JP2003063442A - Pillar structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pillar structure which allows flexion deformation on an upper end side of the pillar to be suppressed while preventing cost and weight from increasing even when a through-hole for a pillar antenna rod is formed on the upper end side of the pillar. SOLUTION: In this pillar section structure for vehicle, a though-hole 15 into which a cabling member 4 is inserted is formed at a part of a reinforcement member 7 arranged inside of a pillar 2 of a vehicle 1. The reinforcement member 7 is formed in such a manner that a projection part 14 having an almost hat-shaped cross section is extended in a longitudinal direction X of the reinforcement member 7. The projection part 14 has a recessed part E formed at a bending edge on the stretched side when a bending occurs at the pillar section at the collision time out of two bending edges making up ridge lines P1 and P2 each other respectively, and the inside through-hole 15 formed at a planate part e0 which is formed at a plane of the recessed part.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pillar structure for a vehicle, and more particularly to a pillar for a vehicle in which a mounting portion for a pillar antenna is arranged near a portion integrally connected to a roof on an upper side of a front pillar of a vehicle body. Regarding the structure.

[0002]

2. Description of the Related Art A vehicle is equipped with front, center, rear, and other pillars, which are rigidly formed in order to secure vehicle body rigidity, and particularly to prevent deformation during collision or overturning of the vehicle. Buckling deformation easily occurs due to overload in the compression direction. For example, as shown in FIGS. 8 and 9, the upper end side of the front pillar 100 is formed by the outer panel 110 and the inner panel 120.
A front pillar having a closed cross-sectional shape is integrally formed by sandwiching 30 and joining the flanges of these three members in an overlapping manner.

Here, the roof R is on the upper side of the front pillar.
The front pillar reinforcement 130 is provided near the upper end of the pillar integrally connected to the side, so that the rigidity of the same is enhanced. Usually, the front pillar reinforcement 130 has a convex cross section, and the bent ridge line p is formed so as to extend in the reinforcement longitudinal direction, thereby enhancing rigidity. By the way, a pillar antenna 140 may be attached to the front pillar 100, and in this case, the rod portion 141 of the pillar antenna is housed inside the front pillar 100 and is supported from the same portion so that it can be taken in and out. Therefore, the outer panel 110 and the front pillar reinforcement 130 are formed with through holes 150 and 160 for rod penetration. In particular, the front pillar reinforce 130 is formed with a drop-shaped portion e on the outer panel 110 side in order to avoid interference with a screw for stopping the rod guide 142, and a through hole 1 for rod penetration near the center of the portion e.
60 is formed.

Generally, as shown in FIG. 10, the vicinity of the upper end of the pillar, which is integrally connected to the roof R on the upper side of the front pillar 100, receives a shock load W at the time of a vehicle collision and receives a stress concentration at that time. It has a shape that easily bends. At this time, the upper side U of the through hole 160 of the front pillar reinforce 130 receives the tensile stress σ1 and the lower side L receives the compressive stress σ2, and the rigidity of the same is relatively low, so that the same easily bends. Tends to. Therefore, a corner reinforce 170 is separately integrally joined to a part of the front pillar reinforce 130 that faces the through hole 160 to prevent a decrease in rigidity of the same part.

[0005]

However, in order to enhance the rigidity of the upper end of the front pillar 100 as described above, the pillar antenna is provided in the pillar even though the front pillar reinforcement 130 is provided inside the pillar. Since the provision of the through hole 160 for mounting reduces the flexural rigidity of the same portion and relatively easily deforms the same portion, the improvement is desired. In particular, the through hole 160 of the front pillar reinforce 130.
Since the cornering force 170 is additionally attached to a portion facing the above, the cost is increased and the weight is increased.

According to the present invention, based on the above problems, even when a through hole for a wiring member is formed on the upper end side of a pillar, the upper end of the pillar is prevented without increasing cost and weight. It is an object of the present invention to provide a pillar structure capable of suppressing side bending deformation.

