JP2006341687A - Impact energy absorbing structure of vehicle body frame member, and impact energy absorbing method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an impact energy absorbing structure of a vehicle body frame member capable of efficiently absorbing impact energy while being controlled to an ideal deformation mode by the vehicle body frame member itself subjected to an inputted collision load when inputting the collision load. <P>SOLUTION: A center pillar 3 is formed to have a closed section of a pillar outer panel 3a of a U-shaped cross section and a pillar inner panel 3b, a triple folded part P comprising an outer layer p1, an intermediate layer p2, and an inner layer p3 is formed on the U-shaped cross section by folding back twice the pillar outer panel 3a in a longitudinal direction, and when inputting the collision load, the folded part P is deformed to stretch while restricting the intermediate layer p2 by the outer layer p1 and the inner layer p3. Thereby, when the folded part P is deformed to stretch, a folded back part L1 of the outer layer p1 and the intermediate layer p2 and a folded back part L2 of the intermediate layer p2 and the inner layer p3 are extended in ironing states to exhibit great resistance forces, and control to the ideal deformation mode can be performed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a collision energy absorption structure and a collision energy absorption method for a vehicle body skeleton member.

  As a conventional vehicle body structure for handling side collisions, the entire circumference of a pillar member such as a center pillar has a closed cross-sectional structure, and a strength discontinuity is actively provided below the pillar member. In the first half of the collision, the input at the time of the collision is supported by bending deformation at the same discontinuous part, and after the bending deformation at the same part, the same discontinuous part It is known that a tensile force is generated between the upper and lower parts of the pillar member and the side roof rail and the side sill with the boundary being used to support the input at the time of collision.

In addition, local bending at the center portion and the upper portion of the pillar member is prevented, the pillar member is displaced substantially uniformly inward, and the amount of deformation to the inside is relatively reduced (for example, Patent Document 1).
JP-A-8-72740 (page 4, FIG. 1)

  However, in the conventional vehicle body structure, by controlling the deformation mode of the pillar member as a closed cross-sectional structure, the collision energy at the time of a side collision can be dispersed and absorbed in the entire vehicle body. Control is performed in a state that actively includes deformation around the floor.

  However, depending on the vehicle, there is a case where a fuel tank is installed under the floor, and in a hybrid car or an electric vehicle, a battery is installed under the floor. In order to protect the fuel tank and battery against this local input, it is necessary to strengthen the periphery of the floor.

  Thus, when the floor periphery is positively strengthened, the conventional deformation mode control method cannot be applied, and the absorption efficiency of the collision energy input to the pillar member is lowered.

  Therefore, according to the present invention, when the collision load is input, the collision energy absorption of the vehicle body skeleton member that can efficiently absorb the collision energy while controlling the ideal deformation mode by the vehicle body skeleton member itself to which the collision load is input. A structure and a collision energy absorption method are provided.

  The collision energy absorbing structure for a vehicle body skeleton member according to the present invention includes a vehicle body skeleton member that includes an outer member having a U-shaped cross section disposed on the input side of the collision load, and an inner member that closes the open side of the outer member. Formed in a closed cross-section, the outer member is folded twice in the longitudinal direction to form a triple folded part of the outer layer, the middle layer, and the inner layer along the cross-sectional shape of the outer member. Sometimes the most important feature is that the folded portion is stretched and deformed while constraining the middle layer between the outer layer and the inner layer.

  Further, according to the collision energy absorbing method for a vehicle body skeleton member of the present invention, an outer member having a U-shaped cross section disposed on the input side of the collision load of the vehicle body skeleton member formed in a closed cross section is arranged in the longitudinal direction. A triple folded part formed by folding back is formed along the cross-sectional shape of the outer member, and when the collision load is input, the middle layer is constrained by the outer layer and the inner layer of the folded part to be extended and deformed to absorb the collision energy. It is characterized by that.

  According to the collision energy absorbing structure and the collision energy absorbing method of the vehicle body skeleton member of the present invention, when a collision load is input to the outer member of the vehicle body skeleton member, the triple folded portion formed on the outer member The inner layer and the inner layer are stretched and deformed while constraining the middle layer.At the time of this deforming deformation, the folded portion is expanded in a folded state between the outer layer and the middle layer, and the folded portion between the middle layer and the inner layer. It is possible to control the ideal deformation mode by exerting resistance, and to efficiently absorb the collision energy.

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

  1 to 10 show a first embodiment of a collision energy absorbing structure for a vehicle body skeleton member according to the present invention, FIG. 1 is an overall perspective view showing the skeleton structure of the vehicle body, and FIG. 2 shows a skeleton structure on the left side of the vehicle body. 3 is an enlarged cross-sectional view taken along the line AA in FIG. 2, FIG. 4 is an exploded perspective view of a lower part of the center pillar, and FIG. 5 shows the steps of forming the folding part (a) to (d). FIG. 6 is an enlarged cross-sectional view taken along line BB in FIG.

