JP2001097247A - Car body floor structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make the stress state of a floor part substantially uniform in the longitudinal direction of a car body at the time of a side impact and to sufficiently absorb energy. SOLUTION: This car body floor structure includes the floor part 3 formed of extruded material, a pillar area part 29 whose position in the longitudinal direction of the car body corresponds to a center pillar 7 disposed in the vertical direction of the side of the car body, a pillar adjacent area part 27 which is adjacent to the pillar area part 29, positioned rather closer to the central part in the longitudinal direction of the car body, and has a higher strength rigidity in the cross direction of the car than the pillar area part 29, and a front area part 25 and a rear area part 31 which are adjacent to the front and rear side in the longitudinal direction of the car body of the pillar adjacent area part 27 and the pillar area part 29 and have a lower strength rigidity in the cross direction of the car than the pillar adjacent area part 27 and the pillar area part 29.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body floor structure under a vehicle body.

[0002]

2. Description of the Related Art As a conventional vehicle body structure of a vehicle body floor portion,
For example, FIG. 14 described in JP-A-9-99870
There are the following. FIG. 14 shows the floor structure 1, which includes a floor portion 3 and side sill portions 5. The floor structure 1 is formed by extruding a light metal such as aluminum or magnesium, and the extruding direction is the vehicle front-rear direction.

According to the vehicle body structure having the floor structure 1, the number of parts can be reduced, the body assembly can be facilitated, and the weight can be reduced.

[0004]

However, since the floor structure 1 formed of the extruded material is formed in a substantially uniform cross section in the vehicle longitudinal direction, the strength distribution is uniform from the front end to the rear end, and When a collision load is applied from the side at the time of the collision, the deformation mode of the side sill portion 5 and the floor portion 3 is centered on the center of the floor structure 1 in the vehicle longitudinal direction regardless of the position of the center pillar (not shown). Bending deformation in the vehicle width direction inside.

In order to absorb sufficient energy even in such a deformation of the floor structure 1, it is necessary to increase the overall thickness to increase the strength. Regardless, there was a problem that weight reduction could not be achieved as expected.

In addition, due to the bending deformation of the floor portion 3, the apparent reaction force of the floor structure 1 is increased below the center pillar, which is displaced from the center in the vehicle longitudinal direction, and the load acting on the center pillar is increased. Because of fear
The large reinforcement of the center pillar and its surroundings is required, and there is a limit in weight reduction from this point.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle body floor structure capable of making the vehicle body deformation mode of the floor at the time of a side collision closer to an ideal one and achieving further weight reduction.

[0008]

According to a first aspect of the present invention, there is provided a pillar region in which a position in a vehicle longitudinal direction corresponds to a center pillar arranged vertically in a vehicle body side portion on a floor portion formed of an extruded material. A pillar adjacent region located adjacent to the pillar region and located at the center in the vehicle longitudinal direction and having higher strength and rigidity in the vehicle width direction than the pillar region; and a vehicle body in the pillar adjacent region and the pillar region The vehicle is characterized by comprising a front area and a rear area adjacent to the front and rear sides in the vehicle width direction at the time of a vehicle side collision and having lower rigidity than the pillar adjacent area and the pillar area. .

According to a second aspect of the present invention, there is provided the vehicle body floor structure according to the first aspect, wherein the front area, the pillar adjacent area, the pillar area, and the rear area are sequentially adjacent from the front in the vehicle longitudinal direction. The strength rigidity of the front region is less than or equal to the strength rigidity of the rear region.

According to a third aspect of the present invention, there is provided the vehicle body floor structure according to the first or second aspect, wherein the extruded material forming the floor portion is plate-shaped.

According to a fourth aspect of the present invention, there is provided the vehicle body floor structure according to the first or second aspect, wherein the extruded material forming the floor portion has a closed cross-sectional structure having an extruded direction in a vehicle longitudinal direction or a vehicle width direction. There is a feature.

According to a fifth aspect of the present invention, there is provided the vehicle body floor structure according to the fourth aspect, wherein the extruded material forming the floor portion is composed of a plurality of regions divided in the vehicle width direction. .

