JP2006315440A - Floor structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a floor structure of a vehicle capable of improving impact force absorbing performance of a tunnel part in vehicle collision. <P>SOLUTION: A reinforcing member 13 is arranged on a tunnel part 10 of a floor panel 3 so that at least a part of it is positioned on the front side of a cross member 6, and this reinforcing member 13 is furnished with cross-sectional U-shape deformation restraining part 13a to make contact with from an upper wall part 10b of the tunnel part 10 to a corner part 10b' in the car widthwise direction and a flat plate deformation promoting part 13b extending forward along the upper wall part 10b from a front end of the deformation restraining part 13a. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle floor structure having a tunnel portion protruding upward in a vehicle width direction central portion of a floor panel, and more particularly to a tunnel portion reinforcement structure capable of improving shock absorption performance at the time of a vehicle collision.

  The automobile employs a structure that prevents the impact force caused by the vehicle collision from affecting the passenger compartment. In the case of a small car with a relatively short longitudinal length from the front end of the vehicle body to the dash panel, the impact force that could not be absorbed by the front part of the dash panel during a frontal collision is transmitted to the floor panel behind the dash panel. Will be.

Therefore, in order to increase the rigidity against the impact force of the floor panel, for example, in Patent Document 1, a rein hose (transmission cover) is disposed in the tunnel portion of the floor panel, and a flange is formed on the outer peripheral edge of the rein hose over the entire circumference. The rigidity of the tunnel portion is increased by connecting the flange to the tunnel portion by spot welding.
Japanese Patent Laid-Open No. 5-69753

  By the way, when adopting a structure in which the flange of the rein hose is spot welded to the tunnel part over the entire circumference as in the conventional case, the input at the time of collision will be transmitted as it is to the strongly reinforced tunnel part. There is a concern that the shock absorbing function by the tunnel portion may not be sufficiently exhibited.

  The present invention has been made in view of the above-described conventional situation, and an object of the present invention is to provide a vehicle floor structure capable of enhancing the impact force absorbing performance of a tunnel portion at the time of a vehicle collision.

  According to a first aspect of the present invention, a tunnel portion projecting upward is formed at a vehicle width direction center portion of the floor panel, and a lower edge portion of the dash panel defining an engine compartment and a vehicle compartment at a front edge portion of the floor panel. In the vehicle floor structure in which a cross member extending in the vehicle width direction is connected to a midway portion in the front-rear direction of the floor panel, and at least a part of the reinforcing member is disposed on the front side of the cross member. The reinforcing member is arranged in a U-shaped cross section that contacts the corner portion of the tunnel from the upper wall portion of the tunnel portion, and from the front end of the deformation suppressing portion. A flat plate-like deformation promoting portion extending forward along the upper wall portion is provided.

  According to a second aspect of the present invention, in the first aspect, a rocker panel extending in the front-rear direction is connected to both edge portions in the vehicle width direction of the floor panel, and a boundary portion between the deformation promoting portion and the deformation suppressing portion of the reinforcing member is Further, the present invention is characterized in that the floor panel is positioned in the vicinity of a straight line connecting a front end portion on one side in the vehicle width direction and a side end portion on the other side in the vehicle width direction of the cross member.

  According to the floor structure of the first aspect of the present invention, the deformation suppressing portion having a U-shaped cross section that abuts the reinforcing member across the vehicle width direction corner portion from the upper wall portion of the tunnel portion, and the front end of the deformation suppressing portion Since the impact force at the time of the vehicle frontal collision is transmitted to the tunnel portion, the impact force is absorbed by the deformation acceleration portion being deformed, Further, the impact force that could not be absorbed by the deformation promoting portion is transmitted to the cross member via the deformation suppressing portion and absorbed. As a result, the impact force absorbing performance of the tunnel portion can be enhanced, and an increase in vehicle body deformation can be avoided.