  7 is an enlarged cross-sectional view corresponding to the line AA in FIG. 2 showing the deformation state of the lower part of the center pillar in the order of (a) and (b) when the collision load is input, and FIG. 8 is a view of the folding portion. FIG. 9 is a perspective view showing the extension deformation in order from (a) to (c), FIG. 9 is an explanatory view showing reaction force characteristics when a collision load is input to the center pillar, and FIG. It is a schematic sectional drawing which shows the deformation | transformation behavior of the center pillar when a load is input in the case of the conventional case of (a) and the case of the present invention of (b).

  The collision energy absorbing structure of the vehicle body skeleton member of the present embodiment is applied to the center pillar 3 of the vehicle body B shown in FIG. 1, and the vehicle body B is mounted on the left and right sides of the roof portion RF on the vehicle body as shown in FIG. A pair of left and right roof side rails 1 extending in the front-rear direction, a pair of left and right side sills 2 extending in the front-rear direction of the vehicle body on the left and right sides of the floor portion FL at the lower part of the vehicle body, and a roof side facing these vertically And a center pillar 3 as a pillar member that is a vehicle body skeleton member that connects the rail 1 and the side sill 2 in the vertical direction.

  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 disposed, and the center pillar 3, the front pillar 4, the rear pillar 5, the roof side rail 1, and the side sill 2 are each formed in a closed cross section having a rectangular cross section.

  Further, as shown in FIG. 1, a floor panel 6 is laid between the pair of left and right side sills 2, and a tunnel portion 7 and side sills 2 extending in the front-rear direction formed at the center in the vehicle width direction of the floor panel 6 are provided. A cross member 8 is provided in the vehicle width direction.

  As shown in FIG. 2, the center pillar 3 is curved outwardly as a whole, and opens and closes the rear door at predetermined intervals at two upper and lower positions in the substantially lower half of the longitudinal direction (vertical direction). A pair of upper and lower hinges 9a and 9b to be freely attached are provided.

  Here, in this embodiment, the collision energy absorbing structure of the present invention is applied to the lower part where the center pillar 3 as a vehicle body skeleton member is connected to the side sill 2.

  That is, as shown in FIGS. 3 and 4, the center pillar 3 includes a pillar outer panel 3 a as an outer member having a U-shaped cross section disposed on the input side of the collision load at the time of a side collision, and an open side of the pillar outer panel 3 a. A pillar inner panel 3b as an inner member that closes the outer periphery of the pillar outer panel 3a. The pillar outer panel 3a is folded twice in the longitudinal direction at the lower portion of the pillar outer panel 3a to form an outer layer p1, an intermediate layer p2, and an inner layer p3. A heavy folded portion P is formed in a U-shaped section along the sectional shape of the pillar outer panel 3a, and the folded portion P is extended and deformed while the middle layer p2 is constrained by the outer layer p1 and the inner layer p3 when a collision load is input. It is.

  Further, in the collision energy absorbing method of the present invention, the pillar outer panel 3a is disposed twice in the longitudinal direction on the pillar outer panel 3a having a U-shaped cross section disposed on the collision load input side of the center pillar 3 formed in a closed section. The folded triple folded portion P is formed along the cross-sectional shape of the pillar outer panel 3a, and when the collision load is input, the outer layer p1 and the inner layer p3 of the folded portion P are stretched and deformed while constraining the collision energy. To absorb.

  On the other hand, the side sill 2 is similarly formed in a closed section by a sill outer panel 2a and a sill inner panel 2b as shown in FIG. 3, and in this embodiment, the pillar outer panel 3a and the sill outer panel 2a are as shown in FIG. Continuously and integrally formed.

  The folding portion P is formed by the process shown in FIG. 5. First, as shown in FIG. 5A, after cutting the flat blank K forming the pillar outer panel 3 a into a predetermined shape, As shown, the folding line L1 is folded in a mountain, the folding line L2 is folded in a valley, and the folding part P is pressed by pressing the folded part to bring the outer layer p1, the middle layer p2, and the inner layer p3 into close contact with each other. Then, the pillar outer panel 3a is formed by press-molding the blank material K together with the folded portion P into a U-shaped cross section as shown in FIG.

  Further, when the pillar outer panel 3a is press-molded, flanges 3f for joining to the pillar inner panels 3b are formed at both side edges. This flange 3f is formed as shown in FIG. 5 (a). When the blank material K is cut, the portion corresponding to the folded portion P is cut in advance (the cut portion E), and the folded portion P is formed as shown in FIG. When pressed into a shape, the flange 3f is continuous without overlapping.

  As shown in FIG. 2, the center pillar 3 in which the folding part P is formed has a roof side rail 1 and a side sill 2 connected in the vertical direction of the vehicle body, and the folding part P is connected to the side sill 2 with a connecting part X. It arrange | positions in the area | region between the attachment parts of the lower door hinge 9b.