According to a sixth aspect of the present invention, in the vehicle body floor structure according to any one of the third to fifth aspects, the floor portion has the thickest portion adjacent to the pillar and the thinner portion than the pillar portion. The thickness of the front and rear region portions is set to be the thinnest.

According to a seventh aspect of the present invention, there is provided the vehicle body floor structure according to the sixth aspect, wherein the thickness of the floor portion is gradually reduced toward the center in the vehicle width direction.

According to an eighth aspect of the present invention, there is provided the vehicle body floor structure according to the sixth aspect, wherein the thickness of the floor portion gradually increases toward the center in the vehicle width direction.

According to a ninth aspect of the present invention, the front and rear edges of the floor portion formed of the extruded material are connected to the dash lower and the rear floor via a flange connection to the connection member.

[0017]

According to the first aspect of the present invention, when a collision load is input to the floor during a vehicle side collision, the largest load is transmitted to the floor before and after the pillar due to the side collision.
In the main subject, as described above, the strength and stiffness of the area adjacent to the pillar are the largest, and then the pillar area is set high, so that the strength and stiffness balance corresponding to the input is secured, so that the center of the floor in the longitudinal direction of the vehicle body It is possible to suppress the concentration of stress on the portion, and it is possible to substantially average the stress on the floor portion in the longitudinal direction of the vehicle body. In addition, since the strength rigidity in the vehicle width direction of the pillar region portion is set to be lower than the strength rigidity in the vehicle width direction of the pillar adjacent region portion in the center portion in the vehicle longitudinal direction, the deformation of the pillar adjacent region portion takes precedence. Therefore, the apparent reaction force in the pillar region does not become relatively high, and the reaction force characteristics of the floor portion at the time of a side collision can be substantially averaged in the vehicle longitudinal direction. Therefore, at the time of a vehicle side collision, the collision energy can be surely and sufficiently absorbed by the deformation which is substantially averaged over substantially the whole of the floor portion in the longitudinal direction of the vehicle body.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, since the strength rigidity of the front region is less than the strength rigidity of the rear region, the pillar having the collision load near the rear region is provided. When input from the region, the reaction force can be substantially averaged between the front region and the rear region, and the collision energy can be further reduced by substantially averaged deformation of substantially the entire floor in the longitudinal direction of the vehicle body. It can be reliably and sufficiently absorbed.

According to the third aspect of the invention, in addition to the effects of the first or second aspect, the floor portion can be easily formed by a plate-like extruded material, and the weight can be reduced.

According to the fourth aspect of the present invention, in addition to the effects of the first or second aspect of the present invention, by forming the floor portion with an extruded material having a closed cross-sectional structure, the amount of energy absorption can be further increased.

According to the fifth aspect of the present invention, in addition to the effect of the fourth aspect of the present invention, the floor portion is formed by an extruded member composed of a plurality of portions divided in the vehicle width direction, so that the reaction force characteristic of the floor portion is improved. Setting can be performed more easily.

According to the sixth aspect of the present invention, in addition to the effects of any one of the third to fifth aspects, the reaction force characteristic at the time of side collision between the pillar adjacent area, the pillar area, and the front and rear area is ensured. The averaging can be performed, and the collision energy can be more reliably and sufficiently absorbed.

According to the seventh aspect of the present invention, in addition to the effect of the sixth aspect of the present invention, the wall thickness is gradually reduced toward the center in the vehicle width direction, so that sufficient energy absorption characteristics can be obtained while promoting weight reduction. be able to.

According to the eighth aspect of the invention, in addition to the effect of the sixth aspect of the invention, the wall thickness is gradually increased toward the center in the vehicle width direction, so that sufficient energy absorption characteristics can be obtained while reducing the weight. Can be.

According to the ninth aspect of the present invention, the front and rear edges of the floor portion are not directly connected to the dash lower and the rear floor, but are connected via a flange connection to the connection member. This facilitates the displacement of the flange joint between the two, and allows the moment acting on the floor to be released, thereby suppressing stress concentration at the center of the floor in the vehicle longitudinal direction and averaging the stress in almost the entire vehicle longitudinal direction. Can be changed. Therefore, at the time of a vehicle side collision, energy absorption can be reliably and sufficiently performed by the average deformation of substantially the entire floor portion in the front-rear direction of the vehicle body.

