JP2003205858A - Reinforcement structure of vehicle body skeleton frame - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a reinforcement structure of a vehicle body skeleton frame capable of suppressing direct transmission of deformation generated in a pillar body due to collision load to a reinforcement in the inside to delay the reduction of load. <P>SOLUTION: Although a minimum strength part of a pillar main body 100 is bent and deformed due to collision load, the pillar main body 100 is not joined with the reinforcement 103 in its inside in the vicinity of the minimum strength part, and escape allowance S for bending and deformation of both of them is formed between them to prevent immediate transmission of the deformation generated in the pillar main body 100 to the reinforce 103. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reinforcing structure for an automobile body frame.

[0002]

2. Description of the Related Art As a conventional reinforcing structure for a vehicle body skeleton frame, for example, as disclosed in Japanese Unexamined Patent Publication No. 2001-180518, a pillar structure that constitutes a vertical skeleton member of a vehicle body skeleton frame is used. By installing a reinforcement inside the pillar body, this reinforcement
It is known that the pillar main body is integrally formed in a wide range so as to cover the entire inner side of the pillar main body, and thereby the pillar main body is efficiently reinforced in a lightweight manner.

[0003]

However, in such a conventional reinforcing structure for a vehicle body skeleton frame, since the reinforcement is shaped to conform to the uneven shape of the inner surface of the pillar body, the strength of the reinforcement alone can be increased. However, if the collision load is input and the bending deformation of the pillar main body progresses due to the fact that the pillar main body and the minimum strength portion of the reinforcement match, the reinforcement may be deformed at the same time and the load may suddenly drop.

Therefore, the present invention provides a reinforcing structure for a vehicle body frame frame in which the deformation generated in the pillar main body due to the input of a collision load is suppressed from being directly transmitted to the reinforcement and the decrease of the load can be delayed. is there.

[0005]

According to the present invention, in the pillar structure of the vehicle body frame, a reinforcement is installed inside the hollow pillar body, and this reinforcement is the minimum strength of the pillar body. A portion other than the portion is joined to this portion, and a clearance for bending deformation of both is formed between the minimum strength portion of the pillar body and the reinforcement.

[0006]

According to the structure of the present invention, when a collision load is applied to the pillar structure, the minimum strength portion of the pillar body is bent and deformed, but the pillar body and the reinforcement are joined in the vicinity of this minimum strength portion. Moreover, since a clearance for bending deformation is formed between them, it is possible to prevent the deformation generated in the pillar body from being immediately transmitted to the reinforcement.

Further, since the pillar body and the reinforcement are joined at a portion other than the lowest strength portion of the pillar body, load transfer between them is only in the vicinity of the lowest strength portion where the degree of bending deformation of the pillar body is large. Instead, it will be carried out at the joining portion away from it, and the load and deformation can be dispersed over a wide range of the pillar structure.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings.

FIG. 1 shows a vehicle frame structure of an automobile to which the present invention is applied. The front pillar 100 includes a front end of a hood ridge member 400 arranged in front of the vehicle and a side of a cabin ceiling 500. Roof rail 6 placed
00 is a member that connects the front end of 00 in an oblique front-back direction.

The center pillar 200 includes a roof rail 6
00 is a member that connects a substantially central portion of the body side sill 800 passing through both sides of the vehicle interior floor surface 700.

The rear pillar 300 is a roof rail 600.
It is a member that connects the rear end of the vehicle to the front end of the trunk ridge member 900 arranged on the rear side of the vehicle.

These skeleton members are common to the bodies of general passenger cars.

The present invention is applicable to any of the pillar structures (100,
200, 300), but the front pillar 100 will be mainly described below.

Prior to describing the structure of the present invention, a general front pillar structure will be described as a comparative example with reference to FIG.

FIG. 17 shows an external side surface and a cross section of a general front pillar structure.

The pillar body (shown with the same reference numerals as the front pillar 100) is composed of two panel members, an outer member 101 and an inner member 102, and flange portions 101a, 102a and 101b provided on the respective panel members. And 1
02b and 02b are spot-welded to form a closed cross section.

