JP2006036116A - Vehicle body structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body structure capable of ensuring an in-cabin space while mitigating the side impact input in a pillar member by a roof member and a floor member continuously provided on upper and lower portions of the pillar member. <P>SOLUTION: When the collision load is input in a pillar member 3 by a side impact, the collision load is dispersed in the vertical direction as the axial force in the compressive direction. The axial force applied upwardly displaces an upper portion of the curved pillar member 3 substantially upwardly in the beginning of the collision to raise the reaction force and mitigate the impact. In the middle of the collision or later, the axial force is input in a roof member 6 and a floor member 7. However, since intermediate portions of first and second roof members 6A, 6B which are curved and separated are connected to each other by a connection member 12, the rigidity of the roof member 6 is high, the deformation of a roof part Rf inward of a cabin is suppressed, and the absorption of the collision energy is increased by the deformation of the roof member 6 and the floor member 7. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle body structure in which a side collision load is received by a pillar member on a side surface of the vehicle body.

As a conventional vehicle body structure corresponding to a side collision, the entire circumference of a pillar member such as a center pillar has a closed cross-sectional structure, and a strength discontinuity is positively provided below the pillar member, so that the same in a side collision. By deforming so that it bends inward precisely at the site, local bending at the center part and upper part of the pillar member is prevented, the pillar member is displaced inward substantially uniformly, and the amount of deformation to the inside There is known a technique in which the number of the lines is relatively reduced (see, for example, Patent Document 1).
JP-A-8-72740 (page 4, FIG. 1)

  However, in such a conventional vehicle body structure, the lower part of the pillar member is bent toward the vehicle interior at the beginning of the collision, so the strength of the vehicle body is governed by the bending strength, and it is difficult to expect a significant improvement in strength. turn into.

  Therefore, the present invention provides a vehicle body structure that can secure a vehicle interior space while mitigating the impact of side collision input that is input to the pillar member by the roof member and the floor member that are continuously provided in the vehicle width direction above and below the pillar member. The purpose is to provide.

In the present invention, a pair of left and right roof side rails extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the roof portion, and left and right extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the floor portion. A pair of side sills, the roof side rails facing the top and bottom, and the side sills are connected, and a pillar member that is curved outwardly from the vehicle body, and the left and right roof side rails are connected by a connecting portion of the pillar members. A vehicle body structure comprising: a roof member to be connected; and a floor member for connecting left and right side sills at a connecting portion of the pillar member.
Each of the roof members is composed of a first roof member and a second roof member which are coupled at both ends in the vehicle width direction and are curved and separated in directions away from each other in the middle portion in the vehicle width direction. The most important feature is that the intermediate portions in the vehicle width direction of the first and second roof members are connected to each other by a roof member connecting member.

  According to the present invention, when a collision load is input to the pillar member due to a side collision, the collision load is distributed in the vertical direction as an axial force in the compression direction to the pillar member that is curved outwardly as a whole, and acts upward. In the initial stage of the collision, the axial force to be moved is displaced substantially upwards to cause the reaction force to rise, and the impact is mitigated.After the middle of the collision, the axial force is input to the roof member and floor member. The roof member is formed as a double structure by the first roof member and the second roof member that are curved and separated in a direction away from each other, and an intermediate portion in the vehicle width direction is connected by a connecting member. The rigidity of the member is increased and the roof portion is prevented from entering the interior of the vehicle interior to secure the vehicle interior space, and the roof member and the floor member can be deformed. It is possible to increase the impact energy absorption me.

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

  1 to 4 show a first embodiment of a vehicle body structure according to the present invention, FIG. 1 is a perspective view of a skeleton structure of a vehicle body, FIG. 2 is an exploded perspective view of a skeleton member on one side of the vehicle body, and FIG. FIG. 4 is a cross-sectional explanatory view of the portion A in FIG. 1 showing the deformation of the vehicle body in order from (a) to (c). FIG. 4 is a broken line showing the reaction force characteristics indicated by the horizontal axis displacement and the vertical axis load. It is a graph compared with the conventional shown by.