[0007]

According to a first aspect of the present invention, there is provided a pillar portion structure for a vehicle, wherein a through hole for inserting a wiring member is formed in a part of a reinforcement member arranged inside a pillar of the vehicle. The reinforcement member is formed such that a convex portion having a substantially hat-shaped cross section is extended in the longitudinal direction of the reinforcement member, and the convex portion is included in two bent edges forming a ridge line with each other and a vehicle collision occurs. At times, when a bending occurs in the pillar portion, a concave portion is formed on the bending edge that is the extension side, and the through hole is formed in the flat portion formed in the planar shape of the concave portion. And In this way, the reinforcement member disposed inside the pillar is formed so that the convex portion having a substantially hat-shaped cross-sectional shape extends in the longitudinal direction of the reinforcement member, and the convex portion has two bent portions forming ridge lines with each other. An edge is formed, and among the bent edges, a recessed portion is formed on the bent edge that is the extension side when the pillar portion is bent at the time of a vehicle collision, and a recessed portion is formed, which is formed into a planar shape of the recessed portion. Since a through-hole is formed in the flat part that is used and the through-hole can be used for mounting a wiring member such as a pillar antenna, a tensile load is applied to the concave part having the through-hole, and the convex part Even if the through hole is formed in the same, the bending of the same portion is suppressed, and the cost and the weight are not increased.

According to a second aspect of the invention, in the pillar structure for a vehicle according to the first aspect, one of the edge line portions formed around the flat surface portion is one of the two bent edges, and the pillar is formed when the vehicle collides. It is characterized in that it is provided so as to overlap with the bending edge on the compression side when the portion is bent. In this way, one of the edge line portions around the plane portion overlaps with the bending edge on the compression side when the pillar portion is bent at the time of a vehicle collision, so that the space of the plane portion is secured. And the overlapping bent edge and the edge line portion can secure the compression rigidity, and moreover, the same effect as that of the first aspect can be obtained.

Preferably, one of the edge line portions around the flat surface portion on the convex portion overlaps with the bending edge on the compression side when the pillar portion is bent at the time of a vehicle collision. A concave or convex bead portion extending in the longitudinal direction of the reinforcement member may be formed at the facing portion. In this case, when the pillar is subjected to an impact load, a bead portion is formed at a portion facing a portion where one of the edge line portions overlaps with the bending edge on the compression side, so that the bead portion is compressed. The rigidity with respect to the load can be enhanced, and buckling of the convex portion can be more reliably prevented when the pillar receives an overload.

[0010]

FIG. 1 shows a cross-sectional shape of a vehicle front pillar to which a vehicle pillar structure of the present invention is applied.
FIG. 3 shows a schematic diagram of a vehicle to which a vehicle pillar structure is applied. The vehicle 1 has front pillars 2 on the front left and right sides, and each front pillar 2 serves as the left and right edge sashes of the front window 3 and the front edge sashes of the left and right front passenger exits, but to ensure the visibility of passengers. It is formed to be relatively thin within a range where the front rigidity of a vehicle compartment (not shown) can be secured.
The left and right front pillars 2 are basically formed symmetrically, and in particular, since the pillar antenna 4 as a wiring member is housed in the upper end portion of the right front pillar 2, the right front pillar 2 will be described below. explain.

As shown in FIG. 4, the upper region C1 of the front pillar 2 of the vehicle 1 has a structure in which a front pillar outer 5 and a front pillar inner 6 are integrated with each other with a front pillar reinforce 7 sandwiched therebetween. The region C2 has a structure in which a front pillar outer 5 and a front pillar lower inner panel (not shown) are integrally joined to each other, whereby the front pillar 2 having a closed cross-section structure that is vertically continuous.
Are formed. A lower region C2 of the front pillar 2 is connected to a front cross member (not shown) extending in the vehicle width direction Y and one end of a dash panel to strengthen the front portion of the vehicle compartment r.