[0026]

(First Embodiment) FIGS. 1 and 2 show a first embodiment of the present invention. FIG. 1 is an overall perspective view, and FIG. 2 is a perspective view of a main part. Floor structure 1
Has a front end connected to the dash lower 7 ′ and a rear end connected to the rear floor 7. Side sill inners 9 are connected to both sides of the floor structure 1 in the vehicle width direction, and side sill outers 13 of the body side structure 11 are connected to the side sill inners 9. In the body side structure 11,
A front pillar 15, a center pillar 17, a roof side rail 19 and the like are provided.

As shown in FIG. 2, the floor structure 1 includes a tunnel portion 21 disposed at the center in the vehicle width direction and a floor portion 23 connected to both left and right sides thereof. The tunnel portion 21 and the floor portion 23 are made of an aluminum alloy,
It is formed of a light metal extruded material such as a magnesium alloy.

The pushing direction of the tunnel portion 21 is the longitudinal direction of the vehicle body. The pushing direction of the floor 23 is
It is in the vehicle width direction. The left and right floor portions 23 have the same structure, and the left floor portion 23 will be described as a representative.

The floor section 23 is formed in a plate shape, and has a front area section 25, a pillar adjacent area section 27, and a pillar area section 2.
9 and a rear region 31. Front area 2
5, the pillar adjacent area 27, the pillar area 29, and the rear area 31 are arranged in this embodiment so as to be adjacent to each other in this order from the front in the vehicle front-rear direction.

The pillar region 29 is arranged so that the position in the front-rear direction of the vehicle body corresponds to the center pillar 17 arranged vertically in the vehicle body side. The pillar adjacent region 27 is adjacent to the pillar region 29 and is located at the center in the vehicle longitudinal direction. In the present embodiment, the pillar adjacent area 27 is set in a range including the center in the vehicle longitudinal direction, but is located slightly forward. The pillar adjacent region 27 has higher strength and rigidity than the pillar region 29, and the reaction force in the vehicle width direction at the time of a vehicle side collision is set higher than the pillar region 29.

The front region 25 and the rear region 31
Are arranged adjacent to the front and rear sides of the pillar adjacent region 27 and the pillar region 29 in the vehicle longitudinal direction, and are set to have lower strength and rigidity than the pillar adjacent region 27 and the pillar region 29. Therefore, the front region 25 and the rear region 31
The reaction force in the vehicle width direction at the time of a vehicle side collision is set to be lower than that of the pillar adjacent region 27 and the pillar region 29. The strength rigidity of the front region 25 and the strength rigidity of the rear region 31 are set substantially equal. However, the strength rigidity of the front region 25 may be set smaller than the strength rigidity of the rear region 31.

The setting of the strength and rigidity of the front region 25, the pillar adjacent region 27, the pillar region 29, and the rear region 31 is performed by changing the wall thickness in the present embodiment. That is, the thickness of the pillar adjacent region 27 is the thickest, and the pillar region 29 is the next thickest. The front region 25 and the rear region 31 are set to be thinner than the thickness of the pillar adjacent region 27 and the pillar region 29. The thickness of the front region 25 is formed so as to gradually decrease toward the front of the vehicle body, and the thickness of the front end side is set to be smaller than the thickness of the rear region 31. However, the average thickness of the front region 25 is equal to the thickness of the rear region 31.

The front area 25 and the pillar adjacent area 2
7, between the pillar adjacent region 27 and the pillar region 29, and between the pillar region 29 and the rear region 31.
The slopes 33, 35, and 37 are formed, respectively, so that the cross section does not change rapidly and stress concentration is avoided. The inside of the floor portion 23 in the vehicle width direction is connected to the lower surface of the flange portion 21a of the tunnel portion 21 by laser welding or the like.

