JP2012121368A - Roof side skeleton frame of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the load resistance performance of the roof side skeleton frame of an automobile.SOLUTION: The cross sectional shape of a rail outer member 17 is formed in an upward protruded shape part 21. The cross sectional shape of a rail inner member 18 is formed in a downward protruded shape part 22. A virtual plane S is tilted with a tilted angle of θ1=20° of the virtual plane S in relation to a vehicle width direction H. A contact point Po of the virtual plane S with a roof side rail 16 is the first contact point of the virtual plane S vertically descending from the upper side of the automobile with the roof side skeleton frame 13 (contact point with the contour of the cross sectional shape of the roof side skeleton frame 13). An arrow Q expresses the load applied to the contact point Po of the virtual plane S with the roof side rail 16, and the direction of the arrow Q is the direction of an orthogonal line To orthogonal to the virtual plane S. The orthogonal line To is located outside the vehicle width direction H from an area center of gravity Co.

Description

  The present invention relates to an automobile roof side skeleton frame extending from an automobile roof side rail to a front pillar.

  In automobiles, the passenger compartment is a member that extends vertically, such as a front pillar and a center pillar, a member that extends forward and backward such as a rocker and a roof side rail, a member that extends in the vehicle width direction such as a cross member and a roof center reinforcement, etc. It is formed from the member which makes the frame | skeleton of. For these members, for example, as an example of the roof side rail, a structure that enlarges the cross-sectional shape of the roof side reinforcement as much as possible to the roof side outer as in Patent Document 1 is applied, and a load acts from the outside of the vehicle. Even in this case, the strength is provided so that the deformation to the vehicle interior side can be suppressed.

JP 2003-72589 A

  One form in which a load is applied to the vehicle body from outside the vehicle is rollover (vehicle rollover). At the time of rollover, the force by the kinetic energy at the time of rollover and the weight of the vehicle act on the roof side rail which is a skeleton frame.

  The direction of the load at the time of rollover changes depending on the vehicle shape, the driving state at the time of rollover, and the passage of time, but assuming conditions that the vehicle is likely to deform by verifying the vehicle state after the accident in the real world, The following mock tests are defined as standard model cases.

  In the simulation test, the flat device is tilted with respect to the vehicle from above the vehicle and lowered toward the vehicle with a straight line perpendicular to the flat device as an axis to measure the load resistance of the roof side rail. . The inclination of the device is set so that the vehicle outer side is lowered by 20 ° when viewed from the front of the vehicle and the vehicle front side is lowered by 5 ° when viewed from the side of the vehicle.

  As shown in FIG. 5, in the conventional structure under the above conditions, a load indicated by an arrow Q (hereinafter referred to as a load Q) is formed at the contact point between the device plane S and the roof side reinforcement 2 forming the skeleton frame of the roof side rail 1. ), The following two moments are generated.

  The first moment is a load moment M2 centered on a straight line L2 connecting the position 110 of the front pillar 11 on the belt line L1 of the automobile 10 and the position 120 of the upper end of the center pillar 12 shown in FIG. It is. In general, the upper part of the belt line L1 in front view of the vehicle often has a trapezoidal shape with the belt line L1 as a base. Therefore, the straight line L2 is located on the outer side of the vehicle below the area gravity center C in FIG. Therefore, the load moment M2 is a clockwise moment about the straight line L2, and has an effect of urging the roof side reinforcement 2 toward the in-vehicle R side.

  The second moment generated by the load Q is a moment M1 centered on the area center of gravity C of the cross-sectional shape of the roof side reinforcement 2. In the conventional structure shown in FIG. 5, since the direction of the load Q applied to the contact point is directed to the vehicle interior R side with respect to the area center of gravity C, the load moment M1 is a clockwise moment.

  Due to the clockwise load moment M1 centered on the area center of gravity C and the clockwise load moment M2 centered on the straight line L2, the roof side reinforcement 2 is deformed so as to fall into the vehicle interior side. In order to keep this deformation amount to a smaller value, for example, it is conceivable to increase the strength of the roof side reinforcement 2 as a whole by increasing the thickness of the steel plate used for the roof side reinforcement 2. However, an increase in the plate thickness is an increase in the weight of the vehicle, which is not preferable because of recent social demands for fuel saving.

