JP2009035095A - Pillar upper structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance load transmission efficiency between a roof side rail and a pillar. <P>SOLUTION: An upper part of a pillar inner reinforcement 22 (inside member) of a pillar B 10 (pillar) is combined with a general part 24A of a pillar outer reinforcement 24 (outside member) of the pillar B 10. Compared with the conventional structure in which an upper part of a pillar inner reinforcement is combined with a flange of a roof side rail, the upper part of the pillar inner reinforcement 22 extends approximately in a straight line over a vehicle in a front view of the vehicle. Accordingly, when load from over the vehicle is input to the roof side rail 12 like at the time of rollover of the vehicle, the load can be received in the axial direction of the pillar B 10, which means the vehicular vertical direction. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a pillar superstructure.

With the vertical rib walls of the pillar outer crossed with the vertical rib walls of the roof side rail, a downward bending load acting on the roof side rail is received in the axial direction of the center pillar and is distributed throughout the center pillar. An automobile body upper structure is disclosed in which a load at the time of a side collision is distributed as a load in a push-up direction with respect to a roof side rail via a plurality of vertical rib walls (see Patent Document 1). .
JP 2003-2236 A JP 2006-192998 A

  As in the conventional example described above, an upper end portion of a pillar such as a center pillar is generally an opening flange portion, and the opening flange portion is coupled to the roof side rail.

  However, the opening flange is often shaped with a curvature when viewed from the front of the vehicle due to restrictions on the design of the vehicle, and a load from above the vehicle is input to the roof side rail of the vehicle. However, there is still room for improvement in load transmission.

  In view of the above fact, an object of the present invention is to increase the load transmission efficiency between the roof side rail and the pillar.

  The invention according to claim 1 is configured to have a closed cross-sectional structure including an inner panel and an outer panel, and extends in the vehicle front-rear direction on both sides in the vehicle width direction of the upper part of the vehicle, and an inner member and an outer member in the vehicle width direction. And a pillar extending in the vehicle vertical direction at the vehicle side and connected to the roof side rail at the vehicle upper side end, and the upper part of the inner member is the outer side It is characterized by being coupled to the general part of the member.

  The pillar upper structure according to claim 1, wherein the upper part of the inner member of the pillar is coupled to the general part of the outer member of the pillar, and the upper part of the inner member is coupled to the flange of the roof side rail. In comparison, the upper part of the inner member extends in a substantially straight line upward of the vehicle in a front view of the vehicle. Therefore, when a load from above the vehicle is input to the roof side rail, such as when the vehicle is overturned, the load can be received in the axial direction of the pillar, that is, the vertical direction of the vehicle. Thereby, the load transmission efficiency between a roof side rail and a pillar can be improved.

  According to a second aspect of the present invention, in the pillar upper structure according to the first aspect, the inner member is provided in close proximity to the roof side rail, and when a load from a vehicle side is input to the pillar. A first load transmission surface for transmitting the load to the roof side rail is provided.

  In the pillar superstructure according to claim 2, the inner member of the pillar has the first load transmission surface that is close to and opposed to the roof side rail. When a load is input, the load is transmitted from the first load transmission surface to the roof side rail. For this reason, it is possible to further increase the load transmission efficiency from the pillar to the roof side rail at the time of a side collision or the like.

  According to a third aspect of the present invention, in the pillar upper structure according to the first or second aspect, the inner member is provided in close proximity to the roof side rail, and a load from above the vehicle is applied to the roof side rail. It has the 2nd load transmission surface in which this load is transmitted when it inputs.

  In the pillar superstructure according to the third aspect, the inner member of the pillar has the second load transmission surface that is close to and opposed to the roof side rail. When a load is input, the load is transmitted to the second load transmission surface. For this reason, the roof side rail at the time of vehicle overturning or the like can increase the load transmission efficiency to the pillar.