  As shown in FIG. 1, the vehicle body structure of the first embodiment includes a pair of left and right roof side rails 1 extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the roof portion Rf, and the vehicle width direction of the floor portion Fr. A pair of left and right side sills 2 extending in the longitudinal direction of the vehicle body on both sides, and a center pillar 3 as a pillar member for connecting the roof side rail 1 and the side sills 2 facing vertically. The center pillar 3 is generally curved outwardly of the vehicle body, and the maximum curvature portion 3a is formed at the lower portion of the center pillar 3, that is, at a portion that substantially corresponds to the bumper position of the opponent vehicle that undergoes a side collision. .

  The roof side rail 1, the side sill 2, and the center pillar 3 are each formed of a hollow member having a rectangular cross section. The roof side rail 1 is a front roof side rail 1A on the front side of the vehicle body and a rear side of the vehicle body behind the center pillar 3. The side sill 2 is formed with a front side sill 2A on the front side of the vehicle body and a rear side sill 2B on the rear side of the vehicle body.

  A front pillar 4 is disposed between the roof side rail 1 and the side sill 2 at a predetermined distance in front of the center pillar 3 and at a predetermined distance behind the center pillar 3 in the vehicle body. A rear pillar 5 is arranged.

  A roof member 6 is connected to the left and right roof side rails 1 at a connecting portion of the center pillar 5, and a floor member 7 is connected to the left and right side sills 2 at a connecting portion of the center pillar 5. Is done.

  A front roof bow 8 is connected between the front end portions of the left and right roof side rails 1, a rear roof bow 9 is connected between the rear end portions of the vehicle body, and the left and right side sills 2 are connected. A front cross member 10 is connected between the front end portions of the vehicle body, and a rear cross member 11 is connected between the rear end portions of the vehicle body.

  Here, according to the present invention, the roof member 6 is joined at both ends in the vehicle width direction, and the upper roof as a first roof member that is curved and separated in the direction away from each other in the middle portion in the vehicle width direction. A member 6A and a lower roof member 6B as a second roof member are configured, and intermediate portions in the vehicle width direction of these upper and lower roof members 6A and 6B are connected to each other by a roof member connecting member 12.

  The upper roof member 6A is generally curved above the vehicle body and disposed above the vehicle body so that the central portion in the vehicle width direction becomes the maximum curvature portion, and the lower roof member 6B has the maximum curvature in the central portion in the vehicle width direction. As a whole, it is curved below the vehicle body and arranged below the vehicle body.

  The upper roof member 6A and the lower roof member 6B are each formed of a hollow member having a rectangular cross section, and the upper roof member 6A has a reduced width portion 6Aw formed at the end in the vehicle width direction as shown in FIG. The upper roof member 6A is welded by being welded, and the flange 6Bf provided at the vehicle width direction end of the lower roof member 6B is spot welded to the lower surface of the vehicle roof direction end of the upper roof member 6A. The ends of 6A and 6B are joined together.

  Each of the upper roof member 6A and the lower roof member 6B has a maximum curvature portion at the center in the vehicle width direction, and the upper and lower roof members 6A and 6B are in a state where both ends in the vehicle width direction are coupled to each other. The central side is gradually expanded toward the central portion, and the respective maximum curvature portions or the vicinity thereof are connected by the roof member connecting member 12.

  That is, the roof member connecting member 12 is formed of a hollow member having a rectangular cross section, and is sandwiched between the upper and lower roof members 6A and 6B in a state where the roof member connecting member 12 stands in the vertical direction of the vehicle body. The provided flange 12f is spot welded to the upper and lower roof members 6A and 6B.

  Further, with the upper and lower roof members 6A and 6B coupled to the center pillar 3 as described above, the flange 1Af provided at the vehicle body rear end of the front roof side rail 1A is connected to the upper and lower roof members 6A and 6B. In addition to spot welding on the front surface, a flange 1Bf provided at the front end of the vehicle body of the rear roof side rail 1B is spot welded to the rear surface of the joint portion between the upper and lower roof members 6A, 6B.