  In the invention of claim 2, the boundary between the deformation promoting portion and the deformation suppressing portion of the reinforcing member is a straight line connecting the front side end portion on the vehicle width direction side of the floor panel and the side end portion on the other side of the cross member. Since it is set so as to be located near the top, it is possible to suppress distortion due to the bias of the load input at the time of an offset collision, and it is possible to prevent the spot welding of the rocker panel from peeling off.

  That is, according to the collision experiment of the present inventors, in the case of an offset collision, distortion due to a shear load is likely to occur on the straight line, particularly in the vicinity of the tunnel, due to the input to one of the rocker panels. It has been found that peeling easily occurs. Therefore, in the present invention, since a highly rigid deformation suppressing portion is disposed in the vicinity of the straight line of the tunnel portion, which is likely to be distorted due to a biased load input at the time of an offset collision, the occurrence of the strain can be suppressed, and the vehicle body An increase in deformation can be prevented. Moreover, since the rearward movement of the rocker panel on the input side can be suppressed, it is possible to prevent spot welding of the rocker panel from peeling off.

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

  1 to 5 are views for explaining a vehicle floor structure according to an embodiment of the present invention. FIGS. 1 and 2 are a plan view and a perspective view of a front floor of an automobile, and FIG. 3 is a front view. FIG. 4 is a sectional side view of the floor (sectional view taken along line III-III in FIG. 2), FIG. 4 is a sectional side view of the tunnel portion (sectional view taken along line IV-IV in FIG. 2), and FIG.

  In the figure, reference numeral 1 denotes a front floor of an automobile, which has the following structure. A floor panel 3 is disposed on the rear half of the left and right side members 2, 2 extending in the vehicle front-rear direction. The front flange portion 3a of the floor panel 3 extends in the up-down direction and extends to the engine compartment A and the compartment B. The lower flange portion 4a of the dash panel 4 that defines the above is welded. Further, a cross member 6 extending in the vehicle width direction is welded to the floor panel 3 behind the dash panel 4. Further, rocker panels 5 and 5 extending in the front-rear direction are welded to the left and right flange portions 3b and 3b of the floor panel 3.

  The left and right end portions of the cross member 6 are coupled to the rocker panel 5, and the rear end portions of the left and right side members 2 and 2 are coupled to the cross member 6. The front end portions of the left and right rocker panels 5 are coupled to the side member 2 via a suspension tower (not shown). The rocker panel 5 has a closed-section rectangular tube shape in which an outer panel 5a and an inner panel 5b are welded together with a rocker-in-hose 5c interposed therebetween.

  A seat frame that supports a seat (not shown) is attached to the cross member 6, and a passenger's foot is placed on the front portion of the cross member 6 of the floor panel 3.

  Inside the left and right side members 2 of the floor panel 3, tunnel members 7, 7 extending in parallel with the side members 2 are arranged. The front end portions of the left and right tunnel members 7 and the side members 2 are connected by torque boxes 8 and 8, and the torque box 8 is welded to the dash panel 4 together with the floor panel 3.

  The floor panel 3 is divided into an upwardly projecting tunnel portion 10 disposed at the center in the vehicle width direction, and flat left and right floor portions 11, 11 disposed on the left and right of the tunnel portion 10. ing. A power transmission member, an exhaust pipe, and the like are disposed in the tunnel portion 10, and the seat is disposed on the left and right floor portions 11.

  The tunnel portion 10 has a convex cross-sectional shape having left and right side walls 10a and 10a and an upper wall portion 10b formed between upper ends of the left and right side walls 10a and 10a. Inner flanges 11a of the left and right floor portions 11, 11 are welded to the left and right side walls 10a of the tunnel portion 10.

  The tunnel portion 10 is formed with bent hat-shaped member portions 10c and 10c that open upward following the lower ends of the left and right side walls 10a and 10a. It is welded to the lower surface of the floor portions 11 and 11. The member 10c and the floor 11 form the tunnel member 7.