Here, the state of the load stress at the time of a vehicle side collision will be described with reference to FIGS. First, the force acting on the floor portion 23 from the beginning at the time of a vehicle side collision is changed from a door (not shown) (not shown) to the side sill 9, as shown in FIGS.
13 through substantially the entire length of the floor portion 23 in the longitudinal direction of the vehicle body.
Acts as 1 and so on. The stress distribution is uniform in the longitudinal direction of the vehicle body as indicated by the hatched area, and P1, P in the vehicle width direction.
It is uniform in the areas of P2 and P3. At this time, the floor portion 23 has a structure similar to that of the rigid frame connection because the front end is connected to the dash lower (not shown) and the rear end is connected to the rear floor 7. It is the place where concentration tends to occur and the strength and rigidity are most severe.

However, in the present embodiment, the plate thickness of the pillar adjacent region 27 including the center P in the vehicle longitudinal direction is the thickest, and then the plate thickness of the pillar region 29 is thickest. The front region 25 and the rear region 31 are relatively thin. That is, since the strength and rigidity are set so as to increase as the distance from the front and rear end supporting portions increases, the reaction force characteristics with respect to the load f1 are substantially uniform in the vehicle longitudinal direction, and the vehicle longitudinal direction generated in the entire floor portion 3 is increased. By averaging the stresses in the directions, the local deformation at the center P in the longitudinal direction of the vehicle body can be prevented as much as possible, and the relatively averaged deformation can be performed over the entirety.

After the collision, a force acts directly on the center pillar 17 at a timing t = t1 at which the deformation of the door outer (not shown) ends. Thereby, a force acts on the pillar region 29 through the center pillar 17. This force is a force F that acts locally, unlike the initial load f1 as shown in FIG. That is, due to the stress distribution by F, at t = t1, the point where the strength and rigidity are the strictest at the point Q of the pillar region portion 29. The stress distribution is gradually averaged in the vehicle width direction regions P1, P2, and P3 from the vehicle width direction outer region P3 to the vehicle width direction inner region P1.

If the floor portion 3 has uniform strength and rigidity in cross section with respect to the stress distribution, the front and rear end portions of the floor portion are connected to the dash lower and the rear floor 7 to increase the section modulus and deform. Due to its influence and the connection of the center pillar 17, the floor 3 around the center pillar 17 tends to be hardly deformed. Then, the bending proceeds at the center P point in the front-rear direction of the vehicle body, the apparent reaction force at the peripheral portion where the center pillar is joined increases, and the stress at the center pillar 17 itself increases.

On the other hand, in the present embodiment, as described above, the thickness of the pillar adjacent region 27 including the center P point in the front-rear direction of the vehicle body is maximized to increase the strength and rigidity, suppress breakage, and reduce Next, the thickness of the region 29 is increased.
By increasing the strength and rigidity of the front and rear region portions 25 and 31, the front region portion 25 and the rear region portion 31, which are joined to the dash lower and the rear floor 7 and have a high section modulus, are easily deformed, and the floor portion is increased. The stress generated in the entire vehicle body 23 in the front-rear direction can be made substantially the same. Thereby, it is possible to suppress local increase in stress generated in the entire length direction of the floor portion 23, and to efficiently absorb a large amount of collision energy by deformation that is substantially averaged in the entire length direction.

FIG. 5 is a perspective view of a main part of an embodiment according to a modification of the first embodiment. In the present embodiment,
The thickness of the floor portion 3 is gradually reduced toward the center in the vehicle width direction. Thick pillar adjacent area 2
7. The thickness of the pillar region 29 is gradually reduced so as to be the thickest on the outer side in the vehicle width direction and the thinnest at the portion of the tunnel portion 21 connected to the flange 21a. The thickness of the floor portion 23 at the inner end in the vehicle width direction is equal to the front and rear region portions 25 and 3.
1 and is constant in the vehicle longitudinal direction.

In such a structure, substantially the same operation and effect as in the case of FIG. 2 can be obtained. On the other hand, in the present embodiment, the weight can be further reduced by gradually decreasing the thickness toward the center in the vehicle width direction.