Since FIG. 17 is viewed from the side, the inner 102 is not hidden and displayed.

The reinforcements 103 installed inside the pillar body 100 are also not visible in a side view, but are shown side by side on the pillar body 100 for clarity.

The entire shape of the reinforcement 103 is formed along the inner wall of the outer 101 of the pillar main body 100, and the flange portions 103a and 103b are formed in the outer 10.
1 and the inner part 102 are joined by spot welding in a state of being sandwiched between the flange parts 101a and 102a and 101b and 102b.

The broken line in FIG. 17 roughly shows the position of the joint, and the cross section A- near the front end of the pillar main body 100.
A ', cross section BB' near the center, cross section C near the rear end
The flange portion 103a of the reinforcement 103 is sandwiched between the flange portion 101a of the outer 101 and the flange portion 102a of the inner 102, and the flange portion 103b is sandwiched between the flange portions 101b and 102b at any position of -C '.

FIG. 18 shows a state in which the front pillar structure of this comparative example is deformed at the time of a vehicle collision, as in FIG.

In the structure of this comparative example, as a result of the frontal collision, the vicinity of the front end of the pillar main body 100 (near the cross section AA ') recedes in the direction of the arrow in the figure, and the pillar main body 100 near the center (near the cross section BB'). ), A bending deformation occurs.

The reason why the bending deformation occurs near this center is that the front end and the rear end of the pillar main body 100 have different cross-sectional shapes, and the change portion of the second moment of area is near this center, and this is the lowest. This is because it is the strength part.

The bending strength of the pillar body 100 is reinforced by the reinforcement 103 installed inside, but since the pillar body 100 and the reinforcement 103 are in close contact with each other, the vicinity of the center of the pillar body 100 (section B The deformation caused in the pillar body 100 in the vicinity of −B ′) is caused by the flange portions 103a and 103b of the reinforcement 103 via the flange portions 101a and 102a.
Therefore, the reinforcement 103 is bent at the same position as the pillar body 100 (near the cross section BB ′).

The load displacement curve of the front pillar as a whole is represented by the line b in FIG. At the maximum peak point of the load, the pillar body 100 and the reinforcement 103 start to deform almost at the same time. As a result, although the maximum value of the load increases due to the reinforcing effect of the reinforcement 103 that is in close contact with the inside of the pillar body 100, after the limit is exceeded, the two deform simultaneously and the supporting force suddenly decreases.

FIG. 2 shows the first embodiment of the present invention, in which the same parts as those in the structure of the comparative example are designated by the same reference numerals.

The pillar body 100 is composed of two panel members, an outer member 101 and an inner member 102, similarly to the structure of the comparative example, and has flange portions 101a and 102a and 101b and 102b provided on the respective panel members. A closed cross section is formed by spot welding.

Inside the pillar body 100, a reinforcement 103 is installed, and the overall shape of the pillar body 100 is
The outer wall 101 is formed so as to extend substantially along the inner wall of the outer member 101.

The broken line in FIG. 2 indicates the joining position, and in this embodiment, the flange portions 103a and 103b are formed only near the rear end portion of the reinforcement 103, that is, near the cross section CC ', and the pillars are formed. The flange portions 101a and 10 of the outer 101 and the inner 102 are provided only in the vicinity of the cross section CC ′ which is a portion other than the lowest strength portion of the main body 100.
It is sandwiched between 2a and 101b and 102b.

In the first half portion of the reinforcement 103, that is, from the section AA 'to the section BB', the flange portion 1 is formed.
Outer 1 of pillar body 100 without 03a and 103b
It just touches the inner surface of 01.

However, in order to increase the number of ridges and ensure sufficient strength and rigidity, the side end portion of the reinforcement 103 in this range is a substantially C-shaped open cross section that goes around beyond the flange joint position of the pillar body 101. Is formed, and the side surface direction in which the cross-sectional deformation is easy is made to coincide with the bending deformation direction of the pillar main body 100.

The boundary between the two is slightly forward of the cross section CC ', and is formed by making a cut in the flange portions 103a and 103b and folding it back, as shown in the enlarged view in the figure.