  On the other hand, a recessed portion 7a as a fragile portion is formed at the vehicle width direction end portion of the floor member 7, and the recessed portion 7a is located in the middle to face the floor member 7 with a predetermined interval δ in the vehicle width direction. The load receiving member 13 is provided which interferes with each other due to the deformation of the recessed portion 7a.

  The floor member 7 is formed of a hollow member having a rectangular cross section as shown in FIG. 2, and a reduced width portion 7w formed at an end portion in the vehicle width direction is inserted into a lower end portion of the center pillar 3 and welded. A flange 2Af provided at the vehicle body rear end of the front side sill 2A is spot welded to the front surface of the lower end portion of the center pillar 3, and a flange 2Bf provided at the vehicle body front portion of the rear side sill 2B is provided on the rear surface of the lower end portion of the center pillar 3. Spot welded.

  At this time, the flanges 2Af and 2Bf are provided at substantially half of the front and rear side sills 2A and 2B on the inner side in the vehicle width direction, and the front and rear side sills 2A and 2B end portions in the vehicle width direction. The flanges 2Af ′ and 2Bf ′ provided on the outer half in the vehicle width direction of the front and rear side sills 2A and 2B are arranged outside the center pillar 3 with the inner half joined to the front and rear surfaces of the center pillar 3. Are connected to each other.

  Further, as shown in FIG. 2, the recessed portion 7a is formed by recessing the floor member 7 by partially pressing it from above, while the load receiving member 13 has the recessed portion 7a. It is comprised by a pair of inner member 13A and the outer member 13B which oppose in the vehicle width direction on both sides.

  The inner member 13A is provided with a load receiving surface 13Aa on the outer side in the vehicle width direction and spot welded to the floor member 7 via the flange 13Af, while the outer member 13B is provided with a load receiving surface 13Ba on the inner side in the vehicle width direction and provided with the flange 13Bf. Are spot-welded across the floor member 7 and the center pillar 3, and the load receiving surfaces 13Aa and 13Ba are arranged to face each other at a predetermined interval.

  According to the vehicle body structure of the first embodiment having the above configuration, when a collision object such as an automobile collides sideways and a collision load F is input to the maximum curvature portion 3a of the center pillar 3 as shown in FIG. The center pillar 3 that is curved outwardly of the vehicle body receives a deformation force in the extending direction, and an initial reaction force rises, and the collision load F is increased and decreased as axial forces f1 and f2 in the compression direction centering on the maximum curvature portion 3a. Disperse in the direction.

  In the initial stage of the collision shown in FIG. 3A, the axial force f1 acting upward displaces the upper part 3T of the curved center pillar 3 to the diagonally upward K1 inward in the vehicle width direction, while the axial force f2 acting downward. 4 displaces the lower part 3B of the center pillar 3 in an obliquely downward direction K2 inward in the vehicle width direction, and deforms the recessed part 7a of the floor member 7 downward so that the position immediately after the collision as shown in the P1 region in FIG. Reduce the impact.

  3B, the axial force f1 is input to the roof member 6, and the roof member 6A is curved and separated in a direction away from each other. Since the roof member 6B is formed as a double structure, the rigidity of the roof member 6 is increased, so that the roof portion Rf can be prevented from entering the vehicle interior, and the vehicle interior space can be secured. .

  That is, in the present embodiment, the upper roof member 6A constituting the roof member 6 is generally curved upward and the lower roof member 6B is generally curved downward, so that the axial force f1. As a result of the displacement of the upper part 3T of the center pillar 3 to the diagonally upward K1, a compressive force f3 acting on the lower roof member 6B causes a tension state in the downward projecting direction K3, which promotes a quick rise of reaction force. The axial force f1 of the center pillar 3 is increased, and the deformation in the upward projecting direction K4 and the deformation of the lower roof member 6B in the downward projecting direction K3 are increased by the compressive force f4 of the upper roof member 6A. Will increase.

