JP2001247058A - Car body structure - Google Patents
Car body structureInfo
- Publication number
- JP2001247058A JP2001247058A JP2000062538A JP2000062538A JP2001247058A JP 2001247058 A JP2001247058 A JP 2001247058A JP 2000062538 A JP2000062538 A JP 2000062538A JP 2000062538 A JP2000062538 A JP 2000062538A JP 2001247058 A JP2001247058 A JP 2001247058A
- Authority
- JP
- Japan
- Prior art keywords
- cross member
- strength
- vehicle body
- extension
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車体構造に関し、
特に、剛性及び強度を損なうことなく軽量化を図るよう
した、車体構造に関する。TECHNICAL FIELD The present invention relates to a vehicle body structure,
In particular, the present invention relates to a vehicle body structure that is reduced in weight without impairing rigidity and strength.
【０００２】[0002]
【従来の技術】一般的に、自動車では、車体のねじれや
フロアパネルの振動抑制、車体側面への衝突（以下、側
突という）等に対する強度の確保を目的に車幅方向に沿
ってクロスメンバ部材が設けられている。以下、このよ
うなクロスメンバ部材をそなえた車体構造の一例として
自動車のリヤシートクロスメンバ（以下、単にクロスメ
ンバともいう）の構成について説明する。2. Description of the Related Art In general, in an automobile, a cross member is provided along a vehicle width direction for the purpose of suppressing the torsion of a vehicle body, the vibration of a floor panel, and the strength against a collision with a side surface of the vehicle body (hereinafter referred to as a side collision). A member is provided. Hereinafter, the structure of a rear seat cross member (hereinafter, also simply referred to as a cross member) of an automobile will be described as an example of a vehicle body structure having such a cross member member.
【０００３】図５（Ａ）〜（Ｃ）は、リヤシートクロス
メンバの構成の一例を示す図である。リヤシートクロス
メンバ１２０は、図５（Ａ）〜（Ｃ）に示すように、リ
ヤフロアエクステンション１０に溶着されて閉断面構造
に形成されている。また、リヤフロアエクステンション
１０は、車体後部に配設されて前方側がフロントフロア
パン（図示略）に取り付けられ、後方側がリヤフロアパ
ン１Ｂに取り付けられており、クロスメンバ１２０の中
央部には、下方の図示しない排気管を避ける等の設計条
件より、図５（Ａ）に示すように、キックアップＬKや
オフセットＬOが設けられている。このようなキックア
ップＬKやオフセットＬOの存在は、クロスメンバ１２０
の強度の低下を招くため、板厚を厚いものにして必要な
強度を確保する必要があるが、この一方、重量を抑えて
コストを抑制する必要もある。FIGS. 5A to 5C are views showing an example of the configuration of a rear seat cross member. As shown in FIGS. 5A to 5C, the rear seat cross member 120 is welded to the rear floor extension 10 and has a closed cross-sectional structure. The rear floor extension 10 is disposed at the rear of the vehicle body, the front side is attached to a front floor pan (not shown), the rear side is attached to a rear floor pan 1B, and the center of the cross member 120 has a lower part. Due to design conditions such as avoiding an exhaust pipe that is not used, a kick-up L K and an offset L O are provided as shown in FIG. The presence of such a kick-up L K and an offset L O indicates that the cross member 120
In order to cause a decrease in the strength, it is necessary to secure a required strength by increasing the thickness of the sheet, but it is also necessary to reduce the weight and the cost.
【０００４】このため、強度と重量とのバランスを両立
すべく、さらには製作の容易性から、クロスメンバ本体
１２１を比較的厚みの薄い鋼板をプレス加工することに
より同一厚みで所定形状に成型し、そして、図５（Ａ）
〜（Ｃ）に示すように、このクロスメンバ本体１２１の
両側部にリンフォース１２４，１２５をそれぞれ取り付
けることで、特に強度を必要とされる部分について局所
的に厚板化を図っている。[0004] Therefore, in order to achieve a balance between strength and weight, and for ease of manufacture, the cross member body 121 is formed into a predetermined shape with the same thickness by pressing a relatively thin steel plate. And FIG. 5 (A)
As shown in (C), the reinforcements 124 and 125 are attached to both sides of the cross member main body 121, respectively, thereby locally increasing the thickness of a portion particularly requiring strength.
【０００５】つまり、クロスメンバ本体１２１には、図
５（Ｂ）に示すように、燃料タンク３０がウェルドボル
ト３０Ａで固定されるため、燃料タンク３０の取付部
（ボルト孔）１２１Ｃの周辺の区間Ｌ1では、燃料タン
ク３０の取付強度（タンク取付強度）が要求される。さ
らに、一般的に車両には、図５（Ｃ）に示すように、ク
ロスメンバ１２０（クロスメンバ本体１２１）に、トレ
ーラや貨車での輸送時における車両固定用のタイダウン
フック３５を取り付けるための係合部（穴部）１２１Ｂ
が設けられている。このため、この穴部１２１Ｂの周辺
の区間Ｌ2では、タイダウンフック３５を係合するのに
十分な強度（タイダウン強度）が必要となる。また、側
突時に衝撃を吸収して客室を保護するために区間Ｌ3で
は所定の強度（側突強度）が必要となる。That is, as shown in FIG. 5B, the fuel tank 30 is fixed to the cross member main body 121 with the weld bolt 30A, so that the fuel tank 30 has a section around the mounting portion (bolt hole) 121C. in L 1, the mounting strength of the fuel tank 30 (the tank mounting strength) is required. Further, in general, as shown in FIG. 5C, a tie-down hook 35 for fixing the vehicle to the cross member 120 (cross member main body 121) during transportation by a trailer or a freight car is generally attached to the vehicle. Engaging part (hole) 121B
Is provided. Therefore, in the section L 2 of the periphery of the hole 121B, strong enough to engage the tie-down hook 35 (tie-down strength) is required. The predetermined intensity in the section L 3 in order to protect the room by absorbing the impact side collision (side突強degree) is required.