  According to a fourth aspect of the present invention, in the pillar superstructure according to the third aspect, the first load transmission surface and the second load transmission surface are formed so as to protrude inward in the vehicle width direction from the general portion of the inner member. The second load transmission surface is provided below the first load transmission surface in the vehicle, and an overhanging portion of the roof side rail that protrudes outward in the vehicle width direction includes the first load transmission surface and the second load transmission surface. It is characterized by being arranged in a valley between the load transmission surfaces.

  In the pillar superstructure according to claim 4, the first load transmission surface and the second load transmission surface are formed so as to protrude inward in the vehicle width direction from the general part of the inner member, and the second load transmission surface is the first load transmission surface. Since the projecting portion provided below the vehicle surface and projecting outward in the vehicle width direction among the roof side rails is disposed in the valley between the first load transmission surface and the second load transmission surface, Even if the vehicle body is deformed by a side collision or rollover, the positional relationship between the projecting portion of the roof side rail and the inner member of the pillar is stable. For this reason, it is possible to further increase the load transmission efficiency between the roof side rail and the pillar.

  As described above, according to the pillar upper structure according to the first aspect of the present invention, an excellent effect that the load transmission efficiency between the roof side rail and the pillar can be improved is obtained.

  According to the pillar superstructure according to the second aspect, it is possible to obtain an excellent effect that the load transmission efficiency from the pillar to the roof side rail at the time of a side collision or the like can be further increased.

  According to the pillar superstructure according to the third aspect, an excellent effect is obtained that the roof side rail at the time of overturning of the vehicle or the like can increase the load transmission efficiency to the pillar.

  According to the pillar superstructure according to the fourth aspect, it is possible to obtain an excellent effect that the load transmission efficiency between the roof side rail and the pillar can be further increased.

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

[First Embodiment]
In FIG. 1, a pillar superstructure S1 according to the present embodiment relates to a structure of an upper part of a B pillar 10 in a vehicle having three pillars on one side, for example, and includes a roof side rail 12 and the B pillar 10. ing.

  The roof side rail 12 is a skeletal member having a closed cross-sectional structure constituted by an inner panel 14 and an outer panel 16, and extends in the vehicle front-rear direction on both sides in the vehicle width direction of the upper part of the vehicle. The inner panel 14 is formed in a cross-sectional hat shape that is convex toward the inside of the vehicle, and the outer panel 16 is formed in a cross-sectional hat shape that is convex toward the outside of the vehicle. The inner panel 14 and the outer panel 16 are joined, for example, at a flange 18 on the inner side in the vehicle width direction and a flange 20 on the outer side in the vehicle width direction, whereby the roof side rail 12 has a closed cross-sectional structure. The flange 20 is an example of a protruding portion that protrudes outward in the vehicle width direction of the roof side rail 12. The flange 18 on the inner side in the vehicle width direction is joined to, for example, a roof panel or a roof cross member (not shown).

  The B pillar 10 is configured to have a closed cross-sectional structure including a pillar inner reinforcement 22 that is an example of an inner member in the vehicle width direction and a pillar outer reinforcement 24 that is an example of an outer member. It extends and is connected to the roof side rail 12 at the vehicle upper side end.

  As shown in FIGS. 1 and 2, the pillar outer reinforcement 24 has a hat shape that is convex outward in the vehicle width direction, and flanges 24 </ b> F are formed on both edges in the vehicle front-rear direction. The part between 24F becomes the general part 24A which was dented in the vehicle width direction outer side seeing from the vehicle inner side. In FIG. 1, the pillar outer reinforcement 24 is gradually curved inward in the vehicle width direction, for example, as it goes upward of the vehicle.

  On the upper portion of the pillar outer reinforcement 24, a joint surface 24B is provided to be joined to the outer panel 16 of the roof side rail 12 so as to be overlapped from the outside in the vehicle width direction. The general portion 24A of the pillar outer reinforcement 24 described above extends, for example, up to the lower edge of the joint surface 24B. The general portion 24A is configured as a flat surface, for example. The pillar outer reinforcement 24 is formed by press-molding a steel plate, for example, and each part is integrally formed.

