JP2009051448A - Side body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide side body structure of a vehicle capable of dispersing and imposing load inputted during a side collision on a center pillar and front and rear doors, and thereby displaying sufficient impact absorption action and reducing damage of the entire vehicle body while preventing an adverse effect such as an increase in weight and cost. <P>SOLUTION: A front flange 6a and a rear flange at a lower part of the center pillar 3 are fastened to an upper face 1a of a side sill 1 by a bolt 8 via a slot hole 7 extending in the vehicle width direction, and the lower part of the center pillar 3 is displaced to the vehicle interior side while generating sliding between the side sill 1 and the center pillar 3 by load of a side collision to prevent breakage. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a side body structure of a vehicle, and more particularly to a side body structure that efficiently absorbs a load when a counterpart vehicle collides with a side sill or a center pillar.

As is well known, various reinforcement measures have been taken in the body of an automobile in consideration of impact absorption at the time of a collision (see, for example, Patent Document 1). In the technique of Patent Document 1, the lower portion of the tunnel portion is closed by a lower tunnel member for the purpose of improving the rigidity of the vehicle body floor, thereby forming a closed cross section.
On the other hand, a countermeasure for absorbing shock when the opponent vehicle collides with the host vehicle is also implemented. The load at the time of a side collision is input to the side sill and center pillar, and since these members resist the load while deforming and exert an impact absorbing action, measures to reinforce the side sill and center pillar are generally taken. Yes.
JP 2004-338581 A

However, as a result of the inventor conducting a collision test, it has been confirmed that there is room for improvement in terms of impact absorption when the side sill or center pillar is simply reinforced as described above.
That is, when a counterpart vehicle (for example, a front bumper or the like) side-impacts at a front-rear position that overlaps the center pillar of the host vehicle, the counterpart vehicle deforms the front and rear doors of the host vehicle and the vehicle body structural material through these members. Will collide with the side sill and center pillar. At this time, the opponent vehicle collides with the side sill or center pillar from the head and does not input the load evenly to each member. It is deflected to the upper side and input to the center pillar.

  For this reason, the load on the side sill that has a margin in rigidity is somewhat reduced, but the load on the center pillar that does not have that much rigidity increases unexpectedly, and the rigidity of the side sill is absorbed by shock. It cannot be used effectively, and the center pillar breaks early and does not sufficiently contribute to shock absorption. As a result, there is room for improvement in terms of impact absorption at the time of side collision, but for example, measures to reinforce the center pillar more robustly will cause other problems such as weight increase and cost increase, so it will be more drastic. A countermeasure was desired.

  The present invention has been made in order to solve such problems, and the object of the present invention is to provide a sufficient shock absorbing function while preventing adverse effects such as weight increase and cost increase. An object of the present invention is to provide a side body structure of a vehicle that can reduce damage to the entire vehicle body.

  In order to achieve the above object, according to the first aspect of the present invention, the first flange portion formed at the lower portion of the center pillar is superposed on the upper surface of the side sill extending in the vehicle longitudinal direction, and the upper surface of the side sill or the first A slot hole is formed through one of the flange portions, and a bolt is screwed to the upper surface of the side sill or the other of the first flange portion through the slot hole to fasten the lower portion of the center pillar on the side sill. Is extended in the vehicle width direction so that the shaft portion of the bolt can be moved in the slot hole, and the side sill upper surface and the first flange portion are resisted against the fastening force by the bolt due to the load from the side to the center pillar. The lower part of the center pillar can be displaced toward the inside of the vehicle while slipping between the two.

  Therefore, at the time of a side collision with the host vehicle, the opponent vehicle collides with the lower part of the center pillar while deforming the front and rear doors of the host vehicle, and the center pillar is deformed to the inner side of the vehicle and exerts an impact absorbing action. When the load on the inside of the vehicle acting on the center pillar exceeds the fastening force of the bolt, the lower part of the center pillar starts to be displaced toward the inside of the vehicle while causing a slip between the upper surface of the side sill and the first flange portion. . As a result, the load input to the center pillar is reduced, so that the deformation of the center pillar is substantially interrupted to prevent breakage, and the center pillar deforms when the bolt shaft reaches the opposite end in the slot hole. Resume the shock absorption.

  On the other hand, while the center pillar is displaced into the vehicle, the shock absorbing action of the center pillar itself is reduced, but the shock absorbing action is achieved by the deformation of the front and rear doors. In other words, by displacing the center pillar to the inside of the vehicle, the center pillar is prevented from breaking or the timing of breaking is delayed, contributing to shock absorption until a late timing at the time of a side collision, and the front and rear doors are deformed during that time. As a result, the overall impact absorbing action is improved.