【０００６】このため、区間Ｌ1においてタンク取付強
度を確保するために、クロスメンバ本体１２１には、図
５（Ｂ）に示すように、ウェルドボルト３０Ａが溶着さ
れたリンフォース１２５が×印で示すようにスポット溶
接で取り付けられて厚板化され、また、図５（Ｃ）に示
すように、区間Ｌ2におけるタイダウン強度及び区間Ｌ3
における側突強度を確保するために、クロスメンバ本体
１２１には、リンフォース１２４が×印で示すようにス
ポット溶接で取り付けられて厚板化が図られているので
ある。In order to secure the tank mounting strength in this order, the interval L 1, the cross-member body 121, as shown in FIG. 5 (B), the reinforcement 125 weld bolt 30A is welded by × mark is plank of attached by spot welding as shown, and as shown in FIG. 5 (C), tie-down strength and interval L 3 in the section L 2
In order to secure the side impact strength in the above, the reinforcement 124 is attached to the cross member main body 121 by spot welding as shown by the mark x, thereby achieving a thick plate.
【０００７】なお、リンフォース１２４には、クロスメ
ンバ本体１２１に設けられたタイダウンフック３５を係
合するための穴部１２１Ｂと対応する位置に、同様にタ
イダウンフック係合用の穴部１２４Ａが設けられてい
る。[0007] The reinforcement 124 also has a tie-down hook engaging hole 124A at a position corresponding to the hole 121B for engaging the tie-down hook 35 provided on the cross member main body 121. Is provided.
【０００８】[0008]
【発明が解決しようとする課題】さて、クロスメンバ本
体１２１は、両側端部のフランジ部１２１Ａを車体の側
面を構成するサイドシルにスポット溶接により取り付け
られている。クロスメンバ本体１２１は、フランジ部１
２１Ａも含め、上述したように一枚物の鋼板をプレス成
形して製作されるものであり、当然ながら、フランジ部
１２１Ａとクロスメンバ本体１２１とは同じ厚みとな
る。The cross member main body 121 has flange portions 121A at both end portions attached to side sills forming side surfaces of the vehicle body by spot welding. The cross member main body 121 has a flange 1
As described above, including the 21A, it is manufactured by press-forming a single steel plate, and the flange portion 121A and the cross member main body 121 have the same thickness as a matter of course.
【０００９】強度が特に必要とされる区間Ｌ1，Ｌ2，Ｌ
3を除いた部分については極力板厚を薄くしてクロスメ
ンバ１２０の重量の低減を図ることが好ましいが、この
ような構造では、フランジ部１２１Ａの板厚も薄くなっ
てフランジ部１２１Ａでサイドシルに接合されたクロス
メンバ本体１２１（クロスメンバ１２０）とサイドシル
との結合強度、ひいては車体の剛性が低下してしまうた
め、さらなる軽量化を図ることは非常に困難である。The sections L 1 , L 2 , L where the strength is particularly required
It is preferable to reduce the weight of the cross member 120 by reducing the plate thickness as much as possible except for the portion 3 , but in such a structure, the plate thickness of the flange portion 121 </ b> A is also reduced and the flange portion 121 </ b> A forms a side sill. Since the joint strength between the joined cross member body 121 (cross member 120) and the side sill, and eventually the rigidity of the vehicle body, is reduced, it is very difficult to further reduce the weight.
【００１０】また、上述したが、図５（Ａ）に示すよう
に、クロスメンバ１２０には、区間Ｌ2におけるタイダ
ウン強度及び区間Ｌ3における側突強度を確保すべく、
区間Ｌ 2及び区間Ｌ3を覆うようにリンフォース１２４が
溶接されるが、側突強度よりもタイダウン強度の方が大
きな強度が要求されるため、リンフォース１２４の板厚
はタイダウン強度を確保すべく決定される。このため、
区間Ｌ3のうち区間Ｌ2と重複しない区間Ｌ4に関して
は、リンフォース１２４の板厚は、側突強度に必要とさ
れる強度に対して過剰なものとなってしまい、不要に車
体重量が重くなってしまうという課題がある。Further, as described above, as shown in FIG.
The cross member 120 has a section LTwoTida in
Strength and section LThreeIn order to secure the side impact strength at
Section L TwoAnd section LThreeReinforce 124
Welded, but tie down strength is greater than side impact strength
Thickness of the reinforcement 124
Is determined to ensure tie-down strength. For this reason,
Section LThreeSection LTwoSection L that does not overlap withFourAbout
The thickness of the reinforcement 124 is necessary for the side impact strength.
The strength of the car
There is a problem that the body weight becomes heavy.
【００１１】ところで、特公平８−９３４８号公報に
は、クロスメンバの水平部を延長してサイドシルに結合
するとともに、このクロスメンバの延長部にタイダウン
用ブラケットを重合するようにした車体構造が開示され
ているが、上述の従来技術に対してさらなる車体の軽量
化を図りうるものではない。Japanese Patent Publication No. Hei 8-9348 discloses a vehicle body structure in which a horizontal portion of a cross member is extended and connected to a side sill, and a tie-down bracket is overlapped with the extension of the cross member. Although disclosed, it is not possible to further reduce the weight of the vehicle body compared to the above-described conventional technology.
【００１２】本発明は、このような課題に鑑みて創案さ
れたもので、車体の剛性及び強度を維持しつつも車体を
軽量化できるようにした、車体構造を提供することを目
的とする。The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle body structure that can reduce the weight of a vehicle body while maintaining the rigidity and strength of the vehicle body.
