JP2005263019A - Upper structure of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an upper structure of a vehicle body capable of sufficiently ensuring the roof rigidity during a rollover or a turnover with a simple structure. <P>SOLUTION: An upper end of a first pillar 3A on the left side is connected to an upper end of a second pillar 4B on the right side via a first reinforcing frame 10 curved backward of the left side of a vehicle. An upper end of a first pillar 3B on the right side is connected to an upper end of a second pillar 4A on the left side via a second reinforcing frame 11 curved backward of the right side of the vehicle. A rigidity adjustment means 20 in which the absolute value of the first moment M1 generated in an intersection-joined part 12 by the forward load F1 input in a first pillar connection part of a roof R is set to be substantially equal to the absolute value of the second moment M2 generated in the intersection-joined part 12 by the sidewise load F2 input in a second pillar connection part of the roof R is provided on the first reinforcing frame 10 and the second reinforcing frame 11. Thus, the moments M1, M2 input in the intersection-joined part 12 are canceled and an upper part of a vehicle body can be reinforced without considerably increasing the weight of the vehicle body. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an upper body structure of an automobile.

As a structure for improving the roof rigidity of an automobile, a structure having a pair of skew frames that intersect near the center of the roof is known. In this case, in addition to the skew frames provided on the roof, A skew frame is also provided on the floor, and the intersection of the skew frame on the floor and the intersection of the skew frame on the roof are connected by a center pole (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 7-187007 (page 3, FIG. 1)

  However, in such a conventional vehicle body upper structure, a skew frame is provided on each of the roof and the floor, and a center pole for connecting these skew frames is provided, which complicates the structure and increases the weight of the vehicle body. Not only the structure but also a reinforcing member (skew frame and center pole) that connects the parts with relatively high strength in a straight line to improve rigidity. The roof is grounded during rollover or rollover. It does not take into account the input direction of the load sometimes applied.

  That is, when the vehicle rolls over or rolls over, a load toward the center of the roof (hereinafter referred to as a forward load) is input to the front side of the roof, and the roof center is input to the side center of the roof. A load to be directed (hereinafter referred to as a lateral load) is input, but the cabin may be greatly deformed during such rollover or rollover.

  Therefore, the present invention provides a vehicle body upper structure that has a simple structure and can sufficiently secure roof rigidity during rollover or rollover.

In the present invention, a pair of left and right first pillars that support both sides in the vehicle width direction of the roof at the front end thereof, and a pair of left and right that are supported on the vehicle rear side with respect to the support portion of the first pillar. In the vehicle body superstructure comprising the second pillar,
The upper end of the first pillar on the left side and the upper end of the second pillar on the right side are connected by a first reinforcing frame that curves toward the rear left side of the vehicle, and the upper end of the first pillar on the right side and the upper end of the second pillar on the left side are connected to the rear right side of the vehicle. Connected by a second reinforcing frame that curves toward
A cross-joining portion between the first reinforcing frame and the second reinforcing frame, a straight line connecting the left first pillar upper end and the right second pillar upper end, the right first pillar upper end, and the left second pillar upper end. Arranged behind the vehicle from the intersection with the connecting straight line and ahead of the vehicle from the straight line connecting the upper ends of the left and right second pillars,
The front end portion of the first reinforcing frame is arranged so as to be substantially aligned with the extension of the left first pillar in plan view, and the rear end portion of the first reinforcing frame is arranged on a straight line connecting the upper ends of the left and right second pillars. Almost aligned to
The front end portion of the second reinforcement frame is arranged so as to be substantially aligned with the extension of the first pillar on the right side in plan view, and the rear end portion of the second reinforcement frame is on a straight line connecting the upper ends of the left and right second pillars. Almost aligned to
While setting the bending strength of the cross joint portion higher than the strength of each frame body of the first reinforcement frame and the second reinforcement frame,
Due to the first moment generated in the cross joint by the forward load input to the first pillar connecting portion of the roof and the side load input to the second pillar connecting portion of the roof, the first reinforcing frame and the second reinforcing frame The most important feature is that rigidity adjusting means is provided to make the absolute values of the second moments in the opposite directions to the first moments generated at the cross-joined portions substantially equal.

  According to the present invention, when the vehicle rolls over or rolls over and a front load is input to either the left or right side front part of the roof, the first reinforcement frame or the second reinforcement frame on the front load input side is A load is input from the side of the first pillar, and the reinforcing frame to which the load is input disperses stress at the curved portion between the first pillar and the first and second reinforcing frames. A first moment is generated.

