JP2010228642A - Lower vehicle-body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lower vehicle-body structure of a vehicle for restraining an intrusion quantity to the cabin side of a center pillar upper part, by securing an inward deformation margin in the vehicle width direction of a center pillar lower part by deflective deformation of a side sill, by absorbing a shock by deforming an upper part of a side sill reinforcement by deformation promoting parts, by restraining intrusion of the side sill by deforming so as to deflect the side sill without breaking the side sill to a side collision load by a reinforcing member arranged in a lower corner part of the side sill reinforcement. <P>SOLUTION: The reinforcing member 51 for restraining deformation of a corner part 8a is arranged in the lower corner part 8a on the outside in the vehicle width direction of the side sill reinforcement 8, and the reinforcing member 51 is arranged so as to extend in the longitudinal direction by including a center pillar joining part of the side sill 6, and the deformation promoting parts 52 and 53 for promoting deformation of an upper part of the side sill reinforcement 8, are arranged in an upper position corresponding to the center pillar joining part of the side sill reinforcement 8. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention includes a side sill that extends in the front-rear direction of the vehicle and a center pillar that has a lower end coupled to the side sill and extends in the vertical direction of the vehicle. The present invention relates to a lower body structure of a vehicle in which a force is provided.

2. Description of the Related Art Conventionally, as a vehicle lower body structure of a vehicle, there is one in which a lower end of a center pillar extending in the vertical direction of the vehicle is coupled to a side sill extending in the longitudinal direction of the vehicle.
In this conventional lower body structure, when a side collision load is input to the center pillar at the time of a vehicle collision, the lower part of the center pillar is coupled to the side sill. In some cases, an inward impact load is transmitted, the center pillar coupling portion of the side sill moves inward in the vehicle width direction, and the side sill breaks.

In order to solve such a problem, a vehicle body lower part structure as disclosed in Patent Document 1 has already been invented.
That is, as shown in FIG. 18, a side sill 204 having a closed cross-sectional structure including a side sill inner 201, a side sill reinforcement 202, and a side sill outer 203 is provided, and the side sill 204 is disposed in the longitudinal direction of the vehicle. The lower part of the center pillar inner 206 of the center pillar 205 extending in the vertical direction of the vehicle is coupled between the joints of the side sill inner 201 and the side sill reinforcement 202, and the lower part of the center pillar reinforcement 207 of the center pillar 205 is connected to the side sill reinforcement. The center pillar outer 208 of the center pillar 205 is coupled to or integrally formed with the side sill outer 203.

  The above-described side sill reinforcement 202 is formed in a substantially U-shaped cross section that opens inward in the vehicle width direction, and a reinforcing member 209 is provided at a lower corner portion 202a of the side sill reinforcement 202 so as to make a side collision of the vehicle. In some cases, the side sill 204 is prevented from being deformed toward the passenger compartment.

  In the conventional structure shown in FIG. 18, it is possible to suppress the side sill 204 from being deformed to the passenger compartment side at the time of a side collision of the vehicle, but when the center pillar 205 receives a load due to the side collision, the center pillar A force that tilts the upper part of the vehicle interior into the vehicle interior acts, and this is transmitted to the side sill 204 as a rotational moment. Therefore, as shown by the phantom line in FIG. There is a problem that the center pillar 205 enters the vehicle interior.

JP 2006-199132 A

  Accordingly, the present invention provides a reinforcing member that suppresses deformation of the corner portion at a lower corner portion on the outer side in the vehicle width direction of the side sill reinforcement, and the reinforcing member includes a center pillar coupling portion of the side sill. Provided at the upper position corresponding to the center pillar coupling portion of the side sill reinforcement, by providing a deformation promoting portion for promoting the deformation of the upper portion of the side sill reinforcement, With the reinforcing member provided at the lower corner, the side sill can be deformed so as to bend without breaking the side sill with respect to the side impact load input through the center pillar, and the side sill can be prevented from intruding. The upper part of the side sill reinforcement can be deformed by the deformation promoting part to absorb the impact load. In addition, it is possible to provide a lower body structure of a vehicle body that can secure deformation allowance inward in the vehicle width direction of the lower part of the center pillar by bending deformation of the side sill, and thereby can suppress the amount of intrusion into the passenger compartment side of the upper part of the center pillar. With the goal.

A vehicle body lower part structure according to the present invention includes a side sill and a center pillar having a lower end coupled to the side sill, and a side sill reinforcement having a substantially U-shaped cross section that opens inward in the vehicle width direction is provided in the side sill. A vehicle body lower structure of the vehicle, wherein a reinforcing member for suppressing deformation of the corner portion is provided at a lower corner portion on the outer side in the vehicle width direction of the side sill reinforcement, and the reinforcing member is a center pillar coupling portion of the side sill. Is provided so as to extend in the vehicle front-rear direction, and at the upper position corresponding to the center pillar coupling portion of the side sill reinforcement, a deformation promoting portion for accelerating deformation of the upper portion of the side sill reinforcement is provided. Is.
The above-described deformation promoting portion may be formed by fragile portions such as a plurality of slits and openings, or may be formed by a bent portion serving as a buckling starting point.

  According to the above configuration, the side sill is deformed to be bent without breaking the side sill with respect to the side impact load input via the center pillar by the reinforcing member provided at the lower corner portion of the side sill reinforcement. Intrusion of the side sill into the vehicle width direction can be suppressed.

Further, the upper portion of the side sill reinforcement can be deformed by the deformation promoting portion provided at the upper position corresponding to the center pillar coupling portion of the side sill reinforcement to absorb the impact load.
Furthermore, the bending deformation of the side sill secures a deformation allowance inward in the vehicle width direction at the lower part of the center pillar, thereby suppressing the amount of intrusion into the passenger compartment side of the upper part of the center pillar.

  In one embodiment of the present invention, the deformation promoting portion is provided within a range of the center pillar coupling portion of the side sill reinforcement, and the reinforcing member is provided over a range longer in the vehicle front-rear direction than the range. Is.

According to the above configuration, since the deformation promoting portion is provided within the range of the center pillar coupling portion of the side sill reinforcement, it is possible to ensure the shock absorption of the center pillar coupling portion, and the vehicle front and rear than the above range. Since the reinforcing member is provided over a long range in the direction, the side sill can be reliably bent and deformed, and the side sill can be prevented from entering.
That is, it is possible to achieve both the shock absorption of the center pillar coupling portion and the side sill intrusion suppression.

