the door-side engagement portion in the center pillar 2 is reversed from that of the first and second embodiments, and is formed before and after the center pillar 2. The pillar side engaging portions are configured as engaging protrusions 22a and 22b, and the door side engaging portions formed on the front door 3 and the rear door are configured as engaging holes 23a and 24a.

  In other words, the flat hook panel 22 sandwiched between the center pillars 2 is formed with engaging protrusions 22a and 22b (pillar side engaging portions) at the front and rear projecting ends, and the front door 3 and the rear door. Engagement holes 23a and 24a for receiving the engaging protrusions 22a and 22b are formed in the hook bodies 23 and 24 attached to the motor 5. Note that the engagement protrusions 22a and 22b and the engagement holes 23a and 24a all have curved shapes that match the arc trajectories T1 and T2.

  Also in the third embodiment, the tensile load transmission efficiency between the front door 3 and the rear door 5 and the center pillar 2 is improved by the engagement between the engagement protrusions 22a and 22b and the engagement holes 23a and 24a. Thus, it is possible to reliably suppress the deformation of the front door 3 and the rear door 5 toward the vehicle interior at the time of a side collision.

  As described above, as described in the first to third embodiments, in the present invention, the connecting structure provided between the door and the pillar suppresses deformation inward in the vehicle width direction at the time of a side collision. Can do.

  In addition, although the above embodiment is a specific form to which this invention is applied, this invention is not restrict | limited to embodiment mentioned above.

The side view seen from the vehicle interior side which shows the vehicle body structure of 1st Embodiment. The perspective view which shows a waist reinforcement. AA sectional drawing in FIG. The expanded sectional view which expands and shows the center pillar periphery in FIG. The perspective view around a center pillar. Sectional drawing which shows the 1st connection structure provided in the front side of the center pillar. Sectional drawing which shows the 2nd connection structure provided in the rear side of the center pillar. The expanded sectional view which shows an engaging protrusion as a door side engaging part of a 2nd connection structure The perspective view which shows the engagement hole as a pillar side engaging part of the 1st connection structure provided in the front side of the center pillar. The expanded sectional view which expands and shows the front door periphery in FIG. The expanded sectional view which expands and shows the rear door periphery in FIG. Sectional drawing which shows the deformation | transformation state of the center pillar periphery at the time of a side collision. The expanded sectional view which shows the engagement protrusion of the door front side of 2nd Embodiment. Sectional drawing which shows the center pillar periphery of 3rd Embodiment. The perspective view which shows the center pillar periphery of 3rd Embodiment.

Explanation of symbols

1 Front Pillar 2 Center Pillar 3 Front Door 4 Rear Pillar 4d Rear Pillar Reinforce (Reinforcement Member)
5 Rear door 7, 8 Door hinge 9 Hook panel 11 Hook panel (plate-like member)
12 hook panel 9a engagement hole (pillar side engagement portion of the third connection structure)
11a engaging hole (pillar side engaging portion of the first connecting structure)
11b engagement hole (pillar side engagement portion of the second connection structure)
12a engaging hole (pillar side engaging portion of the fourth connecting structure)
10 Steering member 10a Steering member mounting bracket 13, 14 Waist reinforcement (reinforcing member)
15, 16, 19, 20, hook body 15a engaging protrusion (door-side engaging portion of the first connecting structure)
16a Engagement protrusion (door-side engagement portion of second connection structure)
19a Engagement protrusion (door side engagement part of the third connection structure)
20a Engaging protrusion (door-side engaging portion of the fourth connecting structure)
21 Engagement teeth (uneven shape)
22 Hook panel (plate-like member)
22a Engaging protrusion (pillar side engaging portion of the first connecting structure)
22b engaging protrusion (pillar side engaging portion of the second connecting structure)
23, 24 Hook body 23a Engagement hole (door-side engagement portion of first connection structure)
24a engagement hole (door side engagement portion of the second connection structure)
W Door waist line R1, R2 Radius T1, T2 Circular locus F Side impact load

Claims (12)