  When a lateral load is input to the second pillar connecting portion of the roof almost simultaneously with the input of the forward load, the load is input from the second pillar side to the other of the first reinforcing frame or the second reinforcing frame to which the forward load is input. The reinforcing frame to which the load is input disperses the stress at the curved portion between the second pillar and the cross joint portion, and generates a second moment in the direction opposite to the first moment at the cross joint portion.

  At this time, the first reinforcing frame and the second reinforcing frame are provided with rigidity adjusting means so that the absolute values of the first moment and the second moment in opposite directions are substantially equal. Therefore, the upper part of the vehicle body can be effectively reinforced in consideration of the input direction and sequence of the load applied when the roof contacts the ground, without canceling out the moment input to the cross joint and significantly increasing the vehicle body weight. Can do.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 11 show a first embodiment of a vehicle body superstructure according to the present invention, FIG. 1 is an overall perspective view showing a skeleton structure of the vehicle body, and FIG. 2 shows a mounting state of a first reinforcement frame and a second reinforcement frame. FIG. 3 is a plan view of the roof, and FIG. 3 shows a state in which the first and second reinforcing frames are attached as viewed from the rear of the vehicle in (a), as viewed from the left in (b), and as viewed from the right in (c). FIG. 4 is an exploded perspective view showing a skeleton structure around the roof, FIG. 5 is a cross-sectional view taken along line AA in FIG. 4, and FIG. 6 is taken along line BB in FIG. FIG. 7 is a perspective view showing a skeleton structure around the upper portion of the first pillar on the left side of the vehicle, FIG. 8 is a sectional view taken along the line AA in FIG. 7, and FIG. FIG. 10 is a cross-sectional view taken along line BB in FIG. 9, and FIG. 11 is a front load and side view. It is a left side view of a plan view and (b) of indicating the input state of the load (a).

  The vehicle body upper structure of the first embodiment is configured by incorporating a first reinforcement frame 10 and a second reinforcement frame 11 into the skeleton of a roof R that constitutes the upper part of the vehicle body B as shown in FIG.

  The roof R has a pair of left and right side sills 2 arranged on both sides in the vehicle width direction of the floor panel 1 and a front pillar 3 (first side 3A on the left side and third side 3B on the right side) with a predetermined distance from the front to the rear of the vehicle. ), A center pillar 4 (4A on the left side, 4B on the right side) as a second pillar, and a rear pillar 5 are erected, and the roof extends over the upper ends of these pillars 3, 4, and 5. A pair of left and right roof side rails 6 (6A on the left side and 6B on the right side) constituting both side edges in the vehicle width direction of R are connected.

  The pair of left and right roof side rails 6A and 6B are connected to a front roof rail 7 and a rear roof rail 8 across the front end portion and the rear end portion, respectively. The roof side rails 6A and 6B and the front and rear roof rails 7 are connected. , 8 form a flat rectangular roof skeleton.

  In this embodiment, as shown in FIGS. 2, 3A, 3B, and 3C, the left front pillar 3A upper end and the right center pillar 4B upper end are connected to the vehicle left rear (FIG. 2). The first reinforcing frame 10 is bent toward the upper right of the middle right side, and the upper end of the right front pillar 3B and the upper end of the left center pillar 4A are bent toward the rear right side of the vehicle (upper left side in FIG. 2). The second reinforcing frame 11 is connected.

  At this time, the cross joint portion 12 between the first reinforcing frame 10 and the second reinforcing frame 11 is connected to a straight line L1 connecting the upper end of the left front pillar 3A and the upper end of the right center pillar 4B, and the upper end and the left side of the right front pillar 3B. The center pillar 4A is arranged at the rear of the vehicle (upward in FIG. 2) from the intersection P1 with the straight line L2 connecting the upper ends of the center pillars 4A and at the front of the vehicle than the straight lines L3 connecting the upper ends of the left and right center pillars 4A and 4B. .

  The front end portions 10a of the first reinforcement frames 10 are arranged substantially on the extension of the left front pillar 3A in a plan view as shown in FIG. 2, and the front end portions 10a of the first reinforcement frames 10 are arranged. The front pillar 3A is made continuous, and the rear end portion 10b of the first reinforcing frame 10 is arranged substantially on the straight line L3 connecting the upper ends of the left and right center pillars 4A and 4B, as shown in FIG. As shown, the rear end portion 10b of the first reinforcing frame 10 is disposed substantially at right angles to the right center pillar 4B.

