JP2013147069A - Vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body structure capable of enhancing rigidity of a vehicle body and further capable of enhancing assembling workability.SOLUTION: A vehicle body structure 12 is provided with: a first roof rail 32 extending in a vehicle width direction so as to be connectable to a front portion 28a of right and left roof side rails 28, and a second roof rail 33 arranged rearward of the vehicle body from the first roof rail 32 so as to connect the right and left roof side rails 28. The vehicle body structure 12 is provided with right and left link portions 34 linking the first roof rail 32 and the second roof rail 33. The right and left link portions 34 are provided with: a front end portion 36 connected at middle in a longitudinal direction of the first roof rail 32, and a rear end portion 37 connected at middle in a longitudinal direction of the second roof rail 33.

Description

  The present invention relates to a vehicle body structure in which a pair of roof side rails extends in the longitudinal direction of the vehicle body above both sides of the vehicle body, and the front portions of the pair of roof side rails are connected by the roof rails.

A normal vehicle is generally provided with a front roof rail at the front end of a roof, and members such as a rearview mirror, a sun visor, and a map lamp are attached to the front roof rail.
On the other hand, some vehicles desire to provide each member (room mirror, sun visor, map lamp, etc.) on the rear side of the vehicle body from the front end of the roof.

When providing each member on the vehicle body rear side from the front end of the roof, each member is disposed at a position away from the front roof rail. In the case of this vehicle, it is difficult to attach each member to the front roof rail at the front end of the roof.
Therefore, in order to provide each member (room mirror, sun visor, map lamp, etc.) on the rear side of the vehicle body from the front end of the roof, a device for attaching each member to the vehicle body structure is required.

Here, some vehicle body structures are known that have two roof rails at the rear of the roof in order to ensure the rigidity (strength) of the roof. The two roof rails are adjacent to each other in the longitudinal direction of the vehicle body, and are arranged in parallel in a state where the two adjacent roof rails are independent from each other (see, for example, Patent Document 1).
By providing the two roof rails at the front end of the roof, it is possible to provide each member (room mirror, sun visor, map lamp, etc.) on the roof rail on the vehicle rear side of the two roof rails.

Japanese Patent Laid-Open No. 01-056280 (Japanese Patent Laid-Open No. 64-056280)

In recent years, it has been required to further increase the rigidity of the front roof rail (that is, the vehicle body structure) in order to secure a vehicle interior space or to secure vibration suppression (vibration prevention) and noise suppression (sound insulation). .
However, simply applying the roof rail of Patent Document 1 to the front part of the vehicle body makes it difficult to sufficiently increase the rigidity of the vehicle body structure because the two roof rails (front roof rails) are arranged in an independent state.

Also, when two independent front roof rails are attached to a pair of roof side rails, the two front roof rails are temporarily fixed with individual temporary fixing jigs, and the two temporarily fixed front roof rails are paired. Weld to the roof side rail.
For this reason, it is necessary to temporarily fix the two front roof rails to the pair of roof side rails with the two temporary fixing jigs, and it takes time to weld the two roof rails.

  An object of the present invention is to provide a vehicle body structure that can increase the rigidity of the vehicle body structure and can further improve the assembly workability when the two front roof rails are assembled.

  The invention according to claim 1 extends in the vehicle width direction so that a pair of roof side rails provided in the upper part of both sides of the vehicle body and extending in the longitudinal direction of the vehicle body and the front portions of the pair of roof side rails can be connected. A vehicle body comprising: a first roof rail that is extended; and a second roof rail that is disposed rearward of the vehicle body from the first roof rail and that can be connected to the front portions of the pair of roof side rails by extending in the vehicle width direction. The structure includes a connecting portion for connecting the first roof rail and the second roof rail, and the connecting portion is connected to one end portion in the longitudinal direction of the first roof rail, and the length of the second roof rail. And the other end connected in the middle of the direction.

  The present invention includes a pair of corner window frames provided at the front portions of the pair of roof side rails, and the corner window frames extend in the vertical direction so that upper ends can be coupled to the front portions of the roof side rails. A front pillar that constitutes a front edge portion of the corner window frame, and is provided at the rear of the front pillar body, and is extended vertically so that an upper end thereof can be coupled to a front portion of the roof side rail. An upper end of each front pillar provided in the pair of corner window frames is connected to the first roof rail via a front portion of the roof side rail. The upper end of each sub-pillar provided in the corner window frame is connected to the second roof rail via the front portion of the roof side rail.

  According to a third aspect of the present invention, the connecting portion is provided between the first roof rail and the second roof rail on both sides with the vehicle width direction center as an axis.

  According to a fourth aspect of the present invention, the connecting portion includes an easily deformable portion that is more easily deformable than the other connecting portions at the one end portion connected to the first roof rail.

  According to a fifth aspect of the present invention, the first roof rail includes a first bottom wall provided substantially horizontally, and a first rear wall raised from a rear end of the first bottom wall, and the second roof rail is A second bottom wall provided substantially horizontally and a second front wall raised from a front end of the second bottom wall, wherein the connecting portion is provided on the first bottom wall and the second bottom wall. A connecting bottom wall provided over the pair of connecting side walls, a pair of connecting side walls that are raised from the pair of side portions in the vehicle width direction of the connecting bottom wall and provided across the first rear wall and the second front wall; The connecting bottom wall and the pair of connecting side walls are formed in a substantially U-shaped cross section to form a U-shaped cross section.