  An object of the present invention is to propose a structure capable of suppressing the deformation of the roof side frame without increasing the thickness of the roof side frame disposed on the roof side.

  The present invention is directed to a roof side skeleton frame extending from a roof side rail of an automobile to a front pillar. In the invention of claim 1, a virtual plane descending vertically from above an automobile is defined as a first virtual plane, and the roof side skeleton is provided. A virtual plane that crosses the frame in the vehicle width direction is a second virtual plane, an angle θ1 at which the first virtual plane intersects the vehicle width direction in the second virtual plane is 20 ° or less, and the vehicle width direction When the height decreases toward the outside, the cross-sectional shape of the roof side skeleton frame in the second virtual plane passes through a contact point where the descending first virtual plane first contacts the outer shape of the cross-sectional shape. And it is the shape formed so that the orthogonal line of the direction orthogonal to the said 1st virtual plane may exist in the vehicle width direction outer side rather than the area center of gravity of the said cross-sectional shape.

  As described above, under the conditions of the simulation test, the clockwise load moment M2 centered on the straight line L2 is a force that deforms the roof side skeleton frame to fall into the vehicle interior side in the normal vehicle shape. In the present invention, the shape of the roof side skeleton frame is set so that the direction of the clockwise load moment M1 centered on the area center of gravity C is opposite to the load moment M2, and the both sides are offset to thereby cancel the roof side skeleton. Suppresses deformation of the frame.

  The present invention has an excellent effect that deformation of the roof side skeleton frame of an automobile can be suppressed without increasing the thickness of the roof side skeleton frame disposed on the roof side.

1 shows an embodiment, (a) is a side view of an automobile. (B) is the sectional view on the AA line of Fig.1 (a). BB sectional drawing of FIG.1 (b). CC sectional view taken on the line of FIG.1 (b). The DD sectional view taken on the line of FIG.1 (b). The cross-sectional view of the conventional roof side rail.

Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1A shows the right side surface of the automobile 10, but the roof side skeleton frame on the left side surface of the automobile 10 has the same configuration as the roof side skeleton frame 13 on the right side surface. Therefore, only the configuration of the right side surface of the automobile 10 will be described below.

  As shown in FIG. 1B, the front pillar 11 is configured by joining a front pillar outer member 14 on the vehicle outer side and a front pillar inner member 15 on the R side in the vehicle. The center pillar 12 is configured by joining a center pillar outer member 122 that is an outer member of the roof side skeleton frame 13 and a center pillar inner member 121 that is an inner member of the roof side skeleton frame 13.

  The roof side rail 16 that forms the roof side skeleton frame 13 together with the front pillar 11 is configured by joining a rail outer member 17 on the vehicle outer side and a rail inner member 18 on the R side in the vehicle. The rail outer member 17 and the front pillar outer member 14 which are outer members of the roof side skeleton frame 13 are connected in a curved shape. The rail inner member 18 and the front pillar inner member 15 which are inner members of the roof side skeleton frame 13 are connected in a curved shape. A center pillar outer member 122 that is an outer member of the roof side skeleton frame 13 is connected to the rail outer member 17. The center pillar inner member 121 that is the inner member of the roof side skeleton frame 13 is connected to the rail inner member 18.

  FIG. 3 is a cross-sectional view of the vicinity of the junction with the roof side rail at the top of the front pillar 11. As shown in FIG. 3, the cross-sectional shape of the front pillar outer member 14 is formed so as to have a convex portion 19 that is convex upward. The convex portion 19 includes an upper wall portion 191, a flat side wall portion 192 connected to one side edge of the upper wall portion 191, and a flat plate side wall portion 193 connected to the other side edge of the upper wall portion 191. It is configured.

  The cross-sectional shape of the front pillar inner member 15 is formed so as to have a convex portion 20 that is convex downward. The convex part 20 includes a lower wall part 201, a side wall part 202 connected to one side edge of the lower wall part 201, and a side wall part 203 connected to the other side edge of the lower wall part 201. The upper wall portion 191 and the lower wall portion 201 face each other so as to form a gap between them.