  Further, as shown in FIG. 2, the front end portion 11a of the second reinforcing frame 11 is arranged substantially on the extension of the right front pillar 3B in a plan view, and the second reinforcing frame 11 and the front pillar 3B And the rear end portion 11b of the second reinforcing frame 11 is substantially aligned on the straight line L3, and the rear end portion 11b of the second reinforcing frame 11 is placed on the left side as shown in FIG. The center pillar 4A is arranged at a substantially right angle.

  When the structure around the roof R including the connection portion between the first and second reinforcing frames 10 and 11 and the front and center pillars 3 and 4 is shown on the left side of the roof in FIG. 5 and 6, the front and center pillars 3 and 4 are respectively formed with pillar inners 3c and 4c and pillar outers 3d and 4d, and these inner and outer parts. A triple structure is formed by the pillar reinforcements 3e and 4e disposed between the members.

  Further, the roof side rail 6 is also formed as a triple structure of the roof side rail inner 6c, the roof side rail outer 6d, and the roof side rail reinforcement 6e.

  A front pillar joint 6f is formed at the front end of the roof side rail inner 6c in a direction extending from the upper end of the pillar inner 3c of the front pillar 3A toward the center of the roof, and at the center of the roof side rail inner 6c. Is formed with a center pillar joint 6g extending in the direction extending from the upper end of the pillar inner 4c of the center pillar 4A toward the center of the roof. As shown in FIG. 7, the first reinforcing frame 10 is formed on the front pillar joint 6f. The front end 10a is fitted and joined, and the rear end 11b of the second reinforcing frame 11 is fitted and joined to the center pillar joint 6g as shown in FIG.

  As shown in FIG. 8, the joint portion between the first reinforcing frame 10 and the front pillar joint portion 6f overlaps the front end portion 10a of the first reinforcement frame 10 on the inner side of the front pillar joint portion 6f, and the open side thereof is a pillar. The flat patch part 3e 'of the reinforcement 3e is covered, and both side parts thereof are spot-welded Ws.

  Further, as shown in FIG. 10, the joint portion between the second reinforcement frame 11 and the center pillar joint portion 6g is overlapped with the rear end portion 11b of the second reinforcement frame 11 inside the center pillar joint portion 6g and opened. The side is covered with a flat patch portion 4e ′ of the pillar reinforcement 4e, and both side portions thereof are spot-welded Ws.

  On the other hand, a front roof rail joint 6h is formed at the front end of the roof side rail inner 6c so as to diverge from the front pillar joint 6f inward in the vehicle width direction, and both ends of the front roof rail 7 are formed at the joint 6h. The parts are joined. The rear roof rail 8 is joined to the roof side rail 6 with the same structure as the front roof rail 7.

  By the way, the above-described peripheral structure on the left side of the roof R is the same even on the right side, and the same components as those on the left side in FIG.

  The first and second reinforcing frames 10 and 11 and the front and rear roof rails 7 and 8 include the joint portions 6f, 6g, and 6h at both ends, and are on the upper open side having the inverted hat-shaped cross sections. A closed cross section is formed by joining the roof panels.

  In the present embodiment, the first reinforcing frame 10 and the second reinforcing frame 11 have a front load F1 (FIGS. 11A and 11B) input to the connecting portion of the front pillar 3 at the front side of the roof R. )) And a lateral load F2 (FIG. 11) input to the connecting portion of the center pillar 4 at the lateral center of the roof R. The absolute values of the second moment M2 (see FIG. 11 (a)) in the opposite direction to the first moment M1 generated in the cross-joint portion 12 by (a) and (b)) are substantially omitted. Equal stiffness adjusting means 20 is provided.

  That is, in the first reinforcement frame 10, the cross-sectional area (see FIG. 5) between the joint portion of the first reinforcement frame 10 with the front pillar joint portion 6 f and the cross joint portion 12 is determined as the joint portion 6 g with the center pillar 4. The rigidity adjusting means 20 is configured to be larger than the cross-sectional area (see FIG. 6) from the crossing portion 12 to the cross joint portion 12.

  That is, the first and second reinforcing frames 10 and 11 have different cross-sectional areas between the vehicle front portion and the vehicle rear portion with the cross joint portion 12 as a boundary. As shown, the difference in cross-sectional area changes the width w, height h, and wall thickness t of the reinforcing frames 10, 11 respectively.