  As shown in FIGS. 1 and 2, the pillar inner reinforcement 22 is configured, for example, in a hat shape that is convex inward in the vehicle width direction, and flanges 22 </ b> F are formed on both edges in the vehicle longitudinal direction. A portion between the flanges 22F is a general portion 22A protruding inward in the vehicle width direction. A space between the general portion 22A and the vehicle front side flange 22F is a front wall portion 22B, and a space between the general portion 22A and the vehicle rear side flange 22F is a rear wall portion 22C.

  As shown in FIG. 2, the general portion 22A, the front wall portion 22B, and the rear wall portion 22C are extended to the vehicle upper side than the flange 22F. At the upper edge of the general portion 22A, for example, a flange 22D to be joined to the joint surface 24B of the pillar outer reinforcement 24 is provided. At the upper edges of the front wall portion 22B and the rear wall portion 22C, flanges 22E joined to the general portion 24A of the pillar outer reinforcement 24, for example, are formed. The upper part of the pillar inner reinforcement 22 is coupled to the general portion 24A of the pillar outer reinforcement 24 at the flange 22E, and is coupled to the joint surface 24B of the pillar outer reinforcement 24 at the flange 22D (see also FIG. 3). . In addition, the coupling | bonding state of the upper part of the pillar inner reinforcement 22 and the pillar outer reinforcement 24 is not restricted to said structure or the structure of illustration.

  In addition, you may make it provide the recessed part corresponding to the plate | board thickness of this flange 22D in the joining area | region of flange 22D in the joint surface 24B of the pillar outer reinforcement 24. FIG. This is because the flange 22D can be flush with the joint surface 24B, and the pillar outer reinforcement 24 can be joined to the roof side rail 12 without any step.

  The pillar inner reinforcement 22 is provided in close proximity to the roof side rail 12, and transmits a load to the roof side rail 12 when a load from the side of the vehicle is input to the B pillar 10. 22G. Specifically, the first load transmission surface 22G is provided at, for example, the upper end of the general portion 22A of the pillar inner reinforcement 22, and is formed so as to protrude inward in the vehicle width direction from the general portion 22A. The first load transmission surface 22G is, for example, a surface on the vehicle upper side of the first projecting portion 22J formed in a triangle when viewed from the front of the vehicle. As shown in FIG. 1, the first load transmission surface 22 </ b> G is in close proximity to the outer panel 16 in the roof side rail 12. As shown in FIG. 1, the outline of the protrusion 22 </ b> J in the vehicle front view corresponds to the shape from the side surface of the outer panel 16 to the flange 20. Note that the proximity facing in the specification of the present application includes a case where opposing portions are in contact with each other.

  The pillar inner reinforcement 22 is provided in close proximity to the roof side rail 12 and has a second load transmission surface 22H through which the load is transmitted when a load from above the vehicle is input to the roof side rail 12. is doing. Specifically, the second load transmission surface 22H is formed so as to protrude inward in the vehicle width direction from the general portion 22A below the first load transmission surface 22G. The second load transmission surface 22H is, for example, a surface on the vehicle upper side of the second protrusion 22K that is formed in a triangle when the vehicle is viewed from the front.

  Since the first protrusion 22J and the second protrusion 22K are provided side by side in the vehicle vertical direction and protrude inward in the vehicle width direction, the first load transmission surface 22G and the second load transmission surface 22H A valley 26 is formed between the two. As shown in FIG. 1, a flange 20 on the outer side in the vehicle width direction of the roof side rail 12 is disposed in the valley 26.

  A side member outer panel 28 is provided outside the B pillar 10 and the roof side rail 12 in the vehicle width direction. An upper portion of the side member outer panel 28 covers the roof side rail 12, and an end portion on the inner side in the vehicle width direction of the upper portion is joined to a flange 18 on the inner side in the vehicle width direction of the roof side rail 12.