In addition, since the lower part of the center pillar is displaced toward the inside of the vehicle, the amount of intrusion into the vehicle due to the deformation of the center pillar at the time of a side collision becomes large in the vicinity of the seat height regardless of the driver. It is suppressed at a height corresponding to the lumbar region or chest region, and the direct influence on the occupant due to the center pillar entering the vehicle is reduced.
And, as a configuration for obtaining this function and effect, only bolts are tightened to the side sills through the slot holes. For example, problems such as weight increase and cost increase as in the prior art for reinforcing the center pillar have occurred. Avoided.

According to a second aspect of the present invention, in the first aspect, a second flange portion that overlaps the outer surface of the side sill is formed at the lower portion of the center pillar.
Therefore, when the load on the indoor side at the time of a side collision exceeds the rigidity of the second flange portion and the fastening force of the bolt, the second flange is deformed, and the upper surface of the side sill and the first flange portion The lower part of the center pillar starts to be displaced toward the inside of the vehicle while slipping between them. Therefore, by adjusting the shape and thickness of the second flange and optimally setting the rigidity thereof, the displacement of the center pillar into the vehicle at the time of a side collision can be started at an optimal timing.

According to a third aspect of the present invention, in the first or second aspect, the longitudinal width of the slot hole is set to be narrower than the shaft diameter of the bolt.
Therefore, in the process of displacing the lower part of the center pillar toward the inside of the car, the bolt shaft moves to the opposite end while crushing both sides in the slot hole, and this shock absorption action is the shock absorption action due to deformation of the front and rear doors etc. Is added to

The invention according to claim 4 is a cross-sectional shape in which the lower portion of the center pillar is joined to the upper surface of the side sill extending in the vehicle longitudinal direction, and protrudes toward the vehicle exterior at least near the lower portion of the center pillar on the outer side surface of the side sill. And a climbing prevention rib extending in the vehicle front-rear direction.
Therefore, at the time of a side collision with the host vehicle, the opponent vehicle collides with the side sill and the center pillar while deforming the front and rear doors of the host vehicle, and climbs onto the side sill at the next moment to concentrate the load on the lower portion of the center pillar. In the present invention, at the time of the collision with the side sill, the opponent vehicle collides with the climbing prevention rib, and the front part of the bumper or the like is deformed according to the shape of the climbing prevention rib. Therefore, even if there is a force in which the side sill rides on the opponent vehicle immediately after that, that is, an obliquely upward force is generated, the opponent vehicle whose front portion is engaged and deformed with the anti-lift-up rib is prevented from getting on the side sill. Is done. This increases the load on the side sill with sufficient rigidity, but also reduces the load on the center pillar that does not have much room for rigidity. Is prevented from breaking early.

As a configuration for obtaining this function and effect, because only the climbing prevention rib is formed on the outer side surface of the side sill, problems such as weight increase and cost increase as in the conventional technique for reinforcing the center pillar have occurred. Avoided.
According to a fifth aspect of the present invention, in the fourth aspect, the center pillar is manufactured by aluminum die-casting, and the ride-up preventing rib is integrally formed at a lower portion of the center pillar that overlaps the outer surface of the side sill at the time of molding.

Therefore, in order to prevent the opponent vehicle from colliding with the center pillar, it is desirable to provide the climbing prevention rib corresponding to the center pillar in the front-rear direction, but by forming the climbing prevention rib at the lower part of the center pillar, Inevitably, riding-up preventing ribs are arranged at appropriate front and rear positions.
According to a sixth aspect of the present invention, in the fourth aspect, the side sill is manufactured by aluminum extrusion molding, and the lifting prevention rib is integrally formed over the entire front-rear direction of the outer side surface of the side sill at the time of molding.

  Therefore, the bending rigidity of the side sill is improved by integrally forming the climbing prevention rib over the entire front and rear direction, and the side sill can be countered against the increased load burden accompanying the prevention of the climbing phenomenon. The shock absorbing effect by the is further improved.

As described above, according to the side body structure of the vehicle of the first aspect of the present invention, the load inputted at the time of the side collision is prevented from being caused by the center pillar and the front and rear doors while preventing adverse effects such as an increase in weight and cost increase. It is possible to reduce the damage to the entire vehicle body by exerting a sufficient shock absorbing action.
According to the side body structure of the vehicle of the invention of claim 2, in addition to claim 1, by optimally setting the rigidity of the second flange, the displacement of the center pillar into the vehicle at the time of side collision is optimized. It can be started at the timing, so that it is possible to achieve the intrusion state of the center pillar into the vehicle and the shock absorbing action assumed at the time of design.