In one embodiment of the present invention, the deformation promoting portion is formed by a fragile portion provided on the upper surface portion of the side sill reinforcement.
The fragile portion described above may be formed by a plurality of slits, or may be formed by at least one opening.
According to the said structure, the deformation | transformation promotion of the upper part of a side sill reinforcement, especially an upper corner part can be aimed at by the said weak part.

In one embodiment of the present invention, the deformation promoting portion is formed by a bent portion provided on the upper surface portion of the side sill reinforcement and serving as a buckling start point of the upper surface portion.
According to the above configuration, the bent portion described above serves as a starting point for buckling the upper surface portion of the side sill reinforcement when a side collision load is input. It is possible to absorb the impact load by promoting the deformation.

In one embodiment of the present invention, gusset members for forming nodes in the cross section of the side sill reinforcement are provided at both front and rear positions of the reinforcing member.
According to the above configuration, since the gusset members are provided at both the front and rear positions of the reinforcing member, and the nodes are formed in the cross-section of the side sill reinforcement with the gusset members, the strength of the gusset member arrangement location is improved, thereby The impact load can be reliably received by the high-strength portions (the gusset member placement locations) at both ends of the reinforcing member, and the middle of the reinforcing member can be bent.
As described above, by the cooperation of the reinforcing member and the gusset member, it is possible to secure a more favorable side sill bending deformation effect.

In one embodiment of the present invention, front and rear cross members extending in the vehicle width direction and spaced in the vehicle front-rear direction are provided on the floor panels at both front and rear positions separated from the center pillar, and the reinforcing member is provided in the front and rear direction. Between the cross members.
According to the above configuration, the side impact load is reliably received by the front and rear cross members, and the side sill of the part is bent by the reinforcing member provided between the front and rear cross members. A bending deformation effect can be obtained.

In one embodiment of the present invention, front and rear gusset members that form nodes are provided in the cross-section of the side sill reinforcement corresponding to the front and rear cross members, and the reinforcing member is provided between the front and rear gusset members. It is what was done.
According to the above configuration, the side impact load is more reliably received by the front and rear gusset members and the front and rear cross members, and the side sill of the corresponding portion is bent by the relatively long reinforcing member provided between the front and rear gusset members. Therefore, an even better bending deformation effect can be obtained.

In one embodiment of the present invention, the reinforcing member is provided in a predetermined range at a substantially central portion between the front and rear cross members.
According to the said structure, even if it is a reinforcement member with the short length of the front-back direction, a bending deformation effect can be acquired with sufficient balance.

In an embodiment of the present invention, an intermediate cross member extending in the vehicle width direction is provided on the floor panel at the position corresponding to the center pillar.
According to the said structure, the load input from a center pillar is directly received by the said intermediate cross member at the time of a side collision, and the buckling of a side sill can be suppressed.
In addition, the side sill reinforcement is easily crushed at the deformation promoting portion, and thereby the rotational moment (bending moment) caused by the center pillar falling down is weakened, so that the buckling of the intermediate cross member is suppressed. Can do.

In one embodiment of the present invention, the side sill includes a side sill inner, and front and rear gusset members for forming a node are provided in a cross section of the side sill inner at a front and rear position sandwiching the intermediate cross member corresponding to the center pillar. It is what was done.
According to the above configuration, it becomes easy to transmit the load from the center pillar to the intermediate cross member via the gusset member and the side sill inner at the time of a side collision, so that load distribution can be achieved by this load transmission.

The vehicle body lower part structure according to the present invention further includes a side sill and a center pillar having a lower end coupled to the side sill, and a side sill reinforcement having a substantially U-shaped cross-section opening in the vehicle width direction inside the side sill. The lower part of the side sill reinforcement is configured to have a flexible structure that allows the side sill to be deformed when a side collision load is input, and is connected to the center pillar of the upper part of the side sill reinforcement. The part corresponding to the part includes a load absorbing part that deforms and absorbs a load when a side collision load is input.
According to the above configuration, the flexible structure under the side sill reinforcement deforms the side sill so that the side sill is bent without breaking the side sill with respect to the side impact load input through the center pillar. Intrusion inward in the direction can be suppressed.

Further, an impact load can be absorbed by a load absorbing portion provided at a portion corresponding to the center pillar coupling portion above the side sill reinforcement.
Furthermore, the bending deformation of the side sill secures a deformation allowance inward in the vehicle width direction at the lower part of the center pillar, thereby suppressing the amount of intrusion into the passenger compartment side of the upper part of the center pillar.

  According to the present invention, the reinforcing member that suppresses deformation of the corner portion is provided at the lower corner portion on the outer side in the vehicle width direction of the side sill reinforcement, and the reinforcing member includes the center pillar coupling portion of the side sill. Since the deformation promoting portion for accelerating the deformation of the upper portion of the side sill reinforcement is provided at the upper position corresponding to the center pillar coupling portion of the side sill reinforcement, the side sill reinforcement of the side sill reinforcement is provided. With the reinforcing member provided at the lower corner, the side sill can be deformed so as to bend without breaking the side sill against the side impact load input via the center pillar, and the side sill can be prevented from entering, The upper part of the side sill reinforcement can be deformed at the deformation promoting part to absorb the impact load, Securing the deformation allowance of the vehicle width direction inside of the center pillar lower by bending deformation of idosyl, thereby, an effect that can be achieved penetration amount control into the vehicle compartment side of the center pillar top.

The schematic perspective view which shows the vehicle body structure provided with the vehicle body lower part structure of the vehicle of this invention The perspective view which shows the vehicle body lower part structure of a vehicle 2 is a cross-sectional view taken along line AA in FIG. Sectional view showing the interrelated structure between the cross member and nut plate Exploded perspective view of cross member and nut plate 3 is an enlarged view of the main part of FIG. The principal part expansion perspective view of FIG. 2 is a cross-sectional view taken along line BB in FIG. 7 is an enlarged front view of the main part of FIG. Exploded perspective view of coupling member, cross member vehicle width direction outer side, cross member vehicle width direction inner side Nut plate perspective view The perspective view which shows the arrangement structure of a reinforcement member and a gusset member The perspective view which shows the structure of a deformation | transformation promotion part. The front view which shows a side sill internal structure along the DD line of FIG. Perspective view of gusset member provided in cross section of side sill reinforcement Perspective view of gusset member provided in cross section of side sill inner The perspective view which shows the other Example of the vehicle body lower part structure of a vehicle Front view showing a lower body structure of a conventional vehicle