As described above, in this embodiment, only a part of the reinforcement 103 is joined at a portion other than the lowest strength portion of the pillar main body 100, and the pillar main body 100 is oriented in a direction in which the open cross section of the reinforcement 103 is easily deformed. By conforming to the bending deformation direction of (1), a mechanical clearance S (see section BB ′ in FIG. 3) for bending deformation is formed between the pillar body 100 and the reinforcement 103.

FIG. 3 shows how the front pillar structure of this embodiment is deformed when a vehicle collides.

Also in the structure of this embodiment, similarly to the comparative example, the pillar main body 100 is bent and deformed in the vicinity of the center (near the cross section BB ') corresponding to the changing portion of the second moment of area.

Since the pillar main body 100 and the reinforcement 103 are not in close contact with each other in this portion, the reinforcing effect is smaller than that of the comparative example, and the maximum load value is also low as shown by the line a in the load displacement curve of FIG.

However, since the non-joined portion has a mechanical clearance S for bending deformation, the pillar main body 100 as shown in the section BB ′ of FIG.
The deformation that occurred in the pillar body 100 near the lowest strength part of
The open cross section of the reinforcement 103 is only slightly compressed and deformed, and no overall bending deformation occurs in the reinforcement 103 at this position.

Rather, near the tip near the collision end (section A-
Bending deformation occurs near (A '). That is, even if bending deformation occurs in the pillar body 100, it does not immediately lead to bending deformation of the reinforcement 103.

As a result, as shown by the line a in the load displacement curve of FIG. 4, the load does not immediately decrease even if the pillar body 100 deforms, but the load changes after the reinforcement 103 starts to deform. become. That is,
It is possible to delay the decrease of the load after the load input to the pillar body 100 exceeds the limit.

Here, in this embodiment, the monocoque body used in many passenger cars is applied to the pillar body 100 constructed by welding the two panel materials of the outer 101 and the inner 102 as described above. Can be adapted to the structure.

Further, since the second moment of area changing section of the pillar body 100 is regarded as the lowest strength portion, it is possible to flexibly cope with not only the strength and rigidity but also the pillar shape designed from the viewpoint of design and visibility. it can.

Furthermore, the reinforcement 1 installed inside
Since 03 is welded to the pillar main body 100 at portions other than the lowest strength portion, it is possible to prevent the two lowest strength portions from being coincident with each other and to prevent deformation of the pillar main body 100 from being directly transmitted to the reinforcement 103.

FIG. 5 shows a second embodiment of the present invention. Also in this embodiment, the pillar body 100 is composed of two panel materials, an outer 101 and an inner 102, and flange portions 101a and 102a provided on the respective panel materials.
And 101b and 102b are spot-welded to form a closed cross section.

In this embodiment, the reinforcement 103 installed inside the pillar body 100 is the pillar body 100.
It is shaped to have a smaller curvature (larger radius of curvature).

That is, near the front end (near the cross section AA ')
And near the rear end (near the cross section C-C '), reinforcement 1
03 and the inner wall of the pillar body 100, there is a gap in the direction of the center of the radius of curvature, and the vicinity of the center, which is the lowest strength portion (section B
In the vicinity of −B ′), there is a gap in the outer direction, and this is the clearance S for bending deformation.

Further, near the front end (near the cross section AA ') and near the rear end (near the cross section CC') of the reinforcement 103.
The flange portion 103a is formed only on the outer side, which is the outer 1
01 and the flange portion 101a and 102a of the inner 102.

The cross section of the reinforcement 103 is approximately C in the vicinity of the center without the flange portion 103a (near the cross section BB ').
It has a V shape, and the cross-section end portion extends around the flange joint position of the pillar body 100.

FIG. 6 shows how the front pillar structure of this embodiment is deformed when a vehicle collides.

Also in this embodiment, the pillar main body 100 is near the center (section B-
Bending occurs near B ').

The bending strength of the pillar main body 100 is reinforced by the reinforcement 103, but the reinforcement effect is not obtained in the vicinity of the center (near the cross section BB ') because the pillar main body 100 and the reinforcement 103 are not in close contact with each other. Smaller than the example.