  The height position of the connecting portion 194 between the upper wall portion 191 and the side wall portion 192 of the convex portion 19 on the virtual plane CC [the cross section taken along the line CC in FIG. It is below the height position of the connecting portion 195 between the wall portion 191 and the side wall portion 193. On the virtual plane CC as the second virtual plane, the height position of the connection portion 194 is higher than the height position of the connection portion 204 between the lower wall portion 201 and the side wall portion 203 of the convex portion 20. On the virtual plane CC, the height position of the connection portion 205 between the lower wall portion 201 and the side wall portion 202 is lower than the height position of the connection portion 204 between the lower wall portion 201 and the side wall portion 203.

  On the imaginary plane CC, a straight line connecting the base end of the side wall portion 192 and the connection portion 194 is inclined at an obtuse angle with respect to the vehicle width direction H, and the base end of the side wall portion 193 and the connection portion 195 are connected. The connecting straight line is inclined at an obtuse angle with respect to the vehicle width direction H to the vehicle outer side. On the virtual plane CC, the distance D1 between the connection part 194 and the connection part 205 is longer than the distance D2 between the connection part 195 and the connection part 204. The distance D11 between the base end of the side wall part 192 and the connection part 194 (the length of the side wall part 192 on the virtual plane CC) D11 is the distance between the base end of the side wall part 193 and the connection part 195 (virtual The length of the side wall portion 193 on the plane CC) is longer than D21.

  As shown in FIG. 2, the rail outer member 17 has a cross-sectional shape that has a convex portion 21 that is convex upward. The convex portion 21 includes an upper wall portion 211, a flat plate-like side wall portion 212 connected to one side edge of the upper wall portion 211, and a flat plate shape side wall portion 213 connected to the other side edge of the upper wall portion 211. It is configured.

  The cross-sectional shape of the rail inner member 18 is formed so as to have a convex portion 22 that protrudes downward. The convex portion 22 includes a lower wall portion 221, a side wall portion 222 connected to one side edge of the lower wall portion 221, and a side wall portion 223 connected to the other side edge of the lower wall portion 221. The upper wall portion 211 and the lower wall portion 221 face each other so as to form a gap between them.

  On the imaginary plane BB (cross section along line BB in FIG. 1B) on the paper surface in FIG. 2, the height position of the connection portion 214 between the upper wall portion 211 and the side wall portion 212 of the convex portion 21 is It is below the height position of the connection part 215 between the wall part 211 and the side wall part 213. On the virtual plane BB as the second virtual plane, the height of the connecting portion 214 is higher than the height of the connecting portion 224 between the lower wall portion 221 and the side wall portion 223 of the convex portion 22. On the virtual plane BB, the height position of the connection part 225 between the lower wall part 221 and the side wall part 222 of the convex part 22 is lower than the height position of the connection part 224 between the lower wall part 201 and the side wall part 203. It is in.

  On the virtual plane BB, a straight line connecting the base end of the side wall portion 212 and the connection portion 214 is inclined at an obtuse angle with respect to the vehicle width direction H to the vehicle outer side, and the base end of the side wall portion 213 and the connection portion 215 are connected to each other. The connecting straight line is inclined at an obtuse angle with respect to the vehicle width direction H to the vehicle outer side. On the virtual plane BB, the distance D3 between the connection part 214 and the connection part 225 is longer than the distance D4 between the connection part 215 and the connection part 224. The distance D31 between the base end of the side wall 212 and the connection 214 (the length of the side wall 212 on the virtual plane BB) D31 is the distance between the base of the side wall 213 and the connection 215 (virtual). The length of the side wall portion 213 on the plane CC is longer than D41.

As shown in FIG. 3, the front pillar outer member 14 is covered with a side outer panel 23.
As shown in FIG. 4, the rail outer member 17 is covered with a side outer panel 23, and a roof panel 24 is connected to a side edge portion of the side outer panel 23.

As shown in FIG. 3, on the virtual plane CC, the area center of gravity C1 of the cross-sectional shape of the front pillar 11 (the outer shape of the combined convex shape portions 19 and 20) V is above the straight line L2.
As shown in FIG. 2, the area center of gravity Co of the cross-sectional shape of the roof side rail 16 (the outer shape of the combined convex portions 21 and 22) W is above the straight line L2 on the virtual plane BB.