(Function)
This embodiment is configured as described above, and the operation thereof will be described below. In FIG. 4A, in the pillar upper structure S1, the pillar inner reinforcement 22 of the B pillar 10 has the first load transmission surface 22G that is in close proximity to the roof side rail 12, so the pillar upper structure S1 is When a side collision or the like occurs in the vehicle having the vehicle and a load FS from the side of the vehicle is input to the B pillar 10, for example, the first load transmission surface 22 </ b> G comes into contact with the roof side rail 12, thereby For example, the load F1 of the FS is transmitted from the first load transmission surface 22G to the roof side rail 12. The load F1 transmitted to the roof side rail 12 is further transmitted to the opposite side in the vehicle width direction via a roof panel, a roof cross member, etc. (not shown) joined to the flange 18.

  Here, in the pillar superstructure S1, since the pillar inner reinforcement 22 and the roof side rail 12 are not rigidly coupled, a moment is generated in the roof side rail 12 even if the B pillar 10 is deformed inward in the vehicle width direction. It is difficult to transmit the load F1 directly to the roof side rail 12, the roof cross member, or the like.

  Further, in the pillar upper structure S <b> 1, the pillar inner reinforcement 22 has a second load transmission surface 22 </ b> H that is in close proximity to the roof side rail 12. Therefore, as shown in FIG. 4B, when a load FU from the upper side of the vehicle is input to the roof side rail 12 at the time of overturning of the vehicle, for example, the outside of the roof side rail 12 in the vehicle width direction is, for example, When the flange 20 abuts on the second load transmission surface 22H, for example, the load F2 of the load is transmitted to the second load transmission surface 22H.

  Here, in the pillar superstructure S1, the upper part of the pillar inner reinforcement 22 of the B pillar 10 is coupled to the general part 24A of the pillar outer reinforcement 24 of the B pillar 10, and the upper part of the pillar inner reinforcement 22 is the roof. Compared with the conventional structure connected to the flange 20 of the side rail 12, the upper part of the pillar inner reinforcement 22 is in a state of extending substantially linearly above the vehicle in a front view of the vehicle. As a result, the centroid of the B pillar 10 has moved to the outside in the vehicle width direction with respect to the conventional structure, so that the load F2 transmitted from the roof side rail 12 to the second load transmission surface 22H passes through the B pillar 10. Then, it is transmitted in the direction of the arrow U, that is, downward of the vehicle. Thereby, in the pillar upper structure S1, the load FU from above the vehicle can be received in the axial direction of the B pillar 10, that is, in the vehicle vertical direction.

  Further, since the first load transmission surface 22G and the second load transmission surface 22H of the pillar inner reinforcement 22 are formed so as to be obliquely directed upward, the load F2 is not limited to the second load transmission surface 22H. It is also transmitted to the first load transmission surface 22G.

  Furthermore, in the pillar superstructure S1, as described above, the pillar inner reinforcement 22 and the roof side rail 12 are not rigidly coupled, so even if the load FU from the vehicle upper side is input to the roof side rail 12, B A moment is unlikely to be generated in the pillar 10, thereby suppressing the falling deformation of the B pillar 10. Therefore, it is possible to transmit the load F2 more directly from the roof side rail 12 to the B pillar 10.

  In the pillar superstructure S1, the first load transmission surface 22G and the second load transmission surface 22H are formed so as to protrude from the general portion 22A of the pillar inner reinforcement 22 in the vehicle width direction, and the second load transmission surface 22H is formed. The flange 20 on the vehicle width direction outside of the roof side rail 12 is provided in the valley 26 between the first load transmission surface 22G and the second load transmission surface 22H. Therefore, even if the vehicle body is deformed due to a side collision or rollover of the vehicle, the positional relationship between the flange 20 of the roof side rail 12 and the pillar inner reinforcement 22 of the B pillar 10 is stable.

  In this way, in the pillar superstructure S1, the load transmission efficiency between the roof side rail 12 and the B pillar 10 when a side collision or rollover of the vehicle occurs can be increased.

  As shown in FIG. 4B, when the load FU is inputted obliquely below the vehicle, the load F1 of the load FU becomes a horizontal component and is not shown from the roof side rail 12. It is transmitted to the roof panel and roof cross member.