  The side sill does not break, the side sill bends and deforms, and its intrusion is suppressed, and the upper part of the side sill reinforcement is accelerated to absorb the impact load. A side sill and a center pillar having a lower end coupled to the side sill for the purpose of securing a deformation allowance toward the passenger compartment and suppressing the amount of intrusion into the passenger compartment side of the upper part of the center pillar. In a vehicle body lower structure provided with a side sill reinforcement having a substantially U-shaped cross section that opens inward in the direction, a reinforcement that suppresses the deformation of the corner at the lower corner of the side sill reinforcement outside the vehicle width direction A member is provided, and the reinforcing member is provided so as to extend in the vehicle front-rear direction including the center pillar coupling portion of the side sill. The upper position corresponding to the center pillar coupling portion of Smend was realized by structure only provided the deformation promoting unit that promotes deformation of the upper portion of the side sill reinforcement.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawing shows a lower body structure of a vehicle. In FIG. 1, a floor panel 1 that forms the bottom surface of a passenger compartment is provided. At the center of the floor panel 1 in the vehicle width direction, the vehicle protrudes toward the interior of the vehicle. An extending tunnel portion 2 (a so-called floor tunnel) is integrally or integrally formed. This tunnel part 2 is the center of the vehicle body rigidity.

  A rear seat pan 3 is connected to the rear portion of the floor panel 1 described above, and a rear floor 4 that forms the bottom surface of the luggage compartment is integrally formed on the rear side of the rear seat pan 3 so that the rear portion of the rear floor 4 is formed. A spare tire pan 5 recessed downward is integrally formed in the middle in the vehicle width direction.

Further, side sills 6 as vehicle body rigid members extending in the front-rear direction of the vehicle are provided on both sides of the floor panel 1 in the vehicle width direction (however, only the right side is shown in the drawing).
As shown in FIGS. 2 and 3, the side sill 6 has a side sill inner section 7, a side sill reinforcement 8, and a side sill outer 9. It is a strength member.

A hinge pillar 11 extending upward from the front portion of the side sill 6 described above and a center pillar 12 extending upward from the middle portion in the front-rear direction of the side sill 6 are provided. Each of the pillars 11 and 12 is a vehicle body strength member that supports a front door and a rear door (not shown) so as to be opened and closed.
The hinge pillar 11 is a vehicle body rigid member having a hinge pillar outer section and a hinge pillar inner and having a hinge pillar closed section extending in the vertical direction. A hinge pillar reinforcement is provided between the hinge pillar outer and the hinge pillar inner as necessary.

The center pillar 12 includes a center pillar outer, a center pillar reinforcement, and a center pillar inner, and is a vehicle body rigid member having a center pillar closed section extending in the vertical direction. The roof side rail 13 and the side sill 6 are fixed upright.
Here, the space surrounded by the hinge pillar 11, the side sill 6, the center pillar 12, and the roof side rail 13 is set as the entrance / exit 14 (door opening) of the front seat occupant and the center pillar. 12, a space surrounded by the side sill 6, the quarter pillar 15, and the roof side rail 13 is set as a passenger entrance / exit 16 (door opening) of the rear seat occupant.

  A pair of left and right rear side frames 17 are provided on both sides of the rear seat pan 3 and the rear floor 4 in the vehicle width direction so as to be substantially continuous with the pair of left and right side sills 6 and 6 in the longitudinal direction of the vehicle.

Incidentally, a cross member 20 (so-called No. 2 cross member) extending in the vehicle width direction between the tunnel portion 2 at the top of the floor panel 1 and the side sill 6 corresponding to the entrance 14 of the front seat passenger. Is provided.
Further, a cross member 30 extending in the vehicle width direction is formed between the tunnel portion 2 at the top of the floor panel 1 and the side sill 6 so as to be spaced apart from the cross member 20 in the front-rear direction. (So-called No. 2.5 cross member) is provided.

Further, a rear cross member 40 (so-called No. 3 cross member) extending in the vehicle width direction is provided between the rear portion of the floor panel 1 and the front portion of the rear seat pan 3, and the rear portion of the rear seat pan 3 and the rear floor 4 are provided. Another rear cross member 50 (so-called No. 4 cross member) extending in the vehicle width direction is provided between the front portion and the front portion.
The cross members 20 and 30 and the rear cross members 40 and 50 described above are vehicle body rigid members, and the cross members 20, 30, 40, and 50 are configured to improve the rigidity of the lower portion of the vehicle body. Yes.

On the other hand, as shown in FIGS. 2 and 3, a floor frame 18 is joined and fixed to the lower part of the floor panel 1, and extends between the lower surface of the floor panel 1 and the floor frame 18 in the front-rear direction of the vehicle. A closed section 19 is formed.
In this embodiment, the above-mentioned floor frame 18 has its front portion positioned in the middle of the side sill inner 7 and the vertical wall portion of the tunnel portion 2 in the vehicle width direction, and as the floor frame 18 goes rearward, the front side of the floor frame 18 moves outward in the vehicle width direction. It is arrange | positioned in planar view slant form so that it may be located in the direction.

  2 to 5, the cross member 20 includes an upper piece 20a, a front piece 20b, a joining flange piece 20c formed by bending forward from the lower end of the front piece 20b, and a rear piece 20d. (Refer to FIG. 4) and a joining flange piece 20e bent rearward from the lower end of the rear piece 20d form a main body portion 20A of the cross member 20, and an outer end portion of the main body portion 20A in the vehicle width direction. Are provided with joint flange pieces 20f, 20g, and 20h that are joined and fixed to the side sill inner 7. Further, a joint flange piece that is joined and fixed to the vertical wall of the tunnel portion 2 at the inner end in the vehicle width direction of the main body portion 20A. 20i, 20j, and 20k are provided.

  Here, the cross member 20 is formed by integrally forming the above-described pieces 20a to 20k, the main body portion 20A of the cross member 20 is formed in a cross-sectional hat shape, and the joining flange pieces 20c and 20e below the floor member 1 A closed cross section 21 (see FIG. 4) extending in the vehicle width direction is formed between the floor panel 1 and the cross member 20.

  Further, a bead 22 as a reinforcing portion for preventing buckling of the cross member 20 is formed on the inner side in the vehicle width direction of the main body portion 20A of the cross member 20. As shown in FIGS. 2 and 4, the bead 22 is a reinforcing portion that is recessed downward from the upper piece 20 a of the cross member 20 and extends in the vehicle width direction. Of course, the beads may be provided.

