JP2010254225A - Structure for suppressing side collision deformation of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure for suppressing side collision deformation of a vehicle body capable of reducing amount of deformation of a vehicle interior when a vehicle causes side collision by applying a bracket capable of preventing the occurrence of deformation before and after side collision, reducing the total plastic proof stress, having small thickness of plate, and increasing productivity. <P>SOLUTION: In this structure for suppressing side collision deformation of the vehicle body, the bracket constituted by arranging each of first and second bendable parts 5c, 5d formed at each of outer side end and inner side end in the direction of vehicle width at positions being different from each other in the vertical direction of the vehicle body and having a recessed part 5e having a section between the first and second bendable parts 5c, 5d being continuous over the whole length and having a substantially curved shape is applied as a bracket 5 arranged to connect both ends of a roof reinforcement 4 with right and left ends of a roof side rail 2. This bracket has a load point P1 on a first tightening part W3 to be tightened with the roof side rail and a restraining point P2 on a second tightening part W4 to be tightened with the roof reinforcement. An intermediate point of length of line connecting the load point with the restraining point is positioned at a bent bottom point P3 in the recessed part displacing not in the vertical direction of the vehicle body when the vehicle causes side collision. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a structure for suppressing side collision deformation of a vehicle body, and more particularly to a structure for suppressing side collision deformation of a vehicle body that can reduce the amount of deformation into a vehicle compartment at the time of a side collision.

  Conventionally, in a car body of a car, in order to reduce the amount of deformation of the center pillar at the time of a side collision, a roof reinforcement has been provided along the vehicle width direction of the roof at the top of the car body as a support member positioned at the upper part of the center pillar. Arranged structures have been proposed.

  When applying this structure, the roof at the top of the vehicle body is usually high in the center in the vehicle width direction, but low in the periphery of both ends in the vehicle width direction. When the load is received, the roof reinforcement is subjected to a bending moment that protrudes upward in the vehicle body at the center in the vehicle width direction.

  Due to this action, in order to suppress the deformation of the roof reinforcement, the roof, the roof side rail, etc., it is necessary to provide a connecting member at the joint between the roof reinforcement and the roof side rail. A structure has been proposed (see, for example, Patent Document 1).

  Here, as a conventional example, the vehicle body superstructure of Patent Document 1 includes a roof reinforcement that is long in the vehicle width direction and is disposed at a center pillar installation site in the longitudinal direction of the vehicle body to reinforce the roof panel, and a center pillar. A roof gusset that connects the upper part of the roof and the roof reinforcement, and a stress concentrating part that is provided on the roof gusset and is weaker than other parts against bending in the vehicle width direction. Sometimes, the amount of the center pillar entering the vehicle compartment can be reduced.

  According to this vehicle body superstructure, when a load at the time of a side collision is input to the center pillar, bending moments act on the roof reinforcement and the roof gusset, respectively, and local bending (breaking) occurs in the stress concentration portion. As a result, the bending of the roof reinforcement is alleviated and the center pillar is prevented from entering the vehicle interior.

  Further, as a conventional example, as shown in a schematic cross-sectional view of FIG. 5A, a center pillar (not shown) having a structure similar to that of the member applied in the vehicle body upper structure of Patent Document 1 described above. The roof side rail inner 7 (of the roof side rail) that is located in the upper part and is provided integrally with the center pillar, and extends in the vehicle width direction on the vehicle interior side of the roof panel (not shown). As a member (connecting member) for connecting the roof reinforcement 8, a bracket 9 having a convex portion 9c having a substantially curved shape continuously between the first and second bent portions 9a and 9b is proposed. Has been.

  When the bracket 9 having this shape is applied, when a load F501 of, for example, 10 [kN] is input to the center pillar (not shown) in the vehicle width direction toward the vehicle interior during a side collision, the roof side rail A bending moment M501 acting on a load point P501 on a fastening portion W501 attached by an appropriate fastening means (not described in detail) when the bracket 9 comes into surface contact with the inner 7 and a bracket 9 on the roof reinforcement 8 Are rotating in the opposite direction to the bending moment M502 acting on the restraint point P502 on the fastening portion W502 attached by an appropriate fastening means (not described in detail) by surface contact, that is, each is counterclockwise, In the clockwise direction, each of the fastening portions W501 and W502 has a high rigidity and can sufficiently absorb the load F501. As shown in the graph of FIG. Value is reduced.