On the other hand, the upper portion of the front pillar 2 is entirely curved to form a curved portion Q near the roof (see FIGS. 3 and 4), and the extended portion is located at the front side of the roof 8 toward the roof side rail 801. It is continuously and integrally connected. here,
The upper region C1 of the front pillar 2 has a sectional shape as shown in FIG.
The rod 401, the rod case 402, the well-known drain hose 9, and the antenna feeder wire 11 are accommodated therein.

As shown in FIG. 1, the upper region C1 of the front pillar 2 has a convex front pillar outer 5 which bulges substantially upward, and a convex front pillar reinforce which also bulges toward the front pillar outer 5 side. 7 and a front pillar inner 6 having a shape that bulges substantially downward. These are flanges fi5, fi6, fi at the ends on the vehicle body center side.
The side end sash portions s1 of the windshield are formed by integrally joining the sheets 7 in a state of being overlapped with each other. Similarly, the flanges fo5, fo6 and fo7 on the vehicle side end sides of the front pillar outer 5, front pillar reinforce 7 and front pillar inner 6 are integrally joined together in a state of being overlapped with each other, so that the front door contact of the front entrance / exit The part s2 is formed.

The front pillar outer 5 is provided at the curved portion Q near the roof with the rod 40 of the pillar antenna 4 as a wiring member.
An outer through hole 12 (see FIG. 4) for penetrating 1 is formed. A fitting portion (not shown) on the base end side of the rod guide 13 is formed in the outer through hole 12 so that the rod guide 13 can be fitted therein, and a screw hole d for tightening the rod guide 13 is provided near the upper and lower ends of the outer through hole 12.
Is formed. The front pillar reinforce 7 is provided over almost the entire main part of the upper region C1 of the front pillar 2 to enhance the rigidity of the same. As shown in FIGS. 1 and 2, the cross-sectional shape of the front pillar reinforcement 7 is such that the convex portion 14 and the convex portion 14 that face substantially upward on the outer side of the vehicle.
Flange portions f extending from the edges of the left and right side wall portions 141 of the
It is formed from i7 and fo7.

The convex portion 14 has a substantially hat-shaped cross section,
In particular, the two bent edge-shaped ridge lines P1 and P2 are formed so as to extend in the longitudinal direction X of the reinforcement member, thereby enhancing rigidity. Of the two ridge lines, the outer ridge line P2 becomes a compression-side edge as described later, and the inner ridge line P1
Is the edge on the extension side which will be described later. A concave portion E having an inner through hole 15 is formed at an inner ridge line P1 on the vehicle body center side (right side in FIGS. 1 and 2) of the two ridge lines, at a portion facing the roof vicinity curved portion Q. The concave portion E is formed in a concave shape so as to overlap the inner ridge line P1, and a main portion thereof forms a flat portion e0 as a flat portion, and upper and lower end portions thereof have a vertically inclined portion e1,
e2 is formed. A hole 17 is provided in the upper inclined portion e1,
This avoids interference with the tightening screw of the rod guide 13. The rod 401 of the pillar antenna 4 and the rod case 40 are provided substantially at the center of the planar portion e0.
An inner through hole 15 for penetrating 2 is formed in a long hole shape.

As described above, the outer ridge line P2 is formed continuously, but the inner ridge line P1 is deleted in the curved portion Q near the roof where the concave portion E is formed. Instead, the flat surface of the concave portion E is formed. The inner edge line ep of the shape part e0 is formed along the longitudinal direction X of the reinforcement member, and this contributes to the rigidity enhancement. The outer edge line eq of the planar shape portion e0 is formed so as to overlap the outer edge line P2 which is the other of the edge lines. Thus, the outer ridge line P2 which is the other of the ridge lines
Since both edge lines eq and ep of the planar shape portion e0 can be secured, the rigidity at the same portion can be sufficiently maintained, and the width g of the planar shape portion e0 can be secured relatively easily, that is,
It is possible to easily secure a space for the concave portion E.