Moreover, as shown in FIGS. 3, 4, and 6, in the vicinity of the coupling end portion of the cross member 20 with the side sill 6 on the outer side in the vehicle width direction, an impact absorbing portion that reduces the impact at the time of a side collision is provided. A notch 23 is provided.
As shown in FIGS. 5 and 6, the notch 23 is a fragile part that is notched inward in the vehicle width direction in the vicinity of the coupling end of the cross member 20 with the side sill inner 7. The front ridge line X between the upper piece 20a and the front piece 20b and the ridge line Y on the rear side between the upper piece 20a and the rear piece 20d are arranged in the vicinity of the connecting end with the side sill inner 7. It is constructed by cutting out inward.
Thus, it is possible to provide an appropriate shock absorbing portion by notching the ridge lines X and Y having high strength and providing the notches 23 at the front and rear.

Further, as shown in FIGS. 3 and 4, a nut plate 24 as a reinforcing member is disposed in the vicinity of the outer side in the vehicle width direction of the main body 20A of the cross member 20 as shown in FIGS. Further, an outer end 24a in the vehicle width direction of the nut plate 24 is provided so as to overlap with the above-described notch 23 in the vehicle width direction.
Here, the vehicle width direction outer side end portion 24a of the nut plate 24 as the reinforcing member is provided to be separated from the side sill inner 7 in the vehicle width direction inner side as shown in an enlarged view in FIG.

  Further, as shown in a perspective view of FIG. 5, the nut plate 24 described above is spot-welded to the lower surface of the upper piece 20a of the cross member 20, and concave portions with respect to the joints 24c and 24d. The substantially horizontal upper piece 24e, the front piece 24f, and the rear piece 24g that are provided are integrally formed. The front piece 24f of the nut plate 24 is a front piece of the cross member 20 in the closed section 21. The nut plate 24 has a rear piece 24g joined and fixed to the rear piece 20d of the cross member 20 in the closed section 21.

  Further, the upper piece 24e of the nut plate 24 described above is provided with a nut support member 26 in which openings 24h and 24i are formed as shown in FIGS. An inverted L-shaped locking piece 26 a is integrally formed with the nut support member 26.

The nut 25 is disposed in the opening 24h of the nut plate 24, and the engaging piece 26a is engaged in the opening 24i of the nut plate 24 to absorb manufacturing errors when the seat is attached. The nut support member 26 is configured such that it can be finely adjusted in the front-rear and left-right directions with the nut 25 provided.
The nut plate 24 is a seat mounting member for fixing an unillustrated passenger seat (front seat) to the cross member 20, and the nut plate 24 is provided between the cross member 20 and the floor panel 1. It is a plate that is provided in the closed section 21 (see FIG. 4) and uses the dead space to hold the occupant seat fixing nut 25.

Here, a bolt insertion hole 27 is formed in the upper piece 20a of the cross member 20 facing the nut 25 in the nut plate 24 in the vertical direction.
Moreover, the strength of the nut plate 24 as the reinforcing member and the seat mounting member is set to be weaker than the strength of the main body portion 20A of the cross member 20 described above.

  In this embodiment, the cross member 20 is formed of high-tensile steel (high-tensile steel plate), while the nut plate 24 is formed of a general steel plate so that the strength of the nut plate 24 is greater than the strength of the cross member 20. Although it is configured to be weak, instead of a configuration in which the strength is weakened due to the difference in the material, the plate thickness of the cross member 20 is set to be thicker than the plate thickness of the nut plate 24, and both 20, 24 are made of the same material. A configuration in which the strength of the nut plate 24 is relatively weakened may be adopted.

  Further, as shown in FIG. 4, the inner end 24b in the vehicle width direction of the nut plate 24 is provided so as to overlap the bead 22 of the cross member 20 by a distance L1 in the vehicle width direction. Due to the structure, the main body portion 20A of the cross member 20 is configured to be prevented from buckling.

  7 shows a cross member 30 (so-called No. 2.5 cross member) extending in the vehicle width direction between the tunnel portion 2 at the top of the floor panel 1 and the side sill 6 to which the center pillar 12 is coupled, and its peripheral structure. 2 is an enlarged perspective view of a main part of FIG. 2, in which the cross member 30 includes a first cross member 31 as an outer portion in the vehicle width direction of the cross member and a second cross as an inner portion in the vehicle width direction of the cross member. Member 32.

In this embodiment, the first cross member 31 is formed with high strength relative to the second cross member 32.
Here, as a specific configuration in which the first cross member 31 is formed with high strength with respect to the second cross member 32, the plate thickness of the first cross member 31 is thicker than the plate thickness of the second cross member 32. The first cross member 31 may be formed of high-tensile steel (high-tensile steel plate), while the second cross member 32 may be formed of a general steel plate.

  Further, in this embodiment, as shown in FIG. 7, the first cross member 31 and the second cross member 32 are configured by separate members, and the first cross member 31 is connected to the second cross member 32. 7, 8, and 9, the boundary Z between the first cross member 31 and the second cross member 32 corresponds to the floor frame 18 as the frame member described above. It is arranged on the upper side position to be or the tunnel part 2 side from the upper side position.

  Further, as shown in an enlarged view of the main part of FIG. 8 in FIG. 9, the first and second cross members 31, 32 described above have a predetermined length L <b> 2 at the outer side in the vehicle width direction from the boundary Z. The overlap portion is disposed at an upper position corresponding to the floor frame 18 described above.

  Further, as shown in FIG. 10 in an exploded perspective view of the first cross member 31 and the second cross member 32, the first cross member 31 includes an upper piece portion 31a, a front piece portion 31b, a rear piece portion 31c, A vehicle body rigid member integrally formed with front and rear pieces 31b and 31c and bending flanges 31d and 31e bent in the front and rear direction, and extends in the vehicle width direction in the middle of the upper piece 31a. A bead 33 as a downward convex reinforcing portion is integrally formed over the entire length in the longitudinal direction.

  Similarly, the second cross member 32 includes an upper piece portion 32a, a front piece portion 32b, a rear piece portion 32c, and joint flange portions 32d formed by bending the front and rear pieces 32b and 32c in the front-rear direction. A bead 34 as a downwardly convex reinforcing portion extending in the vehicle width direction is integrally formed over the entire length in the longitudinal direction in the middle of the upper piece portion 32a. .

Then, the above-described joining flange portions 31d, 31e, 32d, and 32e are spot-welded to the upper surface of the floor panel 1, so that the floor panel 1 and the first cross member 31 and the floor panel 1 and the second cross are connected. A closed cross section that is continuous in the vehicle width direction is formed between the members 32.
In addition, as shown in FIG. 7, the side sill 6 side end portion of the cross member 30 including the first and second cross members 31 and 32 is located at a predetermined distance from the side sill inner 7 of the side sill 6. It is arranged.