  Similarly, even in the second reinforcement frame 11, the cross-sectional area from the joint portion of the second reinforcement frame 11 to the front pillar joint portion 6 f to the cross joint portion 12 is determined as the joint portion 6 g to the center pillar 4. The rigidity adjusting means 20 is configured to be larger than the cross-sectional area from the crossing portion 12 to the cross joint portion 12.

  In this case, the 1st reinforcement frame 10 and the 2nd reinforcement frame 11 are formed symmetrically including the cross-sectional shape, and the CC line cross section in FIG. 4 is substantially the AA line cross section shown in FIG. The cross section taken along the line DD is substantially the same as the cross section taken along the line BB shown in FIG.

  Further, a rib 12a is enclosed and joined around the cross joint portion 12 so as to close the reverse hat-shaped cross sections of the first and second reinforcing frames 10 and 11. The strength of 12 is made larger than the frame bodies of the first and second reinforcing frames 10 and 11.

  With the above-described configuration, according to the vehicle body superstructure of the first embodiment, the vehicle rolls over or rolls over to the front side on the left side of the roof R as shown in FIGS. 11 (a) and 11 (b). When the load F1 is input, the load is input from the left front pillar 3A side to the front end portion 10a of the first reinforcing frame 10 to which the front load F1 is input.

  Then, the first reinforcing frame 10 to which the load F <b> 1 is input disperses the stress at the curved portion between the front pillar 3 and the cross joint portion 12 of the first and second reinforcement frames 10 and 11, and this cross joint A first moment M1 is generated in the portion 12.

  Along with the input of the front load F1, a side load F2 is input to the left side central portion. The side load F2 is applied to the other end portion 11b of the second reinforcing frame 11 from the center pillar 4A side to the load F2. The second reinforcing frame 11 disperses stress at the curved portion between the center pillar 4A and the cross joint portion 12, and the second moment in the direction opposite to the first moment M1 is applied to the cross joint portion 12. M2 is generated.

  At this time, since the vehicle is moving at the time of rollover or rollover, the front load F1 is larger than the side load F2, and the joint portion with the front pillars 3A and 3B on which the front load F1 acts. Is longer than the linear distance from the junction with the center pillars 4A and 4B to which the lateral load F2 acts to the cross junction 12, so that the absolute value of the first moment M1 is the first distance M1. It becomes larger than the absolute value of 2 moment M2.

  Here, the cross-sectional area from the joint portion of the first reinforcement frame 10 and the second reinforcement frame 11 to the front pillar joint portion 6f to the cross joint portion 12 is determined from the joint portion 6g to the center pillar 4 to the cross joint portion 12. The rigidity adjustment means 20 is configured to be larger than the cross-sectional area between the first moment M1 and the second moment M2 which are opposite to each other. Therefore, since the moments M1 and M2 input to the cross joint portion 12 can be canceled with each other, the upper part of the vehicle body can be effectively removed in consideration of the input direction and order of the load applied when the roof R is grounded by rollover or rollover. Can be reinforced.

  In addition, in the present embodiment, the vehicle body upper rigidity at the time of rollover or rollover can be effectively increased, but it is curved between the left and right front pillars 3A and 3B and the left and right center pillars 4A and 4B. Since it can be achieved with a simple structure in which the first reinforcing frame 10 and the second reinforcing frame 11 are arranged to cross each other, an increase in the weight of the vehicle body can be suppressed.

  12 to 17 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 12 is a first reinforcing frame. FIG. 13 is a plan view of the roof showing the attachment state of the second reinforcement frame, and FIG. 13 shows the attachment state of the first reinforcement frame and the second reinforcement frame as viewed from the rear of the vehicle in (a) and from the left side in (b). FIG. 14 is a perspective view showing a combined state of the first reinforcing frame and the second reinforcing frame, and FIG. 15 is along the line AA in FIG. FIG. 16 is a sectional view taken along line BB in FIG. 14, and FIG. 17 is a plan view of (a) and a left side view of (b) showing an input state of a front load and a side load. .

  The vehicle body upper structure of the second embodiment has basically the same configuration as the vehicle body upper structure of the first embodiment as shown in FIG. 12, but the point that the present embodiment is different from the first embodiment in particular. The cross section of the rigidity adjusting means 20 from the joint portion of the first reinforcement frame 10 and the second reinforcement frame 11 to the front pillars 3A and 3B to the cross joint portion 12 is determined as the joint portion with the front pillars 4A and 4B. In other words, it is that the number is gradually increased from the front end portions 10a and 11a toward the cross junction portion 12.