FIG. 6 is a perspective view of a main part showing an embodiment according to still another modification of the first embodiment. In the present embodiment, contrary to the case of FIG. 5, the thickness of the floor portion 23 gradually increases relatively toward the center in the vehicle width direction. That is, the thickness of the floor portion 23 on the outer edge side in the vehicle width direction is the front-rear region portion 2
The thickness is set to be the same as the wall thickness of the vehicle body 5, 31 and is constant in the longitudinal direction of the vehicle body. Then, the pillar adjacent area portion 27,
In the pillar region portion 29, the thickness gradually increases inward in the vehicle width direction, and is the largest at a portion joined to the lower surface of the flange 21a of the tunnel portion 21. As in the above embodiment, the pillar adjacent region 27 has the largest thickness, the pillar region 29 has the next largest thickness, and the front and rear region portions 25 and 31 are thinner than those. .

Accordingly, the present embodiment can also provide substantially the same operation and effect as the embodiment of FIG. or,
The configuration in which the wall thickness gradually increases toward the center in the vehicle width direction can reduce the weight.

In the embodiments shown in FIGS. 5 and 6, the direction in which the floor portion 3 is pushed out is the vehicle width direction, and the thickness is gradually reduced or increased by post-processing cutting or the like. Further, the floor portion 3 may be formed of an extruded material having an extruding direction in the longitudinal direction of the vehicle body, and the thickness may be adjusted by post-processing cutting or the like.

(Second Embodiment) FIG. 7 is a perspective view of a main part according to a second embodiment of the present invention. The components corresponding to those of the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

On the other hand, in this embodiment, the floor 2
Reference numeral 3 denotes a two-member configuration including a uniform plate member 39 and a thickness difference plate member 41. The uniform plate material 39 is formed of an extruded material of a light metal such as an aluminum alloy or a magnesium alloy, and the extruding direction is the longitudinal direction of the vehicle body or the width direction of the vehicle. The difference thickness plate material 41 includes a thick portion 41a and a thin portion 41b, and is similarly formed of a light metal extruded material. The extrusion direction is the vehicle width direction. The difference thickness plate 41 is fixed to the uniform plate 39 by bonding or the like. Thus, the floor portion 3 includes the front region 25, the pillar adjacent region 27, the pillar region 29, and the rear region 31 similarly to the first embodiment.

Therefore, in the present embodiment, the same operation and effect as in the first embodiment can be obtained. On the other hand, in the present embodiment, the stress distribution in the longitudinal direction of the vehicle body can be more accurately uniformed by individually setting the thickness of the uniform plate member 39 and the thickness of the difference thickness plate member 41, and the collision energy can be more reliably and sufficiently reduced. Can be absorbed.

FIG. 8 is a perspective view of an essential part showing an embodiment according to a modification of the second embodiment. In the present embodiment, the thickness of the thickness difference plate member 41 is configured to gradually decrease toward the center in the vehicle width direction. Therefore, the floor portion 3 has a configuration in which the thickness gradually decreases toward the center in the vehicle width direction. Thus, in the present embodiment, it is possible to achieve the operation and effect that combines the operation and effect of the embodiment of FIGS. 7 and 5.

FIG. 9 is a perspective view of a main part showing an embodiment according to another modification of the second embodiment. In the present embodiment, the thickness of the differential thickness plate 41 is gradually increased toward the center in the vehicle width direction. Therefore, the floor portion 23 has a configuration in which the thickness gradually increases toward the center in the vehicle width direction. Thus, in the present embodiment, it is possible to achieve the operation and effect that combines the operation and effect of the embodiment of FIGS.

(Third Embodiment) FIG. 10 shows a third embodiment of the present invention.
FIG. 2 shows a perspective view according to the embodiment. The components corresponding to those of the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

In this embodiment, the extruded material forming the floor portion 3 has a closed cross-sectional structure having an extruding direction in the vehicle longitudinal direction. That is, in the present embodiment, the tunnel portion 21 is formed of an extruded material of a light metal such as an aluminum alloy or a magnesium alloy, the both side portions 21b are formed in a closed cross-sectional structure, and includes the outward concave fitting portion 21c. . The floor portion 3 is divided into a plurality of portions in the vehicle width direction, and includes a relay portion 43 and an outer edge portion 45. The relay portion 43 and the outer edge portion 45 are formed of a light metal extruded material such as an aluminum alloy or a magnesium alloy.