  According to a sixth aspect of the present invention, the easily deformable portion is connected to the first bottom wall and the connection bottom wall of the one end portion, and extends in a vehicle width direction at a bottom wall portion between the pair of connection side walls. An opening is provided.

  According to a seventh aspect of the present invention, the easily deformable portion includes a corner portion that connects between the first rear wall and the pair of connection side walls, and the corner portion corresponds to the pair of connection side walls of the first rear wall. A rear wall inclined portion inclined to approach the center of the cross section of the U-shaped cross section toward the rear side of the vehicle body, and the front ends of the pair of connecting side walls to be connectable to the rear wall inclined portion, And a side wall inclined portion inclined toward the side away from the center of the cross section of the U-shaped cross section toward the front of the vehicle body.

Here, the pair of connecting side walls extend in the longitudinal direction of the vehicle body. Therefore, when the pair of connecting side walls are directly communicated with the first rear wall of the first roof rail, the connecting corner portion (corner portion) between the pair of connecting side walls and the first roof rail becomes a convex corner portion from the front of the vehicle body. It becomes a site | part which cannot change easily with respect to the load (impact load).
Therefore, in claim 7, the corner portion is used as the easily deformable portion. Specifically, the corner portion includes a rear wall inclined portion and a side wall inclined portion. Further, the rear wall inclined portion was inclined so as to approach the center of the cross section of the U-shaped cross section toward the rear side of the vehicle body. Further, the side wall inclined portion was inclined toward the front side of the vehicle body toward the side away from the cross-sectional center of the U-shaped cross-sectional portion.

  An eighth aspect of the present invention is characterized in that the easily deformable portion is disposed at a position where the corner portion and the opening portion overlap in the vehicle width direction.

  According to a ninth aspect of the present invention, the connecting portion includes a bead extending in the vehicle front-rear direction between the one end portion and the other end portion of the connecting bottom wall and protruding from the connecting bottom wall. The front end is arranged behind the easily deformable portion in the vehicle body.

  In the invention which concerns on Claim 1, the front part of a pair of roof side rail was connected with the 1st roof rail. Further, the pair of roof side rails are connected by a second roof rail disposed behind the first roof rail. Furthermore, the 1st roof rail and the 2nd roof rail were integrally connected by the connection part.

Therefore, the load (impact load) input to one of the first roof rail and the second roof rail can be distributed to the other roof rail via the connecting portion. That is, one of the first roof rail and the second roof rail can be supported by the other roof rail.
Thereby, the rigidity of the vehicle body structure can be increased by sufficiently securing the rigidity of the first roof rail and the second roof rail at the connecting portion.
Therefore, it is possible to secure a space in the passenger compartment and to suppress vibration (vibration prevention) and noise suppression (soundproof).

In addition, the first roof rail and the second roof rail are integrally connected by a connecting portion, so that the first and second roof rails are temporarily fixed when the first and second roof rails are assembled to the pair of roof side rails. It can be temporarily fixed to a pair of roof side rails with a jig.
Thereby, the number of temporary fixing jigs can be reduced from two to one. By reducing the number of temporary fixing jigs, the assembly workability can be enhanced when the first and second roof rails are assembled to the pair of roof side rails.

In the invention which concerns on Claim 2, the corner window frame was each provided in the front part of a pair of roof side rail. The front edge part of a pair of corner window frame was comprised with the front pillar, and the upper end of each front pillar was connected with the 1st roof rail via the front part of the roof side rail.
Therefore, a substantially U-shaped first skeleton portion can be formed by the pair of front pillars, the front portions of the pair of roof side rails, and the first roof rail.

Furthermore, the rear edge part of a pair of corner window frame was comprised with the sub pillar, and the upper end of each sub pillar was connected with the 2nd roof rail via the front part of the roof side rail.
Therefore, the substantially U-shaped second skeleton portion can be formed by the pair of sub pillars, the front portions of the pair of roof side rails, and the second roof rail.
Thus, by forming the substantially U-shaped first skeleton part and forming the substantially U-shaped second skeleton part, the rigidity of the front upper part and the front upper part of the vehicle body structure can be increased. .

Furthermore, by connecting the first skeleton part and the second skeleton part at the connecting part, the load (impact load) input to one of the first skeleton part and the second skeleton part through the connecting part is connected to the other. Can be dispersed in the skeleton. That is, one of the first skeleton part and the second skeleton part can be supported by the other skeleton part.
Thereby, the rigidity of the vehicle body structure, particularly the rigidity (strength) of the front upper part of the vehicle body can be enhanced by sufficiently securing the rigidity of the first skeleton part and the second skeleton part.