According to the side body structure of the vehicle of the invention of claim 3, in addition to claim 1 or 2, the both sides in the slot hole are crushed by the shaft portion of the bolt to obtain a further higher shock absorbing action. Damage to the whole can be further reduced.
According to the side body structure of the vehicle of the invention of claim 4, after preventing adverse effects such as an increase in weight and cost increase, the side sill rigidity is prevented by preventing the other vehicle from riding on the side sill. In addition to being able to be used effectively, the center pillar can be prevented from breaking at an early stage, thereby exhibiting a sufficient impact absorbing action and reducing the damage to the entire vehicle body.

According to the vehicle body structure of the vehicle of the fifth aspect of the present invention, in addition to the fourth aspect, the ride-up prevention rib is integrally formed at the lower part of the center pillar at the time of aluminum die casting, so The manufacturing process can be rationalized by arranging the prevention ribs.
According to the vehicle side part vehicle body structure of the invention of claim 6, in addition to claim 4, by integrally forming the ride-up preventing rib, the bending rigidity of the side sill is increased, and the impact absorbing function is further improved. Can do.

[First Embodiment]
Hereinafter, a first embodiment in which the present invention is embodied in a side body structure of a vehicle having an aluminum space frame structure will be described.
FIG. 1 is a partial perspective view showing a left side sill and a center pillar of a vehicle to which the side body structure of the first embodiment is applied.

  A side sill 1 extends in the front-rear direction at the lower part of the side surface of the vehicle, and a roof side rail 2 extends in the front-rear direction at the upper part. The side sill 1 and the roof side rail 2 are connected to each other via a front pillar on the front side of the vehicle, are connected to each other via a rear pillar and a wheel house on the rear side, and are mutually connected via a center pillar 3 on the front and rear intermediate portions. It is connected. As a result, a frame on the side of the vehicle is formed, and the outside of the side sill 1 and the center pillar 3 is covered with a side outer panel 4 (shown in FIG. 4). (Shown in FIG. 4).

  The side sill 1 and the roof side rail 2 are manufactured by aluminum extrusion molding, and have a closed cross-sectional structure having substantially the same cross-sectional shape in the longitudinal direction. On the other hand, the center pillar 3 is manufactured by aluminum die casting, the cross-sectional shape is changed in the longitudinal direction, and, for example, a hinge mounting portion of the rear door 5 is integrally formed. In an aluminum space frame structure, a method is generally used in which each structural material is welded and joined. For example, welding is also applied to a joint portion between the upper part of the center pillar 3 and the roof side rail 2. The joint location with 1 is applied with bolts for the purpose of obtaining an impact absorbing action at the time of a side collision, and the configuration of this joint location will be described in detail below.

2 is a partial perspective view showing a connecting portion between the side sill 1 and the center pillar 3, FIG. 3 is a sectional view taken along the line III-III in FIG. 2 showing the connecting portion between the side sill 1 and the center pillar 3, and FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG.
The center pillar 3 has a substantially U-shaped cross section that opens to the inside of the vehicle, and includes a front surface 3a that faces the front of the vehicle, a rear surface 3b that faces the rear of the vehicle, and a side surface 3c that faces the outside of the vehicle. At the lower part of the center pillar 3, the front surface 3 a is curved forward and overlaps the upper surface 1 a of the side sill 1, and this portion is used as a front flange 6 a (first flange portion). Similarly, the rear surface 3b curves backward and overlaps the upper surface 1a of the side sill 1, and this portion is used as a rear flange 6b (first flange portion). Further, due to the curvature of the front surface 3a and the rear surface 3b, the side surface 3c is formed wider toward the lower portion of the center pillar 3, and the lower portion of the side surface 3c is a side flange 6c (second flange portion) that overlaps the outer surface 1b of the side sill 1. ) Is formed.

  The front flange 6a and the rear flange 6b are respectively provided with slot holes 7, through which the bolts 8 are screwed onto the upper surface 1a of the side sill 1 and the heads of the upper surface 1a of the side sill 1 and the heads of the bolts 8. A washer 9 is interposed between the two parts. In this embodiment, as shown in FIG. 4, the aluminat 10 is welded to the back surface side (within the closed cross section) of the upper surface 1a of the side sill 1 and the bolts 8 are screwed together. For example, when the upper surface 1a of the side sill 1 has a sufficient thickness, the bolts 8 may be screwed directly to the upper surface 1a.