The relay portion 43 is provided on both sides in the vehicle width direction with the protrusion fitting portions 4.
3a, one protruding fitting portion 43a is fitted and attached to the concave fitting portion 21c of the tunnel portion 21, and is joined by laser welding or the like.

The outer edge portion 45 has a concave fitting portion 45 on the inner side in the vehicle width direction.
a is provided, fitted and attached to the protruding fitting part 43a of the relay part 43, and connected by laser welding or the like. As in the above embodiments, the thickness of the lower side of the outer edge portion 45 is the thickest in the pillar adjacent region portion 27, the thickest in the pillar region portion 29, and the relatively thin front and rear region portions 25, 31. ing. The adjustment of the thickness is performed at the outer edge 45.
Is formed by extruding and then cutting by post-processing. In the present embodiment, the thickness of the thicker pillar adjacent region 27 and pillar region 29 is made constant in the vehicle width direction. However, it is also possible to adopt a configuration in which the wall thickness gradually decreases or increases toward the center in the vehicle width direction as in the embodiments shown in FIGS. Also, the outer edge 4
5 may be formed of an extruded material having a thin and constant cross-section, and a thickness difference material may be attached to the pillar adjacent region 27 and the pillar region 29 by bonding or the like as in the embodiment of FIGS.

Therefore, in the present embodiment, substantially the same functions and effects as those of the first embodiment can be obtained. Further, in this embodiment, since the floor portion 3 has a closed cross-sectional structure, the surface rigidity of the floor portion can be increased, and more energy absorption can be achieved by the uniform crushing deformation of the floor portion in the vehicle width direction. Can be performed.

The floor portion 3 can be formed as an integral extruded material without being divided in the vehicle width direction. Further, the floor portion 3 and the tunnel portion 21 can be formed as an integral extruded material.

(Fourth Embodiment) FIGS. 11 and 12 relate to a fourth embodiment of the present invention. FIG.
FIG. 12 is a sectional view taken along the arrow XII-XII in FIG. 11. The first
The components corresponding to the embodiment are denoted by the same reference numerals, and the description will not be repeated.

In the present embodiment, the front and rear edges of the floor portion 23 formed of extruded material are connected to the dash lower (not shown) and the rear floor 7 by connecting members 47 and 49.

That is, in the present embodiment, the floor portion 23 is formed of an extruded material of a light metal such as an aluminum alloy or a magnesium alloy having a uniform plate thickness, and the extruding direction is the vehicle longitudinal direction or the vehicle width direction. ing.
The connecting members 47 and 49 have flanges 47 as shown in FIG.
a, 49a are provided, and the front and rear edge portions 23 of the floor portion 23 are provided.
a, 23b are joined to the flanges 47a, 49a from above, and are joined by laser welding or the like. The coupling members 47, 49 have flanges 47b, 4 directed downward.
9b is provided, and the connecting member 47 has a flange 47b connected to a dash lower (not shown) by welding or a bolt. The connecting member 49 has a flange 49b connected to the rear floor 7 by welding or bolts.

In this embodiment, the thickness of the floor portion 23 is not increased, but the front and rear edges 23a and 23b of the floor portion 23 are connected to the flanges 4 of the coupling members 47 and 49.
7a and 49a are joined by welding or the like, and the welding strength thereof is set to be large in the front and rear with respect to the center pillar, and further, the front and rear sides thereof are set to be smaller than the center pillar and the front and rear. Thus, at the time of a side collision, the front and rear edges 23a, 23b of the floor portion 23 can be easily displaced at the flanges 47a, 49a with respect to the dash lower and the rear floor 7, and the moment acting on the floor is reduced to some extent. By escaping, it is possible to suppress the load concentration at the center of the floor portion 23 in the front-rear direction of the vehicle body and suppress local deformation. Thereby, also in the present embodiment, the stress of the floor portion 23 is made substantially uniform in the longitudinal direction of the vehicle body, and the energy absorption amount can be increased by the substantially uniform deformation.