  On the other hand, as other parts of the bracket 9, the first and second bent portions 9a and 9b are deformed (bend deformation) so as to be convex toward the upper side of the vehicle body. As shown in the graph of FIG. 5B, the bent bottom point P503 (near) of the portion 9c is offset toward the upper side of the vehicle body, which is the moment direction of the bending moments M501 and M502. In addition, the moment value is maximized.

  In FIG. 5B, the “horizontal axis” represents the distance [mm] to the outside of the vehicle body with respect to the central axis of the vehicle body in the vehicle width direction, and the “vertical axis” represents the load point P501. The moment value acting on the bracket 9 based on the acting load [K501] of 10 [kN] is shown in correspondence with the above-mentioned distance [mm].

JP 2006-192998 A

  In the above-described background art, according to the vehicle body upper structure of Patent Document 1, in order to alleviate the bending of the roof reinforcement at the time of a side collision and suppress the intrusion of the center pillar into the vehicle interior, It is necessary to apply a specific bending (bending), and the amount of bending (bending) is variable based on the rigidity value of the stress concentration part, so that there is a difficulty in reducing the amount of deformation into the vehicle interior. there were.

  On the other hand, when applying the bracket 9 having the shape shown in FIG. 5A, the bending of the roof reinforcement 8 is suppressed at the time of a side collision, and the bracket 9 is used to suppress the intrusion of the center pillar into the vehicle interior. It is necessary to increase the total plastic yield strength without deformation.

  For this purpose, the thickness of the bracket 9 having a predetermined surface area must be increased, and for example, a thickness of 2.0 mm is required. Thereby, not only the increase in the mass of the upper part of the vehicle body becomes remarkable, but also the productivity of the bracket 9 is lowered.

  The present invention has been made to solve these problems, and is applied to a bracket with improved productivity with a small plate thickness that is not deformed before and after a side collision and the total plastic yield strength is reduced. An object of the present invention is to provide a vehicle body side collision deformation suppressing structure capable of reducing the amount of deformation into the room.

  In order to achieve the above-mentioned object, a side collision deformation suppressing structure for a vehicle body according to a first aspect of the present invention includes a pair of roof side rails extending in the vehicle longitudinal direction on the left and right sides in the vehicle width direction at the upper part of the vehicle body. A roof panel disposed between the pair of roof side rails, a roof reinforcement extending in the vehicle width direction on the vehicle interior side of the roof panel, and both ends of the roof reinforcement on the left and right sides of the roof side rail And a pair of brackets disposed so as to be connected to the ends. The brackets have first and second bent portions formed at the outer end and the inner end in the vehicle width direction, respectively. The first and second bent portions are disposed at different positions, and have a substantially curved concave portion continuously in the vehicle width direction over the entire length.

  According to the side collision deformation suppressing structure of the vehicle body of the first aspect as described above, the first and second bendings respectively formed on the outer end and the inner end of the bracket and disposed at different positions in the vehicle body vertical direction. Since there is a concave part between the parts, it is necessary to transfer a load exceeding the specified value input to the pillar during a side collision from the roof side rail side to the roof reinforcement side via the bracket. In the recess, a moment in the direction to cancel the bending moment in the direction that protrudes upward in the vehicle body at the center in the vehicle width direction that acts from the roof side rail side to the roof reinforcement side (cancellation moment) Will occur.

  In addition, the side collision deformation suppressing structure for a vehicle body according to the second aspect of the present invention is the first aspect of the present invention, wherein the bracket is mounted on the roof side rail in contact with the roof side rail by surface bonding. And a restraint point on the second fastening portion that is attached to the roof reinforcement by surface bonding, and the intermediate point of the line length connecting the load point and the restraint point is a recess. It is located at the bent bottom point.

  According to the side collision deformation suppressing structure of the vehicle body of the second aspect as described above, the bent bottom point of the concave portion of the bracket is not displaced in the vertical direction of the vehicle body before and after the side collision, so that the deformation of the bracket can be suppressed. it can.