【００１３】[0013]
【課題を解決するための手段】このため、本発明の車体
構造では、クロスメンバ部材が、センタクロスメンバ部
材と、センタクロスメンバ部材とは異なる板厚で形成さ
れた一対の延長部材と、リンフォース部材とをそなえて
構成されており、センタクロスメンバ部材が車体の床部
を成すフロアパネルの略中央部に車幅方向に沿って配設
され、延長部材がセンタクロスメンバ部材の各側端部の
上面側に一端を重合されるとともに他端をサイドシルに
接続され、リンフォース部材が各延長部材に取り付けら
れるので、これらのセンタクロスメンバ部材，延長部材
及びリンフォース部材の組み合わせにより、必要とされ
る強度に応じて効率よくクロスメンバ部材の各部の板厚
を設定することが可能になる。For this reason, in the vehicle body structure of the present invention, the cross member member includes a center cross member member, a pair of extension members formed with different plate thicknesses from the center cross member member, and a link member. A center cross member member is disposed along a vehicle width direction at a substantially central portion of a floor panel forming a floor of the vehicle body, and an extension member is provided at each side end of the center cross member member. One end is superimposed on the upper surface side of the part and the other end is connected to the side sill, and the reinforcement member is attached to each extension member. Therefore, the combination of the center cross member member, the extension member, and the reinforcement member necessitates the necessity. It is possible to efficiently set the thickness of each part of the cross member member according to the strength to be performed.
【００１４】[0014]
【発明の実施の形態】以下、図面を参照して本発明の実
施の形態について説明すると、図１〜図４は本発明の一
実施形態としての車体構造について示す図である。な
お、従来技術で説明した構成部と同一の構成部について
は、同一の符号を付しその説明を省略する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 to 4 show a vehicle body structure as an embodiment of the present invention. Note that the same components as those described in the related art are denoted by the same reference numerals and description thereof will be omitted.
【００１５】本実施形態の車体構造では、図２及び図３
に示すように、車両本体（車体）１の後方（図示しない
後部座席の略直下）において、フロントフロアパン（フ
ロアパネル）１Ａ及びリヤフロアパン（フロアパネル）
１Ｂに、リヤフロアエクステンション１０と対をなして
リヤシートクロスメンバ（クロスメンバ部材、以下、単
にクロスメンバともいう）２０が組み付けられている。
リヤフロアエクステンション１０とクロスメンバ２０と
は、組み合わされて閉断面を形成し、車体１の側面を構
成するサイドシル１Ｃ，１Ｃに掛け渡されるようにして
車幅方向に沿って設けられ、このような構成により車体
のねじれや側突等に対する強度メンバ及びフロアパネル
１Ａ，１Ｂの振動抑制メンバとして機能するようになっ
ている。In the vehicle body structure of the present embodiment, FIGS.
As shown in FIG. 1, a front floor pan (floor panel) 1A and a rear floor pan (floor panel) are provided behind the vehicle body (vehicle body) 1 (substantially immediately below a rear seat (not shown)).
1B, a rear seat cross member (cross member member, hereinafter, also simply referred to as a cross member) 20 is attached to the rear floor extension 10 in a pair.
The rear floor extension 10 and the cross member 20 are combined to form a closed cross section, and are provided along the vehicle width direction so as to be bridged over side sills 1C, 1C constituting side surfaces of the vehicle body 1. Thereby, it functions as a strength member against torsion and side collision of the vehicle body and a vibration suppressing member of the floor panels 1A and 1B.
【００１６】クロスメンバ２０は、図１（Ａ）及び図３
に示すように、クロスメンバ２０の中央を形成し車幅方
向に沿って配設されるセンタクロスメンバ部材２１と、
センタクロスメンバ部材２１の両側端部の上面側に一端
をそれぞれ重合される左右一対の延長部材２２，２２と
をそなえて構成されている。図１（Ａ）及び図４（Ｂ）
に示すように、各延長部材２２の他端にはフランジ部２
２Ａが設けられ、また、図４（Ａ）に示すようにリヤフ
ロアエクステンション１０の端部にはフランジ部１０Ａ
が設けられており、リヤフロアエクステンション１０及
びクロスメンバ２０は、これらのフランジ部１０Ａ，２
２Ａで、車体１の側面を構成するサイドシル１Ｃにそれ
ぞれ取り付けられている。なお、リヤフロアエクステン
ション１０及びクロスメンバ２０は、図３中に×印で示
すようにスポット溶接によりサイドシル１Ｃに取り付け
られている。The cross member 20 is shown in FIGS.
, A center cross member member 21 which forms the center of the cross member 20 and is disposed along the vehicle width direction;
The center cross member 21 has a pair of left and right extension members 22, 22, each of which has one end overlapped on the upper surface of both side ends thereof. 1 (A) and 4 (B)
As shown in FIG.
2A, and a flange portion 10A is provided at an end of the rear floor extension 10 as shown in FIG.
Are provided, and the rear floor extension 10 and the cross member 20 are connected to these flange portions 10A, 2A.
2A, each is attached to a side sill 1C that constitutes a side surface of the vehicle body 1. In addition, the rear floor extension 10 and the cross member 20 are attached to the side sill 1C by spot welding as shown by the mark x in FIG.
【００１７】さて、センタクロスメンバ部材２１の板厚
は従来のクロスメンバ本体（図５中の符号１２０参照）
の板厚よりも薄く設定され、また、延長部材２２の板厚
は、従来技術の説明として前述したように、延長部材２
２が取り付けられる区間Ｌ3では側突強度が必要となる
ので、この側突強度に見合うようにセンタクロスメンバ
部材２１の板厚よりも厚く、且つ、できるだけ薄く設定
されている。The thickness of the center cross member 21 is the same as that of the conventional cross member body (see reference numeral 120 in FIG. 5).
The thickness of the extension member 22 is set to be smaller than the thickness of the extension member 2 as described above in connection with the related art.
Because 2 is required interval L 3 in the side突強degree attached, thicker than the thickness of the center cross member 21 to meet on this side突強degree, and are set as thin as possible.