  A virtual plane S shown in FIG. 2 represents a ground contact surface when it is assumed that the vehicle rolls over. A virtual plane S as a first virtual plane descending in the vertical direction from above the automobile 10 becomes lower from the vehicle interior R side toward the vehicle outer side (going to the vehicle width direction H outer side). The angle θ1 represents the inclination angle of the virtual plane S with respect to the vehicle width direction H on the virtual plane BB, and the inclination angle θ1 is, for example, 20 °. An angle θ2 of the virtual plane S shown in FIG. 1A represents an inclination angle with respect to the vehicle width direction H in a vertical plane [paper surface in FIG. 1A] parallel to the longitudinal direction and the vertical direction of the automobile 10. Yes. The inclination angle θ2 is 5 °, for example. The inclination angle θ1 = 20 ° and the inclination angle θ2 = 5 ° of the virtual plane S are angles that are generally employed in the rollover simulation test.

  As shown in FIG. 2, the contact point Po between the virtual plane S and the roof side rail 16 is such that the virtual plane S descending in the vertical direction from above the automobile 10 first contacts the roof side skeleton frame 13 (the roof side skeleton frame). 13 is a contact point that contacts the outer shape of the cross-sectional shape. In the present embodiment, the virtual plane S is formed by the outer shape (the convex shape portion 21 and the convex shape portion 22) of the cross-sectional shape W of the roof side rail 16 on the front side of the connection portion between the center pillar 12 and the roof side rail 16. The outer shape of the cross-sectional shape W) is first contacted. The contact point Po is on the connection part 214 of the convex part 21.

  An arrow Q shown in FIG. 2 represents a load applied to the contact point Po between the virtual plane S and the roof side rail 16, and the direction of the arrow Q is a direction of an orthogonal line To orthogonal to the virtual plane S. Hereinafter, the load in the direction of arrow Q is referred to as load Q. The orthogonal line To is outside the area center of gravity Co in the vehicle width direction H.

  The load Q causes a load moment M2 centered on a straight line L2 connecting the position 110 of the front pillar 11 on the belt line L1 of the automobile 10 shown in FIG. 1A and the position 120 of the upper end of the center pillar 12. The straight line L2 is located below the area center of gravity Co in FIG. 2, and the load moment M2 (the clockwise moment in FIG. 2) centered on the straight line L2 moves the roof side rail 16 toward the in-car R side. Brings the effect of energizing.

  Further, the load Q causes a load moment Mo (a counterclockwise moment in FIG. 2) centered on the area center of gravity Co of the cross-sectional shape W of the roof side rail 16. This load moment Mo opposes the load moment M2.

  As shown in FIG. 3, it is assumed that the virtual plane S is in contact with the front pillar outer member 14 of the front pillar 11. In this case, the orthogonal line T1 passing through the contact point P1 between the virtual plane S and the front pillar outer member 14 is outside the area center of gravity C1 of the cross-sectional shape V in the vehicle width direction H.

In the present embodiment, the following effects can be obtained.
(1) The load moment Mo around the center of gravity Co has the effect of rotating the roof side rail 16 that is a part of the roof side skeleton frame 13 to the outside of the vehicle. Since this action counteracts the action of the load moment M2 that urges the roof side rail 16 that is a part of the roof side skeleton frame 13 toward the in-vehicle R side, the deformation of the roof side skeleton frame 13 is suppressed.

  (2) The configuration in which the height position of the connection portion 214 of the roof side rail 16 is higher than the height position of the connection portion 224 brings the cross-sectional shape W of the roof side rail 16 closer to a triangular shape having excellent strength, In addition, this is suitable for bringing the virtual plane S into contact with the connection portion 214 for the first time.

  (3) When the inclination angle θ2 is made larger than 5 °, the contact target with which the virtual plane S first contacts may be the front pillar 11. The configuration in which the height position of the connecting portion 194 of the front pillar 11 is higher than the height position of the connecting portion 204 is such that the cross-sectional shape V of the front pillar 11 approaches a triangular shape having excellent strength, and the virtual plane S is This is suitable for the first contact with the connecting portion 194.

  (4) The configuration in which the distance D3 between the connecting portions 214 and 225 of the roof side rail 16 is longer than the distance D4 between the connecting portions 215 and 224 is a triangular shape in which the cross-sectional shape W of the roof side rail 16 is excellent in strength. It is suitable for bringing the imaginary plane S into contact with the connection portion 214 for the first time in the shape.