  At the same time, when the deformation of the lower part 3B of the center pillar 3 toward the diagonally downward K2 progresses, the concave portion 7a of the floor member 7 is deformed downward as shown in FIG. When the load reaches a predetermined amount, the load receiving surfaces 13Aa and 13Ba of the inner member 13A and the outer member 13B of the load receiving member 13 come into contact with each other to increase the reaction force, and the characteristics shown in the P2 region in FIG.

  Further, as the collision progresses, as shown in FIG. 3C, when the deformation of the upper portion 3T of the center pillar 3 bottoms, the relative positions of the upper roof member 6 and the lower roof members 6A and 6B rise. The load transmission to the upper roof member 6A increases.

  Therefore, the deformation of the upper roof member 6A in the upward projecting direction K4 increases, and the lower roof member 6B connected by the roof member connecting member 12 follows the upward deformation.

  On the other hand, as the deformation of the lower portion 3B of the center pillar 3 and the deformation of the recessed portion 7a of the floor member 7 proceed, the reaction force between the inner member 13A and the outer member 13B of the load receiving member also increases and the deformation of the floor member 7 occurs. Accordingly, the deformation of the upper portion 3T of the center pillar 3 is also suppressed as shown in the P3 region in FIG.

  Therefore, in this embodiment, as shown in FIG. 4, compared with the conventional characteristics shown by the broken line, there are characteristics such as maintenance of the vehicle interior space, rapid rise of reaction force at the beginning of the collision, and stable reaction force maintenance. A vehicle body structure can be provided.

  Further, in the present embodiment, the upper roof member 6A and the lower roof member 6B are gradually expanded from the central side toward the central part in a state where both ends in the vehicle width direction are coupled, and the respective maximum curvature parts or Since the vicinity thereof is connected by the roof member connecting member 12, local bending deformation can be suppressed, and the load distribution effect to the upper and lower roof members 6A and 6B can be contributed.

  Further, a recessed portion 7a is formed at the vehicle width direction end of the floor member 7, and the recessed portion 7a is opposed to the upper surface of the floor member 7 with a predetermined interval δ in the width direction with the recessed portion 7a being in the middle. Since the load receiving members 13 that interfere with each other due to deformation more than a predetermined amount are provided, the load receiving member 13 interferes after the deformation inward in the vehicle width direction at the lower part 3B of the center pillar 3 and the floor member 7, and the load transmission function and Deformation restraint function is demonstrated.

  Therefore, if the deformation progresses to some extent, the deformation is restrained and the load transmission efficiency increases. Therefore, the reaction force can be maintained while increasing the strength and suppressing the inhibition of the vehicle interior space.

  5 and 6 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. FIG. 6 is an enlarged perspective view in which a main part of the skeleton member is disassembled.

  The vehicle body structure of the second embodiment is basically the same as that of the first embodiment as shown in FIG. 5, and includes an upper roof member 6A that curves the roof member 6 entirely upward of the vehicle body, Although the lower roof member 6B is curved downward in the vehicle body, in the present embodiment, the vehicle width direction end of the lower roof member 6B is connected to the center pillar 3, and the vehicle width direction end of the upper roof member 6A is connected. Is connected to the lower roof member 6B inward in the vehicle width direction relative to the roof side rail 1.

  That is, as shown in FIG. 6, the vehicle width direction end portion of the lower roof member 6B is bent obliquely downward along the arrangement direction of the upper portion 3T of the center pillar 3, and the reduced width portion 6Bw is formed at the tip portion thereof. The reduced width portion 6Bw is inserted into the upper end portion of the center pillar 3 and welded, and the vehicle width direction end portion of the lower roof member 6B is spotted on the vehicle width direction end portion of the lower roof member 6B via the flange 6Af. Welded.