【００１８】また、図１（Ａ），（Ｂ）に示すようにセ
ンタクロスメンバ部材２１及び延長部材２２には、タン
ク取付用のボルト穴２１Ａ，２２Ｃがそれぞれ設けられ
ており、これらのボルト穴２１Ａ，２２Ｃを介して、燃
料タンク３０のフランジ部３０Ｂがウェルドボルト３０
Ａによりクロスメンバ２０に固定されている。そして、
このタンク取付部の強度を確保すべく、図１（Ｂ）中に
×印で示すようにセンタクロスメンバ部材２１と延長部
材２２とをスポット溶接して、センタクロスメンバ部材
２１と延長部材２２とを重合させるようになっている。
つまり、このように、タンク取付強度が要求される燃料
タンク取付部の周辺の区間Ｌ1において、センタクロス
メンバ部材２１と延長部材２２とを重合させることによ
り、厚肉化を図ってかかるタンク取付強度に見合った強
度を局所的に確保するようにしているのである。As shown in FIGS. 1A and 1B, the center cross member 21 and the extension member 22 are provided with bolt holes 21A and 22C for tank installation, respectively. 21A and 22C, the flange portion 30B of the fuel tank 30 is connected to the weld bolt 30.
A is fixed to the cross member 20. And
In order to secure the strength of the tank mounting portion, the center cross member member 21 and the extension member 22 are spot-welded to each other as shown by the mark x in FIG. Is polymerized.
That is, in this way, in the section L 1 near the fuel tank mounting portion tank mounting strength is required, the center cross member 21 and by polymerizing the extension member 22 takes this work to thickening tank mounting That is, the strength corresponding to the strength is locally secured.
【００１９】また、上述したように各延長部材２２はセ
ンタクロスメンバ部材２１の上面で重合されているが、
これにより、各延長部材２２の車幅中央側の端部に下向
きに加重が掛かるよう場合が生じたとしても、この際、
延長部材２２のかかる端部の下面が、センタクロスメン
バ部材２１の上面に当接して下方に傾斜してしまうこと
が防止されるようになるので、これにより、延長部材２
２のエッジ（端部）が下方に取り付けられた燃料タンク
３０側に傾斜してしまうことが未然に防止されるように
なっている。As described above, each extension member 22 is overlapped on the upper surface of the center cross member member 21.
As a result, even if a downward load is applied to the end portion of each extension member 22 on the vehicle width center side, in this case,
Since the lower surface of the end of the extension member 22 is prevented from abutting against the upper surface of the center cross member member 21 and being inclined downward, the extension member 2 is thereby prevented.
2 is prevented from inclining toward the fuel tank 30 attached below.
【００２０】また、本車両では、図３に示すように、ク
ロスメンバ２０（延長部材２２）が、後輪１Ｆのサスペ
ンション部品１Ｅに近接して設けられており、タイダウ
ンフック３５〔図１（Ｃ）参照〕を使用する際に、この
タイダウンフック３５及びその付属物がサスペンション
部品１Ｅと干渉しないように、本車両では、タイダウン
フック３５を係合するための穴部（係合部）２２Ｄが延
長部材２２に設けられている。In this vehicle, as shown in FIG. 3, the cross member 20 (extension member 22) is provided near the suspension part 1E of the rear wheel 1F, and a tie-down hook 35 [FIG. In order to prevent the tie-down hook 35 and its accessories from interfering with the suspension component 1E when using the tie-down hook 35, the vehicle uses a hole (engaging portion) for engaging the tie-down hook 35. 22D is provided on the extension member 22.
【００２１】このため、この穴部２２Ｄの周辺の区間Ｌ
2では、従来技術と同様に、タイダウンフック３５を係
合するための強度（タイダウン強度）が必要となる。こ
のため、この区間Ｌ2を局所的に厚板化して強度を確保
すべく、リンフォース部材２３が、各延長部材２２のタ
イダウンフック係合部２２Ｄの周辺に図１（Ｃ）中に×
印で示すようにスポット溶接されている。また、リンフ
ォース部材２３には、各延長部材２２の係合部２２Ｄと
対応する位置に、穴部（係合部）２３Ａが設けられてお
り、例えば車両輸送時に、これらの係合部２２Ｄ，２３
Ａにタイダウンフック３５が係合されて車体１が固定さ
れるようになっている。For this reason, the section L around the hole 22D
In the case of 2 , the strength (tie-down strength) for engaging the tie-down hook 35 is required as in the prior art. Therefore, in order to ensure the strength of the section L 2 is locally plank of, reinforcement member 23, × in FIG. 1 (C) around the tie-down hook engaging portion 22D of the extension member 22
Spot welded as indicated by the mark. The reinforcement member 23 is provided with a hole (engagement portion) 23A at a position corresponding to the engagement portion 22D of each extension member 22. For example, when the vehicle is transported, these engagement portions 22D, 23
A tie-down hook 35 is engaged with A to fix the vehicle body 1.
【００２２】本発明の一実施形態としての車体構造は上
述のように構成されているので、車体１の剛性及び強度
を維持しつつも車体１を軽量化できるという利点があ
る。Since the vehicle body structure according to one embodiment of the present invention is configured as described above, there is an advantage that the weight of the vehicle body 1 can be reduced while maintaining the rigidity and strength of the vehicle body 1.
【００２３】つまり、従来技術では、タイダウン強度及
び側突強度を確保すべくリンフォース〔図５（Ａ）の符
号１２４参照〕が溶接されるが、側突強度よりもタイダ
ウン強度の方が大きな強度が要求されるため、リンフォ
ースの板厚はタイダウン強度を確保すべく決定され、側
突強度又はタイダウン強度が必要とされる区間のうち、
単に側突強度のみが要求される区間〔図５（Ａ）の符号
Ｌ4参照〕については、かかるリンフォースの板厚は、
必要強度（＝側突強度に必要とされる強度）に対して過
剰なものとなってしまう。That is, in the prior art, the reinforcement (see reference numeral 124 in FIG. 5A) is welded to secure the tie-down strength and the side impact strength, but the tie-down strength is greater than the side impact strength. Because large strength is required, the thickness of the reinforcement is determined to secure the tie-down strength, and in the section where side impact strength or tie-down strength is required,
Simply for the section where only the side突強degree is required [see numeral L 4 shown in FIG. 5 (A)], the thickness of such a reinforcement is
The required strength (= strength required for the side impact strength) is excessive.