  The side collision deformation suppressing structure for a vehicle body that is the third aspect of the present invention is the bracket according to the first aspect or the second aspect of the present invention, wherein the bracket connects the outer end of the bracket to the roof side rail. The inner end of the bracket is set to a position higher than the outer end side and connected to the roof reinforcement, and the second bent portion is disposed at a position higher than the first bent portion. .

  According to the side collision deformation suppressing structure of the vehicle body of the third aspect as described above, when the load is transmitted from the roof side rail side to the roof reinforcement side via the bracket, the vehicle body is disposed at different height positions. Bending (folding) is applied so that the first and second bent portions are convex toward the upper side of the vehicle body, and a bending moment due to the load acts by rotating toward the upper side of the vehicle body and inward in the vehicle width direction. become.

  Further, the side collision deformation suppressing structure for a vehicle body according to the fourth aspect of the present invention is the roof reinforcement and the bracket according to any one of the first aspect to the third aspect of the present invention. It is arrange | positioned corresponding to the position of a pair of pillar in the front-back direction.

  According to the side collision deformation suppressing structure of the vehicle body of the fourth aspect as described above, it can be applied to various and various automobiles (vehicle bodies) in which the positions of the pair of pillars are different.

  According to the side collision deformation suppressing structure for a vehicle body of the present invention, a substantially curved shape is continuously formed as a pair of brackets disposed so as to connect both ends of the roof reinforcement to the left and right ends of the pair of roof side rails. By applying the bracket having a recess, there is no deformation before and after the side collision, and the total plastic yield strength is sufficiently reduced, so that the amount of deformation of the roof reinforcement and the pillar into the passenger compartment is reduced at the time of the side collision. Not only can the thickness of the bracket having a predetermined surface area be reduced, but the mass of the bracket can be reduced, thereby reducing the mass of the upper part of the vehicle body and increasing the productivity.

FIG. 1 is a schematic perspective view showing an example of a vehicle body having a side collision deformation suppressing structure according to an embodiment of the present invention. FIG. 2 is a cross-sectional view showing the shape of the vehicle body side collision deformation suppressing structure according to the embodiment of the present invention when the vehicle body in FIG. 1 is cut along the aa plane that is the vehicle width direction. FIG. 3 is an enlarged view of a main part showing a bracket applied in the side collision deformation suppressing structure for a vehicle body according to the embodiment of the present invention. FIG. 4A is a schematic cross-sectional view showing an example of the action of the bracket applied in the vehicle body side collision deformation suppressing structure according to the embodiment of the present invention. FIG. 4B is a graph showing the moment characteristics of the bracket shown in FIG. FIG. 5A is a schematic cross-sectional view showing an example of the action of a bracket applied in the conventional example. FIG. 5B is a graph showing the moment characteristics of the bracket of FIG.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a preferred embodiment to which a vehicle body side collision deformation suppressing structure according to the present invention is applied will be described with reference to the drawings. In the drawings shown below, the arrow “FR” represents the forward direction of the vehicle body A, the arrow “UP” represents the upward direction of the vehicle body A, and the arrow “W” represents the vehicle width direction of the vehicle body A.

  The side collision deformation suppressing structure for a vehicle body according to an embodiment of the present invention is an example of the pillar of the vehicle body A as shown in the schematic perspective view of FIG. 1, and is a pair of centers arranged symmetrically in the vehicle width direction. A structure for transmitting a load from a pair of roof side rails 2 (2, 2) positioned above the pillars 1 (1, 1) to the roof panel 3 at the top of the vehicle body, the pair of center pillars 1 (1, 1) ), A pair of roof side rails 2 (2, 2), a roof panel 3, a roof reinforcement 4, and a pair of brackets 5 (5, 5).

  In addition, since the side collision deformation suppressing structure of the vehicle body according to the embodiment of the present invention is normally formed symmetrically in the vehicle width direction, the structure on one side of the left and right, here, the structure on the left side Only the normal roof which does not have an opening part in the whole roof panel 3 is applied as this side collision deformation | transformation suppression structure.

  Next, regarding a specific shape of the side collision deformation suppressing structure of the vehicle body according to the embodiment of the present invention, a shape when the vehicle body A in FIG. 1 is cut along the aa plane that is the vehicle width direction is shown. This will be described with reference to the cross-sectional view of FIG.