Convex portion 1 of front pillar reinforcement 7
A concave bead portion 16 is formed on the base side of the side wall portion 141 on the outer side (left side in FIGS. 1 and 2) of FIG. 1, 2, 5 (a)
As shown in FIG. 3, the concave bead portion 16 is disposed at a portion facing the concave portion E, has a shape extending in the longitudinal direction X of the reinforcement member, and disappears at both ends of the concave portion E in the longitudinal direction. It is formed. In particular, the concave bead portion 16 is formed so that the concave portion depth h (see FIG. 1) becomes maximum at the intermediate portion in the longitudinal direction X. Here, the concave bead portion 16 is the side wall portion 14
Since the three bent portions C are molded into one, the rigidity of each bent portion C against the compressive stress σ2 (see FIG. 6) can be sufficiently strengthened. The displacement when the vehicle 1 having such a pillar structure of the vehicle collides and receives the impact load W from the front will be described.

In this case, the impact load W transmitted to the front pillar 2 is directed toward the relatively rigid roof 8 side, but at this time, the roof vicinity curved portion Q of the front pillar 2 tends to be displaced so as to be curved upward. is there. Therefore, when an impact load W is applied to the front pillar 2 along the center line L0 (see FIG. 6), the upper side of the convex portion 14 becomes the extension side,
The lower side is the compression side. Here, the upper ridge portion 14 of the front pyralin force 7 in the roof curved portion Q is continuously formed with an inner ridge line P1 on the extension side, and the lower side is continuously formed with an outer ridge line P2 on the compression side. ing. Moreover, the inner edge line P1 branches into the inner edge line ep and the outer edge line eq in the plane shape portion e0 of the concave portion E, and the outer edge line eq overlaps with the outer edge line P2 to become the compression side, so that the rigidity at this portion is increased. I am maintaining.

Here, when an impact load W is applied, the inner ridge line P1 located above the horizontal line WL with respect to the center line LO of the front pillar 2 (the center line of the front pillar reinforcement 7). The tensile stress σ1 is applied to the inner edge line eq and the planar shape portion e0 in the vicinity of the inner edge line eq, and these portions can exhibit a sufficient resistance to the tensile stress σ1. On the other hand, with respect to the center line LO, the portion where the concave bead portion 16 is formed on the base side of the side wall portion 141 located on the lower side GL side of the horizontal line WL, the outer edge line P2, and the outer edge line eq overlap. A compressive stress σ2 is applied to the part and its vicinity, but these parts can exhibit sufficient resistance to the compressive stress σ2.

Further explaining, as shown in FIG. 6, when the impact load W is transmitted to this portion as in a vehicle collision,
Tensile stress σ1 is applied to the upward concave portion E of the convex portion 14 which is located above the horizontal line WL with respect to the center line L0 of the front pillar 2 (almost the center line of the front pillar reinforcement 7), Horizontal line WL with respect to center line L0
Compressive stress σ2 is applied to the lower portions of the left and right side wall portions 141 on the lower side of the convex portion 14 on the lower GL side.

Here, since the tensile stress σ1 is applied to the plane shape portion e0 concave shape portion E which is a portion near the inner through hole 15, even if the inner through hole 15 is formed in the convex portion 14, the same portion is formed. Bending is suppressed. That is, when the inner through-hole 15 is formed like the plane-shaped portion e0, buckling occurs at once in response to compressive stress because there is nothing against crushing, whereas tensile stress does not occur. Is supported by the sheet metal of the flat portion e0, and can withstand the physical properties of the sheet metal. Moreover, the outer ridge line P2, the inner edge line ep, and the outer edge line eq of the convex portion 14 having the substantially hat-shaped cross-sectional shape are left, so that the bending of the front pyralin force 7 due to the local decrease in rigidity is suppressed. .