【００２４】これに対し、本車体構造では、図１（Ａ）
〜（Ｃ）及び図３に示すように、タイダウン強度が必要
とされる区間Ｌ2については、各延長部材２２にリンフ
ォース部材２３が取り付けられて局所的な厚板化が行な
われ、単に側突強度のみが要求される区間Ｌ4について
は、区間Ｌ4を構成する延長部材２２が、側突強度に必
要な略最小限の板厚で設定されている。したがって、車
体１の剛性及び強度を維持しつつも、従来よりも車両を
軽量化できるのである。On the other hand, in the present vehicle body structure, FIG.
As shown in (C) and FIG. 3, in the section L < b > 2 where the tie-down strength is required, the reinforcement member 23 is attached to each extension member 22 to locally increase the thickness. the interval L 4 of a side突強degree only is required, the extension member 22 constituting the section L 4 is set at a substantially minimum thickness required side突強degree. Therefore, the weight of the vehicle can be reduced as compared with the related art while maintaining the rigidity and strength of the vehicle body 1.
【００２５】さらに、従来技術では、クロスメンバ本体
と一体に形成された両側端のフランジ部を両側のサイド
シル１Ｃに接合することにより、クロスメンバが車体１
に組み付けられており、このような構造では、クロスメ
ンバ本体の板厚を薄くすると、かかるフランジ部の板厚
も薄くなって車両の剛性が低下してしまい、車両の軽量
化を図ることができなかった。これに対し、図４（Ｂ）
に示すように、本車体構造では、クロスメンバ２０とサ
イドシル１Ｃとの接合部となるフランジ部２２Ａは、延
長部材２２と一体に形成されている。延長部材２２の板
厚（即ちフランジ部２２Ａの板厚）は側突強度を確保す
べく比較的厚めに設定されており、この比較的板厚の厚
いフランジ部２２Ａでクロスメンバ２０とサイドシル１
Ｃとが結合されて車体剛性が従来よりも強化され、この
分、センタクロスメンバ部材２１を従来のクロスメンバ
本体〔図５（Ａ）の符号１２１参照〕よりも薄くでき、
この点からも車両の軽量化を図ることができる。Further, in the prior art, the flanges at both ends formed integrally with the cross member main body are joined to the side sills 1C at both sides, so that the cross member is attached to the vehicle body 1.
In such a structure, when the thickness of the cross member body is reduced, the thickness of the flange portion is also reduced, and the rigidity of the vehicle is reduced, so that the weight of the vehicle can be reduced. Did not. On the other hand, FIG.
As shown in FIG. 2, in the vehicle body structure, a flange portion 22A serving as a joint between the cross member 20 and the side sill 1C is formed integrally with the extension member 22. The plate thickness of the extension member 22 (that is, the plate thickness of the flange portion 22A) is set relatively large in order to secure the side impact strength, and the cross member 20 and the side sill 1 are formed by the relatively thick flange portion 22A.
C and the body rigidity are strengthened more than before, and the center cross member member 21 can be made thinner than that by the conventional cross member main body (see reference numeral 121 in FIG. 5A).
From this point as well, the weight of the vehicle can be reduced.
【００２６】さらに、車体剛性が強化された分、クロス
メンバを構成する各部材におけるスポット溶接の打点数
を減少させることができ、これにより、製作作業やコス
トを大幅に削減できるという利点もある。In addition, the number of spot welding points on each member constituting the cross member can be reduced by the increased rigidity of the vehicle body, which has the advantage that the production work and cost can be greatly reduced.
【００２７】また、クロスメンバ２０は、センタクロス
メンバ部材２１，延長部材２２等からなる車幅方向に分
割された構成となっているので、例えば、センタクロス
メンバ部材２１を共用とし、延長部材２２の車幅方向の
長さ等を変更するだけでクロスメンバ２０の全長（車幅
方向の寸法）を変更できるので、車幅が異なる複数の車
種におけるクロスメンバ２０の製作を一部共用化してク
ロスメンバ２０の製作効率を向上させることができると
いう利点がある。Since the cross member 20 is divided in the vehicle width direction and includes a center cross member member 21, an extension member 22, and the like, for example, the center cross member member 21 is shared and the extension member 22 is used. The overall length (dimensions in the vehicle width direction) of the cross member 20 can be changed only by changing the length of the cross member 20 in the vehicle width direction and the like. There is an advantage that the production efficiency of the member 20 can be improved.
【００２８】さらに、延長部材２２の形状を変更し、車
両前後方向に延長するように設ければ、クロスメンバ２
０の前後長を変更できるので、前後長が異なる複数の車
種におけるクロスメンバ２０の製作を一部共用化してク
ロスメンバ２０の製作効率を向上させることができると
いう利点もある。Further, if the shape of the extension member 22 is changed so as to extend in the vehicle front-rear direction, the cross member 2
Since the front-rear length of 0 can be changed, there is also an advantage that the manufacturing efficiency of the cross member 20 can be improved by partially sharing the production of the cross member 20 in a plurality of vehicle types having different front-rear lengths.
【００２９】また、部品の小型化により型費を低減する
ことができる。つまり、比較的大きな部材として、図５
（Ａ）に示す従来構造では、クロスメンバ本体１２１及
びクロスメンバ本体１２１の上面に重合されるリンフォ
ース１２４があり、一方、本実施形態のクロスメンバ２
０では、センタクロスメンバ部材２１，延長部材２２と
がある。これらを比較すると、寸法的には、本実施形態
の延長部材２２と、従来クロスメンバのリンフォース１
２４とが略同様であり、センタクロスメンバ部材２１
と、クロスメンバ本体１２１との大きさの差分だけ、本
クロスメンバ２０の方が部品の小型化が成されるので型
費を低減することができるのである。Further, the cost of the mold can be reduced by downsizing the parts. That is, as a relatively large member, FIG.