  The front flange 6 a and the rear flange 6 b are fastened to the upper surface 1 a of the side sill 1 by the bolts 8, whereby the lower part of the center pillar 3 and the side sill 1 are joined. As shown in FIG. 3, the slot hole 7 is composed of a wide portion 7a into which the shaft portion 8a of the bolt 8 is inserted, and a narrow portion 7b extending linearly from the wide portion 7a to the vehicle outer side. The left and right width of the wide portion 7a is substantially equal to the shaft diameter D of the bolt 8, and the front and rear width of the wide portion 7a is set slightly larger than the shaft diameter D of the bolt 8, and within that range, the front and rear direction of the shaft portion 8a of the bolt 8 Movement, that is, position adjustment of the center pillar 3 in the front-rear direction with respect to the side sill 1 is allowed. The setting of the wide portion 7a takes into consideration the ease of installation of the center pillar 3 with respect to the vehicle body, and even if there are some dimensional errors in each part of the vehicle body, the assembly of the center pillar 3 is hindered. It does not occur.

  Further, the lateral width of the narrow portion 7 b is sufficiently longer than the shaft diameter D of the bolt 8, and the front-rear width H of the narrow portion 7 b is set slightly narrower than the shaft diameter D of the bolt 8. Therefore, the movement of the shaft portion 8a of the bolt 8 within the narrow portion 7b is normally restricted, but when the lower part of the center pillar 3 is displaced to the vehicle interior due to a load at the time of a side collision as described later, On condition that both edges of the narrow portion 7b are crushed, the shaft portion 8a of the bolt 8 can move to the opposite end (the vehicle outer end) of the narrow portion 7b. In this embodiment, the moving distance L of the bolt 8 from the wide portion 7a to the opposite end in the narrow portion 7b is set to 50 to 60 mm, and this dimension is the inside of the vehicle below the center pillar 3 at the time of a side collision. However, the setting can be arbitrarily changed according to the specification of the vehicle. Further, the timing at which the lower part of the center pillar 3 starts to be displaced toward the inside of the vehicle due to the load at the time of a side impact varies depending on the fastening force of the bolts 8, so that the center pillar 3 starts to be displaced at the optimum timing. When the pillar 3 is assembled, the fastening torque of the bolt 8 is managed.

Next, the effect | action by the side part vehicle body structure of the vehicle of this embodiment comprised as mentioned above is demonstrated.
As described in [Problems to be Solved by the Invention], when a partner vehicle collides with the host vehicle, a bumper or the like of the partner vehicle deforms the front and rear doors 5 and the side outer panel 4 of the host vehicle while deforming the side sills. It rides on 1 and collides with the lower part of the center pillar 3. As a result, in the prior art, an excessive load is input to the center pillar 3 from the side. In particular, there is a concern that the center pillar 3 made of aluminum die casting breaks early due to lack of toughness and does not perform the shock absorbing function. In the conventional technique in which the center pillar 3 is reinforced, it is inevitable that the weight is increased and the cost is increased.

On the other hand, in the present embodiment, an impact absorbing action is exhibited in the following process, thereby solving the problems of the prior art.
FIG. 5 is a cross-sectional view corresponding to FIG. 4 showing a displacement state of the center pillar 3 at the time of a vehicle side collision. First, as indicated by the solid arrow, the opponent vehicle A in a side collision collides with the center pillar 3 while riding the side sill 1 of the own vehicle, and the center pillar 3 starts to deform toward the inside of the vehicle as the side sill 1 deforms. To do. At this time, the lower portion of the center pillar 3 is caused by the rigidity of the side flange 6c overlapping the outer side surface 1b of the side sill 1 and the fastening force of the bolts 8 acting on the upper surface 1a of the side sill 1, the front flange 6a and the rear flange 6b. Although it resists the load on the inside of the vehicle, when the load on the inside of the vehicle exceeds the rigidity of the side flange 6c and the fastening force of the bolt 8, the side flange 6c is deformed, and the upper surface 1a of the side sill 1 The lower part of the center pillar 3 starts to be displaced toward the inside of the vehicle while slipping between the front flange 6a and the rear flange 6b. As a result, the load input to the center pillar 3 is reduced, so that the deformation of the center pillar 3 is substantially interrupted to prevent breakage.