  That is, in this embodiment, as shown in FIGS. 12, 13 (a), 13 (b), and (c), the upper end of the left front pillar 3A and the upper end of the right center pillar 4B are set as in the first embodiment. The first reinforcing frame 10 that curves toward the rear left side of the vehicle is connected, and the upper end of the right front pillar 3B and the upper end of the left center pillar 4A are coupled by the second reinforcing frame 11 that curves toward the rear right side of the vehicle. In addition, the cross-joining portion 12 of the first and second reinforcing frames 10 and 11 is arranged behind the intersection P1 of the straight lines L1 and L2 and ahead of the straight line L3.

  The first and second reinforcing frames 10 and 11 are formed in a hat-shaped cross section as in the first embodiment as shown in FIGS. 14, 15, and 16. The ribs 12a are enclosed and joined in a plane rectangular shape so as to close the inside of the hat-shaped cross section of the reinforcing frames 10 and 11.

  The gradual increase in the cross-sectional area of the first and second reinforcing frames 10 and 11 constituting the rigidity adjusting means 20 is performed by setting the width w having an inverted hat-shaped cross section as shown in FIGS. 15 and 16 to the reinforcing frames 10 and 11. In this embodiment, the height h and the wall thickness t of the reverse hat-shaped cross section are made equal over the entire length of the reinforcing frames 10 and 11. is there.

  15 and 16 show cross sections along the lines AA and BB of the first reinforcing frame 10, but the cross sections along the lines CC and DD of the second reinforcing frame 11. Even if it exists, it becomes a substantially similar cross-sectional shape.

  Further, the first and second reinforcing frames 10 and 11 have the same width at the rear part of the cross-joining portion 12, and are substantially the same as the cross-sectional shapes of the front end portions of the first and second reinforcing frames 10 and 11 shown in FIG. It becomes the same.

  Therefore, according to the vehicle body superstructure of the second embodiment, when the vehicle rolls over or rolls over as in the first embodiment, the side of the roof R as shown in FIGS. 17 (a) and 17 (b). A front load F1 is input to the front portion, and a side load F2 is input to the center of the side, and the front load F1 and the side load F2 cause the cross joint portion 12 of the first and second reinforcing frames 10 and 11 to be crossed. First and second moments M1 and M2 that are opposite to each other are generated.

  Here, the cross-sectional area between the joint portions of the first and second reinforcing frames 10 and 11 with the front pillars 3A and 3B to the cross joint portion 12 is determined from the joint portions with the front pillars 4A and 4B to the cross joint portion 12. The rigidity adjusting means 20 is configured to be gradually increased as it goes to, and the absolute values of the first and second moments M1 and M2 are made substantially equal to each other. The inputted moments M1 and M2 can be canceled each other.

  Therefore, even in this embodiment, while suppressing an increase in the weight of the vehicle body with a simple structure, the upper portion of the vehicle body is effectively removed in consideration of the input direction and order of the load applied when the roof R is grounded by rollover or rollover. Can be reinforced.

  18 to 22 show a third embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 18 is a first reinforcing frame. FIG. 19 is a plan view of the roof showing the attachment state of the second reinforcement frame, and FIG. 19 shows the attachment state of the first reinforcement frame and the second reinforcement frame as viewed from the rear of the vehicle in (a) and from the left side in (b). FIG. 20 is a schematic configuration diagram showing a state and a state viewed from the right side in FIG. 20, FIG. 20 is an enlarged perspective view showing an intersecting portion between the first reinforcement frame and the second reinforcement frame, and FIG. FIG. 22 is a plan view of (a) and a left side view of (b) showing an input state of a front load and a side load.

  The vehicle body upper structure of the third embodiment has basically the same configuration as the vehicle body upper structure of the first embodiment as shown in FIG. 18, but the point that this embodiment is different from the first embodiment is particularly. The rigidity adjusting means 20 is configured by forming a notch portion 13 as a strength-decreasing portion between the joint portion of the first reinforcement frame 10 and the second reinforcement frame 11 with the center pillars 4A and 4B and the cross joint portion 12. It is to have done.