FIG. 13 is a sectional view of an embodiment according to a modification of the fourth embodiment. In FIG. 13, the flanges 47b, 49b connected to the dash lower and the rear floor are shown.
Indicates an example in which the light is directed in the horizontal direction. Also in this embodiment, the front and rear edges 23a, 23
b is connected to the flanges 47a and 49a by welding or the like, and the front and rear edge portions 23 of the floor portion 23 at the time of a side collision.
Since a and 23b are easily displaced with respect to the flanges 47a and 49a, it is possible to achieve substantially the same operation and effect as in the embodiment of FIGS.

[Brief description of the drawings]

FIG. 1 is a perspective view according to a first embodiment of the present invention.

FIG. 2 is a perspective view of a main part of the first embodiment.

FIG. 3 is a plan view of a main part of a floor showing a stress state at an initial stage of a side collision.

FIG. 4 is a plan view of a main part of a floor showing a next stress state at the beginning of a collision.

FIG. 5 is a perspective view of a main part of an embodiment according to a modification of the first embodiment.

FIG. 6 is a perspective view of a main part of an embodiment according to another modification of the first embodiment.

FIG. 7 is a perspective view of a main part according to a second embodiment of the present invention.

FIG. 8 is a perspective view of a main part of an embodiment according to a modification of the second embodiment.

FIG. 9 is a perspective view of a main part of an embodiment according to another modification of the second embodiment.

FIG. 10 is a perspective view according to a third embodiment of the present invention.

FIG. 11 is a perspective view of a main part according to a fourth embodiment of the present invention.

12 is a sectional view taken along line XII-XII of FIG. 11;

FIG. 13 is a cross-sectional view illustrating an embodiment according to a modification of the fourth embodiment.

FIG. 14 is a perspective view of a floor structure according to a conventional example.

[Explanation of symbols]

 3, 23 Floor section 7 Rear floor 25 Front area section 27 Pillar adjacent area section 29 Pillar area section 31 Rear side area section 39 Uniform plate material 41 Thick plate material 47, 49 Coupling members 47a, 49a Flange

Claims (9)

[Claims] 1. A pillar region in which a position in a vehicle longitudinal direction corresponds to a center pillar arranged vertically in a vehicle body side portion on a floor portion formed of extruded material, and a vehicle front and rear portion adjacent to the pillar region portion. A pillar adjacent area located at the center in the vehicle direction and having higher strength and rigidity in the vehicle width direction than the pillar area; and a vehicle width adjacent to the pillar adjacent area and the front and rear sides of the pillar area in the vehicle longitudinal direction. A vehicle body floor structure comprising: a front-side region and a rear-side region whose strength and rigidity in a direction are lower than the pillar adjacent region and the pillar region. 2. The vehicle body floor structure according to claim 1, wherein the front region, the pillar adjacent region, the pillar region, and the rear region are adjacent to each other in order from the front in the vehicle body front-rear direction. Wherein the strength stiffness of the vehicle body floor structure is equal to or less than the strength stiffness of the rear region. 3. The vehicle body floor structure according to claim 1, wherein the extruded material forming the floor portion has a plate shape. 4. The vehicle body floor structure according to claim 1, wherein the extruded member forming the floor portion has a closed cross-sectional structure having an extruded direction in a vehicle longitudinal direction or a vehicle width direction. Car body floor structure. 5. The vehicle body floor structure according to claim 4, wherein the extruded material forming the floor portion includes a plurality of portions divided in a vehicle width direction. 6. The vehicle body floor structure according to claim 3, wherein the floor portion has a maximum thickness in the pillar adjacent region,
A vehicle body floor structure characterized in that the pillar region is made thinner than this, and the thickness of the front and rear regions is set to be the thinnest. 7. The vehicle body floor structure according to claim 6, wherein the thickness of the floor portion is gradually reduced toward the center in the vehicle width direction. 8. The vehicle body floor structure according to claim 6, wherein the thickness of the floor portion gradually increases toward the center in the vehicle width direction. 9. A vehicle body floor structure wherein front and rear edges of a floor portion formed of an extruded material are connected to a dash lower and a rear floor via a flange connection to a connection member.