  As shown in FIGS. 3 and 4, the center pillar 3 is provided with a pillar outer reinforcement 10 as a pillar reinforcing member in a closed cross section constituted by a pillar outer panel 3a and a pillar inner panel 3b. An extension allowing portion 11 that extends in accordance with extension deformation of the folding portion P is formed in the lower portion of the force 10.

  The pillar outer reinforcement 10 is formed as a U-shaped cross section along the pillar outer panel 3 a and is disposed close to the inner surface of the folding portion P, and has a lower end portion as a sill reinforcing member disposed in the closed cross section of the side sill 2. Further, the extension allowing portion 11 is disposed between the proximity portion N with the folding portion P and the connecting portion x1 with the sil outer reinforcement 12.

  The sill outer reinforcement 12 is formed in a shape along the inside of the sill outer panel 2a, and an upper end closing plate 12a that is bent and extended inward in the vehicle width direction is provided at the upper end of the sill outer reinforcement 12 so that the cross section is reversed The upper and lower ends of the sill outer reinforcement 12 are joined to the sill inner panel 2b with the lower end of the pillar inner panel 3b sandwiched therebetween.

  Further, a stepped portion 12b serving as the connecting portion x1 at the lower end portion of the pillar outer reinforcement 10 is formed near the sill outer panel 2a of the upper end closing plate 12a.

  As shown in FIG. 6, the extension allowing portion 11 is formed by an uneven bead portion 11 a having a wave-like cross section in the vertical direction.

  The pillar inner panel 3b is formed by cutting a blank material into a strip-shaped flat plate as shown in FIG. 4, and is formed by joining the pillar inner panel 3b to the pillar outer panel 3a. A belt retractor is accommodated, and a substantially rectangular opening 13 for taking out the webbing wound around the retractor is formed in the lower part of the pillar inner panel 3b.

  The pillar inner panel 3b is formed with a notch 14 as an easily breakable portion that breaks along with the extension deformation of the folding portion P.

  The notch 14 is formed by cutting out both front and rear corners of the lower edge of the opening 13 in a V shape, and when a tensile force is applied to the pillar inner panel 3b by the input of a collision load, Stress concentrates on the notch 14, and the pillar inner panel 3b breaks C (see FIG. 7B) with the notch 14 as a starting point.

  Moreover, the said pillar inner panel 3b is provided with the bifurcated structure part 20 couple | bonded ranging over the outer part and the inner part of the said side sill 2 formed in the closed cross section as shown in FIG. 3, FIG.

  The bifurcated structure 20 is formed in a box shape, and its inner flange 20a is joined to the periphery of the opening 13 of the pillar inner panel 3b by spot welding or the like, and the lower end of the pillar inner panel 3b is connected to one leg. In addition, the extended portion 21 extending downward from the outer surface 20b is used as the other leg, and the two legs constitute a bifurcated portion, and the extended portion 21 is formed as the stepped portion 12b of the sill outer reinforcement 12. Is joined.

  With the above configuration, according to the collision energy absorbing structure and the collision energy absorbing method for the vehicle body skeleton member of the present embodiment, when a collision load is input to the pillar outer panel 3a of the center pillar 3 due to a side collision, the center pillar 3 is From the normal state shown in FIG. 7 (a), as shown in FIG. 7 (b), it bends from the connecting portion X to the side sill 2 to the inside of the vehicle (left side in the figure) (see FIG. 10 (b)). At this time, the pillar outer panel 3a When a tensile force acts on the three-fold folded portion P formed in the pillar outer panel 3a, the outer layer p1 and the inner layer p3 constrain the middle layer p2 so as to extend and deform.

  That is, the folding portion P has a folded portion L1 between the outer layer p1 and the middle layer p2 as shown in FIG. 8B when the tensile force Fp acts on the center pillar 3 as shown in FIG. The folded portion L2 between the middle layer p2 and the inner layer p3 extends in a squeezed state.

  At this time, since the folded portion P is formed in a U-shaped cross section along the cross-sectional shape of the pillar outer panel 3a, when the folded portions L1 and L2 are squeezed, the ridge line R portion is torn and torn. Since it extends, it can be controlled to the ideal deformation mode indicated by the reaction force characteristic α shown by the solid line in FIG. 9 while exhibiting a large resistance, and the collision energy can be absorbed efficiently.

  Therefore, when a collision load is input, conventionally, as shown in FIG. 10 (a), the center pillar 3A is deformed toward the vehicle interior along with the deformation of the floor portion FL, whereas the collision energy is absorbed. In the embodiment, when the rigidity of the floor portion FL is set high, as shown in FIG. 10B, when the collision load is input, the lower portion of the center pillar 3 is not deformed of the folding portion P without deformation of the floor portion FL. By deforming toward the vehicle interior along with extension deformation, the collision energy can be efficiently absorbed and the deformation mode can be controlled.