Similarly, the end of the cross member 30 on the tunnel portion 2 side is also disposed at a position spaced apart from the vertical wall portion of the tunnel portion 2.
And the coupling member 35 which couple | bonds the side sill side edge part of the 1st cross member 31 and the side surface of the side sill inner 7 in the side sill 6 is provided, the tunnel part side edge part of the 2nd cross member 32, and the tunnel part 2 A coupling member 36 that couples the vertical wall portion is provided.
Each of these coupling members 35 and 36 is constituted by a seat mounting bracket that supports a front seat (not shown) as a passenger seat.

As shown in the exploded perspective view of the above-described coupling member 35 in FIG. 10, the coupling member 35 includes an upper piece portion 35a, a front piece portion 35b bent downward from the front end of the upper piece portion 35a, A rear piece 35c bent downward from the rear end of the upper piece 35a, an inner piece 35d bent downward from the inner end in the vehicle width direction of the upper piece 35a, and the inner piece 35d A flange portion 35e that is bent in the horizontal direction from the lower end of the inner flange portion 35f, joint flange portions 35f and 35g that are bent from the front end and the rear end of the inner piece portion 35d outward in the vehicle width direction, and Bonding flange portions 35h, 35i, and 35j formed by bending from the outer ends in the vehicle width direction of the upper piece portion 35a, the front piece portion 35b, and the rear piece portion 35c are integrally formed.
The joint flange portion 35f is jointly fixed to the inner surface of the front piece portion 35b by spot welding in advance, and the joint flange portion 35g is jointly fixed to the inner surface of the rear piece portion 35c by spot welding in advance.

As shown in FIG. 7, the joining flange portion 35e of the coupling member 35 is joined and fixed to the upper piece portion 31a of the first cross member 31, and the front piece portion 35b and the rear piece portion 35c of the joining member 35 are joined to the first cross member 31a. Each of the joining flange portions 35h, 35i, and 35j of the coupling member 35 is joined and fixed to the front piece portion 31b and the rear piece portion 31c of the member 31. The inner 7 is joined and fixed to the surface on the passenger compartment side.
Further, the above-described coupling member 35 is set to have a lower strength than the cross member 30, and the strength of the cross member coupling region C of the coupling member 35 is higher than the strength of the side sill coupling region S of the coupling member 35. It is configured as follows.

In other words, the cross member coupling region C is configured as a box having four sides surrounded by an upper piece portion 35a, a front piece portion 35b, a rear piece portion 35c, and an inner piece portion 35d. It is configured in an open shape in which three sides are surrounded by the portion 35a, the front piece portion 35b, and the rear piece portion 35c, and the strength of the cross member coupling region C is configured to be higher than the strength of the side sill coupling region S. Is.
Furthermore, as shown in a front view in FIG. 9, the side sill coupling region S is compressed and deformed between the lower end of the side sill coupling region S of the coupling member 35 and the upper portion of the floor panel 1 when a side collision load is input. Therefore, a space 37 is provided.

In addition, as shown in FIGS. 8 and 9, a nut plate 38 is attached to the inside of the coupling member 35 constituted by a seat mounting bracket.
As shown in a perspective view of FIG. 11, the nut plate 38 includes a substantially horizontal upper piece 38a and front and rear mounting pieces 38b, 38c formed by bending downward from both front and rear ends of the upper piece 38a. And two openings 38d and 38e formed in the upper piece 38a.

Further, a nut support member 39 to which a nut N is fixed by welding in advance is provided at a lower portion, and a locking piece 39a is integrally formed on the nut support member 39 so as to be bent downward.
Then, the nut N on the lower surface of the nut support member 39 is loosely fitted into the opening 38d of the nut plate 38, and the locking piece 39a is inserted into the other opening 38e so as to absorb manufacturing errors at the time of mounting the seat. The nut support member 39 is configured so that it can be finely adjusted in the front-rear and left-right directions with the nut N provided.

  Here, the front and rear attachment pieces 38b, 38c of the nut plate 38 are fixed to the front piece portion 35b and the rear piece portion 35c of the coupling member 35 by welding. On the other hand, the upper piece 35a of the coupling member 35 is formed with a bolt insertion hole 35k through which a bolt for mounting a sheet (not shown) is inserted.

  As shown in FIG. 7, the coupling member 36 that couples the second cross member 32 and the tunnel portion 2 is formed in a substantially bilaterally symmetric structure with the coupling member 35.

By the way, as shown in FIG. 8, the center pillar 12 described above includes a center pillar inner 41, a center pillar reinforcement 42, and a center pillar outer 43 that are joined and fixed to each other, and a center pillar that extends in the vertical direction of the vehicle is closed. A vehicle body rigid member having a cross section 44, wherein the lower part of the center pillar inner 41 passes through the side sill closed cross section 10 between the side sill inner 7 and the side sill reinforcement 8 of the side sill 6, , 8 are extended downward between the lower joints.
Further, the lower portion of the center pillar outer 43 is formed integrally or integrally with the side sill outer 9.

  Further, a retractor support bracket 45 for supporting a retractor (not shown) is attached between the upper joint portions of the side sill inner 7 and the side sill reinforcement 8 described above.

  As shown in FIG. 8, the lower end of the above-described center pillar 12 is coupled to the side sill 6, and the side sill 6 has a substantially U-shaped cross section that opens inward in the vehicle width direction, as shown in FIG. Side sill reinforcement 8 is provided.

  12 is a perspective view in which the side sill inner 7, the center pillar inner 41, etc. are omitted, and in particular, the internal structure of the side sill 6 is clarified. FIG. 13 is a front view of the structure of the connecting portion between the side sill 6 and the center pillar 12 lower part. FIG. 12 is a perspective view of the lower sill reinforcement 8 on the outer side in the vehicle width direction of the side sill reinforcement 8, as shown in FIGS. A reinforcing member 51 having an L-shaped cross section is provided.

The reinforcing member 51 is joined and fixed to the inside of the lower corner portion 8a of the side sill reinforcement 8 by spot welding. The reinforcing member 51 is centered on the side sill 6 as shown in FIGS. It is provided so as to extend in the longitudinal direction of the vehicle including the pillar coupling portion α (see FIG. 12).
The reinforcing member 51 is for suppressing the side sill 6 from being bent with respect to a side impact load input via the center pillar 12 and allowing the side sill 6 to bend and deform.

  Further, as shown in FIG. 13, at the upper position corresponding to the center pillar coupling portion α of the side sill reinforcement 8, the deformation of the upper part of the side sill reinforcement 8 is promoted, and particularly the deformation of the upper corner 8b is promoted. A plurality of openings 52, 52 and a bent portion 53 are formed as deformation promoting portions.