  In the process in which the lower part of the center pillar 3 is displaced toward the inside of the vehicle, the shaft portion 8a of the bolt 8 is crushed from the inside of the wide portion 7a to the inside of the narrow portion 7b in the slot holes 7 of the front flange 6a and the rear flange 6b. The phenomenon of moving to the opposite end occurs. Therefore, the center pillar 3 is displaced to the inside of the vehicle without rupturing and exhibiting a predetermined resistance against the input load. Even during this displacement, the center pillar 3 exhibits a certain degree of shock absorbing action.

  The deformation of the center pillar 3 is resumed when the shaft portion 8a of the bolt 8 moves by an amount corresponding to the movement distance L and reaches the opposite end of the narrow portion 7b, but the center pillar 3 in the meantime is hardly deformed. Since the lower portion is displaced toward the inside of the vehicle, the amount of intrusion into the vehicle is the largest at the lower portion of the center pillar 3, that is, near the seat (seat surface) height, and the height corresponding to the waist or chest of the occupant above it. Now, it is suppressed to a small intrusion amount. Therefore, the direct influence on the occupant by the center pillar 3 entering the vehicle due to a side collision is greatly reduced. In FIG. 5, the displacement of the center pillar 3 into the vehicle is indicated by a two-dot chain line arrow.

  On the other hand, during the displacement of the center pillar 3 into the vehicle, the shock absorbing action of the center pillar 3 itself is reduced as compared with the prior art, but the counterpart vehicle A at the time of a side collision is not only the center pillar 3 but also the front and rear. Since these doors 5 are also deformed, an impact absorbing action is exerted. That is, the center pillar 3 is displaced inward of the vehicle, so that the center pillar 3 is prevented from being broken at an early stage, and the center pillar 3 is effectively displaced by the front and rear doors 5 during the displacement of the center pillar 3. .

  Then, when the shaft portion 8a of the bolt 8 reaches the opposite end in the narrow portion 7b of the slot hole 7, the center pillar 3 resumes deformation to the vehicle inner side and contributes to shock absorption. Finally, the center pillar 3 does not break when the side collision load is small, and breaks when the side collision load is large. Even if the center pillar 3 breaks, the timing is greatly delayed as compared with the prior art, etc. The center pillar 3 exhibits an impact absorbing action, and in parallel with this, an impact absorbing action due to deformation of the front and rear doors 5 and the like is also exhibited.

  As described above, according to the side body structure of the vehicle of the present embodiment, the lower part of the center pillar 3 is fastened to the upper surface 1a of the side sill 1 by the bolt 8 through the slot hole 7, Since the lower part of the center pillar 3 is displaced toward the inside of the vehicle, instead of increasing the amount of intrusion into the vehicle accompanying the deformation of the center pillar 3 at the time of a side collision in the vicinity of the seat height unrelated to the driver, The height corresponding to the waist or chest of the occupant can be suppressed, and the direct influence on the occupant by the center pillar 3 that has entered the vehicle due to a side collision can be greatly reduced.

  In addition, by displacing the lower part of the center pillar 3 toward the inside of the vehicle, the center pillar 3 is prevented from breaking, or the breaking timing is delayed to contribute to shock absorption until a late timing at the time of a side collision, and between the front and rear doors By deforming 5 etc. and absorbing the impact, the impact absorbing function as a whole can be improved, and the damage to the entire vehicle body due to the side collision can be greatly reduced.

As a configuration for obtaining this function and effect, since the joining of the center pillar 3 to the side sill 1 is merely changed from welding to the bolt 8 fastening, for example, a weight increase and cost increase as in the prior art for reinforcing the center pillar 3 is achieved. Such problems can be avoided in advance.
Moreover, even when the center pillar 3 is displaced toward the inside of the vehicle, since both sides of the narrow portion 7b of the slot hole 7 are crushed by the shaft portion 8a of the bolt 8, a certain amount of shock absorbing action can be obtained. The shock absorbing action is added to the shock absorbing action due to the deformation of the front and rear doors 5 and the like, and as a result, the damage to the entire vehicle body can be further reduced by the higher shock absorbing action. Of course, since the shape of the slot hole 7 is only devised, it goes without saying that even if this measure is taken, it does not lead to an increase in weight or cost.

  Note that the front-rear width H of the narrow portion 7 b is not necessarily set in this way. For example, the front-rear width H of the narrow portion 7 b may be set wider than the shaft diameter D of the bolt 8. In this case, the center pillar 3 hardly absorbs the shock during the displacement into the vehicle, but there is no shortage in the shock absorption function as a whole including the deformation of the front and rear doors 5 and the like. Damage can be reduced sufficiently.