  The broken line in FIG. 9 shows the conventional reaction force characteristic β accompanied with the deformation of the floor portion FL. In this case, the reaction force decreases as the deformation of the pillar 3A increases, so that the absorption efficiency of the collision energy deteriorates. become.

  Further, in the present embodiment, the folding part P is arranged in a region between the connecting part X with the side sill 2 and the attachment part of the lower door hinge 9b, so that the lower part of the pillar 3 is extended and deformed in the vertical direction at the time of a side collision. In this case, the collision energy is absorbed while invading into the vehicle interior. At this time, the pillar 3 can be deformed relative to the side sill 2 and thus the floor portion FL, so the side sill 2 and the floor portion FL can be reduced without reducing the strength. The deformation mode for collision can be controlled.

  Further, an extension allowing portion 11 that extends along with extension deformation of the folding portion P is provided on a pillar outer reinforcement 10 provided in a closed cross section constituted by the pillar outer panel 3a and the pillar inner panel 3b of the center pillar 3. Since it is formed, the strength of the center pillar 3 can be increased by the pillar outer reinforcement 10 at the normal time, while the extension allowing portion 11 is extended at the time of a side collision, thereby inhibiting the function of the folding portion P. In addition, the extension of the extension allowing portion 11 can absorb the collision energy more efficiently and control the deformation mode.

  Furthermore, since the pillar inner panel 3b of the center pillar 3 is formed with an easily breakable portion (notch 14) that breaks along with the extension deformation of the folding portion P, as shown in FIG. It is possible to prevent the pillar inner panel 3b from breaking the C from the broken portion and inhibiting the function of the folded portion P.

  Further, since the broken portion is formed by notches 14 in which the front and rear corners of the lower edge of the opening 13 formed in the pillar inner panel 3b are cut out in a V shape, it is generated in the pillar inner panel 3b by the input of a collision load. The pillar inner panel 3b can be broken by concentrating the tensile stress on the notch 14, and the easily breakable portion can be simplified to suppress an increase in cost.

  Further, since the pillar inner panel 3b includes the bifurcated structure portion 20 that is coupled across the outer portion and the inner portion of the side sill 2 formed in a closed cross section, the pillar inner panel is formed by the bifurcated structure portion 20 in a normal state. While the coupling force between 3b and the side sill 2 is increased, the bifurcated structure 20 is crushed into a parallelogram shape as shown in FIG. Since it can move relatively inward in the width direction, it is possible to prevent the pillar outer panel 3a from being deformed, and thus hindering the function of the folding portion P.

  Furthermore, the pillar outer reinforcement 10 is formed in a U-shaped cross section along the pillar outer panel 3a and is disposed close to the inner surface of the folding part P, and the lower end is disposed in the closed section of the side sill 2. Since it is coupled to the outer reinforcement 12 and the extension allowing portion 11 is disposed between the proximity portion N to the folding portion P and the coupling portion x1 to the sill outer reinforcement 12, the pillar outer reinforcement 10 Since the joint rigidity of the connecting portion X between the center pillar 3 and the side sill 2 can be increased and the extension allowing portion 11 can be arranged away from the folding portion P, the pillar outer reinforcement 10 that becomes the proximity portion N at the time of a side collision can be obtained. By being able to constrain the folding part P at the general part, the outer layer p1, the middle layer p without the folding part P being twisted Can the inner p3 and extension is deformed to slide, to promote the center pillar 3 the lower portion of the continuous bending deformation to generate sustained resistance.

  Further, since the extension allowance portion 11 is formed by the uneven bead portion 11a having a corrugated cross section in the vertical direction, the bead portion 11a is extended by a tensile force generated in the pillar outer reinforcement 10 by the input of a collision load. The extension allowance portion 11 can be configured simply and the cost increase can be suppressed.

  FIG. 11 shows 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. 11 is an unfolded portion of the pillar outer panel. FIG.

  The collision energy absorption structure of the vehicle body skeleton member of this embodiment is basically the same as that of the first embodiment, and the difference of this embodiment from the first embodiment is that the folding portion P is as shown in FIG. The rigidity of the outer layer p1 and the inner layer p3 that constrain the middle layer p2 is greater than the rigidity of the middle layer p2.

  Thus, in order to make the rigidity of the outer layer p1 and the inner layer p3 different from the rigidity of the middle layer p2, the hole portion 30 as a low rigidity portion is formed in the ridge line R portion having a U-shaped cross section of the middle layer p2.