Each of these deformation promoting portions (see the opening portion 52 and the bending portion 53) deforms the upper surface of the side sill reinforcement 8 when a side collision load is input, absorbs the impact, and reduces the vehicle width below the center pillar 12. The amount of deformation inward in the direction is secured, and the amount of intrusion into the vehicle compartment due to the inward tilt of the upper part of the center pillar 12 is suppressed.
The above-described deformation promoting portion (see the opening 52 and the bent portion 53) is provided in the range of the center pillar coupling portion α of the side sill reinforcement 8 as shown in FIGS. The reinforcing member 51 is provided over a range longer in the front-rear direction of the vehicle than the range of the center pillar coupling portion α.

  Here, the plurality of openings 52, 52 described above are weak portions (deformation promoting portions) provided on the upper surface portion of the side sill reinforcement 8, and in this embodiment, the center pillar coupling of the side sill reinforcement 8 is performed. In the range of the portion α, the plurality of openings 52, 52 are provided. However, this may be a single opening having a large opening area. Another weak part (for example, a plurality of slits) that deforms the upper surface of the reinforcement 8 (particularly, the upper corner part 8b) and absorbs the impact may be used.

The bent portion 53 described above is a deformation promoting portion provided on the upper surface portion of the side sill reinforcement 8, more specifically, a portion close to the upper corner portion 8b and serving as a buckling start point of the upper surface portion. In the embodiment, the bent portion 53 is formed on the outer side in the vehicle width direction with respect to the opening 52. That is, the bent portion 53 is formed between the upper corner portion 8 b and the opening portion 52.
In other words, in this embodiment, the opening 52 as the different deformation promoting portion and the bent portion 53 are aligned in the vehicle width direction within the range of the center pillar coupling portion α of the side sill reinforcement 8. The upper surface (particularly, the upper corner portion 8b) of the side sill reinforcement 8 is promoted to be deformed when a side collision load is input so as to absorb impact.

Further, as shown in FIG. 12, outer gussets 54 and 54 as gusset members for forming nodes in the cross section of the side sill reinforcement 8 are provided at both front and rear positions of the reinforcing member 51 described above.
Here, since the front end of the reinforcing member 51 is positioned between the cross members 20 and 30, and the rear end of the reinforcing member 51 is positioned between the cross members 30 and 40, the outer gussets 54 and 54 described above are used. Are also located between these elements 20, 30 and 30, 40.

As shown in FIGS. 14 and 15, the outer gusset 54 described above includes a main surface portion 54a that forms a node, an upper piece portion 54b that is bent from the upper end of the main surface portion 54a toward the rear side, A lower piece portion 54c that is bent from the lower end of the surface portion 54a toward the rear side, an outer piece portion 54d that is bent from the outer end in the vehicle width direction of the main surface portion 54a toward the rear side, and a main surface portion 54a. Are formed integrally with an inner piece portion 54e that is bent toward the front side from the inner end in the vehicle width direction, and the outer gussets 54 are formed in substantially the same shape.
Then, the upper piece portion 54b, the outer piece portion 54d, and the lower piece portion 54c described above are joined and fixed to the corresponding surfaces of the side sill reinforcement 8 as shown in FIG. A node is formed in the cross section of the side sill reinforcement 8 to improve the side impact resistance of the node arrangement portion and to improve the strength of the side sill reinforcement 8.

  As shown in FIG. 12, the front and rear cross members 20 and 40 extending in the vehicle width direction are spaced apart from each other in the vehicle front-rear direction on the floor panel 1 at both front and rear positions apart from the center pillar 12 described above. The reinforcing member 51 described above is provided at the lower corner portion 8a of the side sill reinforcement 8 between the front and rear cross members 20, 40.

  In this embodiment, as shown in FIG. 12, the above-described reinforcing member 51 is provided in a predetermined range at a substantially central portion between the front and rear cross members 20 and 40. Further, the outer gusset 54 is also mounted in the side sill reinforcement 8 corresponding to the rear cross member 40 of the cross members 20 and 40 described above.

Further, as shown in FIG. 12, a cross member 30 as an intermediate cross member extending in the vehicle width direction is provided on the floor panel 1 at a position corresponding to the center pillar 12.
In addition, as shown in FIGS. 12 and 14, at the front and rear positions sandwiching the cross member 30 corresponding to the center pillar 12 described above, the cross section of the side sill inner 7 has a gusset member before and after forming a node. An inner set 55 is provided.

  As shown in FIGS. 14 and 16, the above-described innerga set 55 includes a main surface portion 55 a that forms a node, and an upper piece portion 55 b that is bent from the upper end of the main surface portion 55 a toward the front side, A lower piece portion 55c that is bent from the lower end of the main surface portion 55a toward the front side, an outer piece portion 55d that is bent from the outer end in the vehicle width direction of the main surface portion 55a toward the rear side, and a main surface portion 55a is a node forming member integrally formed with an inner piece portion 55e bent toward the front side from the inner end in the vehicle width direction, and each inner set 55 is formed in substantially the same shape.

Then, as shown in FIG. 14, the upper piece 55 b, the outer piece 55 e, and the lower piece 55 c of the above-described inner Naga set 55 are joined and fixed to the corresponding surfaces of the side sill inner 7. A node is formed in the cross section of the side sill inner 7, and the strength of the side sill inner 7 in the node arrangement portion is improved.
In short, the vehicle body lower part structure of the vehicle of the above embodiment includes a side sill 6 and a center pillar 12 having a lower end coupled to the side sill 6, and has a substantially U-shaped cross section that opens inside the side sill 6 in the vehicle width direction. A side sill reinforcement 8 is provided, and a lower portion of the side sill reinforcement 8 is configured to have a flexible structure that allows the side sill 6 to bend and deform when a side collision load is input. The portion corresponding to α is provided with a load absorbing portion (see the opening 52 and the bent portion 53) that is deformed and absorbs a load when a side collision load is input.

Instead of the arrangement structure of the reinforcing member 51 and the outer gusset 54 shown in FIG. 12, the arrangement structure of the reinforcing member 51 and the outer gusset 54 shown in FIG. 17 may be adopted.
That is, the structure shown in FIG. 17 (however, FIG. 17 is also a perspective view in which the side sill inner 7, the center pillar inner 41, etc. are omitted, and in particular, the internal structure of the side sill 6 is clarified similarly to FIG. 12). The outer gussets 54 and 54 as front and rear gusset members for forming nodes are provided in the cross-section of the side sill reinforcement 8 corresponding to the front and rear cross members 20 and 40 separating the center pillar 12. The reinforcing member 51 is provided in the front-rear direction across the front and rear outer gussets 54, 54. That is, the outer gussets 54 and 54 are provided at positions corresponding to the cross members 20 and 40, and the reinforcing member 51 is provided between the outer gussets 54 and 54. In FIG. 17, the same parts as those in FIG. 12 are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side of the vehicle, arrow OUT indicates the outer side of the vehicle, and arrow UP indicates the upper side of the vehicle.