[Second Embodiment]
5 and 6, in the pillar upper structure S <b> 2 according to the present embodiment, the pillar inner reinforcement 22 is configured to have a cross-sectional hat shape that protrudes outward in the vehicle width direction, and is overlapped with the pillar outer reinforcement 24. The general portion 22A is in a state of being close to the general portion 24A of the pillar outer reinforcement 24. For example, a gap of about 2 mm is provided between the general portion 22A and the general portion 24A. By reducing the amount of protrusion of the pillar inner reinforcement 22 toward the inner side in the vehicle width direction, a wider vehicle compartment space can be secured.

  A first protrusion 22J that protrudes inward in the vehicle width direction is provided on the upper portion of the pillar inner reinforcement 22, and a surface on the vehicle upper side of the first load transmission surface 22G is defined as a first load transmission surface 22G. ing. Unlike the first embodiment, the second protrusion 22K, the second load transmission surface 22H, and the valley 26 (see FIG. 2) are not provided.

  Since other parts are the same as those in the first embodiment, the same parts are denoted by the same reference numerals in the drawings, and the description thereof is omitted. Also, the description of the action and effect at the time of a side collision or overturning of the vehicle is omitted.

[Third Embodiment]
7 and 8, the pillar upper structure S3 according to the present embodiment includes a lower body 30 in which the pillar inner reinforcement 22 is joined to the flange 24F of the pillar outer reinforcement 24, and the pillar outer reinforcement 24. It is divided into an upper body 32 to be joined to the general part 24A, and these are separately molded and then joined and integrated by, for example, spot welding.

  The upper part of the pillar inner reinforcement 22 is required to have high rigidity in order to efficiently transmit the load between the roof side rail 12 and the B pillar 10. By making the upper body 32 separate from the lower body 30, the upper body 32 is set to have a larger thickness or a material different from that of the lower body 30 is used for the upper body 32. It is possible to increase the rigidity. For the material of the upper body 32, it is desirable to use a high-rigidity material such as a high-strength steel plate. For example, a synthetic resin block may be used as long as it has a desired rigidity.

  Further, the upper body 32 having the first projecting portion 22J, the second projecting portion 22K and the like and requiring relatively complicated molding is separately press-molded from the lower body 30 having a relatively simple shape. 30 molding can be performed at low cost.

  Since other parts are the same as those in the first embodiment, the same parts are denoted by the same reference numerals in the drawings, and the description thereof is omitted. Also, the description of the action and effect at the time of a side collision or overturning of the vehicle is omitted.

[Fourth Embodiment]
In FIG. 9, in the pillar upper structure S <b> 4 according to the present embodiment, the pillar inner reinforcement 22 is divided into a lower body 30 and an upper body 32 as in the third embodiment. The lower body 30 and the upper body 32 are coupled by, for example, two straight steel pipes 34.

  Only the 1st protrusion part 22J which protrudes in the vehicle width direction inner side is provided in the upper body 32, and the surface above this vehicle of the 1st protrusion part 22J is made into the 1st load transmission surface 22G. The lower ends of the two steel pipes 34 are joined to the front wall portion 22B and the rear wall portion 22C of the lower body 30 by, for example, arc welding. Further, the upper ends of the two steel pipes 34 are respectively joined by, for example, arc welding to positions of the general portion 22A in the upper body 32 that sandwich the first protruding portion 22J.

  In the present embodiment, since the lower body 30 and the upper body 32 are joined by the straight steel pipe 34, it is easy to make the upper part of the pillar inner reinforcement 22 substantially linear in the vehicle vertical direction. Load transmission between the roof side rail 12 (see FIG. 1) and the B pillar 10 at the time of a side collision or rollover of the vehicle is performed through the steel pipe 34.

  Since other parts are the same as those in the first embodiment, the same parts are denoted by the same reference numerals in the drawings, and the description thereof is omitted. Also, the description of the action and effect at the time of a side collision or overturning of the vehicle is omitted.

(Other embodiments)
In each of the above embodiments, a vehicle having three pillars on one side is assumed, and as a pillar, the B pillar 10 which is the center pillar of the vehicle has been described as an example, but the pillar is not limited to this, For example, a third pillar from the front of the vehicle in a vehicle having four pillars on one side, a so-called C pillar may be used.