In the invention which concerns on Claim 3, the connection part was provided in the both-sides side of the vehicle body structure. Therefore, a substantially well-shaped roof rail unit can be formed by the first roof rail, the second roof rail, and the pair of connecting portions.
Therefore, the rigidity (shape stability) of the roof rail unit can be increased. Thereby, the assembly workability | operativity at the time of attaching a roof rail unit to a pair of roof side rail can be improved further.

In the invention which concerns on Claim 4, the one end part of the connection part was connected with the 1st roof rail, and the easily deformable part was provided in the one end part of the connection part.
Therefore, when an object collides with the front window glass of the vehicle, the first roof rail, or the like from the front of the vehicle body, the first roof rail and the connecting portion are suitably deformed from the easily deformable portion as a starting point by the impact load caused by the collision. Can be absorbed.
Thus, the impact force applied to the object can be suppressed and the protection performance of the object (for example, a pedestrian) can be improved.

Furthermore, by providing an easily deformable portion at one end of the connecting portion, only the deformation permitting portion in the vicinity of the easily deformable portion of the first roof rail and the connecting portion is suitably deformed, and the rigid portion of the first roof rail and the connecting portion It can suppress that other connection parts deform.
Thereby, since it can suppress that the space in a vehicle interior deform | transforms by the rigid part of a 1st roof rail, or the other connection part of a connection part, the passenger | crew in a vehicle interior can be protected suitably.

In the invention which concerns on Claim 5, the connection part was formed in the cross-sectional substantially U shape by the connection bottom wall and a pair of connection side wall, and it was set as the U-shaped cross-section part. Therefore, the rigidity (strength) of the connecting portion can be further increased.
Thereby, among the first roof rail and the second roof rail, the load (impact load) input to one roof rail can be more suitably distributed to the other roof rail via the connecting portion. That is, one of the first roof rail and the second roof rail can be more suitably supported by the other roof rail.
Therefore, the rigidity of the vehicle body structure can be further increased by sufficiently securing the rigidity of the first roof rail and the second roof rail at the connecting portion.

In the invention which concerns on Claim 6, the opening part was provided in the easily deformable part, and the opening part was extended toward the vehicle width direction. Therefore, the easily deformable portion can be easily formed simply by forming the opening extending in the vehicle width direction.
Thereby, the protection performance of an object (for example, a pedestrian) can be obtained with a simple configuration.

Furthermore, the rigidity of the easily deformable portion can be easily changed by changing the length of the opening extending in the vehicle width direction. By changing the rigidity of the easily deformable portion, the deformation state (deformation mode) of the easily deformable portion can be adjusted.
Thereby, when an object collides with the front window glass, the first roof rail, or the like from the front of the vehicle body, the first roof rail, the connecting portion, and the like can be reliably deformed with the easily deformable portion as a starting point by the impact load due to the collision.

In the invention which concerns on Claim 7, in order to make a corner part into an easily deformable part, the rear wall inclination part and the side wall inclination part were provided in the corner part.
Further, the rear wall inclined portion is directed toward the rear side of the vehicle body, and further, the side wall inclined portion is inclined toward the side away from the cross-sectional center of the U-shaped cross-section portion with respect to the vehicle body front side.

Therefore, the corner part which becomes an easily deformable part can be formed in the shape which is easy to deform | transform with respect to the impact load from a vehicle body front or vehicle body upper direction.
Thereby, when a target object collides with a front window glass, a 1st roof rail, etc. from the vehicle body front, a corner part (easy-deformation part) can be changed suitably.
Therefore, when the object collides from the front of the vehicle body, the first roof rail and the connecting part are more reliably deformed from the easily deformable part by the impact load due to the collision, thereby protecting the object (for example, a pedestrian). Can be further improved.

In the invention which concerns on Claim 8, a corner part and an opening part, ie, an easily deformable part, were arrange | positioned in the position which overlaps in a vehicle width direction. Therefore, when an impact load is input from the front of the vehicle body or from the upper front of the vehicle body, the corner portion and the opening can be simultaneously deformed by the input impact load.
Thereby, the protection performance of the object (for example, a pedestrian) can be further improved by suitably (definitely) deforming the first roof rail, the connecting portion and the like with the easily deformable portion as a starting point by the input impact load.

In the invention which concerns on Claim 9, the rigidity (strength) of a connection part can be further improved with a bead by providing a bead between one end part and the other end part among the connection bottom walls of a connection part.
Therefore, the rigidity of the vehicle body structure can be further enhanced by sufficiently securing the rigidity of the first roof rail and the second roof rail at the connecting portion.
Thereby, since it can suppress that the space of a vehicle interior changes with a vehicle body structure, the passenger | crew in a vehicle interior can be protected suitably.

Moreover, a bead can be provided in a vehicle body back side from an easily deformable part by providing a bead between one end part and the other end part among the connection bottom walls of a connection part.
That is, the easily deformable portion can be provided on the front side of the vehicle body from the bead.
Therefore, when an object collides with the front window glass, the first roof rail, or the like from the front of the vehicle body, an impact load can be suitably input to the easily deformable portion.