  The cross member 6 is set slightly higher than the tunnel portion 10, the upper flange portion 6 a is welded to the upper surface of the tunnel portion 10, and the left and right lower flange portions 6 b and 6 b are left and right floor portions. 11 and 11 are welded to the upper surface.

  A rectangular reinforcing member 13 extending in the vehicle front-rear direction is disposed on the lower surface of the upper wall portion 10 b of the tunnel portion 10. An insertion hole 14 through which a shift lever (not shown) is inserted is formed in the reinforcing member 13 and the upper wall portion 10b. The shift lever is front and rear via a bracket fixed to the peripheral edge of the insertion hole 14. , It is supported so that it can swing left and right. In the case of a column shift specification vehicle, it is not necessary to form an insertion hole.

  The reinforcing member 13 is disposed on the front side of the cross member 6, and is disposed so that the rear end of the reinforcing member 13 substantially coincides with the upper flange 6 a on the front side of the cross member 6 when viewed from above. Here, the rear end portion of the reinforcing member 13 may be overlapped and coupled to the upper flange 6 a on the rear side of the cross member 6. In this case, load transmission from the reinforcing member 13 to the cross member 6 can be performed efficiently.

  The reinforcing member 13 includes a deformation suppressing portion 13a having a U-shaped cross section that abuts from the upper wall portion 10b of the tunnel portion 10 to the left and right corner portions 10b 'of the upper wall portion 10b, and the deformation suppressing portion. A flat plate-like deformation promoting portion 13b extending forward along the upper wall portion 10b from the front end surface of the portion 13a.

  Specifically, the deformation suppressing portion 13a bends downward along the left and right corner portions 10b 'from the left and right edges of the flat portion 13c contacting the upper wall portion 10b and the flat portion 13c. It has flange portions 13d and 13d, and the front end portion, the intermediate portion, and the rear end portion (refer to the crosses in FIGS. 1 and 5) of the flat surface portion 13c are joined to the upper wall portion 10b by spot welding. Yes. The dimension in the front-rear direction of the deformation suppressing part 13a is set to about three times the dimension in the front-rear direction of the deformation promoting part 13b.

  A boundary portion 13e between the deformation suppressing portion 13a and the deformation promoting portion 13b of the reinforcing member 13 includes a front end portion 3c on the left side in the vehicle width direction of the floor panel 3 and a side end portion on the right side in the vehicle width direction of the cross member 6. It is set so as to be positioned near the straight line a connecting 6c. The boundary portion 13e is located at the knee portion of the occupant seated on the seat.

  Input at the time of a vehicle frontal collision (full lap) is distributed and transmitted from the left and right side members 2 and 2 to the rocker panel 5 and the tunnel member 7, and further transmitted to the tunnel unit 10. Most of the impact force transmitted to the tunnel portion 10 is absorbed as the tunnel portion 10 is deformed and the deformation promoting portion 13b is deformed to this portion with the boundary portion 13e as a break point, and the rest is deformed. To the cross member 6, distributed from the cross member 6 to the left and right and transmitted to the rear of the vehicle body.

  More specifically, the reinforcing member 13 has a U-shaped deformation suppressing portion 13a extending from the upper wall portion 10b of the tunnel portion 10 along the left and right corner portions 10b ', and a flat plate extending forward from the front end of the deformation suppressing portion 13a. When the impact force at the time of the frontal collision of the vehicle is transmitted to the tunnel portion 10, the deformation acceleration portion 13b is deformed to the boundary portion 13e together with the tunnel portion 10 when the impact force is transmitted to the tunnel portion 10. To be absorbed. The impact force that could not be absorbed by these deformations is transmitted to the cross member 6 via the deformation suppressing portion 13a and absorbed. Thereby, the impact force absorption performance of the tunnel part 10 can be improved, and the increase in the vehicle body deformation | transformation amount at the time of a vehicle frontal collision can be avoided.