In the conventional structure shown in (A), there is a cross member main body 121 and a reinforcement 124 superposed on the upper surface of the cross member main body 121, while the cross member 2 of the present embodiment is provided.
At 0, there are a center cross member member 21 and an extension member 22. Comparing these, in terms of dimensions, the extension member 22 of the present embodiment and the reinforcement 1 of the conventional cross member are different.
24 is substantially the same as the center cross member member 21.
The size of the cross member 20 is smaller than that of the cross member body 121 due to the difference in size between the main member 121 and the cross member body 121, so that the mold cost can be reduced.
【００３０】なお、本発明の車体構造は上述の実施形態
のものに限定されない。例えば、上述の実施形態では、
センタクロスメンバ部材２１，延長部材２２及びリンフ
ォース部材２３を重合させた状態でスポット溶接してク
ロスメンバ２０を構成するようにしているが、要は、ク
ロスメンバ２０の各部を、要求される強度を満たす最低
限度の板厚で構成すれば良いのであって、異なる板厚の
鋼板をレ−ザ溶接やマッシュシーム溶接により突き合わ
せ溶接して所定の仕様の不等厚鋼板を形成してから、こ
の不等厚鋼板をプレス加工してクロスメンバ２０を所定
形状に形成するようにしても良い。The vehicle body structure according to the present invention is not limited to the above-described embodiment. For example, in the above embodiment,
The cross member 20 is formed by spot welding in a state where the center cross member member 21, the extension member 22, and the reinforcement member 23 are superposed, but the point is that each part of the cross member 20 is required to have the required strength. It is only necessary to construct the steel plates of different thicknesses by butt welding by laser welding or mash seam welding to form unequal thickness steel plates of specified specifications. The unequal thickness steel plate may be pressed to form the cross member 20 into a predetermined shape.
【００３１】また、本発明の車体構造は、リヤシートク
ロスメンバ以外にも、車幅方向に沿って配設されたクロ
スメンバに広く適用可能である。Further, the vehicle body structure of the present invention can be widely applied to cross members arranged along the vehicle width direction in addition to the rear seat cross members.
【００３２】[0032]
【発明の効果】以上詳述したように、本発明の車体構造
によれば、センタクロスメンバ部材，延長部材及びリン
フォース部材の組み合わせにより、必要とされる強度に
応じて効率よくクロスメンバ部材の各部の板厚を設定す
ることが可能になるので、車体の剛性及び強度を維持し
つつも車体を軽量化することが可能になるという利点が
ある。As described above in detail, according to the vehicle body structure of the present invention, the combination of the center cross member member, the extension member and the reinforcement member allows the cross member member to be efficiently formed according to the required strength. Since the thickness of each part can be set, there is an advantage that the weight of the vehicle body can be reduced while maintaining the rigidity and strength of the vehicle body.
【００３３】また、効率よくクロスメンバ部材の各部の
板厚を設定することができるので、クロスメンバ部材の
軽量化を図りつつも、延長部材の板厚を従来のクロスメ
ンバ部材の本体よりも厚くすることが可能となって、こ
れにより延長部材とサイドシルの結合強度ひいては車体
剛性を向上させることができ、この分、センタクロスメ
ンバ部材を薄板化して、この点からも、車体を軽量化す
ることが可能になるという利点がある。また、例えば、
センタクロスメンバ部材と延長部材とをスポット溶接に
より重合させるような場合には、かかる車体剛性の向上
分、溶接の打点数を比較的少ないものとすることがで
き、これにより製作作業の大幅な簡素化やコストの大幅
な低減が可能になるという利点もある。Further, since the thickness of each part of the cross member member can be set efficiently, the thickness of the extension member can be made larger than that of the conventional cross member member while reducing the weight of the cross member member. This makes it possible to improve the coupling strength between the extension member and the side sill and, consequently, the rigidity of the vehicle body. Accordingly, the center cross member member is made thinner, and the vehicle body is also reduced in weight in this respect. There is an advantage that it becomes possible. Also, for example,
In the case where the center cross member member and the extension member are superimposed by spot welding, the number of welding points can be made relatively small due to the improvement in body rigidity, thereby greatly simplifying the manufacturing operation. There is also an advantage that the cost and cost can be significantly reduced.
【００３４】さらに、クロスメンバ部材は分割構造なの
で、例えば、センタクロスメンバ部材を共用とし、延長
部材の車幅方向長さ又は車両前後方向長さを変更するだ
けでクロスメンバ部材全体としての車幅方向長又は車両
前後方向長を変更できるので、車幅及び車両前後方向が
異なる複数の車種におけるクロスメンバ部材の製作を一
部共用化してクロスメンバ部材の製作効率を向上させる
ことができるようになるという利点もがある。Furthermore, since the cross member member has a divided structure, for example, the center cross member member is shared, and the vehicle width of the entire cross member member is changed only by changing the length of the extension member in the vehicle width direction or the vehicle front-rear direction. Since the direction length or the vehicle longitudinal direction length can be changed, the production of the cross member member in a plurality of vehicle types having different vehicle widths and vehicle longitudinal directions can be partially shared, and the production efficiency of the cross member member can be improved. There is also an advantage.
【００３５】さらに、クロスメンバ部材は分割構造なの
で、各部品を小型化することができ、これにより型費を
低減することが可能になるという利点もある。Further, since the cross member member has a divided structure, each component can be reduced in size, which has the advantage that the mold cost can be reduced.