Furthermore, the front end of a bead can be arrange | positioned adjacent to an easily deformable part (namely, an opening part and a corner part) by providing a bead between one end part and other end parts among the connection bottom walls of a connection part.
Therefore, stress can be concentrated on the easily deformable portion when the object collides with the front window glass or the first roof rail from the front of the vehicle body.
In this manner, by suitably inputting an impact load to the easily deformable portion and concentrating stress on the easily deformable portion, the first roof rail and the connecting portion are suitably (definitely) deformed from the easily deformable portion as a starting point, The protection performance of an object (for example, a pedestrian) can be further improved.

It is a perspective view which shows the state which looked at the vehicle provided with the vehicle body structure which concerns on this invention from the compartment side. It is a perspective view which shows the vehicle body structure which concerns on this invention. FIG. 3 is a three-part enlarged view of FIG. 2. It is a disassembled perspective view which shows the state which decomposed | disassembled the roof rail unit which concerns on this invention from a pair of roof side rail. FIG. 5 is a sectional view taken along line 5-5 of FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is an enlarged view of part 7 of FIG. 4. It is a top view which shows the left connection part of FIG. FIG. 9 is a sectional view taken along line 9-9 in FIG. 8. FIG. 10 is a cross-sectional view taken along line 10-10 in FIG. It is a top view explaining the left connection part of FIG. 8 in more detail. FIG. 9 is an enlarged view of 12 parts in FIG. 8. It is a figure explaining the example which an impact load inputs into the front upper part of the vehicle body structure which concerns on this invention from a vehicle body upper direction, and the example which an impact load inputs into the front upper part of a vehicle body structure from the vehicle body side. It is a figure explaining the example which an impact load inputs into a roof rail unit from the front of the vehicle body structure which concerns on this invention, or front upper direction. It is a figure explaining the example which deform | transforms the easily deformable part which concerns on this invention, and absorbs an impact load.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. Note that “front (Fr)”, “rear (Rr)”, “left (L)”, and “right (R)” follow the direction seen from the driver.

The vehicle body structure 12 according to the embodiment will be described.
As shown in FIG. 1, a vehicle 10 includes a vehicle body structure 12 (see also FIG. 2) that forms a space of a passenger compartment 13, a front window glass 15 provided at a front portion of the vehicle body structure 12, and left and right corner window glasses. 16, a rearview mirror 17 provided on the front upper portion of the vehicle body structure 12, left and right sun visors 18, and a map lamp 19.

The front window glass 15 is provided on the front window frame 21 of the vehicle body structure 12.
The left and right corner window glasses 16 are respectively provided on the left and right corner window frames (a pair of corner window frames) 22 of the vehicle body structure 12.
Further, the rearview mirror 17, the left and right sun visors 18, and the map lamp 19 are provided on a second roof rail 33 of a front roof rail unit (hereinafter abbreviated as a roof rail unit) 31.
The room mirror 17, the left and right sun visors 18, and the map lamp 19 are disposed above the passenger compartment 13 of the vehicle 10.

  As shown in FIG. 2, the vehicle body structure 12 includes a floor panel 23 that forms a floor, left and right side sills 24 provided on the outer side of the floor panel 23, and a front pillar 25 that is erected from the left and right side sills 24. The center pillar 26 and the rear pillar 27, the left roof side rail 28 provided in each of the left pillars 25 to 27, and the right roof side rail 28 provided in each of the right pillars 25 to 27 are provided.

That is, the left roof side rail 28 is provided on one of the upper sides of the vehicle body structure 12. Further, the right roof side rail 28 is provided on the other side above the both side portions of the vehicle body structure 12.
The left roof side rail 28 indicates one roof rail of the pair of roof side rails 28. The right roof side rail 28 indicates the other roof rail of the pair of roof side rails 28.

  The vehicle body structure 12 includes a roof rail unit 31 provided over the front portions 28 a of the left and right roof side rails 28, and a roof panel 39 mounted on the left and right roof side rails 28 and the roof rail unit 31. Yes.

  The left and right side sills 24, the left and right front pillars 25, the left and right center pillars 26, the left and right rear pillars 27, and the left and right roof side rails 28 are symmetrical members. Detailed descriptions of the members are omitted.

The front window frame 21 extends between the first roof rail 32 of the roof rail unit 31, the front pillar upper (front pillar) 25 c of the left front pillar 25, the front pillar upper 25 c of the right front pillar 25, and the left and right front pillars 25. The formed cowl box 29 (shown by an imaginary line) is formed in a substantially rectangular frame shape.
A front window glass 15 (see FIG. 1) is supported on the front window frame 21.

The roof rail unit 31 is supported by the front portions 28 a of the left and right roof side rails 28. Further, left and right corner window frames 22 are provided at the front portions 28 a of the left and right roof side rails 28.
As shown in FIG. 3, the left corner window frame 22 has a frame shape with an upper half 25a of the left front pillar 25, a front pillar upper 25c, a sub pillar 25d, a front portion 28a of the left roof side rail 28, and a front pillar lower 25e. Is formed.
A corner window glass 16 (see FIG. 1) is supported on the left corner window frame 22.