  At this time, the front roof side rail 1 </ b> A and the rear roof side rail 1 </ b> B are disposed on the vehicle body front and rear surfaces at the vehicle width direction end portion of the lower roof member 6 </ b> B at the outer portion in the vehicle width direction. Are connected via respective flanges 1Af and 1Bf.

  Therefore, according to the vehicle body structure of the second embodiment, the end of the upper roof member 6A in the vehicle width direction is connected to the lower roof member 6B inward in the vehicle width direction than the roof side rail 1 of the lower roof member 6B. Since the outer portion in the vehicle width direction of the member 6B than the roof side rail 1 is not restrained by the upper roof member 6A, the axial force f1 is transmitted from the upper portion 3T of the center pillar 3 to the roof member 6 immediately after the collision. At the same time, the impact absorption effect can be further enhanced, and the rise of the reaction force can be speeded up.

  7 and 8 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. FIG. 8 is an enlarged sectional view of a portion B in FIG.

  The vehicle body structure of the third embodiment is basically the same as that of the first embodiment as shown in FIG. 7, and includes an upper roof member 6A that curves the roof member 6 entirely upward of the vehicle body, Although the lower roof member 6B is curved downward in the vehicle body, the strength of the upper roof member 6A is made larger than that of the lower roof member 6B particularly in this embodiment.

  That is, in this embodiment, as shown in FIG. 8, the thickness T1 of the upper roof member 6A having a rectangular closed cross-sectional structure is larger than the wall thickness T2 of the lower roof member 6B having a rectangular closed cross-sectional structure. By forming it thick (T1> T2), the cross-sectional rigidity of the upper roof member 6A is higher than that of the lower roof member 6B.

  Therefore, according to the vehicle body structure of the third embodiment, since the strength of the upper roof member 6A is made larger than that of the lower roof member 6B, deformation promotion by the axial force f1 input from the center pillar 3 is mainly promoted. 6B, and the subsequent deformation restraint and reaction force maintenance are mainly handled by the upper roof member 6A, so that it is possible to further increase the suppression of deformation into the vehicle interior and the improvement of the reaction force while reducing the impact at the time of collision. it can.

  FIG. 9 shows a first modification of the third embodiment. The upper roof member 6A having a rectangular closed cross-sectional structure is formed thick, and the height L1 is higher than the height L2 of the lower roof member 6B ( By forming L1> L2), the sectional rigidity of the upper roof member 6A is formed to be higher than that of the lower roof member 6B, and the same effect is obtained.

  FIG. 10 shows a second modification of the third embodiment. The upper and lower roof members 6A and 6B are each formed in a rectangular closed cross-sectional structure. ) By providing the partition wall 6Ap substantially at the center, the cross-sectional rigidity of the upper roof member 6A is made higher than that of the lower roof member 6B, and the same operational effects are achieved.

  FIGS. 11 and 12 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. FIG. 12 is a perspective view showing one end of the floor member.

  The vehicle body structure of the fourth embodiment is basically the same as that of the first embodiment as shown in FIG. 11, and a weak portion is formed at the end of the floor member 7 in the vehicle width direction. On the upper surface of the floor member 7, load receiving members 13 that are opposed to each other with a predetermined interval δ in the vehicle width direction and interfere with each other by a predetermined deformation or more of the fragile portion are provided.

  And in this embodiment, as shown in FIG. 12, the weak part is formed with a pair of recessed parts 7b formed on both sides in the vehicle body front-rear direction of the floor member 7, and these recessed parts 7b It is formed at an inner position in the vehicle width direction than 1.

  Therefore, according to the vehicle body structure of the fourth embodiment, the recessed portion 7b formed in the floor member 7 is formed inward in the vehicle width direction from the roof side rail 1, so that the deformation from the input position of the collision load F is changed. The upper part 3T of the center pillar 3 having a longer allowable range is displaced ahead of the lower part 3B, and the input to the lower part 3B of the center pillar 3 is increased at a timing such that the reaction force due to the deformation of the roof member 6 is improved. The portion is displaced substantially inward in the vehicle width direction.