【図１】本発明の一実施形態としての車体構造にかかる
クロスメンバ部材の構成を示す模式図であり、（Ａ）は
分解斜視図、（Ｂ）はクロスメンバ部材組立時の断面図
であって（Ａ）のＡ１−Ａ１矢視断面に対応する図、
（Ｃ）はクロスメンバ部材組立時の断面図であって
（Ａ）のＢ１−Ｂ１矢視断面に対応する図である。FIGS. 1A and 1B are schematic views showing a configuration of a cross member member according to a vehicle body structure according to an embodiment of the present invention, in which FIG. 1A is an exploded perspective view, and FIG. (A) corresponding to the cross section taken along the line A1-A1 of FIG.
(C) is a cross-sectional view of the cross member member at the time of assembling, and is a view corresponding to a cross section taken along line B1-B1 of (A).
【図２】本発明の一実施形態としての車体構造にかかる
クロスメンバ部材の取付位置を示す模式図であり、
（Ａ）は車体の全体斜視図、（Ｂ）は（Ａ）のＣ部に対
応しフロアパネルとリヤフロアエクステンションとを抜
き出して示す斜視図である。FIG. 2 is a schematic diagram showing a mounting position of a cross member member according to the vehicle body structure as one embodiment of the present invention;
FIG. 1A is an overall perspective view of a vehicle body, and FIG. 1B is a perspective view showing a floor panel and a rear floor extension corresponding to a portion C of FIG.
【図３】本発明の一実施形態としての車体構造にかかる
クロスメンバ部材廻りの構成を示す模式的な平面図であ
る（但し、リヤフロアエクステンション及び燃料タンク
のフランジ部は図示略）。FIG. 3 is a schematic plan view showing a configuration around a cross member member according to the vehicle body structure as one embodiment of the present invention (however, a rear floor extension and a flange portion of a fuel tank are not shown).
【図４】本発明の一実施形態としての車体構造にかかる
クロスメンバ部材廻りの構成を示す模式図であり、
（Ａ）は図２（Ｂ）のＤ部を示す斜視図、（Ｂ）は図２
（Ｂ）のＤ部を下方から見た斜視図である。FIG. 4 is a schematic diagram showing a configuration around a cross member member according to the vehicle body structure as one embodiment of the present invention;
2A is a perspective view showing a portion D in FIG. 2B, and FIG.
It is the perspective view which looked at the D section of (B) from the lower part.
【図５】従来のリヤシートクロスメンバの構成を示す模
式図であり、（Ａ）は分解斜視図、（Ｂ）はリヤシート
クロスメンバ組立時の断面図であって（Ａ）のＡ２−Ａ
２矢視断面に対応する図、（Ｃ）はクロスメンバ部材組
立時の断面図であって（Ａ）のＢ２−Ｂ２矢視断面に対
応する図である。5A and 5B are schematic views showing a configuration of a conventional rear seat cross member, wherein FIG. 5A is an exploded perspective view, and FIG. 5B is a cross-sectional view when the rear seat cross member is assembled; FIG.
FIG. 2C is a cross-sectional view corresponding to a cross section taken along arrow 2 and FIG. 2C is a cross-sectional view when the cross member member is assembled, and is a view corresponding to a cross section taken along line B2-B2 of FIG.
１ 車体 １Ａ フロントフロアパン（フロアパネル） １Ｂ リヤフロアパン（フロアパネル） １Ｃ サイドシル ２０ リヤシートクロスメンバ（クロスメンバ部材） ２１ センタクロスメンバ部材 ２２ 延長部材 ２３ リンフォース部材 DESCRIPTION OF SYMBOLS 1 Body 1A Front floor pan (floor panel) 1B Rear floor pan (floor panel) 1C Side sill 20 Rear seat cross member (cross member member) 21 Center cross member member 22 Extension member 23 Reinforce member
───────────────────────────────────────────────────── フロントページの続き (72)発明者 小坂 哲史 東京都港区芝五丁目33番８号 三菱自動車 工業株式会社内 Ｆターム(参考） 3D003 AA01 AA04 AA11 BB01 CA14 CA17 CA18 DA07 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Tetsushi Kosaka F-term (reference) 3D003 AA01 AA04 AA11 BB01 CA14 CA17 CA18 DA07 at 5-33-8 Shiba, Minato-ku, Tokyo
Claims (1)
けられるとともに該フロアパネルの両側のサイドシルに
掛け渡され車幅方向に沿って設けられたクロスメンバ部
材を有する車体構造において、 該クロスメンバ部材が、 該フロアパネルの略中央部に位置して該車幅方向に沿っ
て配設されるセンタクロスメンバ部材と、 該センタクロスメンバ部材とは異なる板厚で形成され該
センタクロスメンバ部材の各側端部の上面側に一端が重
合されるとともに他端が該サイドシルに接続される一対
の延長部材と、 該延長部材に取り付けられるリンフォース部材とをそな
えていることを特徴とする、車体構造。1. A vehicle body structure having a cross member member attached to a floor panel forming a floor portion of a vehicle body and extending across side sills on both sides of the floor panel and provided along a vehicle width direction. A center cross member member which is located at a substantially central portion of the floor panel and is disposed along the vehicle width direction; and each of the center cross member members formed of a different thickness from the center cross member member. A vehicle body structure comprising: a pair of extension members having one end overlapped on the upper surface side of the side end and the other end connected to the side sill; and a reinforcement member attached to the extension member. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000062538A JP3925031B2 (en) | 2000-03-07 | 2000-03-07 | Body structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000062538A JP3925031B2 (en) | 2000-03-07 | 2000-03-07 | Body structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001247058A true JP2001247058A (en) | 2001-09-11 |
| JP3925031B2 JP3925031B2 (en) | 2007-06-06 |
Family
ID=18582541
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000062538A Expired - Fee Related JP3925031B2 (en) | 2000-03-07 | 2000-03-07 | Body structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3925031B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006218951A (en) * | 2005-02-09 | 2006-08-24 | Honda Motor Co Ltd | Rear structure of vehicle body |
| CN100360367C (en) * | 2005-02-09 | 2008-01-09 | 本田技研工业株式会社 | Backplane of vehicle |
| JP2011173506A (en) * | 2010-02-24 | 2011-09-08 | Daihatsu Motor Co Ltd | Cross member structure |
| JP2016107892A (en) * | 2014-12-09 | 2016-06-20 | 三菱自動車工業株式会社 | Vehicle body lower structure |
| KR20170009017A (en) * | 2015-07-15 | 2017-01-25 | 현대자동차주식회사 | Floor body for vehicle |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02270684A (en) * | 1989-04-12 | 1990-11-05 | Nissan Motor Co Ltd | Installation part structure of bracket for tie down for automobile |