  A plurality of the hole portions 30 are intermittently formed along the ridge line R portion.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the same effects as in the first embodiment can be obtained, and the rigidity of the outer layer p1 and the inner layer p3 that constrain the middle layer p2 of the folded portion P can be set to the middle layer. Since it is larger than the rigidity of p2, the restraint property of the middle layer p2 by the outer layer p1 and the inner layer p3 is enhanced, and the outer layer p1, the middle layer p2, and the inner layer p3 are continuously separated without being separated from each other when the folding part P is extended and deformed. The squeezing effect of the folded portion L1 between the outer layer p1 and the middle layer p2 and the folded portion L2 between the middle layer p2 and the inner layer p3 can be enhanced, so that the collision energy absorption efficiency is increased and ideal deformation is achieved. You can control the mode.

  Further, since the low-rigidity portion (hole portion 30) is formed in the ridge line R portion having a U-shaped cross section of the middle layer p2, the collision with an appropriate angle with respect to the longitudinal direction (vertical direction) of the center pillar 3 Even when a load is input to a region other than the folded portion P, the folded portion P can be reliably extended and deformed while maintaining the cross-sectional outer peripheral shape of the folded portion P.

  Furthermore, since the low-rigidity portion is formed by a plurality of hole portions 30 that are intermittently formed along the ridgeline R portion, the folding portion P extends by adjusting the size and pitch of the hole portions 30. It is possible to adjust the deformation mode suitable for the vehicle by controlling the resistance force during deformation.

  FIGS. 12 and 13 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. 12 shows the folding of the pillar outer panel. FIG. 13 is an explanatory view showing the steps of forming the folded portion in order from (a) to (b).

  The collision energy absorption structure of the vehicle body skeleton member of the present embodiment basically has the same configuration as that of the first embodiment, and the difference of the present embodiment from the first embodiment is that the folding portion P as shown in FIG. The outer layer p1 and the folded part L1 of the middle layer p2 and the folded part L2 of the middle layer p2 and the inner layer p3 each include a core metal 32 having a diameter equal to or greater than the plate thickness.

  That is, as a method of including the cored bar 32 in the folded portions L1 and L2, the cored bar 32 is disposed below the blank material K at a position corresponding to the fold line L1 as shown in FIG. In addition, the cored bar 32 is arranged on the upper side of the blank material K at the position corresponding to the folding line L2 to be folded, and in this state, as shown in FIG. 13B, the folding lines L1 and L2 are mountain-folded and valley-folded. By doing so, the cored bar 32 is included in the folded portions L1 and L2.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the same effects as in the first embodiment can be obtained, and the outer layer p1 of the folded portion P and the folded portion L1 of the middle layer p2 and the middle layer p2 and the inner layer p3. Since the core metal 32 having a diameter equal to or greater than the plate thickness is included in each folded portion L2, the minimum curvature necessary for the blank material K can be maintained in each folded portion L1, L2, and thus brittleness is caused by work hardening. The folding part P can be smoothly extended and deformed when a collision load is input.

  FIG. 14 shows 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. 14 is an unfolded portion of the pillar outer panel. FIG.

  The collision energy absorption structure of the vehicle body skeleton member of the present embodiment basically has the same configuration as that of the first embodiment. This embodiment is particularly different from the first embodiment in that the folding portion P and the middle layer p2 are thin. The difference thickness boundary B1 between the middle layer p2 and the outer layer p1 is positioned on the outer layer p1 side by a predetermined width d1, and the difference thickness boundary B2 between the middle layer p2 and the inner layer p3 is formed. A predetermined width d2 is positioned on the inner layer side.

  That is, in this embodiment, the difference thickness steel plate M is formed by forming a blank material K1 having a plate thickness t1 forming the middle layer p2 portion separately from other general portions, and the blank material K1 is formed as a plate thickness of the general portion. The two blanks K are integrally formed by welding with two welding lines W.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the folded portion P is formed of the differential thickness steel plate M in which the middle layer p2 is thinned as well as the same effects as the first embodiment. Since the restraint property of the middle layer p2 by the outer layer p1 and the inner layer p3 is enhanced and the folding portion P is deformed in a stretched manner, the rupture deformation of the ridge line R portion of the middle layer p2 can be continuously generated, so that the collision energy absorption efficiency Can be controlled to an ideal deformation mode.

  Even when the input point of the collision load to the center pillar 3 is above the folding part P, the cross-sectional shape of the folding part P can be reduced due to the high restraint of the thin middle layer p2 by the thick outer layer p1 and the inner layer p3. The folding part P can be extended and deformed reliably while maintaining.

  Further, the difference thickness boundary B1 between the middle layer p2 and the outer layer p1 is located on the outer layer p1 side by a predetermined width d1, and the difference thickness boundary B2 between the middle layer p2 and the inner layer p3 is located on the inner layer side by a predetermined width d2. Therefore, the folded portion L1 of the outer layer p1 and the middle layer p2 and the folded portion L2 of the middle layer p2 and the inner layer p3 can be thinned, and a constant collision energy absorption characteristic can be obtained from the initial stage of the extension deformation of the folded portion P.

  FIG. 15 shows 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. 15 is a perspective view showing the lower part of the pillar inner panel. FIG.