  In FIG. 2, the roof side rail 2 is a member (structural member) that extends in the vehicle front-rear direction on both sides in the vehicle width direction of the roof panel 3 at the upper part of the vehicle body and is disposed so as to straddle the roof panel 3. A side green flange 10b of the pillar inner 1b of the center pillar 1; a side edge flange 20a of a roof side rail outer 2a disposed integrally with the pillar outer 1a located above the pillar outer 1a of the center pillar 1; The (first) side edge flange 20b of the roof side rail inner 2b and the side edge flange 3a of the roof panel 3 are overlapped and joined, for example, have a closed cross-sectional structure in which surface joining is performed by spot welding. This joining portion is referred to as a first joining portion W1 in FIG.

  The first joint W1 has a groove extending in the longitudinal direction of the vehicle body at the boundary between the center pillar 1 (pillar inner 1b), the roof side rail 2 (roof side rail outer 2a, roof side rail inner 2b) and the roof panel 3. The so-called mohawk groove (mohawk groove structure) 6 is provided.

  The (second) side edge flange 21b of the roof side rail inner 2b is joined to the side edge flange 10c of the pillar reinforcement 1c of the center pillar 1, for example, by surface welding by spot welding. The joining portion is referred to as a second joining portion W2 in the drawing.

  Further, a predetermined number of nuts 220b for attaching the bracket 5 are joined to the upper surface of the vehicle body of the vertical wall portion 22b of the roof side rail inner 2b, here, for example, by spot welding.

  The roof reinforcement 4 is disposed between the left and right ends of the roof side rail 2 on the lower side of the vehicle body of the roof panel 3, and both ends thereof are disposed at positions that coincide with the upper end of the center pillar 1 in the longitudinal direction of the vehicle body. 3 has a closed cross-sectional structure, and the plate thickness and the height of the cross section can be appropriately set in accordance with the overhead space of the passenger in the passenger compartment (not shown).

  Further, in the roof reinforcement 4, a predetermined number of nuts 40 for attaching the bracket 5 are joined to the upper surface of the vehicle body of the side edge flange 4a, here, for example, by two, for example, spot welding.

  The bracket 5 is a member (connecting member) that connects between the roof side rail inner 2b (of the roof side rail 2) and the roof reinforcement 4 that are integrally disposed on the upper portion of the center pillar 1, for example, It is a press-formed product of a steel plate material of SPC440 and has a predetermined surface area.

  The specific shape of the bracket 5 is, as shown in the enlarged view of the main part in FIG. 3, a vertical wall portion 5a that is an outer end in the vehicle width direction and extends along the vehicle interior side surface of the roof side rail inner 2b, A lateral wall 5b along the surface (lower surface) of the interior of the vehicle interior at the bottom of the side edge flange 4a of the roof reinforcement 4 and an upper end of the vertical wall 5a. The bent portion 5c, the second bent portion 5d formed at the outer end of the lateral wall portion 5b, and the first and second bent portions 5c and 5d are continuous over the entire length. And a substantially curved recess 5e.

  Further, the vertical wall 5a of the bracket 5 is provided with a through hole 500a for inserting the bolt 50a when referring to FIGS. 2 and 3, respectively. The bolt 50a is inserted into the through hole 500a. Then, the vertical wall portion 5a is brought into surface contact with the surface of the roof side rail inner 2b along the vehicle interior side by fastening to the nut 220b via the through hole 221b formed in the roof side rail inner 2b. The attachment portion can be abutted, and this attachment portion is referred to as a first fastening portion W3 in the drawing. The number of pairs of bolts 50a and nuts 220b provided as a pair is not limited to one, but may be any number, for example, and the through holes 500a and 221b may correspond to the number of pairs. The number of is also variable.

  Further, a through hole 500b for inserting a bolt 50b is formed in the lateral wall portion 5b of the bracket 5 when referring to FIGS. 2 and 3, respectively. The bolt 50b is inserted into the through hole 500b. By tightening the nut 40 via the through hole 400 drilled in the roof reinforcement 4, the lateral wall portion 5 b is formed along the vehicle interior side surface (lower surface) at the bottom of the roof reinforcement 4. The attachment portion can be abutted, and this attachment portion is referred to as a second fastening portion W4 in FIG. Note that the number of sets of bolts 50b and nuts 40 provided in a pair is not limited to two, but may be, for example, more than one, and the through holes 500b, The number of 400 is also variable.