The front pillar upper 25c is a part constituting the front edge portion of the upper half portion 25a of the left front pillar 25. The front pillar upper 25c extends in the vertical direction so that an upper end 25f can be coupled to the front portion 28a of the left roof side rail 28.
The sub pillar 25d is a part constituting the rear edge of the corner window frame 22 in the upper half 25a of the left and right front pillars 25. The sub pillar 25d is provided on the rear side of the vehicle body of the front pillar upper 25c, and is extended in the vertical direction so that the upper end 25g can be coupled to the left roof side rail 28.
Since the right corner window frame 22 shown in FIG. 2 is a frame portion symmetrical to the left corner window frame 22, detailed description of the right corner window frame 22 is omitted.

  As shown in FIGS. 2 and 4, the roof rail unit 31 includes a first roof rail 32 that connects the left and right roof side rails 28, and a rear side of the first roof rail 32 that connects the left and right roof side rails 28. A second roof rail 33 and left and right connecting portions (a pair of connecting portions) 34 for connecting the first roof rail 32 and the second roof rail 33 are provided.

By connecting the first roof rail 32 and the second roof rail 33 integrally with the left and right connecting portions 34, the roof rail unit 31 is formed in a substantially well shape with the first roof rail 32, the second roof rail 33 and the left and right connecting portions 34. ing.
By forming the roof rail unit 31 in a substantially well shape, the rigidity (strength) of the roof rail unit 31 can be ensured.

Here, as an example, in the roof rail unit 31, the first roof rail 32, the second roof rail 33, and the left and right connecting portions 34 are integrally formed from a single plate material by press molding or the like.
Thereby, compared with the case where the 1st roof rail 32, the 2nd roof rail 33, and the right-and-left connection part 34 are formed with another member, the number of parts of the roof rail unit 31 can be reduced.
Further, by integrally forming the roof rail unit 31 from a single plate material by press molding or the like, the process of assembling the members 32, 33, 34, 34 to the roof rail unit 31 can be eliminated, so that the assembly workability is facilitated. I can plan.

The first roof rail 32 extends in the vehicle width direction so that the front portion 28a of the left roof side rail 28 and the front portion 28a of the right roof side rail 28 are connectable.
Specifically, the first roof rail 32 is formed in a curved shape so that the center portion in the vehicle width direction slightly bulges toward the front of the vehicle body.

The upper ends 25f of the left and right front pillar uppers 25c are connected to the front portions 28a of the left and right roof side rails 28, respectively.
Therefore, the upper end 25 f of the left front pillar upper 25 c is connected to the left end 32 a of the first roof rail 32 via the front portion 28 a of the left roof side rail 28.
Further, the upper end 25 f of the right front pillar upper 25 c is connected to the right end 32 b of the first roof rail 32 via the front portion 28 a of the right roof side rail 28.
Thereby, the left and right front pillar uppers 25 c, the front portions 28 a of the left and right roof side rails 28, and the first roof rail 32 form a substantially U-shaped first skeleton portion 42.

Further, the lower half 25 b of the left front pillar 25 is connected to the front end 24 a of the left side sill 24. Further, the lower half 25 b of the right front pillar 25 is connected to the front end 24 a of the right side sill 24. The left and right side sills 24 are connected by a floor panel 23.
Accordingly, the first frame portion 42, the lower half portion 25 b of the left front pillar 25, the lower half portion 25 b of the right front pillar 25, and the floor panel 23 form a substantially ring-shaped first annular skeleton portion 41.

  As shown in FIG. 5, the first roof rail 32 includes a first bottom wall 51 provided substantially horizontally and a first front raised from the front end 51a of the first bottom wall 51 in an inclined manner toward the front of the vehicle body. A wall 52, a first front flange 53 protruding from the upper end 52a of the first front wall 52 toward the front of the vehicle body, and a rear end 51b of the first bottom wall 51 are inclined upward from the vehicle body. The first rear wall 54 and a first rear flange 55 projecting from the upper end 54a of the first rear wall 54 toward the rear of the vehicle body are provided.

  The first roof rail 32 is formed of a first bottom wall 51, a first front wall 52 and a first rear wall 54 in a substantially U-shaped cross section. Further, the first roof rail 32 is formed in a substantially hat shape in cross section by a first bottom wall 51, a first front wall 52, a first rear wall 54, a first front flange 53 and a first rear flange 55.

As shown in FIGS. 2 and 4, the second roof rail 33 is disposed behind the first roof rail 32 in the vehicle body. The second roof rail 33 is connected to the left and right roof side rails 28 by extending in the vehicle width direction.
An upper end 25g of the left sub-pillar 25d is connected to the front portion 28a of the left roof side rail 28. Further, the upper end 25 g of the right sub-pillar 25 d is connected to the front portion 28 a of the right roof side rail 28.

Therefore, the upper end 25 g of the left sub-pillar 25 d is connected to the left end 33 a of the second roof rail 33 via the front portion 28 a of the left roof side rail 28.
Further, the upper end 25 g of the right sub-pillar 25 d is connected to the right end 33 b of the second roof rail 33 via the front portion 28 a of the right roof side rail 28.
As a result, a substantially U-shaped second skeleton 45 is formed by the left and right sub-pillars 25d, the front portions 28a of the left and right roof side rails 28, and the second roof rail 33.