  The collision energy absorption structure of the vehicle body skeleton member of this embodiment is basically the same as that of the first embodiment, and this embodiment is particularly different from the first embodiment in that a bifurcated structure portion is shown in FIG. 20A is formed as an integral part from the pillar inner panel 3b so as to secure the storage space S of the seat belt retractor stored in the lower part of the center pillar 3.

  That is, the bifurcated structure portion 20A projects the horizontal portion 20Aa from the upper edge of the webbing take-out opening 13 formed in the lower portion of the pillar inner panel 3b, and then protrudes outward in the vehicle width direction, and then the seat belt retractor. The hanging portion 20Ab is suspended downward along the outer surface of the vehicle body of the storage space S to form an inverted L-shaped cross section.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the bifurcated structure portion 20A is of the seat belt retractor housed in the lower part of the center pillar 3 as well as the same effects as the first embodiment. Since the storage space S is secured and formed as an integral part from the pillar inner panel 3b, the number of parts can be reduced and the productivity can be improved by reducing the mold cost.

  FIG. 16 is a perspective view showing a lower part of a pillar inner panel showing a modification of the fifth embodiment, and an uneven shape having a corrugated cross section in the vertical direction on the hanging part 20Ab of the bifurcated structure part 20A formed in an inverted L-shaped cross section. The bead portion 22 is formed.

  Therefore, in this modified example, the same effect as that of the fifth embodiment is obtained, and the pillar inner panel is formed at the time of a side collision by forming the uneven bead portion 22 on the hanging portion 20Ab of the bifurcated structure portion 20A. The elongation allowance of the bifurcated structure portion 20A when 3b breaks from the notch 14 can be increased.

  FIG. 17 shows 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. 17 is an unfolded portion of the pillar outer panel. FIG.

  The collision energy absorbing structure for a vehicle body skeleton member of the present embodiment basically forms an extension allowing portion 11A that extends in accordance with the extension deformation of the folding portion P at the lower portion of the pillar outer reinforcement 10 as in the first embodiment. It is.

  The extension allowing portion 11A of this embodiment is formed at the lower part of the pillar outer reinforcement 10 as in the first embodiment, and is formed by bifurcated front and rear side portions 11Aa and 11Ab that protrude in a crank shape in directions away from each other. It is formed.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the bifurcated shape in which the extension allowing portion 11A is projected in a crank shape in a direction away from each other as well as the same effect as the first embodiment. Since the front and rear side portions 11Aa and 11Ab are formed, when a tensile force is generated in the extension allowance portion 11A due to a side collision, the front and rear side portions 11Aa and 11Ab protruding in a crank shape are straightened as shown by broken lines in the figure. The lower part of the pillar outer reinforcement 10 can be extended, and the extension function of the folding part P can be prevented from being hindered.

  FIG. 18 shows a seventh embodiment of the present invention, in which the same components as in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 18 is an unfolded portion of the pillar outer panel. FIG.

  In the collision energy absorbing structure for a vehicle body skeleton member according to the present embodiment, the extension allowing portion 11B is formed below the pillar outer reinforcement 10 as in the sixth embodiment, and the extension allowing portion 11B is provided with the pillar outer reinforcement 11B. The maximum width portion 11Ba is gradually amplified from the top to the bottom to form the maximum width portion 11Ba, and the maximum width portion 11Ba is gradually reduced in the downward direction. A plurality of hole portions 33 arranged adjacent to each other in the direction are provided.

  Further, the interval s1 at which the air holes 33 approach each other is set to be sufficiently smaller than the width s2 between the air holes 33 at the front and rear ends and the front and rear end of the maximum width portion 11Ba.

  Therefore, according to the collision energy absorbing structure of the present embodiment of the present embodiment, the extension allowing portion 11B is formed below the pillar outer reinforcement 10 as well as the same effects as the first embodiment. Since the plurality of hole portions 33 are formed in the maximum width portion 11Ba close to the vehicle front-rear direction of the pillar outer reinforcement 10, when a tensile force acts on the extension allowance portion 11B at the time of a side collision, the adjacent hole portions 33 are broken and connected to each other, and the pillar outer reinforcement 10 can be extended in the vertical direction as indicated by the broken line in the figure, so that the extension function of the folding portion P can be prevented from being hindered.

  Further, since the interval s1 between the holes 33 is set to be sufficiently smaller than the width s2 between the holes 33 at the front and rear ends and the front-rear direction end of the maximum width portion 11Ba, Only the gaps 33 between the holes 33 to be cut can be broken and extended in a state where the width s2 portions on both sides of the maximum width portion 11Ba are connected.

  19 and 20 show an eighth 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 shows a center pillar, a side sill, FIG. 20 is a perspective view of a sill reinforcing member.

  The collision energy absorption structure of the vehicle body skeleton member of this embodiment is basically the same as that of the first embodiment, and this embodiment is particularly different from the first embodiment as shown in FIGS. 19 and 20. The side sill reinforcement 40 as a sill reinforcing member is formed as an integrally molded product having a closed cross section by light alloy extrusion molding.