  Further, as is clear from the above description, the timing at which the center pillar 3 starts to be displaced into the vehicle due to a side collision has a great influence on the intrusion state and shock absorbing action of the center pillar 3 into the vehicle. It is desirable to start the displacement of the center pillar 3 toward the inside of the vehicle at an appropriate timing, for example, the center pillar 3 contributes to shock absorption to some extent, and at a timing that precedes breaking. This timing can be adjusted by torque management when the lower part of the center pillar 3 is bolted to the side sill 1, but in this embodiment, it can also be adjusted by setting related to the side flange 6 c of the center pillar 3.

  That is, when the rigidity of the side flange 6c is low, the side flange 6c is easily deformed without much resistance against the load at the time of a side collision, so that the timing at which the center pillar 3 starts to be displaced into the vehicle is advanced. On the other hand, when the rigidity of the side flange 6c is high, the side flange 6c resists the load at the time of a side collision without being deformed, and therefore the timing at which the center pillar 3 starts to be displaced into the vehicle is delayed. . Therefore, in this embodiment, in addition to torque management at the time of bolt fastening, by adjusting the shape and thickness of the side flange 6c and optimally setting the rigidity thereof, the center pillar 3 can be brought into the vehicle during a side collision. Thus, the center pillar 3 entering the vehicle and the shock absorbing action assumed at the time of design can be surely achieved, and the above-described effects can be obtained.

The method for adjusting the start timing of displacement of the center pillar 3 into the vehicle is not limited to the above. For example, the side flange 6c of the center pillar 3 may be eliminated. In this case, although the degree of freedom regarding the displacement start timing is limited as compared with the case where the side flange 6c is provided, the torque at the time of bolt fastening is limited. By management, the displacement of the center pillar 3 can be started at a desired timing. For example, instead of the side flange 6c, the number of bolts 8 for fastening the front flange 6a and the rear flange 6b may be increased from one to two, or the bolt size may be changed. The same effect as the part flange 6c can be obtained.
[Second Embodiment]
Next, a second embodiment in which the present invention is embodied in a side body structure of another vehicle will be described.

  As in the first embodiment, this embodiment also focuses on the problem that the load on the center pillar 3 increases when the opponent vehicle A rides on the side sill 1 in a side collision. On the premise of the climbing phenomenon of A on the side sill 1, measures are taken so that a sufficient shock absorbing action can be obtained even in that case, whereas in this embodiment, the climbing phenomenon on the side sill 1 itself. Measures to prevent this are taken. Since the basic configuration is the same as that of the first embodiment, common parts are denoted by the same member numbers, description thereof is omitted, and differences are focused on.

FIG. 6 is a partial perspective view showing a left side sill 1 and a center pillar 3 of a vehicle to which the side body structure of the second embodiment is applied. FIG. 7 is a view of FIG. It is a VII-VII line sectional view.
As in the first embodiment, the vehicle of this embodiment is also configured as an aluminum space frame structure, and the manufacturing method of the side sill 1, roof side rail 2, center pillar 3 and the like is the same. The side sill 1 and roof side rail 2 are made of aluminum. The center pillar 3 is manufactured by extrusion molding, and the center pillar 3 is manufactured by aluminum die casting. In this embodiment, general welding is applied in place of bolt fastening at the joint between the side sill 1 and the center pillar 3, and the front flange 6 a, the rear flange 6 b and the side portions formed at the lower part of the center pillar 3 are applied. The entire periphery of the flange 6 c is welded to the upper surface 1 a and the outer surface 1 b of the side sill 1.

  In the present embodiment, the riding-up preventing rib 21 is integrally formed over the entire front and rear direction of the side flange 6c at a position slightly above the lower edge of the side flange 6c. The riding-up prevention rib 21 protrudes substantially horizontally toward the outside of the vehicle and has the same cross-sectional shape in the longitudinal direction. In addition, it has a thickness that does not break during deformation engagement with the counterpart vehicle A.

Next, the effect | action by the side part vehicle body structure of the vehicle of this embodiment comprised as mentioned above is demonstrated.
FIG. 8 is a cross-sectional view corresponding to FIG. 7 illustrating the operation of the climbing prevention rib 21 at the time of a vehicle-side collision. The opponent vehicle A that collided with the host vehicle collides with the side sill 1 and the center pillar 3 while deforming the front and rear doors 5 and the side outer panel 4 of the host vehicle, and rides on the side sill 1 at the next moment to lower the center pillar 3. Concentrate the load on As described above, the opponent vehicle A rides up after once colliding with the side sill 1, and in this embodiment, the opponent vehicle A is placed on the ride-up prevention rib 21 with the side outer panel 4 being sandwiched at the time of the collision. The front part of the bumper or the like is deformed so as to correspond to the shape of the climbing prevention rib 21.