  On the other hand, the input at the time of the offset collision is distributed and transmitted from the right side member 2 to the rocker panel 5 and the tunnel member 7 and further transmitted to the tunnel portion 10 via the rocker panel 5 and the tunnel member 7. For this reason, the right rocker panel 5 may move rearward and strain may increase.

  In the present embodiment, the boundary portion 13e between the deformation suppressing portion 13a and the deformation promoting portion 13b includes a front end portion 3c on the left side in the vehicle width direction of the floor panel 3 and a side end portion on the right side in the vehicle width direction of the cross member 6. Since it is set so as to be positioned in the vicinity of the straight line a connecting 6c, the twist of the floor panel 3 and the like on the straight line a at the time of the offset collision can be suppressed, and the spot welding of the rocker panel 5 can be prevented from peeling off.

  That is, in the case of an offset collision, for example, an input to the right rocker panel 5 tends to cause a displacement in the vehicle front-rear direction with respect to the left rocker panel 5, and thus the floor panel 3 is twisted in the front-rear direction or the right side There is a risk that spot welding of the rocker panel 5 will peel off. On the other hand, in the present embodiment, since the boundary portion 13e is disposed near the straight line a of the tunnel portion 10 where distortion due to the bias of the load input at the time of offset collision is likely to occur, the deformation suppressing portion 13a is Strain can be suppressed, and an increase in deformation of the vehicle body and welding peeling of the rocker panel 5 can be avoided.

  Here, the deformation suppressing portion 13a of the reinforcing member 13 may be made of a material having higher rigidity than the deformation promoting portion 13b, or the plate thickness may be larger than that of the deformation promoting portion 13b. In this case, the crushable zone can be controlled more accurately.

  Moreover, in this embodiment, since the deformation | transformation suppression part 13a and the deformation | transformation acceleration | stimulation part 13b were formed using the existing reinforcement member 13 for improving the support rigidity of a shift lever, it would cause the problem of a cost increase or a weight increase. Absent.

  Further, by setting the boundary portion 13e of the reinforcing member 13 in consideration of both full-wrap collision and offset collision for each vehicle type, the applicable vehicle types can be expanded.

It is a top view of the front floor of the motor vehicle by one Embodiment of this invention. It is a perspective view of the front floor. It is a section front view (III-III line sectional view of Drawing 2) of the tunnel part of the above-mentioned front floor. FIG. 4 is a cross-sectional side view of the tunnel portion (a cross-sectional view taken along line IV-IV in FIG. 2). It is a top view of the reinforcing member of this embodiment.

Explanation of symbols

3 Floor panel 4 Dash panel 5 Rocker panel 6 Cross member 10 Tunnel part 10b Upper wall part 10b 'Corner part 13 Reinforcing member 13a Deformation suppressing part 13b Deformation promoting part 13e Boundary part a Straight line

Claims (2)

  A tunnel portion that protrudes upward is formed in the vehicle width direction center portion of the floor panel, and the lower edge portion of the dash panel that defines the engine compartment and the compartment is connected to the front edge portion of the floor panel, and In a vehicle floor structure in which a cross member extending in the vehicle width direction is connected to a midway portion of the floor panel in the front-rear direction, a reinforcing member is disposed in the tunnel portion so that at least a part of the reinforcing member is located in front of the cross member. The reinforcement member includes a deformation suppressing portion having a U-shaped cross section that abuts from the upper wall portion of the tunnel portion to the vehicle width direction corner portion, and forward along the upper wall portion from the front end of the deformation suppressing portion. A vehicle floor structure characterized by comprising a flat plate-like deformation promoting portion extending in the direction.   In Claim 1, the rocker panel extended in the front-back direction is connected to the vehicle width direction both edge part of the said floor panel, The boundary part of the deformation | transformation promotion part of a said reinforcement member and a deformation | transformation suppression part is the vehicle width of the said floor panel. A vehicle floor structure, wherein the vehicle floor structure is located near a straight line connecting a front end on one side in the direction and a side end on the other side in the vehicle width direction of the cross member.

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