However, since a mechanical clearance S for bending deformation is formed in this non-joint portion, the pillar main body 100 as shown in the section BB 'in FIG. 6 is formed.
The deformation that occurred in the pillar body 100 near the lowest strength part of
At the same position, the cross section deformation of the pillar main body 100, which moves relatively to the outside of the radius of curvature relatively without deforming the cross section of the reinforcement 103, is the clearance S.
It is possible to prevent the reinforce 103 from being immediately compressed by being absorbed by the.

As a result, the pillar body 100 has a cross section B-
The load when bending and deforming near B'is
It is supported by the bending strength and rigidity of the reinforcement 103 between two points (near the cross section AA ′ and the cross section BB ′) where the reinforcement 103 and the pillar body 100 are joined.

This is shown in FIG. As shown in (1) of the figure, in the comparative example in which the pillar body 100 and the reinforcement 103 are in close contact with each other, the pillar body 10
Since the load F and the deformation when 0 is bent are directly transmitted to the reinforcement 103, the reinforcement 103 is also bent and deformed at the same position as the deformed portion generated in the pillar body 100.

(2) of the figure is a schematic representation of this embodiment, in which the pillar body 100 and the reinforcement 103 are not in close contact with each other in the vicinity of the lowest strength portion of the pillar body 100, and Since the two are joined at the two locations of the front and rear ends other than the lowest strength portion of 100, the load F and deformation when the pillar main body 100 is bent are dispersed at the two joining portions to reinforce 103.
(1/2 F), the reinforce 103 generates resistance even after the pillar body 100 is bent and deformed.

FIG. 8 shows the load displacement curve at this time.
As shown by the line a ', in the present embodiment, the reinforcement 103 generates a resistance force even after the pillar main body 100 reaches the limit, thereby suppressing a rapid decrease in the load and keeping the load high for a while. You can keep the level.

As described above, in this embodiment, since the entire shape of the reinforcement 103 has a curvature different from that of the pillar body 100, the lowest strength portion of the reinforcement 103 is different from the lowest strength portion of the pillar body 100, and both are bent and deformed. Will occur in different places. Further, in the vicinity of the lowest strength portion of the pillar body 100, the pillar body 10
Since the escape allowance S due to a physical gap is formed between 0 and the reinforcement 103, it is necessary to prevent the cross-sectional deformation generated in the pillar body 100 from being absorbed by the escape allowance S and immediately pressing the reinforcement 103. You can

9 and 10 show a third embodiment of the present invention.

In the present embodiment, the pillar main body 100 is made of a pipe material such as an aluminum extruded material having a substantially rectangular cross section. The front end and the rear end of the pillar main body 100 are inserted into and fixed to a joint J made of casting, and the joint is made. It is designed to be connected to another skeletal member adjacent to each other via J, and the vicinity of the center is bent.

In the reinforcement 103 of the present embodiment, H
A shaped steel material is used, and the inflection point P near the center of the pillar body 100 is regarded as the lowest strength portion, and is inserted so as to straddle the inflection point P.

Although the reinforce 103 is also bent, it has a generally uniform curvature and a radius of curvature larger than that of the pillar main body 100.

That is, also in the case of this embodiment, the second
Similar to the embodiment, there is a gap between the reinforce 103 and the inner wall of the pillar body 100 in the vicinity of the front end and the rear end of the pillar body 100 on the curvature radius center side, and in the vicinity of the inflection point P that is the lowest strength portion, the outside. There is a gap in the direction, and this is the clearance S for bending deformation.

At the front and rear ends of the reinforcement 103,
Flange portion 10 that contacts the inner wall of the pillar body 100
3a and 103b are formed, and a plurality of threaded holes 103c are provided.

The pillar body 100 is also provided with a plurality of holes 100C at positions corresponding to the holes 103C, and both ends of the reinforcement 103 are fixed by bolts 104.

FIG. 11 shows how the front pillar structure of this embodiment is deformed when a vehicle collides.