  At the next moment, the opposite vehicle A generates a force that rides on the side sill 1, that is, an obliquely upward force. When the ride-up preventing rib 21 opposes, the ride of the opponent vehicle A onto the side sill 1 is prevented in advance. As a result, the opponent vehicle A continues to apply a load to the side sill 1 from the side, and the side sill 1 resists the load while being deformed to exert an impact absorbing action.

  As described in [Problems to be Solved by the Invention], in the prior art, the load on the side sill 1 is reduced due to the climbing phenomenon of the opponent vehicle A onto the side sill 1, and its rigidity is effectively utilized. On the other hand, there is a problem that the load on the center pillar 3 increases and breaks early. On the other hand, in the present embodiment, by preventing the ride-up phenomenon, the load load on the side sill 1 having a sufficient margin in rigidity is increased, while the load load on the center pillar 3 having not so much rigidity is reduced. Therefore, the rigidity of the side sill 1 can be effectively used, and the center pillar 3 can be prevented from breaking early, thereby improving the overall impact absorbing function, and thus the side impact can significantly reduce the damage to the entire vehicle body. can do.

  As a configuration for obtaining this function and effect, the ride-up prevention rib 21 is simply formed on the side flange 6c at the lower part of the center pillar 3, and the ride-up prevention rib 21 is formed by aluminum die casting of the center pillar 3. At the same time, since it can be formed at the same time, problems such as weight increase and cost increase as in the prior art for reinforcing the center pillar 3 can be avoided.

  On the other hand, as is clear from the above description, it is desirable that the ride-up prevention rib 21 is provided corresponding to the center pillar 3 in the front-rear direction in order to prevent the opponent vehicle A from colliding with the center pillar 3. In the example, by forming the climbing prevention rib 21 on the side flange 6c of the center pillar 3, the climbing prevention rib 21 can be inevitably disposed at an appropriate front-rear position. Therefore, there is also an advantage that the manufacturing process can be rationalized.

The ride-up prevention rib 21 may be provided on the outer surface 1b of the side sill 1 instead of being provided at the lower portion of the center pillar 3, and this alternative example will be described below.
FIG. 9 is a partial perspective view corresponding to FIG. 6 showing another example of the second embodiment in which the climbing prevention rib 31 is provided on the side sill 1, and FIG. 10 corresponds to FIG. 7 showing another example of the second embodiment. It is sectional drawing.

  The riding-up preventing rib 31 is integrally formed on the outer surface 1b of the side sill 1 over the entire front-rear direction, protrudes substantially horizontally toward the vehicle outer side, and has the same cross-sectional shape in the longitudinal direction. Also in this alternative example, the lifting prevention rib 31 can be formed at the same time as the aluminum extrusion of the side sill 1, and the same effect as that of the second embodiment can be obtained with respect to the impact absorbing function, though not redundantly described.

Further, since the lifting prevention ribs 31 are integrally formed over the entire front and rear direction, the bending rigidity of the side sill 1 is increased as compared with a general side sill. On the other hand, the side sill 1 resists the load from the side without being bent easily, and this factor also contributes to the improvement of the impact absorbing function.
In addition, when arrange | positioning this climbing prevention rib 21 only in the vicinity of the center pillar 3 similarly to the thing of the said 2nd Embodiment, after the extrusion of the side sill 1, the unnecessary location of the climbing prevention rib 31 is provided. What is necessary is just to cut or melt.

  This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the first and second embodiments described above, the present invention is applied to a vehicle having an aluminum space frame structure. However, this is applicable to an aluminum center pillar 3 that tends to break early at the time of a side collision due to insufficient toughness. However, the application object of the present invention is not necessarily limited to the aluminum space frame structure.

  For example, the present invention may be embodied in a vehicle having a general steel monocoque structure. Even in this case, corresponding effects can be obtained by adopting the configuration described in each embodiment. Specifically, in the case of the first embodiment, the side sill 1 and the center pillar 3 may be press-molded from a steel plate so that both the members 1 and 3 have the bolt fastening structure described in the first embodiment. Further, in the case of the second embodiment, as shown in FIG. 11, the side sill 1 is formed by bending a steel plate having a thickness into an L-shaped cross section to produce the climbing prevention rib 41, and pressing the steel plate. What is necessary is just to carry out spot welding or bolt fixation to the outer surface 1b.