  The pillar inner reinforcement 22 has been described as an example of the inner member and the pillar outer reinforcement 24 has been described as an example of the outer member. However, the inner member and the outer member are not limited thereto.

  The flange 20 is given as an example of the overhanging portion of the roof side rail 12 that protrudes outward in the vehicle width direction. However, the overhanging portion is not limited to this, and the first load transmission surface 22G in the pillar inner reinforcement 22 For example, a part of the roof side rail 12 may protrude outward in the vehicle direction so that it can be disposed in the valley 26 between the second load transmission surface 22H.

  Although the first load transmission surface 22G and the second load transmission surface 22H are provided on the pillar inner reinforcement 22, these load transmission surfaces may not be provided in the first aspect of the invention.

  In the invention described in claim 3, the second load transmission surface 22H may be provided and the first load transmission surface 22G may not be provided.

  Furthermore, in the invention described in claim 3, the first load transmission surface 22G and the second load transmission surface 22H may be configured not to protrude inward in the vehicle width direction.

1 to 4 relate to a first embodiment, and FIG. 1 is a cross-sectional view showing a pillar upper structure. It is a perspective view which shows the structure of the pillar seen from the vehicle inner side. FIG. 3 is an enlarged cross-sectional view taken along arrow 3-3 in FIG. 1 showing the configuration of the pillar. (A) It is sectional drawing which shows typically the state from which the load is transmitted to the roof side rail from the pillar at the time of the side collision of a vehicle. (B) A state in which a load is transmitted downward from the roof side rail to the pillar and a state in which the load is transmitted inward in the vehicle width direction from the roof side rail when the vehicle is overturned is schematically illustrated. It is sectional drawing. 5 and 6 relate to the second embodiment, and FIG. 5 is a cross-sectional view showing the pillar upper structure. It is a perspective view which shows the structure of the pillar seen from the vehicle inner side. 7 and 8 relate to the third embodiment, and FIG. 7 is a cross-sectional view showing the pillar upper structure. It is a perspective view which shows the structure of the pillar seen from the vehicle inner side. It is a perspective view of the pillar upper structure concerning a 4th embodiment.

Explanation of symbols

10 B pillar (pillar)
12 Roof side rail 14 Inner panel 16 Outer panel 20 Flange (overhang)
22 Pillar inner reinforcement (inner member)
22G First load transmission surface 22H Second load transmission surface 24 Pillar outer reinforcement (outer member)
24A General part 26 Valley FS Load from side of vehicle FU Load from above of vehicle S1 Pillar upper structure S2 Pillar upper structure S3 Pillar upper structure S4 Pillar upper structure

Claims (4)

A roof side rail that is configured to have a closed cross-sectional structure with an inner panel and an outer panel, and that extends in the vehicle front-rear direction on both sides in the vehicle width direction of the upper part of the vehicle;
A pillar having a closed cross-sectional structure with an inner member and an outer member in the vehicle width direction, extending in the vehicle vertical direction at the vehicle side portion, and connected to the roof side rail at the vehicle upper side end portion,
The upper part of the inner member is coupled to the general part of the outer member;
Pillar superstructure characterized by.   The inner member is provided in close proximity to the roof side rail, and has a first load transmission surface that transmits the load to the roof side rail when a load from a vehicle side is input to the pillar. The pillar superstructure according to claim 1.   The inner member is provided in close proximity to the roof side rail, and has a second load transmission surface that transmits the load when a load from above the vehicle is input to the roof side rail. The pillar superstructure according to claim 1 or 2. The first load transmission surface and the second load transmission surface are formed so as to protrude inward in the vehicle width direction from the general portion of the inner member, and the second load transmission surface is more vehicle than the first load transmission surface. Provided below,
4. The overhanging portion of the roof side rail that protrudes outward in the vehicle width direction is disposed in a valley between the first load transmission surface and the second load transmission surface. Pillar superstructure.

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