The pillar main body 100 is bent and deformed at an inflection point P near the center where the pillar is bent.

As the bending deformation of the pillar main body 100 progresses, the reinforcement 103 is also curved. However, since the pillar main body 100 and the reinforcement 103 are not in close contact with each other near the center (cross section B of FIG. 10), the bending resistance of the reinforcement 103 is increased. Are flanges 10 at both ends
It will be transmitted to the pillar main body 100 via 3a and 103b.

That is, the pillar body 1 in the initial state
Although the lowest strength portion of 00 is near the center (inflection point p), the load due to the deformation after the bending deformation starts is the inflection point P (cross section B) and the joining point (cross section A, cross section) of both ends of the reinforcement 103. C) and the deformation that occurs in the pillar body 100 at the cross section B moves relatively toward the outer side of the radius of curvature with almost no deformation of the cross section of the reinforcement 103 at the same position. hand,
The cross-sectional deformation generated in the pillar body 100 can be prevented from being absorbed by the clearance S and immediately pressing the reinforcement 103.

As a result, it is possible to suppress the phenomenon that the pillar strength sharply decreases after the limit.

Further, by using the H-shaped steel material for the reinforcement 103, it is possible to effectively increase the resistance to bending deformation with a small weight.

Furthermore, since a pipe material such as an extruded material is used as the pillar body, it can be applied to a space frame vehicle body used in some vehicles.

In the third embodiment, the front end and the rear end of the reinforcement are fastened and fixed to the pillar main body 100 by the flange portions 103a and 103b.
3a and 103b may be simply crimped (pressed) to the inner wall of the pillar body 100. In this case, the bending deformation of the pillar body 100 may not be directly transmitted to the reinforcement 103 due to the displacement of the crimping portion. it can.

FIG. 12 shows a fourth embodiment of the present invention.

The structure of this embodiment is the same as that of the first embodiment, but the pillar main body 100 has a three-pronged structure in the vicinity of the center (near the cross section B) of the pillar body 100 for joining with another skeleton member. The opening 102C is formed on the side.

Similar to the first embodiment, the reinforce 103 is molded so that its overall shape is substantially along the inner wall of the pillar body 100, but the flange is formed only near the front end (cross section A) and the rear end (cross section C). Parts 103a and 10
3b is formed, and is sandwiched by the flange portions of the outer 101 and the inner 102 and welded.

Central portion of the reinforcement 103 (cross section B)
Does not have a flange portion and has a ridge line portion having a substantially C-shaped cross section. This ridge line is continuous in a range including the opening 102C of the inner 102.

The deformation mode and load displacement diagram when the front pillar structure of this embodiment is deformed at the time of a vehicle collision are the same as those of the first embodiment. Therefore, the pillar body and other skeleton members such as roof rails and cross members are the same. In the case of including a three-pronged or four-pronged structure for connecting with the pillar body 10
The opening 102 in the pillar body 100 for fixing on
When c is provided, the load and the deformation can be dispersed without the deformation being concentrated in the vicinity of the portion.

FIG. 13 shows a fifth embodiment of the present invention.

The basic structure of this embodiment is the same as that of the second embodiment.

That is, the reinforcement 103 installed inside the pillar main body 100 is molded so as to have a smaller curvature than the pillar main body 100, but in the vicinity of the center (near the cross section BB '), both inside and outside are formed. There is a physical gap, and this is the clearance S for bending deformation.

Near the front end of the reinforcement 103 (section A)
The flange portion 103a is formed only in the vicinity of −A ′) and in the vicinity of the rear end (near the cross section CC ′).
It is also similar to the second embodiment in that it is sandwiched between the flange portions 101a and 102a and welded, but is different in that the folded beads 103d and 103e are formed as fragile portions slightly toward the center from both ends. .