Moreover, in the said 1st and 2nd embodiment, although the countermeasure based on a different idea was implemented separately, both the fastening structure by the volt | bolt 8 of 1st Embodiment and the climbing prevention rib 21 by 2nd Embodiment are applied together. In this case, the effects described in both embodiments can be obtained simultaneously.
In the first embodiment, the slot 6 is formed in the front flange 6a and the rear flange 6b of the center pillar 3 to allow displacement of the lower portion of the center pillar 3, but conversely on the upper surface 1a of the side sill 1. By forming the slot hole, the displacement of the lower part of the center pillar 3 may be allowed.

  Further, in the second embodiment, the single climbing prevention rib 21 that protrudes substantially horizontally toward the outside of the vehicle is formed. However, the shape of the climbing prevention rib 21 is not limited to this, for example, the top and bottom Further, two or three climbing prevention ribs 21 may be provided together, or the climbing prevention ribs 21 may be formed to project obliquely downward. Furthermore, the climbing prevention ribs 21 may be divided in the front-rear direction to form a plurality of climbing prevention ribs 21.

It is a fragmentary perspective view which shows the left side sill and center pillar of the vehicle to which the side part vehicle body structure of 1st Embodiment was applied. It is a fragmentary perspective view which similarly shows the joining location of a side sill and a center pillar. FIG. 3 is a cross-sectional view taken along the line III-III in FIG. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. It is sectional drawing corresponding to FIG. 4 which shows the displacement condition of the center pillar at the time of a vehicle side collision. It is a fragmentary perspective view which shows the left side sill and center pillar of the vehicle to which the side part vehicle body structure of 2nd Embodiment was applied. FIG. 7 is a cross-sectional view taken along the line VII-VII in FIG. 6, similarly showing a ride-up preventing rib provided on the center pillar. It is sectional drawing corresponding to FIG. 7 which shows the effect | action of the riding-up prevention rib at the time of a vehicle side collision. It is a fragmentary perspective view corresponding to FIG. 6 which shows another example of 2nd Embodiment which provided the climbing prevention rib in the side sill. It is sectional drawing corresponding to FIG. 7 which shows another example of 2nd Embodiment similarly. It is sectional drawing corresponding to FIG. 7 which shows the other example which applied the structure of 2nd Embodiment to the vehicle of the steel monocoque structure.

Explanation of symbols

1 side sill 1a upper surface 1b outer surface 3 center pillar 6a front flange (first flange)
6b Rear flange (first flange)
6c Side flange (second flange)
7 Slot hole 8 Bolt 8a Shaft 21, 21, 41 Riding prevention rib

Claims (6)

  A first flange portion formed at the lower portion of the center pillar is superposed on the upper surface of the side sill extended in the vehicle longitudinal direction, and a slot hole is formed through either the upper surface of the side sill or the first flange portion. A bolt is screwed into the upper surface of the side sill or the other of the first flange portion through the slot hole to fasten the lower portion of the center pillar on the side sill, and the slot hole extends in the vehicle width direction. The shaft portion of the bolt can be moved in the slot hole, and the side sill upper surface and the first flange portion are resisted against the fastening force by the bolt due to a load from the side to the center pillar. A side body structure for a vehicle, wherein the lower part of the center pillar can be displaced toward the inside of the vehicle while slipping between the two.   2. The side body structure of a vehicle according to claim 1, wherein a second flange portion is formed at a lower portion of the center pillar so as to overlap an outer surface of the side sill.   The side body structure of a vehicle according to claim 1 or 2, wherein a front-rear width of the slot hole is set narrower than a shaft diameter of the bolt.   The lower part of the center pillar is joined to the upper surface of the side sill extending in the vehicle front-rear direction, and the front and rear of the vehicle are formed with a cross-sectional shape projecting toward the vehicle outer side at least near the lower part of the center pillar on the outer side surface of the side sill A side body structure of a vehicle, characterized in that a climbing prevention rib extending in a direction is provided.   5. The vehicle according to claim 4, wherein the center pillar is manufactured by aluminum die casting, and the climbing prevention rib is integrally formed at a lower portion of the center pillar that overlaps an outer surface of the side sill at the time of molding. Side body structure.   5. The side body of a vehicle according to claim 4, wherein the side sill is manufactured by aluminum extrusion molding, and the climbing prevention rib is integrally formed over the entire front and rear direction of the outer side surface of the side sill during the molding. Construction.

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