Further, the outer ridge line P2 to which the compressive stress σ2 is applied
And GL below the outer edge line eq and the horizontal line WL
The lower portion of the side wall portion 141 located on the side can withstand a compressive load due to these rigidity enhancing actions. In particular, the side wall portion 14
1, a concave bead portion 16 extending in the longitudinal direction X of the reinforcement member is formed at a portion facing the concave portion E, and the three bent portions C (see FIG. 1) of the concave bead portion 16 have compressive stress σ.
2 can be strengthened, the buckling rigidity on the lower side of the convex portion 14 of the front pyralin force 7 to which the compressive stress σ2 is applied can be strengthened, buckling can be prevented, and both the through holes 12 and 15 of the front pillar 2 can be prevented. Bending of the facing portion can be reliably prevented.

As described above, the front pillar reinforcement 7 forms the convex portion 14 having a substantially hat-shaped cross-section along the longitudinal direction X of the reinforcement member, and the convex portion 14 has two convex portions 14.
By forming two ridgelines P1 and P2, it is possible to enhance the rigidity in the longitudinal direction, especially the bending rigidity. Further, a concave portion E is formed in a portion facing the roof curved portion Q, and an inner through hole 15 is formed in the center thereof so that the rod and the rod case of the pillar antenna can be inclined and penetrated. Can be easily installed. Moreover, when the impact load W is excessively transmitted to the curved portion Q near the roof as in the case of a vehicle collision,
Tensile stress σ1 is applied to the planar shape portion e0 of the concave shape portion E in which the inner through hole 15 is formed, and compressive stress σ2 is applied to the lower side of the convex portion 14, so that even if the inner through hole 15 is formed. Bending of the same part is suppressed.

As described above, the curved portion Q near the roof of the front pillar 2 is an upward curved portion so that a tensile load is applied to the concave portion E having the inner through hole 15 weak against the compressive stress σ2. Therefore, the bending of the same portion is suppressed. Moreover, unlike the conventional structure, a cornering force (see reference numeral 170 in FIG. 8) is not separately required, and welding work is not required, so that cost increase and weight increase can be prevented. Moreover, when the concave bead portion 16 is formed on the outer side wall portion 141, in particular, the concave bead portion 16 is formed.
The three bent portions C can strengthen the rigidity against the compressive stress σ2, and the buckling rigidity of the portion on the GL side below the line WL in the horizontal direction with respect to the center line L0 to which the compressive stress σ2 is applied can be strengthened. Therefore, it is possible to reliably prevent the front pillar 2 from bending at the portion facing the inner and outer through holes 15 and 12.

In the above description, the inner through hole 15 is formed substantially at the center of the flat shape portion e0, but the inner through hole 15 is arranged with the inner ridge line P1 in the range where the flat shape portion e0 is formed. When the collision load is transmitted to the front pillar 2 due to the collision of the vehicle and the reinforcement member 7 is bent, it extends in the range where the planar shape portion e0 is formed. The inner through hole 15 may be provided at the side portion. Although the concave bead portion 16 is formed on the outer side wall 141 of the convex portion 14 in the above description, a convex bead portion (not shown) may be formed instead of the concave bead portion 16. Also in this case, as shown in FIG.
It is possible to obtain the same effect as that of the device of FIG.

In the above description, the pillar antenna 4 as the wiring member has been described, but instead of this, it is connected to other rope members penetrating the pillar, for example, various roof mounted devices such as a drain pipe of a sunroof. The cord member may be a cord member, and in this case, the same effect as that of the device of FIG. 1 can be obtained. In the above, the present invention has been described as being applied to the right front pillar 2, but the present invention can be applied to the left front pillar if it is a left-hand drive vehicle, and in this case also, the same operation as the device of FIG. 1 is performed. The effect is obtained.