  That is, the integrally formed side sill reinforcement 40 includes a sill outer reinforcement 41 arranged inside the sill outer panel 2a and a sill inner reinforcement 42 arranged inside the sill inner panel 2b. And a horizontal rib 44 positioned at the lower end of the stepped portion 12b is coupled across the sill outer reinforcement 41 and the sill inner reinforcement 42.

  The side sill reinforcement 40 can be formed not by extrusion molding but also by other integral molding methods such as steel hydraulic molding.

  Then, as shown in FIG. 19, the sill inner reinforcement 42 is coupled to the inside of the sill inner panel 2b by a fastening member 45, while the lower end portion of the pillar inner panel 3b is coupled to the upward projecting portion 43a of the vertical rib 43. As in the first embodiment, the stepped portion 12b is connected to the extending portion 21 of the outer side surface 20b of the bifurcated structure portion 20 and the lower end portion of the pillar outer reinforcement 10.

  Therefore, according to the collision energy absorbing structure of the present embodiment, the side sill reinforcement 40 is formed of an integrally molded product having a closed cross section, as well as the same effects as the first embodiment. The strength can be greatly improved, and even in a collision mode in which local input becomes significant, deformation of the side sill 2 can be suppressed, so that a living space in the vehicle interior can be secured, and input to the center pillar 3 is remarkable. Even in the collision mode, the deformation mode can be controlled while improving the absorption efficiency of the collision energy.

  By the way, although this invention was demonstrated taking the example in the said 1st-8th embodiment, various other embodiment can be employ | adopted in the range which is not restricted to these embodiments and does not deviate from the summary of this invention.

1 is an overall perspective view showing a skeleton structure of a vehicle body in a first embodiment of the present invention. The perspective view which shows the frame | skeleton structure of the vehicle body left side surface in 1st Embodiment of this invention. The expanded sectional view along the AA line in FIG. The disassembled perspective view of the center pillar lower part coupling | bond part in 1st Embodiment of this invention. The perspective view which shows the formation process of the folding part in 1st Embodiment of this invention later on in order to (a)-(d). The expanded sectional view along the BB line in FIG. The expanded sectional view corresponding to the AA line in FIG. 2 which shows the deformation | transformation state of the center pillar lower part at the time of the input of the collision load in 1st Embodiment of this invention later on to (a), (b). The perspective view which shows the extension deformation | transformation of the folding part in 1st Embodiment of this invention later on in order to (a)-(c). Explanatory drawing which shows the reaction force characteristic at the time of a collision load inputting into the center pillar in 1st Embodiment of this invention compared with the past. The schematic sectional drawing which shows the deformation | transformation behavior of the center pillar when the collision load in 1st Embodiment of this invention is input with the case of this invention of (a), and the case of this invention of (b). The perspective view which expand | deployed the folding part of the pillar outer panel in 2nd Embodiment of this invention. The perspective view which expand | deployed the folding part of the pillar outer panel in 3rd Embodiment of this invention. Explanatory drawing which shows the formation process of the folding part in 3rd Embodiment of this invention later on in order to (a), (b). The perspective view which expand | deployed the folding part of the pillar outer panel in 4th Embodiment of this invention. The perspective view which shows the lower part of the pillar inner panel in 5th Embodiment of this invention. The perspective view which shows the lower part of the pillar inner panel in the modification of 5th Embodiment of this invention. The perspective view which expand | deployed the folding part of the pillar outer panel in 6th Embodiment of this invention. The perspective view which expand | deployed the folding part of the pillar outer panel in 7th Embodiment of this invention. Sectional drawing of the connection part of the center pillar and side sill in 8th Embodiment of this invention. The perspective view of the sill reinforcement member in 8th Embodiment of this invention.

Explanation of symbols

1 roof side rail 2 side sill 2a sill outer panel 2b sill inner panel 3 center pillar (pillar member)
3a Pillar outer panel (outer member)
3b Pillar inner panel (inner member)
9a, 9b Hinge 10 Pillar outer reinforcement (pillar reinforcement member)
11, 11A, 11B Extension permissible part 11a Bead part 11Aa, 11Ab Bifurcated front and rear side parts 11Ba Maximum width part 12 Sill outer reinforcement (sill reinforcing member)
13 Opening 14 Notch 20, 20A Bifurcated Structure 30 Hole Part 32 Core Bar 33 Hole Part 40 Side Sill Reinforce (Sill Reinforcement Member)
RF roof part FL floor part P folding part p1 outer layer p2 middle layer p3 inner layer R ridgeline L1, L2 folded part M differential thickness steel plate B1, B2 differential thickness boundary S seat belt retractor storage space

Claims (18)