  The first and second bent portions 5c and 5d of the bracket 5 are set so that their height positions are different. Here, as shown in FIG. 1, since the upper part of the vehicle body is formed of a normal roof, the height of the first bent part 5c (the bent bottom point thereof) is the second bent part 5d (the bent part thereof). It is set to be lower than the height position of the bottom point).

  Further, in the bracket 5, the first fastening portion W3 has a load point P1 of a load transmitted through the center pillar 1 at the time of a side collision, and the second fastening portion W4 As shown in the schematic cross-sectional views of FIGS. 2 and 4A, the bent bottom point P3 of the recess 5e has a restraint point P2 that serves as a fulcrum for rotationally moving the bracket. It is assumed that it is located at the midpoint of the line length connecting the load point P1 and the restraint point P2 at the time of a side collision.

  In addition, in the bracket 5, the position of the load point P1 passes through the center pillar 1 from the upper end of the moving barrier used for the side collision test based on the side collision standard according to the safety standard Article 18 of the Road Transport Vehicle Law. Since this is the position where the load is transmitted, it is possible to correspond to the side collision test that reflects and reflects the actual situation of the automobile accident.

  Next, specific actions of the vehicle body having the side collision deformation suppressing structure as described above will be described below. As shown in FIG. 1, when a vehicle body A receives a side collision and a load F1 of, for example, 10 [kN] greater than a predetermined value is input to the center pillar 1, the load F1 is applied to the upper portion of the center pillar 1. It is transmitted to the center part in the front-rear direction of the located roof side rail 2 and acts to bend the roof side rail 2 toward the vehicle interior side.

  As a result, a compressed load (compressed load) acts on the roof side rail outer 2a of the roof side rail 2, a tensile load acts on the roof side rail inner 2b, and a load point P1. On the other hand, a counterclockwise bending moment M1 as shown in FIG. 4A is generated, while a clockwise bending moment M2 is generated at the restraint point P2 in a rotation direction different from that of the bending moment M1. Will do.

  Here, the first and second bent portions 5c and 5d of the bracket 5 rotate and move toward the vehicle body upper side with the restraint point P2 as a fulcrum in the initial state of the side collision, but the bent bottom of the recess 5e. A canceling moment is applied to the point P3 (near) so as to offset the shape of the bracket in the direction opposite to the upper direction of the vehicle body so as to rotate and move downward.

  By this action, as shown in the graph of FIG. 4B, the intermediate point of the line length connecting the load point P1 on the first fastening portion W3 and the restraint point P2 on the second fastening portion W4 in the bracket 5. The moment value generated at the bent bottom point P3 (near) of the recessed portion 5e located at the position of the bent portion 9c when the conventional bracket 9 is applied (see FIG. 5B) is shown. The moment value generated in (near) is sufficiently smaller than about 70 [N · mm] which is the maximum value of the conventional example.

  In addition, an increase in the moment value generated at each of the first and second bent portions 5c and 5d (near) of the bracket 5 can be sufficiently suppressed. In this way, the bracket 5 is deformed so as to be convex (bending deformation) and the maximum moment value is about 60 [N · mm] generated in the second bent portion 5d (near). As a whole, there is no deformation before and after the side collision, and the total plastic yield strength is sufficiently reduced, so that the maximum moment value is reduced by about 20%.

  Furthermore, since the first and second fastening portions W3 and W4 in the bracket 5 have high rigidity and can sufficiently absorb the load F1, the amount of deformation (bending deformation) of the center pillar 1 into the vehicle interior, The amount of deformation (bending deformation) that protrudes upward in the vehicle body at the center portion in the vehicle width direction of the roof reinforcement 4 can be reduced, and the influence on the chest and head of the occupant is mitigated.

  In FIG. 4B, the “horizontal axis” represents the distance [mm] to the outside of the vehicle body with respect to the central axis of the vehicle body A in the vehicle width direction, and the “vertical axis” represents the load point P1. The moment value acting on the bracket 5 on the basis of the load F1 of 10 [kN] acting on is expressed in correspondence with the distance [mm] described above.