FIG. 14 shows a state in which the front pillar structure of the present embodiment is deformed at the time of a vehicle collision, and the vicinity of the center which is the lowest strength portion of the pillar main body 100 (section B-
In addition to obtaining the same effect as the second embodiment when bent and deformed in the vicinity of B ′), the minimum strength portion of the reinforcement 103 is folded bead 103d, 103e apart from the minimum strength portion of the pillar body 100 in the front-rear direction. Therefore, since it is possible to forcibly cause the bending deformation from these bent beads 103d and 103e as starting points and the bending deformation portions of the pillar main body 100 and the reinforcement 103 do not match, the minimum strength of the pillar main body 100 is obtained. This is effective when a sufficient gap cannot be secured between the pillar body and the reinforcement 103 near the portion.

FIG. 15 shows a sixth embodiment of the present invention, which is applied to the center pillar 200.

Pillar body 200 (center pillar 200
Are denoted by the same reference numerals as in FIG.
It is composed of two panel materials, and a closed cross section is formed by spot welding them.

Generally, the center pillar receives a load input in the bending deformation direction in a side collision, but the deformation mode is controlled so that the pillar shape is kept substantially vertical or substantially parallel to the occupant's body shape in consideration of interference with the occupant. It

In this embodiment, the bent beads 201a and 201a as fragile portions are formed on the upper and lower portions of the outer 201.
By forming b, the above-mentioned deformation mode control is realized.

A reinforcement 203 is installed inside the pillar main body 200, and the overall shape of the reinforcement 203 is formed so as to substantially follow the inner wall of the outer 201. However, a clearance S for the bending deformation is provided between the two as a whole. There is a slight gap.

The outer 201 and the reinforcement 203 are joined only at the upper end and the lower end, and are not joined in the range from the bent bead 201a formed on the outer 201 to the central portion to 201b. Further, a broken bead 203a as a fragile portion is provided in the center of the reinforcement 203.
Are formed.

FIG. 16 shows how the center pillar structure of this embodiment is deformed when a vehicle collides.

The pillar main body 200 is bent and deformed at the bent bead positions 201a and 201b formed on the outer 201.

These two broken beads 201a, 201
Between b, the pillar body 200 and the reinforcement 203
Are not joined together, and there is a slight clearance S between them, so that the bending deformation of the pillar body 200 does not immediately press the reinforcements 203.

On the other hand, since the reinforcements 203 begin to deform at the broken beads 203a, the pillar main body 200
The deformation mode is different from that described above, and the interference between the two controls the progress of the deformation mode of the pillar body 200.

As a result, the deformation mode of the pillar main body 200 does not change, but it can be expected that the reduction of the pillar strength is suppressed during the bending and deformation.

Further, in this embodiment, the broken beads 201a, 201 as weakened portions provided on the pillar body 200 are used.
Since b is regarded as the lowest strength portion, it is possible to prevent the broken beads 201a and 201b installed for controlling the deformation mode at the time of a side collision from causing a load reduction under other collision conditions. You can

Further, also in this embodiment, since the fragile portion 203a is formed in the reinforcement 203 in a place other than the lowest strength portions 201a and 201b of the pillar body 200, the pillar body 200 is not formed near the lowest strength portion of the pillar body 200. This is effective when a sufficient gap cannot be secured between the reinforcements 203.

[Brief description of drawings]

FIG. 1 is an external perspective view showing a vehicle body frame frame of an automobile to which the present invention is applied.

FIG. 2 is an external side view showing the first embodiment of the present invention and sectional views taken along lines AA ′, BB ′, and CC ′.

FIG. 3 is an external side view and a sectional view similar to FIG. 2, showing a modified state of the first embodiment of the present invention.

FIG. 4 is a graph showing a load displacement curve at the time of a collision in the first embodiment of the present invention together with a comparative example.

FIG. 5 is an external side view and a sectional view similar to FIG. 2, showing a second embodiment of the present invention.

FIG. 6 is an external side view and a cross-sectional view similar to FIG. 3, showing a modified state of the second embodiment of the present invention.

FIG. 7 is a conceptual diagram showing a deformation mode at the time of a collision in the second embodiment of the present invention together with a comparative example.

FIG. 8 is a graph showing a load displacement curve at the time of a collision in the second embodiment of the present invention together with a comparative example.

FIG. 9 is an external side view showing a third embodiment of the present invention.