  (5) The configuration in which the distance D1 between the connecting portions 194 and 205 of the front pillar 11 is longer than the distance D2 between the connecting portions 195 and 204 is such that the cross-sectional shape V of the front pillar 11 is a triangular shape having excellent strength. It is suitable for approaching. When the virtual plane S first contacts the front pillar 11, the configuration in which the distance D1 between the connecting portions 194 and 205 is longer than the distance D2 between the connecting portions 195 and 204 is obtained by connecting the virtual plane S to the connecting portion. Suitable for the first contact with 194.

  (6) The configuration in which the length D31 of the side wall 212 on the virtual plane BB is longer than the length D41 of the side wall 213 on the virtual plane CC is excellent in strength in terms of the cross-sectional shape W of the roof side rail 16. This is suitable for bringing the imaginary plane S into contact with the connection portion 214 for the first time in a triangular shape.

  (7) The configuration in which the length D11 of the side wall 192 on the virtual plane CC is longer than the length D21 of the side wall 193 on the virtual plane BB is a triangular shape in which the cross-sectional shape of the front pillar 11 is excellent in strength. It is suitable when approaching. In addition, when the virtual plane S first contacts the front pillar 11, the configuration in which the length D11 is longer than the length D21 is suitable for bringing the virtual plane S into contact with the connection portion 194 for the first time. .

In the present invention, the following embodiments are also possible.
In the above-described embodiment, the side wall portion 213 of the convex portion 21 may be eliminated.
In the embodiment described above, the side wall portion 193 of the convex portion 19 may be eliminated.

In the above-described embodiment, at least one of the side wall portions 222 and 223 of the convex portion 22 may be eliminated.
In the embodiment described above, at least one of the side wall portions 202 and 203 of the convex portion 20 may be eliminated.

-The cross-sectional shape of the convex-shaped part 21 of the roof side rail 16 may be a curve.
-The cross-sectional shape of the convex-shaped part 22 of the roof side rail 16 may be a curve.
-The cross-sectional shape of the convex-shaped part 21 of the front pillar 11 may be a curve.

-The cross-sectional shape of the convex-shaped part 22 of the front pillar 11 may be a curve.
The technical idea that can be grasped from the embodiment described above will be described below.
(B) The vehicle side roof frame according to claim 1, wherein the contact point is on the roof side rail in front of the center pillar of the vehicle.

  (B) The roof side skeleton frame is configured by combining an outer member and an inner member, and the contact point is on the outer member. The roof side skeleton frame of an automobile described in 1.

  (C) The outer member of the roof side skeleton frame includes an upper wall portion and a pair of side wall portions, and the upper wall portion and the pair of side wall portions constitute a convex portion that is convex upward. The roof side skeleton frame of an automobile according to claim 1, wherein the roof side skeleton frame is any one of the items (a) and (b).

  (D) The inner member of the roof side skeleton frame includes a lower wall portion and a pair of side wall portions, and the lower wall portion and the pair of side wall portions constitute a convex shape portion projecting downward. The roof side skeleton frame of an automobile according to any one of claims 1 and 2, (a), (b), and (c).

  (E) The angle θ1 is 20 °, The roof side skeleton frame of an automobile according to any one of the above (1), (b), (c), and (d).

  10 ... Automobile. 11 ... Front pillar. 13 ... Roof side frame. 16 ... Roof side rail. S: A virtual plane which is the first virtual plane. BB, CC: Virtual plane that is the second virtual plane. H ... Vehicle width direction. V: Cross-sectional shape. W: Cross-sectional shape. Po, P1 ... contact points. To, T1 ... orthogonal lines. Co, C1 ... area center of gravity. θ1 is the tilt angle.

Claims (1)

In the roof side skeleton frame from the roof side rail of the car to the front pillar,
A virtual plane that descends vertically from above the vehicle is a first virtual plane, a virtual plane that crosses the roof side skeleton frame in the vehicle width direction is a second virtual plane, and the first virtual plane is in the second virtual plane. When the angle θ1 intersecting with the vehicle width direction is 20 ° or less and becomes lower toward the outside in the vehicle width direction,
The cross-sectional shape of the roof side skeleton frame in the second imaginary plane passes through a contact point where the descending first imaginary plane first contacts the outer shape of the cross-sectional shape and is orthogonal to the first imaginary plane. A roof side skeleton frame of an automobile having a shape formed so that an orthogonal line in a direction to be located is outside of the area center of gravity of the cross-sectional shape in the vehicle width direction.

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