  Therefore, the input to the lower part 3B, which is relatively higher in strength than the upper part 3T, can be increased to control the load distribution suitable for the structural strength balance, and an efficient member configuration is established, This has the effect of suppressing local deformation and maintaining a high reaction force.

  FIGS. 13 and 14 show a first modification of the fourth embodiment. As shown in FIG. 13, the outer shape of the floor member 7 formed of a hollow member having a rectangular cross section is uniformly formed, while its thickness is increased. As shown in FIG. 14, the thickness change part 7c as a weak part is formed by thinning.

  That is, in this first modification, as shown in FIG. 14 (a), the thickness T3 on the upper and lower sides of the thickness changing portion 7c taken as a cross section from the C portion in FIG. 13 is as shown in FIG. 14 (b). 13 is formed thinner than a general thickness T4 (T3 <T4) as a cross-section from the portion D in FIG. 13, and when the axial force f2 is input from the lower portion 3B of the center pillar 3, the thickness change portion 7c. It is designed to be deformed from the above, and has the same effects as the fourth embodiment.

  FIG. 15 shows a second modification of the fourth embodiment. As shown in FIG. 15 (a), the thickness T5 on the front and rear sides of the vehicle body of the thickness changing portion 7c taken as a cross section from the C portion in FIG. As shown in FIG. 15B, the axial force f2 is inputted from the lower part 3B of the center pillar 3 by forming it thinner than the general thickness T6 (T5 <T6) taken from the section D in FIG. In this case, the wall thickness is changed from the thickness changing portion 7c, and the same effect as that of the fourth embodiment is achieved.

  FIGS. 16 and 17 show a fifth 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. 16 is a skeleton structure of a vehicle body. FIG. 17 is an enlarged perspective view of the load receiving member.

  The vehicle body structure of the fifth embodiment is basically the same as that of the first embodiment as shown in FIG. 16, and the upper surface of the floor member 7 with the recessed portion 7a formed in the floor member 7 in the middle is Load receiving members 13 that face each other at a predetermined interval δ in the vehicle width direction and interfere with each other due to deformation of the recessed portion 7a more than a predetermined amount are provided. In particular, in this embodiment, the load receiving members 13 are recessed after interfering with each other. A transmission load increasing means 14 is provided for increasing the load transmission amount as the deformation amount of the portion 7a increases.

  That is, the load receiving member 13 of this embodiment is composed of a pair of an inner member 13A and an outer member 13B as in the first embodiment, and a stepped load receiving surface 13Ab on the outer side in the vehicle width direction of the inner member 13A. And a load receiving surface 13Bb substantially in line with the shape of the load receiving surface 13Ab is formed on the inner side in the vehicle width direction of the outer member 13B, and the transmission load increasing means 14 is constituted by these load receiving surfaces 13Ab and 13Bb. It is.

  Therefore, according to the vehicle body structure of the fifth embodiment, the load receiving member 13 provided with the recessed portion 7a formed on the floor member 7 is provided with the transmission load increasing means 14, and the recessed portion is formed after interfering with each other. Since the load transmission amount is increased as the deformation amount of 7a increases, the recessed portion 7a is within the allowable deformation range of the recessed portion 7a, that is, the range until the inner member 13A and the outer member 13B interfere with each other. While the amount of energy absorption is increased by the deformation of the upper portion, the upper 3T of the center pillar 3 and the roof member 6 have a large movable range due to the deformation, so that the reaction force is gradually increased to sufficiently deform those portions. Later, the yield strength of the lower part 3B of the center pillar 3 can be improved.

  FIG. 18 shows a modification of the fifth embodiment, in which an inclined surface 13Ac that inclines downward from the inner side in the vehicle width direction to the outer side is formed on the outer side in the vehicle width direction of the inner member 13A, and the inner side in the vehicle width direction of the outer member 13B. An inclined surface 13Bc substantially along the inclined surface 13Ac is formed, and the transmission load increasing means 14 is constituted by these inclined surfaces 13Ac and 13Bc. Even in this case, the same effect as that of the fifth embodiment is obtained. Play.