FIG. 10 is a perspective view showing a main part of a third embodiment of the present invention and sectional views taken along lines A, B, and C.

FIG. 11 is an external side view showing a deformed state of the third embodiment of the present invention.

FIG. 12 is a perspective view showing a fourth embodiment of the present invention and FIG.
Sectional drawing which follows the line, B line, and C line.

FIG. 13 is an external side view showing a fifth embodiment of the present invention and sectional views taken along lines AA ′, BB ′, and CC ′.

FIG. 14 is a view showing a modified state of the fifth embodiment of the present invention.
3 is an external side view and a sectional view similar to FIG.

FIG. 15 is a perspective view showing a sixth embodiment of the present invention.

FIG. 16 is a front explanatory view showing a deformation mode at the time of collision in the sixth embodiment of the present invention.

FIG. 17 is an external side view and A- showing a comparative example of the present invention.
Sectional drawing which follows an A'line, a BB 'line, and a CC' line.

FIG. 18 is an external side view and a cross-sectional view similar to FIG. 17, showing a modified state of the comparative example of the present invention.

[Explanation of symbols]

100 front pillar (pillar body / vertical skeleton member) 200 center pillar (pillar body / vertical skeleton member) 300 rear pillar (vertical skeleton member) 103,203 Reinforce S escape clearance P pillar inflection point 102c Openings 103d and 103e provided in the pillar body Weakened portions 201a and 201b provided in the reinforcements Weakened portions provided in the pillar body

Claims (9)

[Claims] 1. A pillar structure constituting a vertical skeletal member of a vehicle body skeletal frame is composed of a hollow pillar main body and a reinforcement installed therein, and the reinforcement is a portion other than a minimum strength portion of the pillar main body. The reinforcement structure for a vehicle body frame frame, characterized in that it is joined to this and a clearance is formed between the minimum strength portion of the pillar body and the reinforcement to prevent bending deformation of both. 2. The cross-sectional second moment changing portion of the pillar main body formed by combining and welding a plurality of panel materials according to claim 1 is regarded as a minimum strength portion, and a reinforcement to be installed inside the pillar main body is Reinforcement structure for vehicle body frame, characterized by being welded to parts other than the lowest strength part. 3. The pillar body according to claim 1, wherein the pillar body is made of a pipe material such as an extruded material, and the inflection point on the appearance thereof is regarded as the lowest strength portion. Reinforcement structure of the vehicle body skeleton frame characterized by being crimped to parts other than this part. 4. The pillar body according to claim 1,
For the purpose of connecting with other skeleton members constituting the body frame frame and fixing interior parts on the pillar body, the opening provided in the pillar body is regarded as the lowest strength portion, and the reinforcement to be installed inside is Reinforcement structure of the vehicle body skeleton frame characterized by being welded to parts other than the lowest strength part of the pillar body. 5. The fragile portion provided in the pillar body is regarded as the lowest strength portion in claim 1, and the reinforcement installed inside is joined to the reinforced portion at a portion other than the lowest strength portion of the pillar body. Reinforcement structure of the car body frame frame. 6. The reinforce according to claim 1, wherein the entire shape of the reinforcement is configured to have a curvature different from that of the pillar body, and a physical gap is provided between the pillar body and the reinforcement in the vicinity of the lowest strength portion of the pillar body. A reinforcing structure for a vehicle body skeleton frame, characterized in that an escape margin for bending is formed as formed. 7. The method according to claim 1, wherein only a part of the reinforcement installed inside is joined to the pillar main body to form a mechanical clearance between the pillar main body and the reinforcement. Reinforcement structure of body frame. 8. The dynamic force between the pillar main body and the reinforcement according to claim 1, wherein the reinforcement installed inside has an open cross-section structure, and a direction in which the cross-section deformation is easy is made to coincide with a bending deformation direction of the pillar main body. Reinforcement structure of the vehicle body skeleton frame characterized by forming a special escape allowance. 9. The reinforcing structure for a vehicle body skeletal frame according to claim 1, wherein a fragile portion is formed in a reinforcement to be installed inside a portion other than the minimum strength portion of the pillar main body.