[0027]

As described above, according to the present invention, the reinforcement member disposed inside the pillar is formed so that the convex portion having a substantially hat-shaped cross-sectional shape extends in the longitudinal direction of the reinforcement member. The portion is formed with two bent edges forming ridge lines with each other, and a concave shape portion is formed on the bent edge which is the extension side when the pillar portion is bent at the time of a vehicle collision. Since the through hole is formed in the flat surface portion formed in the flat shape of the concave portion so that the through hole can be used for mounting the wiring member such as the pillar antenna, the concave portion having the through hole is formed. Since a tensile load is applied, even if the through hole is formed in the convex portion, the bending of the through portion is suppressed, and the cost and weight are not increased.

Further, in the pillar structure of the vehicle, one of the edge line portions around the plane portion overlaps with the bent edge on the compression side when the pillar portion is bent at the time of a vehicle collision. It becomes easy to secure the space of the flat surface portion, the overlapping bending edge and the edge line portion can secure the compression rigidity, and moreover, the same effect as that of the first aspect can be obtained.

[Brief description of drawings]

FIG. 1 shows a cross section of a front pillar of a vehicle to which a pillar structure for a vehicle according to an embodiment of the present invention is applied, which corresponds to a cross section taken along the line AA of FIG. 3 and is a diagram regarding only a front pillar reinforcement. 2 corresponds to a section taken along line BB.

2 is a cutaway perspective view of a main portion of a front pillar reinforcement used in the pillar structure of the vehicle shown in FIG. 1. FIG.

3 is a schematic perspective view of a vehicle to which the vehicle pillar structure of FIG. 1 is applied.

FIG. 4 is an exploded perspective view of a front pillar to which the pillar structure of the vehicle of FIG. 1 is applied.

FIG. 5 is an enlarged cutaway perspective view of a curved portion Q near a roof of a front pillar to which the pillar structure for a vehicle of FIG. 1 is applied;
(A) is a side view and (b) is a top view.

6 is an explanatory diagram of a displacement of a front pillar to which the pillar structure of the vehicle of FIG. 1 is applied, against an impact load W. FIG.

7 is a perspective view of a front pillar reinforcement to which the pillar structure of the vehicle of FIG. 1 is applied, (a) is a side view from the inside of the vehicle, and (b) is a top view.

FIG. 8 is a cross-sectional view of a conventional pillar.

FIG. 9 is a cutaway perspective view of a main portion of a front pillar reinforcement used in a conventional vehicle pillar structure.

FIG. 10 is an explanatory diagram of a displacement of a front pillar reinforcement used for a conventional vehicle pillar structure with respect to an impact load W.

[Explanation of symbols]

1 vehicle Two pillars 4-pillar antenna (wiring member) 7 Reinforcement member 14 Convex part 15 Internal through hole e0 Plane shape part (plane part) ep Bottom edge inside edge eq Bottom edge of bottom h Bottom width E concave part P1 inner ridge P2 outer ridge X Longitudinal direction of reinforce member Q Roof curved area WL horizontal line GL Below the horizontal line

Claims (2)

[Claims] 1. A pillar structure of a vehicle in which a through hole for inserting a wiring member is formed in a part of a reinforcement member arranged inside a pillar of the vehicle, wherein the reinforcement member is substantially a hat type. A convex portion having a cross-sectional shape is formed so as to extend in the longitudinal direction of the reinforcement member, and the convex portion is one of two bending edges forming a ridge line when the pillar portion is bent at the time of a vehicle collision. A pillar structure for a vehicle, wherein a concave portion is formed at a bent edge on the extension side, and the through hole is formed in a flat portion formed in a planar shape of the concave portion. 2. The pillar structure for a vehicle according to claim 1, wherein one of the edge line portions formed around the flat surface portion is bent in the pillar portion when the vehicle collides among the two bending edges. A pillar structure for a vehicle, wherein the pillar structure is provided so as to overlap the bending edge on the compression side.