Furthermore, as described above, the lower half 25b of the left front pillar 25 is connected to the front end 24a of the left side sill 24, and the lower half 25b of the right front pillar 25 is connected to the front end 24a of the right side sill 24. The left and right side sills 24 are connected by a floor panel 23.
Therefore, the second frame portion 45, the lower half portion 25b of the left front pillar 25, the lower half portion 25b of the right front pillar 25, and the floor panel 23 form a substantially ring-shaped second annular skeleton portion 44.

  As shown in FIG. 6, the second roof rail 33 includes a second bottom wall 61 provided substantially horizontally and a second front raised from the front end 61 a of the second bottom wall 61 in an inclined manner toward the front of the vehicle body. A wall 62, a second front flange 63 projecting from the upper end 62a of the second front wall 62 toward the front of the vehicle body, and a rear end 61b of the second bottom wall 61 are inclined upward from the vehicle body. The second rear wall 64 and a second rear flange 65 projecting from the upper end 64a of the second rear wall 64 toward the rear of the vehicle body.

  The second roof rail 33 is formed by a second bottom wall 61, a second front wall 62, and a second rear wall 64 in a substantially U-shaped cross section. Further, the second roof rail 33 is formed in a substantially hat shape in cross section by the second bottom wall 61, the second front wall 62, the second rear wall 64, the second front flange 63 and the second rear flange 65.

As shown in FIG. 2, a substantially U-shaped first skeleton portion 42 and a substantially U-shaped second skeleton portion 45 are formed in the vehicle body structure 12.
Therefore, the rigidity of the front upper part (that is, the rail unit) 31 and the front upper side part (that is, the front part of the left and right roof side rails 28) 28a of the vehicle body structure 12 can be increased.
Furthermore, a substantially ring-shaped first annular skeleton portion 41 was formed in the vehicle body structure 12, and a substantially square-shaped second annular skeleton portion 44 was formed.
Therefore, the rigidity of the front upper part (that is, the rail unit) 31 and the front upper part (that is, the front part of the left and right roof side rails 28) 28a of the vehicle body structure 12 can be further increased.

As shown in FIG. 4, the left and right connecting portions 34 are disposed between the first roof rail 32 and the second roof rail 33 so as to face in the vehicle longitudinal direction. Further, the left and right connecting portions 34 are provided at predetermined intervals on the left and right sides (both side portions) of the vehicle body structure 12 with the vehicle width direction center 67 as an axis.
That is, the left connecting portion 34 includes a portion 32c near the left end 32a in the longitudinal direction of the first roof rail 32 (in the middle of the longitudinal direction) 32c and a portion near the left end 33a in the longitudinal direction of the second roof rail 33 (in the middle of the longitudinal direction) 33c. It is connected to.
The right connecting portion 34 is connected to a portion 32d near the right end 32b in the longitudinal direction of the first roof rail 32 (middle in the longitudinal direction) and a portion 33d near the right end 33b of the second roof rail 33 (middle in the longitudinal direction) 33d. Yes.

As shown in FIGS. 7 and 8, the left connecting portion 34 includes a connecting portion main body 35 disposed between the first roof rail 32 and the second roof rail 33, and a front end portion provided at a front end 35 a of the connecting portion main body 35 ( One end portion 36 and a rear end portion (other end portion) 37 provided at the rear end 35 b of the connecting portion main body 35 are provided.
Hereinafter, the connecting portion main body 35 and the rear end portion 37 are collectively referred to as a rigid portion (another connecting portion) 38 of the left connecting portion 34.

The front end portion 36 is connected to a portion 32 c near the left end 32 a in the longitudinal direction of the first roof rail 32. The rear end portion 37 is connected to a portion 33 c near the left end 33 a in the longitudinal direction of the second roof rail 33.
Therefore, the left connecting portion 34 is connected to the first roof rail 32 and the second roof rail 33 in a state of extending in the longitudinal direction of the vehicle body.
Specifically, the left connecting portion 34 is inclined at an inclination angle θ with respect to the longitudinal direction of the vehicle body so as to gradually spread outward from the rear end portion 37 toward the front end portion 36 in the vehicle width direction.

  As shown in FIGS. 9 and 10, the connecting portion main body 35 includes a connecting main body bottom wall 71 disposed between the first bottom wall 51 and the second bottom wall 61 and the connecting main body bottom wall 71 in the vehicle width direction. Inner and outer connection main body side walls 72 and 74 raised from the inner and outer side portions 71 a and 71 b, an inner connection flange 73 projecting inward from an upper end 72 a of the inner connection main body side wall 72, and an outer connection main body side wall 74. And an outer connecting flange 75 projecting outward from the upper end 74a.