The illustrated embodiment is configured as described above, and the operation will be described below.
A reinforcing member 51 is provided at the lower corner portion 8a of the side sill reinforcement 8 in the side sill 6 so that the side sill 6 is not broken by the reinforcing member 51, and the length of the reinforcing member 51 in the vehicle front-rear direction, so-called span. Thus, the side sill 6 is allowed to bend and be deformed, so that a side collision load is input to the side sill 6 via the center pillar 12 at the time of a side collision of the vehicle. The side sill 6 is deformed so as to be bent (the portion of the side sill 6 corresponding to the center pillar 12 is deformed so as to be bent inward in the vehicle width direction with respect to the other part of the side sill 6). Intrusion can be suppressed.

  As described above, the vehicle body lower part structure of the vehicle of the embodiment includes the side sill 6 and the center pillar 12 whose lower end is coupled to the side sill 6, and has a substantially cross-sectional shape that opens inside the side sill 6 in the vehicle width direction inside. A vehicle body lower part structure provided with a letter-shaped side sill reinforcement 8, and a reinforcing member that suppresses deformation of the lower corner 8a at the lower corner 8a on the outer side in the vehicle width direction of the side sill reinforcement 8 51, the reinforcing member 51 is provided so as to extend in the vehicle front-rear direction including the center pillar coupling portion α of the side sill 6, and at an upper position corresponding to the center pillar coupling portion α of the side sill reinforcement 8. , A deformation promoting portion (see the opening 52 and / or the bending portion 53) that promotes deformation of the upper portion (particularly, the upper corner portion 8b) of the side sill reinforcement 8. (See FIG. 12 and FIG. 13).

  According to this configuration, the side sill 6 is not broken by the reinforcing member 51 provided at the lower corner portion 8 a of the side sill reinforcement 8 against the side impact load input via the center pillar 12. The side sill 6 can be prevented from entering inward in the vehicle width direction.

Moreover, the upper part (especially upper corner part) of the side sill reinforcement 8 is provided by a deformation promoting part (see the opening 52 and the bent part 53) provided at an upper position corresponding to the center pillar coupling part α of the side sill reinforcement 8. 8b) can be deformed to absorb the impact load.
Furthermore, the deformation of the side sill 6 in the deformation inward in the vehicle width direction at the lower part of the center pillar 12 can be secured, thereby suppressing the amount of intrusion into the passenger compartment side of the upper part of the center pillar 12.

Further, the deformation promoting portion (see the opening 52 and the bent portion 53) is provided within the range of the center pillar coupling portion α of the side sill reinforcement 8, and the reinforcing member 51 is disposed in the vehicle longitudinal direction with respect to the range. (See FIG. 12).
According to this configuration, since the deformation promoting portion (see the opening 52 and the bent portion 53) is provided within the range of the center pillar coupling portion α of the side sill reinforcement 8, the shock absorption of the center pillar coupling portion α is achieved. Since the reinforcing member 51 is provided over a range longer than the above range in the vehicle front-rear direction, the side sill 6 can be reliably bent and deformed, and the side sill 6 can be prevented from entering. .
That is, it is possible to achieve both the impact absorption of the center pillar coupling portion α and the suppression of the penetration of the side sill 6.

Furthermore, the said deformation | transformation promotion part is formed in the weak part (refer opening part 52) provided in the upper surface part of the side sill reinforcement 8 (refer FIG. 13).
According to this configuration, it is possible to promote deformation of the upper portion of the side sill reinforcement 8, in particular, the upper corner portion 8b, by the fragile portion (see the opening portion 52).

On the other hand, the deformation promoting portion is formed by a bent portion 53 provided on the upper surface portion of the side sill reinforcement 8 and serving as a buckling starting point of the upper surface portion (see FIG. 13).
According to this configuration, the bent portion 53 described above serves as a starting point for buckling the upper surface portion of the side sill reinforcement 8 when a side impact load is input. The deformation of the direction portion 8b can be promoted to absorb the impact load.

Further, gusset members (see the outer gusset 54) for forming nodes in the cross section of the side sill reinforcement 8 are provided at both front and rear positions of the reinforcing member 51 (see FIG. 12).
According to this configuration, the gusset member (see the outer gusset 54) is provided at both the front and rear positions of the reinforcing member 51, and the gusset member (see the outer gusset 54) forms a node in the cross section of the side sill reinforcement 8. The strength of the gusset member (see the outer gusset 54) is improved, so that the side impact load is reliably received by the high strength portions (outer gusset 54, 54 member locations) at both ends of the reinforcing member 51. The middle of 51 can be bent.
As described above, by the cooperation of the reinforcing member 51 and the outer gussets 54, 54, it is possible to secure a more favorable bending deformation effect of the side sill 6.

Further, front and rear cross members 20 and 40 extending in the vehicle width direction and spaced in the vehicle front-rear direction are provided on the floor panel 1 at both front and rear positions with the center pillar 12 therebetween, and the reinforcing member 51 is provided in the front and rear direction. It is provided between the cross members 20 and 40 (see FIG. 12).
According to this configuration, the side impact load is reliably received by the front and rear cross members 20 and 40, and the side sill 6 of the portion is bent by the reinforcing member 51 provided between the front and rear cross members 20 and 40. A bending deformation effect can be obtained between the cross members 20 and 40 positioned in the front-rear direction.

In addition, front and rear gusset members (see outer gussets 54 and 54) for forming nodes are provided in the cross section of the side sill reinforcement 8 corresponding to the front and rear cross members 20 and 40, and the reinforcing member 51 is It is provided between the front and rear gusset members (see the outer gussets 54, 54) (see FIG. 17).
According to this configuration, the side impact load is more reliably received by the front and rear gusset members (see the outer gusset 54) and the front and rear cross members 20 and 40, and provided between the front and rear gusset members (outer gussets 54 and 54). Further, since the side sill 6 of the portion is bent by the relatively long reinforcing member 51, a further excellent bending deformation effect can be obtained.

Further, the reinforcing member 51 is provided in a predetermined range at a substantially central portion between the front and rear cross members 20 and 40 (see FIG. 12).
According to this structure, even if it is the reinforcement member 51 with the short length of the front-back direction, the bending deformation effect can be acquired with sufficient balance.