A front door attached to the front pillar via a door hinge for opening and closing a front door opening defined between the front pillar and the center pillar;
A door latch device for engaging the rear end of the front door and the center pillar in the closed state of the front door to maintain the closed state of the front door;
A rear door that is attached to the center pillar via a door hinge and opens and closes a rear door opening defined between the center pillar and the rear pillar;
A door latch device for engaging the rear end of the rear door and the rear pillar in the closed state of the rear door to maintain the closed state of the rear door;
A vehicle that is connected between the front door and the center pillar when the rear end portion of the front door is connected to the center pillar in a closed state of the front door and is deformed inward in the vehicle width direction at the time of a vehicle side collision. A first connecting structure for transmitting a tensile load in the front-rear direction between the front door and the center pillar;
The center pillar and the front end of the rear door are connected in the closed state of the rear door, and the vehicle is caused in the vehicle front-rear direction generated between the center pillar and the rear door due to deformation inward in the vehicle width direction at the time of a vehicle side collision. A second connecting structure for transmitting a tensile load between the center pillar and the rear door;
A vehicle body structure comprising:
A plate-like member sandwiched between a center pillar outer and a center pillar inner constituting the center pillar and having both front and rear ends projecting forward and backward of the center pillar,
The first connection structure includes a pillar-side engagement portion formed at a protruding front end portion of the plate-like member, and a door-side engagement provided at a position corresponding to the pillar-side engagement portion of the front door. And comprising a part,
The second coupling structure includes a pillar-side engagement portion formed at a protruding rear end portion of the plate-like member, and a door-side engagement provided at a position corresponding to the pillar-side engagement portion of the rear door. And comprising a part,
The vehicle body structure characterized in that the first connection structure and the second connection structure are arranged in a substantially straight line in the vehicle longitudinal direction . The vehicle body structure according to claim 1 ,
The pillar side engaging portion is configured as an engaging hole that opens to the plate-like member,
The door-side engaging portion is projected from the door, the car body structure characterized in that it is configured as an engaging protrusion which is inserted into the engagement hole of the plate-shaped member in the closed state of the door. The vehicle body structure according to claim 1 ,
The door side engaging portion is configured as an engaging hole that opens to the door,
The vehicle body structure characterized in that the pillar-side engaging portion is provided as an engaging protrusion that protrudes from the plate-like member and is inserted into the engaging hole of the door when the door is closed. The vehicle body structure according to claim 2 or 3 ,
The vehicle body structure characterized in that the engaging protrusion has a curved shape along an arc locus centering on a door hinge. The vehicle body structure according to claim 4 ,
The engagement protrusion comes into contact with the peripheral edge of the engagement hole when the pillar and the door try to move away from each other in the vehicle front-rear direction due to deformation inward in the vehicle width direction at the time of a vehicle side collision. A vehicle body structure characterized in that a concave-convex shape is formed to prevent the engagement protrusion from being detached from the engagement hole. The vehicle body structure according to any one of claims 1 to 5 ,
The vehicle body structure characterized in that the first connection structure and the second connection structure are formed at substantially the height of the door waistline of the vehicle body. The vehicle body structure according to any one of claims 1 to 6 ,
The front pillar and the front end of the front door are connected in a closed state of the front door, and a tensile load in the vehicle front-rear direction generated between the front pillar and the front door at the time of a vehicle side collision with these front pillars. A vehicle body structure further comprising a third connection structure for transmission to and from the front door. The vehicle body structure according to any one of claims 1 to 6 ,
When the rear door is closed, the rear end of the rear door is connected to the rear pillar, and a tensile load in the vehicle body front-rear direction generated between the rear door and the rear pillar at the time of a vehicle side collision is generated between the rear door and the rear pillar. A vehicle body structure further comprising a fourth connection structure for transmission. The vehicle body structure according to any one of claims 1 to 6 ,
Connecting the front end of the front door and the front pillar in the closed state before SL front door, these front pillar of the vehicle body tensile load in the longitudinal direction occurring between the front pillar and the front door when the vehicle side collision A third connection structure for transmitting between the front door and the front door;
When the rear door is closed, the rear end of the rear door is connected to the rear pillar, and a tensile load in the vehicle body front-rear direction generated between the rear door and the rear pillar at the time of a vehicle side collision is generated between the rear door and the rear pillar. A fourth connecting structure for transmitting;
Further comprising
The vehicle body structure characterized in that the first, second, third, and fourth connecting structures are arranged in a substantially straight line in the vehicle longitudinal direction. The vehicle body structure according to any one of claims 1 to 9 ,
The door-side engagement portion is attached to the door, together with a reinforcing member that is formed as a separate member from the door inner panel and the door outer panel that constitute the door and extends over substantially the entire width of the door in the front-rear direction. Body structure characterized by that. The vehicle body structure according to claim 7 or 9 ,
The third coupling structure includes a pillar side engaging portion attached to the front pillar, and a door side engaging portion that is provided on the front door and engages with the pillar side engaging portion when the front door is closed. Configured with
The pillar-side engaging portion is attached to the vehicle body together with the steering member mounting bracket. The vehicle body structure according to claim 8 or 9 ,
The fourth coupling structure includes a pillar side engaging portion attached to the rear pillar, and a door side engaging portion that is provided on the rear door and engages with the pillar side engaging portion when the rear door is closed. Configured
The vehicle body structure, wherein the pillar side engaging portion is attached to the rear pillar together with a reinforcing member attached to the rear pillar and reinforcing the rear pillar.

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