In applying the bracket 5 having the above-described action, the entire bracket is not deformed before and after the side collision and the total plastic yield strength is sufficiently reduced. Therefore, the plate thickness is the plate thickness applied in the conventional example. For example, it can be press-molded so as to have a plate thickness of 1.6 mm as compared with the 2.0 mm bracket 9. Thereby, when the surface areas of the brackets 5 and 9 are respectively the same at 77 cm ² , for example, the mass of the bracket 5 is 190 g compared to the bracket 9 having a mass of 238 g, and the mass becomes smaller. It is possible to reduce the weight of the upper part of the vehicle body and to reduce the plate thickness, the productivity in press molding the bracket 5 can be improved.

  Note that the side collision deformation suppressing structure for a vehicle body according to the present invention has been described with a specific embodiment. However, the present invention is not limited to this embodiment, and any known one can be used as long as the effect of the present invention is achieved. It goes without saying that even a structure having a side collision deformation suppressing structure can be adopted.

  Specifically, in the side collision deformation suppression structure of the vehicle body according to the embodiments described above, the side collision deformation suppression structure is applied to the vehicle body A in which the upper part of the vehicle body is formed with a normal roof as shown in FIG. However, the present invention is not limited to this mode. For example, the present invention can be applied to the vehicle body having a roof structure having an opening such as a moon roof. According to this aspect, the height position of the 1st bending part 5c which the bracket 5 has is set higher than the height position of the 2nd bending part 5d.

  Further, in the structure for suppressing side collision deformation of the vehicle body according to the above-described embodiments, the center pillar 1 is applied as the pillar in the longitudinal direction of the vehicle body. However, the present invention is not limited to this. For example, the pillar is disposed at an arbitrary position in the longitudinal direction of the vehicle body, and (a pair of) roof reinforcements 4 (4, 4) and (a pair of) brackets 5 (5, 5) are arranged corresponding to the positions. It can also be provided.

  Further, the side collision deformation suppressing structure of the vehicle body according to the embodiment of the present invention has various and varied dimensions on the center plane of the vehicle body, such as a sedan type, an SUV type, and a one-box type, as long as the same effect is obtained. It can be applied to automobiles.

A: Car body 1 (1, 1): Pair of center pillars (pillars)
2 (2, 2): Pair of roof side rails 3: Roof panel 4: Roof reinforcement 5 (5, 5): Pair of brackets 5c ····· 1st bent portion 5d ··· 2nd bent portion 5e ··· depression P1 ··· load point P2 ··· restraint point P3 ···・ Bend bottom point (midpoint)

Claims (4)

A pair of roof side rails extending in the vehicle longitudinal direction on the left and right sides in the vehicle width direction at the upper part of the vehicle body, a roof panel disposed between the pair of roof side rails, and a vehicle interior side of the roof panel A roof reinforcement extending in the vehicle width direction, and a pair of brackets arranged to connect both ends of the roof reinforcement to the left and right ends of the roof side rail,
The bracket includes first and second bent portions respectively formed at the outer end and the inner end in the vehicle width direction at different positions in the vehicle body vertical direction. A side collision deformation suppressing structure for a vehicle body, characterized in that a concave portion having a substantially curved shape is continuously provided between the curved portions in the vehicle width direction over the entire length. The bracket has a load point on a first fastening portion that is attached to the roof side rail by surface joining and a constraint on a second fastening portion that is attached to the roof reinforcement by surface joining. With dots,
The side collision deformation suppressing structure for a vehicle body according to claim 1, wherein an intermediate point of a line length connecting the load point and the restraint point is located at a bent bottom point of the recess.   The bracket connects the outer end of the bracket to the roof side rail, and connects the inner end of the bracket to a position higher than the outer end side to connect to the roof reinforcement. The side collision deformation suppressing structure for a vehicle body according to claim 1 or 2, wherein the second bent portion is disposed at a position higher than the bent portion.   4. The vehicle body side according to claim 1, wherein each of the roof reinforcement and the bracket is disposed corresponding to a position of a pillar in the longitudinal direction of the vehicle body. 5. Suppression deformation suppression structure.

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