  A vehicle body skeleton member is formed in a closed cross section by an outer member having a U-shaped cross section disposed on the collision load input side and an inner member that closes the open side of the outer member, and the outer member is provided with the outer member. The member is folded twice in the longitudinal direction to form an outer layer, an intermediate layer, and an inner layer with a triple fold along the outer member's cross-sectional shape. When the collision load is input, the fold is constrained by the outer layer and the inner layer. A structure for absorbing the collision energy of a vehicle body skeleton member, characterized in that it is deformed while being extended.   2. The collision energy absorbing structure for a vehicle body skeleton member according to claim 1, wherein the folding portion has a rigidity of an outer layer and an inner layer that restrain the middle layer larger than a stiffness of the middle layer.   The collision energy absorbing structure for a vehicle body skeleton member according to claim 1 or 2, wherein the folding portion is formed with a low-rigidity portion at a ridge line portion having a U-shaped cross section in the middle layer.   The folding portion includes a core metal having a diameter equal to or greater than a plate thickness in each of the outer layer and the inner layer folded portion and the middle layer and the inner layer folded portion. Collision energy absorption structure for car body skeleton members.   The folding part is made of a difference thickness steel plate with a thinned middle layer, and the difference thickness boundary between the middle layer and the outer layer is positioned on the outer layer side by a predetermined width, and the difference thickness boundary between the middle layer and the inner layer is a predetermined width. The collision energy absorbing structure for a vehicle body skeleton member according to any one of claims 1 to 4, wherein the structure is located only on the inner layer side.   4. The collision energy absorbing structure for a vehicle body skeleton member according to claim 3, wherein the low rigidity portion is formed by a plurality of holes formed intermittently along the ridge line portion.   The car body skeleton member with the folding part connects the roof side rail that extends in the vehicle longitudinal direction on both the left and right sides of the roof part, and the side sill that extends in the vehicle longitudinal direction on the left and right sides of the floor part. The vehicle body skeleton member according to any one of claims 1 to 6, wherein the folding member is disposed in a region between a connecting portion with a side sill and a lower door hinge mounting portion. Collision energy absorption structure.   The pillar member is provided with a pillar reinforcing member in a closed cross section composed of an outer member and an inner member, and the pillar reinforcing member is formed with an extension allowing portion that extends along with the extension deformation of the folding portion. The collision energy absorption structure for a vehicle body skeleton member according to claim 7.   9. The collision energy absorbing structure for a vehicle body skeleton member according to claim 8, wherein an easily breakable portion that breaks along with the extension deformation of the folding portion is formed on the inner member.   10. The collision energy absorbing structure for a vehicle body skeleton member according to claim 9, wherein the easily breakable portion is a notch formed by cutting an inner member into a V shape.   11. The collision energy absorption of a vehicle body skeleton member according to claim 9, wherein the inner member includes a bifurcated structure portion joined across an outer portion and an inner portion of the side sill formed in a closed cross section. Construction.   The collision energy of the vehicle body skeleton member according to claim 11, wherein the bifurcated structure portion is formed as an integral part from the inner member so as to secure a storage space for a seat belt retractor stored in a lower portion of the pillar member. Absorbing structure.   The pillar reinforcing member is formed in a U-shaped cross section along the outer member, and is disposed close to the inner surface of the folded portion, and the lower end portion is coupled to the sill reinforcing member disposed in the closed cross section of the side sill, and The collision energy absorbing structure for a vehicle body skeleton member according to any one of claims 8 to 12, wherein the extension allowing portion is disposed between a portion close to the folding portion and a connecting portion to the sill reinforcing member. .   14. The collision energy absorbing structure for a vehicle body skeleton member according to claim 13, wherein the extension allowing portion is an uneven bead portion having a corrugated cross section in the vertical direction.   14. The collision energy absorbing structure for a vehicle body skeleton member according to claim 13, wherein the extension allowing portion is a bifurcated front and rear side portions protruding in a crank shape in directions away from each other.   The extension allowing portion gradually amplifies the vehicle front-rear width of the pillar reinforcing member from the top to the bottom to form the maximum width portion, and gradually reduces the width from the maximum width portion to the maximum width. 14. The collision energy absorbing structure for a vehicle body skeleton member according to claim 13, wherein the portion is formed with a plurality of hole portions arranged adjacent to each other in the vehicle front-rear direction.   17. The collision energy absorbing structure for a vehicle body skeleton member according to claim 13, wherein the sill reinforcing member is formed as an integrally molded product having a closed cross section by light alloy extrusion molding or steel hydraulic molding.   An outer member having a U-shaped cross section disposed on the input side of the collision load of the vehicle body skeleton member formed in a closed cross section has a triple folded portion formed by folding the outer member twice in the longitudinal direction. A collision energy absorption method for a vehicle body skeleton member, which is formed along a shape and absorbs collision energy by extending and deforming while constraining an intermediate layer between an outer layer and an inner layer of the folded portion when a collision load is input.

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