The connection main body bottom wall 71 has a bottom wall front side portion 71 c connected to the first bottom wall 51 flush with a front connection bottom wall 77 of the front end portion 36. Further, the connection main body bottom wall 71 has a bottom wall rear side portion 71 d connected to the second front wall 62 via a rear connection bottom wall 78 of the rear end portion 37.
The bottom wall rear side portion 71d is connected to the second front wall 62 via the rear connection bottom wall 78, so that the bottom wall rear side portion 71d is connected to the second bottom wall 61 via the step portion 81. .
A connecting bottom wall 34 a of the left connecting portion 34 is formed by the connecting main body bottom wall 71, the front connecting bottom wall 77 and the rear connecting bottom wall 78.
The connection bottom wall 34 a is provided across the first bottom wall 51 and the second bottom wall 61.

Here, the second roof rail 33 has a ridge line (convex corner) 66 formed at the intersection of the second front wall 62 and the second bottom wall 61.
Therefore, by connecting the bottom wall rear side portion 71d to the second bottom wall 61 via the step portion 81, a portion of the second roof rail 33 to which the left connecting portion 34 is connected (that is, a portion closer to the left end 33a). ) The ridgeline 66 can be left (provided) at 33c.
Thereby, since the ridgeline 66 which continues over the whole region of the 2nd roof rail 33 can be provided, the rigidity (strength) of the 2nd roof rail 33 is fully securable.

The connection main body bottom wall 71 includes a bead 83 between the bottom front wall portion 71 c and the bottom wall rear side portion 71 d of the connection main body bottom wall 71.
The bead 83 is a portion for reinforcement that extends in the longitudinal direction of the vehicle body and protrudes (bulges) upward from the connecting main body bottom wall 71.
By providing the bead 83 between the bottom wall front side portion 71 c and the bottom wall rear side portion 71 d of the connection main body bottom wall 71, the bead 83 can increase the rigidity (strength) of the left connection portion 34.

Further, the bead 83 has a front end 83a disposed behind the easily deformable portion 85 (that is, the opening 86 and the corner portion 87).
Therefore, the front end 83 a of the bead 83 is disposed adjacent to the easily deformable portion 85.
The easily deformable portion 85 (the opening 86 and the corner portion 87) will be described in detail later.

As shown in FIG. 11, the inner and outer connecting main body side walls 72, 74 extend in the longitudinal direction of the vehicle body and are provided between the first rear wall 54 and the second front wall 62.
The front end of the inner connection main body side wall 72 is connected to the first rear wall 54 (specifically, the inner rear wall inclined portion 91) via the front inner wall inclined portion 93 of the front end portion 36.
Furthermore, the rear end of the inner connection main body side wall 72 is connected to the second front wall 62 via the rear inner wall inclined portion 94 of the rear end portion 37.

An inner connection side wall (one of a pair of connection side walls) 34b of the left connection portion 34 is formed by the inner connection main body side wall 72, the front inner wall inclination portion 93, and the rear inner wall inclination portion 94.
The inner connecting side wall 34 b is provided across the first rear wall 54 and the second front wall 62.
The inner connection side wall 34b is raised from an inner side (one side) 34d of inner and outer side portions (a pair of side portions) 34d and 34e in the vehicle width direction of the connection bottom wall 34a.

The front end of the outer connection main body side wall 74 is connected to the first rear wall 54 (specifically, the outer rear wall inclined portion 92) via the front outer wall inclined portion 95 of the front end portion 36.
Further, the rear end of the outer connection main body side wall 74 is connected to the second front wall 62 via the rear outer wall inclined portion 96 of the rear end portion 37.

The outer connecting main body side wall 74, the front outer wall inclined portion 95 and the rear outer wall inclined portion 96 form an outer connecting side wall (the other of the pair of connecting side walls) 34 c of the left connecting portion 34.
The outer connecting side wall 34 c is provided across the first rear wall 54 and the second front wall 62.
The outer connecting side wall 34c is raised from the outer side 34e (the other) of the inner and outer side portions (a pair of side portions) 34d and 34e in the vehicle width direction of the connecting bottom wall 34a.

As shown in FIGS. 8 and 9, the connecting portion main body 35 has a connecting main body bottom wall 71 and inner and outer connecting main body side walls 72 and 74 formed in a substantially U-shaped cross section. The front end portion 36 has a front connecting bottom wall 77, a front inner wall inclined portion 93, and a front outer wall inclined portion 95 formed in a substantially U-shaped cross section. Further, the rear end portion 37 has a rear connection bottom wall 78, a rear inner wall inclined portion 94, and a rear outer wall inclined portion 96 formed in a substantially U-shaped cross section.
Thus, the connecting portion main body 35, the front end portion 36, and the rear end portion 37 are each formed in a substantially U-shaped cross section.

Therefore, the left connecting portion 34 is formed in a U-shaped cross section by the connecting bottom wall 34a, the inner connecting side wall 34b, and the outer connecting side wall 34c shown in FIG.
By configuring the left connecting portion 34 to have a U-shaped cross section, the rigidity (strength) of the left connecting portion 34 can be further increased.
The right connecting portion 34 is a member that is symmetrical to the left connecting portion 34 and will not be described in detail below.