  That is, in this embodiment, as shown in FIGS. 18, 19A, 19B, and 19C, the upper end of the left front pillar 3A and the upper end of the center pillar 4B on the right side are set as in the first embodiment. The first reinforcing frame 10 that curves toward the rear left side of the vehicle is connected, and the upper end of the right front pillar 3B and the upper end of the left center pillar 4A are coupled by the second reinforcing frame 11 that curves toward the rear right side of the vehicle. In addition, the cross-joining portion 12 of the first and second reinforcing frames 10 and 11 is arranged behind the intersection P1 of the straight lines L1 and L2 and ahead of the straight line L3.

  As shown in FIG. 20, the first and second reinforcing frames 10 and 11 are formed in a reverse hat-shaped cross section as in the first embodiment, and the first and second reinforcing frames 10 and 11 are formed at the cross joint portion 12. The rib 12a is enclosed and joined in a plane rectangular shape so as to close the inside of the inverted hat-shaped cross section.

  And the notch part 13 which comprises the rigidity adjustment means 20 has two or more with an appropriate space | interval in the front side edge between the junction part with the center pillars 4A and 4B of the 1st, 2nd reinforcement frames 10 and 11 and the cross junction part 12. FIG. It is formed.

  As shown in FIG. 21, the cutout portion 13 cuts out the flange portion f at the front side edge of the reinforcing frames 10 and 11 having a reverse hat-shaped cross section to a predetermined width, and continues to the concave portion at the center portion from the cut portion. The formed portion g is formed in a V-shaped concave shape, and by forming a plurality of the notches 13, it intersects from the joint portions of the first and second reinforcing frames 10 and 11 with the center pillars 4A and 4B. While reaching the joint 12, the overall strength is reduced.

  Therefore, according to the vehicle body superstructure of the third embodiment, when the vehicle rolls over or rolls over like the first embodiment, the side of the roof R as shown in FIGS. A front load F1 is input to the front portion, and a side load F2 is input to the center of the side, and the front load F1 and the side load F2 cause the cross joint portion 12 of the first and second reinforcing frames 10 and 11 to be crossed. First and second moments M1 and M2 that are opposite to each other are generated.

  Here, a plurality of notches 13 are formed between the joint portions of the first and second reinforcing frames 10 and 11 with the center pillars 4A and 4B and the cross joint portion 12 to reduce the strength of the portions. Therefore, the absolute values of the first and second moments M1 and M2 can be made substantially equal, and the moments M1 and M2 input to the cross-junction portion 12 can be canceled with each other.

  Therefore, even in this embodiment, while suppressing an increase in the weight of the vehicle body with a simple structure, the upper portion of the vehicle body is effectively removed in consideration of the input direction and order of the load applied when the roof R is grounded by rollover or rollover. Can be reinforced.

  23 to 26 show a fourth embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 23 is a first reinforcing frame. FIG. 24 is a plan view of the roof showing the attachment state of the second reinforcement frame, and FIG. 24 shows the attachment state of the first reinforcement frame and the second reinforcement frame as viewed from the rear of the vehicle in (a) and from the left side in (b). FIG. 25 is a perspective view showing the intersection of the first reinforcing frame and the second reinforcing frame, and FIG. 26 is a front load and a side view. It is the top view of (a) which shows the input state of a load, and the left view of (b).

  The vehicle body upper structure of the fourth embodiment has basically the same configuration as the vehicle body upper structure of the first embodiment as shown in FIG. 23. In particular, this embodiment is different from the first embodiment. Further, the rigidity adjusting means 20 is connected to the center pillars 4A and 4B in accordance with the strength of the material from the joint portions of the first reinforcement frame 10 and the second reinforcement frame 11 to the center pillars 3A and 3B to the cross joint portion 12. The strength is higher than that of the material from the portion to the cross-joining portion 12.

  That is, in the present embodiment, as shown in FIGS. 23, 24 (a), 24 (b), and (c), the upper end of the left front pillar 3A and the upper end of the right center pillar 4B are connected as in the first embodiment. The first reinforcing frame 10 that curves toward the rear left side of the vehicle is connected, and the upper end of the right front pillar 3B and the upper end of the left center pillar 4A are coupled by the second reinforcing frame 11 that curves toward the rear right side of the vehicle. In addition, the cross-joining portion 12 of the first and second reinforcing frames 10 and 11 is arranged behind the intersection P1 of the straight lines L1 and L2 and ahead of the straight line L3.