Further, an intermediate cross member 30 extending in the vehicle width direction is provided on the floor panel 1 at the position corresponding to the center pillar 12 (see FIG. 12).
According to this configuration, it is possible to suppress the buckling of the intermediate cross member 30 by receiving the load input from the center pillar 12 directly by the intermediate cross member 30 at the time of a side collision.
That is, the side sill reinforcement 8 is easily crushed at the deformation promoting portion (see the opening 52 and the bent portion 53), and thereby the rotational moment (bending moment) due to the center pillar 12 falling down is weakened. Therefore, the buckling of the intermediate cross member 30 can be suppressed.

The side sill 6 includes a side sill inner 7, and front and rear gusset members (inner gussets) that form nodes in the cross-section of the side sill inner 7 at a front and rear position sandwiching the intermediate cross member 30 corresponding to the center pillar 12. 55) (see FIGS. 12 and 14).
According to this configuration, it is easy to transmit the load from the center pillar 12 to the intermediate cross member 30 through the gusset member (see the inner gusset 55) and the side sill inner 7 at the time of a side collision. Load distribution can be achieved.

The vehicle body lower part structure of the vehicle of the above embodiment also includes a side sill 6 and a center pillar 12 having a lower end coupled to the side sill 6, and has a substantially U-shaped cross section that opens inside the side sill 6 in the vehicle width direction. The side sill reinforcement 8 of the vehicle body is provided with a flexible structure that allows the side sill 6 to bend and deform when a side impact load is applied (possible by the reinforcing member 51). The portion corresponding to the center pillar coupling portion α above the side sill reinforcement 8 is deformed when a side collision load is input and absorbs the load (opening 52 or / and folding). (Refer to the bending part 53) (refer FIG. 12, FIG. 13).
According to this configuration, the side sill 6 is deformed so as to be bent by the flexible structure below the side sill reinforcement 8 without bending the side sill 6 with respect to a side collision load input via the center pillar 12. Intrusion of the side sill 6 into the vehicle width direction can be suppressed.

Further, an impact load can be absorbed by a load absorbing portion (see the opening portion 52 and the bent portion 53) provided at a portion corresponding to the center pillar coupling portion α at the upper part of the side sill reinforcement 8.
Furthermore, the deformation of the side sill 6 in the deformation inward in the vehicle width direction at the lower part of the center pillar 12 can be secured, thereby suppressing the amount of intrusion into the passenger compartment side of the upper part of the center pillar 12.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The deformation promoting portion of the present invention corresponds to the opening 52 and / or the bent portion 53 of the embodiment,
Similarly,
The fragile part corresponds to the opening 52,
The gusset member that forms a node in the cross section of the side sill reinforcement corresponds to the outer gusset 54,
The gusset member that forms a node in the cross section of the side sill inner corresponds to the inner gusset 55,
The front and rear cross members across the center pillar correspond to the cross members 20 and 40,
The intermediate cross member corresponding to the center pillar corresponds to the cross member 30,
The load absorbing portion corresponds to the opening 52 or / and the bent portion 53.
The present invention is not limited to the configuration of the above-described embodiment.

DESCRIPTION OF SYMBOLS 1 ... Floor panel 6 ... Side sill 7 ... Side sill inner 8 ... Side sill reinforcement 8a ... Lower corner part 12 ... Center pillar 20, 30, 40 ... Cross member 51 ... Reinforcement member 52 ... Opening part (deformation promotion part, weak part, Load absorption part)
53 ... Bending part (deformation promoting part, load absorbing part)
54. Outer gusset (gusset member)
55 ... Inner gusset
α… Center pillar coupling part

Claims (11)

A side sill, and a center pillar having a lower end coupled to the side sill,
A vehicle body lower part structure provided with a side sill reinforcement having a substantially U-shaped cross-section opening in the vehicle width direction inside the side sill,
A reinforcing member that suppresses deformation of the corner portion is provided at a lower corner portion on the outer side in the vehicle width direction of the side sill reinforcement,
The reinforcing member is provided so as to extend in the vehicle front-rear direction including the center pillar coupling portion of the side sill,
The vehicle body lower part structure of the vehicle provided with the deformation | transformation promotion part which accelerates | stimulates the deformation | transformation of the upper part of this side sill reinforcement in the upper position corresponding to the center pillar coupling | bond part of the said side sill reinforcement. The deformation promoting portion is provided in the range of the center pillar coupling portion of the side sill reinforcement,
The vehicle lower body structure according to claim 1, wherein the reinforcing member is provided over a range longer than the range in the vehicle front-rear direction. The vehicle body lower part structure according to claim 1, wherein the deformation promoting portion is formed by a fragile portion provided on an upper surface portion of a side sill reinforcement. The vehicle body lower part structure according to any one of claims 1 to 3, wherein the deformation promoting portion is formed at a bent portion provided on an upper surface portion of a side sill reinforcement and serving as a buckling start point of the upper surface portion. . The vehicle body lower part structure according to any one of claims 1 to 4, wherein a gusset member for forming a node in a cross section of the side sill reinforcement is provided at both front and rear positions of the reinforcing member. Front and rear cross members that are spaced apart in the vehicle longitudinal direction and extend in the vehicle width direction are provided on the floor panels at both the front and rear positions across the center pillar,
The vehicle body lower part structure according to claim 1, wherein the reinforcing member is provided between the front and rear cross members. Front and rear gusset members that form nodes are provided in the cross-section of the side sill reinforcement corresponding to the front and rear cross members,
The vehicle body lower part structure according to claim 6, wherein the reinforcing member is provided between front and rear gusset members. The vehicle body lower part structure according to claim 6, wherein the reinforcing member is provided in a predetermined range at a substantially central portion between the front and rear cross members. The vehicle body lower part structure according to any one of claims 1 to 8, wherein an intermediate cross member extending in a vehicle width direction is provided on a floor panel at a position corresponding to the center pillar. The side sill has a side sill inner,
The vehicle lower body structure according to claim 9, wherein front and rear gusset members for forming a node are provided in a cross section of the side sill inner at a front and rear position sandwiching the intermediate cross member corresponding to the center pillar. A side sill, and a center pillar having a lower end coupled to the side sill,
A vehicle body lower part structure provided with a side sill reinforcement having a substantially U-shaped cross-section opening in the vehicle width direction inside the side sill,
The lower part of the side sill reinforcement is configured in a flexible structure that allows the side sill to bend and deform when a side impact load is input.
The part corresponding to the center pillar coupling portion above the side sill reinforcement is a vehicle body lower structure including a load absorbing portion that deforms and absorbs a load when a side collision load is input.

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