  19 and 20 show a sixth 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. 19 is a skeleton structure of a vehicle body. FIG. 20 is an enlarged perspective view in which a main part of the skeleton member is disassembled.

  The vehicle body structure of the sixth embodiment is the same as that of each of the embodiments as shown in FIG. 19, and the roof member 6 and the roof side rail 1 are connected to the upper part 3T of the center pillar 3. Then, as shown in FIG. 20, the first roof member constituting the roof member 6 is constituted by a front roof member 6C that is curved in front of the vehicle body and disposed in front of the vehicle body, and the second roof member. Is composed of a rear roof member 6D that is curved rearward of the vehicle body and disposed rearward of the vehicle body.

  The vehicle width direction end portions of the front and rear roof members 6C and 6D are coupled to the upper portion 3T of the center pillar 3 via the bifurcated connecting member 15, and the front end portion of the front roof member 6C is front-facing. The roof side rail 1A is coupled, and the rear roof side rail 1B is coupled to the rear surface of the end of the rear roof member 6D.

  At this time, the center pillar 3 is formed such that the upper part 3T is inclined forward of the vehicle body with respect to the center line C of the center pillar 3.

  Further, the front and rear roof members 6C and 6D are connected at the maximum curvature portion at or near the center in the vehicle width direction by a roof member connecting member 12A arranged in the vehicle longitudinal direction.

  Therefore, according to the vehicle body structure of the sixth embodiment, when the collision load F is input to the center pillar 3, the axial force f1 acting above the center pillar 3 is mainly moved forward from the upper portion 3T inclined forward. Input to the member 6C, the front roof member 6C is largely deformed forward of the vehicle body in the bending direction.

  Then, the forward displacement of the front roof member 6C is transmitted to the rear roof member 6D connected via the roof member connecting member 12A, and the rear roof member 6D is in a direction (the rear of the vehicle body) that is easily deformed due to the bending direction. Since a force works in the opposite direction, a large yield strength can be generated.

  As the deformation progresses, the axial force f1 is transmitted from the center pillar 3 to the front and rear roof members 6C and 6D, and the input to bend rearward increases to the rear roof member 6D. Further, the roof member connecting member 12A generates a force for pulling the rear roof member 6D rearward of the vehicle body, so that the proof stress can be further increased.

  By the way, although the vehicle body structure of the present invention has been described by taking the examples of the first to sixth embodiments and their modifications, other embodiments are not limited to these embodiments and do not depart from the gist of the present invention. Various forms can be adopted.

1 is a perspective view of a skeleton structure of a vehicle body in a first embodiment of the present invention. It is a disassembled perspective view of the frame member of the vehicle body one side in a 1st embodiment of the present invention. It is a section explanatory view of the A section in Drawing 1 which shows deformation of a vehicle body when a side collision load in a 1st embodiment of the present invention is inputted in order from (a) to (c). It is the graph compared with the conventional which shows the reaction force characteristic shown with the displacement of the horizontal axis | shaft and the load of a vertical axis | shaft in 1st Embodiment of this invention with a broken line. It is a perspective view of the frame structure of the vehicle body in a 2nd embodiment of the present invention. It is the expansion perspective view which decomposed | disassembled the principal part of the frame member in 2nd Embodiment of this invention. It is a perspective view of the frame structure of the vehicle body in a 3rd embodiment of the present invention. It is an expanded sectional view of the B section in FIG. It is an expanded sectional view corresponding to Drawing 8 showing the 1st modification of a 3rd embodiment. It is an expanded sectional view corresponding to Drawing 8 showing the 2nd modification of a 3rd embodiment. It is a perspective view of the frame structure of the vehicle body in a 4th embodiment of the present invention. It is a perspective view which shows the one side edge part of the floor member in 4th Embodiment of this invention. It is an edge part perspective view of the floor member which shows the 1st modification of 4th Embodiment. It is an expanded sectional view which shows the cross section of the C section in FIG. 13 at (a), and shows the cross section of the D section at (b). It is an expanded sectional view which shows the cross section of the C section in FIG. 13 which shows the 2nd modification of 4th Embodiment, and shows the cross section of the D section in (b). It is a perspective view of the frame structure of the vehicle body in a 5th embodiment of the present invention. It is an expansion perspective view of the load receiving member in 5th Embodiment of this invention. It is an expansion perspective view corresponding to FIG. 17 which shows the modification of 5th Embodiment. It is a perspective view of the frame structure of the vehicle body in a 6th embodiment of the present invention. It is the expansion perspective view which decomposed | disassembled the principal part of the frame member in 6th Embodiment of this invention.