| JPH0450179B2 (en) * | 1987-04-30 | 1992-08-13 | Motojime Kk | |
| JPH0450179Y2 (en) * | 1986-05-09 | 1992-11-26 | ||
| JPH05155358A (en) * | 1991-12-06 | 1993-06-22 | Mazda Motor Corp | Automotive side part car body structure |
| JPH06127435A (en) * | 1992-10-20 | 1994-05-10 | Toyota Motor Corp | Rear under body construction |
| JPH07309111A (en) * | 1994-05-17 | 1995-11-28 | Mazda Motor Corp | Fitting structure of suspension to vehicle body |
| JPH09240510A (en) * | 1996-03-12 | 1997-09-16 | Nissan Motor Co Ltd | Body rear part structure of automobile |
| JPH10181629A (en) * | 1996-12-27 | 1998-07-07 | Nissan Motor Co Ltd | Fuel tank support structure |
| JPH10264863A (en) * | 1997-03-24 | 1998-10-06 | Honda Motor Co Ltd | Floor structure of automobile |
-
2000
- 2000-03-07 JP JP2000062538A patent/JP3925031B2/en not_active Expired - Fee Related
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0450179Y2 (en) * | 1986-05-09 | 1992-11-26 | ||
| JPH0450179B2 (en) * | 1987-04-30 | 1992-08-13 | Motojime Kk | |
| JPH02270684A (en) * | 1989-04-12 | 1990-11-05 | Nissan Motor Co Ltd | Installation part structure of bracket for tie down for automobile |
| JPH089348B2 (en) * | 1989-04-12 | 1996-01-31 | 日産自動車株式会社 | Mounting structure of automobile tie-down bracket |
| JPH05155358A (en) * | 1991-12-06 | 1993-06-22 | Mazda Motor Corp | Automotive side part car body structure |
| JPH06127435A (en) * | 1992-10-20 | 1994-05-10 | Toyota Motor Corp | Rear under body construction |
| JPH07309111A (en) * | 1994-05-17 | 1995-11-28 | Mazda Motor Corp | Fitting structure of suspension to vehicle body |
| JPH09240510A (en) * | 1996-03-12 | 1997-09-16 | Nissan Motor Co Ltd | Body rear part structure of automobile |
| JPH10181629A (en) * | 1996-12-27 | 1998-07-07 | Nissan Motor Co Ltd | Fuel tank support structure |
| JPH10264863A (en) * | 1997-03-24 | 1998-10-06 | Honda Motor Co Ltd | Floor structure of automobile |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006218951A (en) * | 2005-02-09 | 2006-08-24 | Honda Motor Co Ltd | Rear structure of vehicle body |
| CN100360367C (en) * | 2005-02-09 | 2008-01-09 | 本田技研工业株式会社 | Backplane of vehicle |
| JP2011173506A (en) * | 2010-02-24 | 2011-09-08 | Daihatsu Motor Co Ltd | Cross member structure |
| JP2016107892A (en) * | 2014-12-09 | 2016-06-20 | 三菱自動車工業株式会社 | Vehicle body lower structure |
| KR20170009017A (en) * | 2015-07-15 | 2017-01-25 | 현대자동차주식회사 | Floor body for vehicle |
| KR101714169B1 (en) | 2015-07-15 | 2017-03-08 | 현대자동차주식회사 | Floor body for vehicle |
| US9834255B2 (en) | 2015-07-15 | 2017-12-05 | Hyundai Motor Company | Floor body for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3925031B2 (en) | 2007-06-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5495119B2 (en) | Reinforcement structure at the front of the car body | |
| US20040245807A1 (en) | Vehicle body structure of periphery of rear suspension | |
| JP2008230460A (en) | Lower body structure of vehicle | |
| JP2010540324A (en) | Pickup truck carrier and manufacturing method thereof | |
| JP2000351387A (en) | Side car body structure of automobile | |
| WO2015080088A1 (en) | Structure for underrun protector | |
| WO2015080087A1 (en) | Structure for underrun protector | |
| WO2015080086A1 (en) | Structure for underrun protector | |
| JP2001247058A (en) | Car body structure | |
| JP3307870B2 (en) | Car body side sill reinforcement structure | |
| JP2003226267A (en) | Floor structure of vehicle body | |
| JP2580188Y2 (en) | Lower body structure | |
| JP3644479B2 (en) | Seat mounting structure | |
| JP3321065B2 (en) | Car body frame reinforcement structure | |
| JP3591508B2 (en) | Body front structure | |
| WO2015080089A1 (en) | Structure for underrun protector | |
| JP2000280937A (en) | Lower car body structure for automoble | |
| JP2845061B2 (en) | Car rear body structure | |
| JP2010228731A (en) | Underfloor structure for vehicle | |
| JP2001039334A (en) | Reinforcing structure for vehicle front pillar door hinge part | |
| JP4036430B2 (en) | Auto body front structure | |
| JP4224885B2 (en) | Front body structure of the vehicle | |
| JP4114055B2 (en) | Plate member reinforcement structure | |
| JP2015105004A (en) | Structure of underrun protector | |
| JP2010184594A (en) | Vehicle body rear structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20060131 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20060131 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20060316 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20060912 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20061108 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20070206 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20070219 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100309 Year of fee payment: 3 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110309 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110309 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120309 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120309 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130309 Year of fee payment: 6 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20140309 Year of fee payment: 7 |
|
| LAPS | Cancellation because of no payment of annual fees |