  As shown in FIG. 25, the first and second reinforcing frames 10 and 11 are formed in an inverted hat-shaped cross section as in the first embodiment, and the first and second reinforcing frames 10 and 11 are formed at the cross joint portion 12. The rib 12a is enclosed and joined in a plane rectangular shape so as to close the inside of the inverted hat-shaped cross section.

  Further, particularly in the present embodiment, the first and second reinforcing frames 10, 11 are formed with the same cross-sectional area over the entire length from the front end portions 10a, 11a to the rear end portions 10b, 11b, as described above. The strength of the front portion between the joint portion with the center pillars 3A and 3B and the cross joint portion 12 is made different in material between the front portion and the rear portion of the reinforcing frames 10 and 11 with the cross joint portion 12 as a boundary. Is set higher than the strength of the rear part from the joint part with the center pillars 4A and 4B to the cross joint part 12.

  Therefore, according to the vehicle body superstructure of the fourth embodiment, when the vehicle rolls over or rolls over as in the first embodiment, as shown in FIGS. A front load F1 is input to the front portion, and a side load F2 is input to the center of the side, and the front load F1 and the side load F2 cause the cross joint portion 12 of the first and second reinforcing frames 10 and 11 to be crossed. First and second moments M1 and M2 that are opposite to each other are generated.

  Here, the material is different between the front part and the rear part with the cross joint part 12 of the first and second reinforcing frames 10 and 11 as a boundary, and the joint part to the center pillars 3A and 3B is changed to the cross joint part 12. Since the strength of the front part is set higher than the strength of the rear part from the joint part to the center pillars 4A and 4B to the cross joint part 12, each of the first and second moments M1 and M2 is set. Can be made substantially equal to each other, and the moments M1 and M2 input to the cross-junction portion 12 can be canceled with each other.

  Therefore, even in this embodiment, while suppressing an increase in the weight of the vehicle body with a simple structure, the upper portion of the vehicle body is effectively removed in consideration of the input direction and order of the load applied when the roof R is grounded by rollover or rollover. Can be reinforced.

  By the way, although the vehicle body superstructure of the present invention has been described by taking the first to fourth embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments are adopted without departing from the gist of the present invention. be able to.

1 is an overall perspective view showing a skeleton structure of a vehicle body in a first embodiment of the present invention. It is a top view of the roof which shows the attachment state of the 1st reinforcement frame and 2nd reinforcement frame in 1st Embodiment of this invention. The mounting state of the first reinforcing frame and the second reinforcing frame in the first embodiment of the present invention is as viewed from the rear of the vehicle in (a), viewed from the left in (b), and viewed from the right in (c). It is a schematic block diagram which shows a state, respectively. It is a disassembled perspective view which shows the frame | skeleton structure around the roof in 1st Embodiment of this invention. It is sectional drawing along the AA line in FIG. FIG. 5 is a sectional view taken along line BB in FIG. 4. FIG. 2 is a perspective view showing a skeleton structure around a first pillar upper portion on the left side of the vehicle in the first embodiment of the present invention. It is sectional drawing along the AA line in FIG. FIG. 3 is a perspective view showing a skeleton structure around a second pillar upper portion on the left side of the vehicle in the first embodiment of the present invention. It is sectional drawing along the BB line in FIG. It is the top view of (a) which shows the input state of the front load and side load in 1st Embodiment of this invention, and the left view of (b). It is a top view of the roof which shows the attachment state of the 1st reinforcement frame and 2nd reinforcement frame in 2nd Embodiment of this invention. The attached state of the first reinforcing frame and the second reinforcing frame in the second embodiment of the present invention is shown in (a) when viewed from the rear of the vehicle, (b) when viewed from the left side, and (c) when viewed from the right side. It is a schematic block diagram which shows a state, respectively. It is a perspective view which shows the coupling | bonding state of the 1st reinforcement frame and 2nd reinforcement frame in 2nd Embodiment of this invention. It is sectional drawing along the AA line in FIG. It is sectional drawing along the BB line in FIG. It is the top view of (a) which shows the input state of the front load and the side load in 2nd Embodiment of this invention, and the left view of (b). It is a top view of the roof which shows the attachment state of the 1st reinforcement frame and 2nd reinforcement frame in 3rd Embodiment of this invention. The attachment state of the first reinforcement frame and the second reinforcement frame in the third embodiment of the present invention is shown in (a) when viewed from the rear of the vehicle, (b) when viewed from the left side, and (c) when viewed from the right side. It is a schematic block diagram which shows a state, respectively. It is a perspective view which shows the coupling | bonding state of the 1st reinforcement frame and 2nd reinforcement frame in 3rd Embodiment of this invention. It is an expansion perspective view of the A section in FIG. It is the top view of (a) which shows the input state of the front load and side load in 3rd Embodiment of this invention, and the left view of (b). It is a top view of the roof which shows the attachment state of the 1st reinforcement frame in 4th Embodiment of this invention, and a 2nd reinforcement frame. The attachment state of the first reinforcement frame and the second reinforcement frame in the fourth embodiment of the present invention is shown in (a) when viewed from the rear of the vehicle, (b) when viewed from the left side, and (c) when viewed from the right side. It is a schematic block diagram which shows each state. It is a perspective view which shows the coupling | bonding state of the 1st reinforcement frame and 2nd reinforcement frame in 4th Embodiment of this invention. It is the top view of (a) which shows the input state of the front load and side load in 4th Embodiment of this invention, and the left view of (b).