Explanation of symbols

1 roof side rail 2 side sill 3 center pillar (pillar member)
6 Roof member 6A Upper roof member (first roof member)
6B Lower roof member (second roof member)
6C Front roof member (first roof member)
6D Rear roof member (second roof member)
7 Floor members 7a, 7b Recessed part (fragile part)
12, 12A Roof member connecting member 13 Load receiving member 14 Transmission load increasing means Rf Roof portion Fr Floor portion

Claims (10)

  A skeleton member comprising pillars or members constituting a vehicle body is bent, a connecting member for connecting the vertices of the bent skeleton member is provided, and deformation of the curved skeleton member is suppressed by the connecting member. Car body structure. A pair of left and right roof side rails extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the roof;
A pair of left and right side sills extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the floor,
A pillar member that connects the roof side rail and the side sill opposed to each other up and down and curves outwardly of the vehicle body;
A roof member for connecting the left and right roof side rails at the connecting portion of the pillar member;
In a vehicle body structure comprising a floor member for connecting left and right side sills at a connecting portion of the pillar member,
Each of the roof members is composed of a first roof member and a second roof member which are coupled at both ends in the vehicle width direction and are curved and separated in directions away from each other in the middle portion in the vehicle width direction. A vehicle body structure characterized in that intermediate portions in the vehicle width direction of the first and second roof members are connected to each other by a roof member connecting member.   The first roof member is an upper roof member that is generally curved above the vehicle body and disposed above the vehicle body, and the second roof member is generally curved below the vehicle body and disposed below the vehicle body. The vehicle body structure according to claim 2, wherein the vehicle body structure is a lower roof member.   The first roof member is a front roof member that is generally curved forward of the vehicle body and disposed at the front of the vehicle body, and the second roof member is generally curved rearward of the vehicle body and disposed at the rear of the vehicle body. The vehicle body structure according to claim 2, wherein the vehicle body structure is a rear roof member.   The vehicle body structure according to any one of claims 2 to 4, wherein the roof member connecting member connects the maximum curvature portions of the curved first and second roof members or the vicinity thereof.   A load receiving portion that forms a fragile portion at the vehicle width direction end of the floor member, faces the floor member at a predetermined interval in the vehicle width direction with the fragile portion in the middle, and interferes with each other by a predetermined deformation or more of the fragile portion. The vehicle body structure according to any one of claims 2 to 5, wherein a member is provided.   The vehicle body structure according to claim 6, wherein the fragile portion is formed inward in the vehicle width direction with respect to the roof side rail.   The vehicle body structure according to claim 6 or 7, wherein the load receiving member is provided with a transmission load increasing means for increasing the load transmission amount as the deformation amount of the fragile portion increases after interfering with each other.   The vehicle width direction end portion of the lower roof member is connected to a pillar member, and the vehicle width direction end portion of the upper roof member is connected to the lower roof member inward in the vehicle width direction from the roof side rail. The vehicle body structure according to any one of 3 and 5-8. 10. The vehicle body structure according to claim 3, wherein the strength of the upper roof member is greater than that of the lower roof member.

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