Explanation of symbols

3 Front pillar (first pillar)
4 Center pillar (second pillar)
6 Roof Side Rail 10 First Reinforcement Frame 11 Second Reinforcement Frame 12 Cross Junction 13 Notch (Reduced Strength)
20 Stiffness adjusting means B Car body R Roof F1 Forward load F2 Side load M1 1st moment M2 2nd moment

Claims (5)

A pair of left and right first pillars that support both sides of the roof in the vehicle width direction at the front end thereof, and a pair of left and right second pillars that are supported on the vehicle rear side with respect to the support portion of the first pillar. In the body superstructure,
The upper end of the first pillar on the left side and the upper end of the second pillar on the right side are connected by a first reinforcing frame that curves toward the rear left side of the vehicle, and the upper end of the first pillar on the right side and the upper end of the second pillar on the left side are connected to the rear right side of the vehicle. Connected by a second reinforcing frame that curves toward
A cross-joining portion between the first reinforcing frame and the second reinforcing frame, a straight line connecting the left first pillar upper end and the right second pillar upper end, the right first pillar upper end, and the left second pillar upper end. It is arranged behind the vehicle from the intersection with the connecting straight line and at the front of the vehicle than the straight line connecting the upper ends of the left and right second pillars,
The front end portion of the first reinforcing frame is arranged so as to be substantially aligned with the extension of the left first pillar in plan view, and the rear end portion of the first reinforcing frame is arranged on a straight line connecting the upper ends of the left and right second pillars. While aligning along the
The front end portion of the second reinforcement frame is arranged so as to be substantially aligned with the extension of the first pillar on the right side in plan view, and the rear end portion of the second reinforcement frame is on a straight line connecting the upper ends of the left and right second pillars. Almost aligned to
While setting the bending strength of the cross joint portion higher than the strength of each frame body of the first reinforcement frame and the second reinforcement frame,
Due to the first moment generated in the cross joint by the forward load input to the first pillar connecting portion of the roof and the side load input to the second pillar connecting portion of the roof, the first reinforcing frame and the second reinforcing frame An upper structure of a vehicle body comprising a rigidity adjusting means for making the absolute values of the second moments in the opposite directions to the first moment generated at the cross-joining portions substantially equal.   The rigidity adjusting means is configured such that the cross-sectional area between the first reinforcing frame and the first pillar of the second reinforcing frame from the joint portion to the cross joint portion is the cross section between the joint portion with the second pillar and the cross joint portion. The vehicle body upper structure according to claim 1, wherein the vehicle body upper structure is configured to be larger than an area.   The rigidity adjusting means gradually increases the cross-sectional area from the joint portion of the first reinforcement frame and the second reinforcement frame to the cross joint portion from the joint portion to the cross joint portion as it goes to the cross joint portion. The vehicle body superstructure according to claim 1, wherein the vehicle body superstructure is configured as described above.   2. The vehicle body according to claim 1, wherein the rigidity adjusting means is configured by providing a strength-decreasing portion between a joint portion between the first reinforcement frame and the second pillar of the second reinforcement frame and a cross joint portion. Superstructure.   The rigidity adjusting means is configured so that the strength of the material between the first pillar of the first reinforcing frame and the second pillar and the cross joint is between the joint with the second pillar and the cross joint. The vehicle body superstructure according to claim 1, wherein the vehicle body upper structure is configured to be higher than the strength of the material.

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