As described above, the first roof rail 32 and the second roof rail 33 are connected to the left and right connecting portions 34 (see FIG. 4 for the right connecting portion 34) integrally (substantially well), and the left and right connecting portions 34 are connected to each other. The rigidity (strength) of the left and right connecting portions 34 is increased as a U-shaped cross section.
Therefore, the load (impact load) input to one of the first roof rail 32 and the second roof rail 33 can be suitably distributed to the other roof rail via the left and right connecting portions 34.
That is, one of the first roof rail 32 and the second roof rail 33 can be supported by the other roof rail.

Specifically, the load input to the first roof rail 32 can be suitably distributed to the second roof rail 33 via the left and right connecting portions 34. Further, the load input to the second roof rail 33 can be suitably distributed to the first roof rail 32 through the left and right connecting portions 34.
That is, the first roof rail 32 can be supported by the second roof rail 33 via the left and right connecting portions 34. Further, the second roof rail 33 can be supported by the first roof rail 32 via the left and right connecting portions 34.

Therefore, the rigidity of the roof rail unit 31 (that is, the vehicle body structure 12) can be increased by sufficiently securing the rigidity of the first roof rail 32 and the second roof rail 33 by the left and right connecting portions 34.
Therefore, the space of the vehicle compartment 13 shown in FIG. 2 can be secured, and vibration suppression (anti-vibration) and noise suppression (soundproof) can be ensured.

Further, as shown in FIG. 2, the first skeleton part 42 and the second skeleton part 45 are connected by the left and right connecting parts 34. Therefore, the load input to one of the first skeleton portion 42 and the second skeleton portion 45 can be dispersed to the other skeleton portion via the left and right connecting portions 34.
That is, one skeleton part of the first skeleton part 42 and the second skeleton part 45 can be supported by the other skeleton part.
Thus, the rigidity of the first skeleton part 42 and the second skeleton part 45 can be sufficiently ensured to increase the rigidity of the vehicle body structure 12, particularly the rigidity (strength) of the front upper part of the vehicle body.

Also, as shown in FIG. 4, the first roof rail 32 and the second roof rail 33 are integrally connected by the left and right connecting portions 34, so that the first roof rail 32, the second roof rail 33 and the left and right connecting portions 34 A mold roof rail unit 31 is formed.
Therefore, by temporarily fixing the roof rail unit 31 to the left and right roof side rails 28 with a temporary fixing jig, the first and second roof rails 32 and 33 are temporarily fixed to the left and right roof side rails 28 with one temporary fixing jig. Can be fixed.

That is, it is not necessary to temporarily fix the first rail 32 and the second rail 33 to the left and right roof side rails 28 using individual temporary fixing jigs.
Thereby, the number of temporary fixing jigs used when assembling the first and second roof rails 32 and 33 to the left and right roof side rails 28 can be reduced from two to one.
By reducing the number of temporary fixing jigs, it is possible to improve the assembly workability when the first and second roof rails 32 and 33 are assembled to the left and right roof side rails 28.

In addition, by forming the roof rail unit 31 integrally in a substantially well shape, the rigidity (shape stability) of the roof rail unit 31 can be further increased.
Thereby, the handleability (handling property) when the roof rail unit 31 is assembled to the left and right roof side rails 28 is further facilitated, and the assembling workability can be further enhanced.

As shown in FIGS. 10 and 12, the left connecting portion 34 is provided with the aforementioned easily deformable portion 85 at the front end portion 36.
The easily deformable portion 85 includes an opening portion 86 and a corner portion 87, and is arranged at a position where the corner portion 87 and the opening portion 86 overlap in the vehicle width direction (arrow A direction).
Thus, by providing the easily deformable portion 85 at the front end portion 36 of the left connecting portion 34, the deformation allowing portion 101 (see FIG. 10) near the easily deformable portion 85 is compared with the rigid portion 38 of the left connecting portion 34. It is easily deformed.
The deformation | transformation permission part 101 is a site | part of the easily deformable part 85 vicinity among the 1st roof rail 32, the left connection part 34, etc. FIG.

The opening 86 is a long hole formed so as to extend in the vehicle width direction (arrow A direction) at the bottom wall portion 77a of the front connecting bottom wall 77.
The bottom wall portion 77 a is a portion of the front connecting bottom wall 77 to which the first bottom wall 51 and the front connecting bottom wall 77 are connected and between the front and inner side wall inclined portions 93 and 95.
Specifically, the opening 86 is inclined at an inclination angle θ with respect to the vehicle width direction (arrow A direction) so as to be gradually inclined forward from the inner end 86a toward the outer end 86b.

Thus, the easily deformable portion 85 can be easily formed simply by forming the opening 86 so as to extend in the vehicle width direction.
Furthermore, the rigidity of the easily deformable portion 85 can be easily changed by changing the length dimension L of the opening 86 extending in the vehicle width direction. By changing the rigidity of the easily deformable portion 85, the deformation state (deformation mode) of the easily deformable portion 85 can be adjusted.
Thus, when an object collides with the front window glass 15, the first roof rail 32, or the like from the front of the vehicle body, the deformation allowing portion 101 (see FIG. 10) near the easily deformable portion 85 is reliably started from the easily deformable portion 85. Can be deformed.

Here, the inner and outer connecting side walls 34b, 34c extend in the longitudinal direction of the vehicle body. Therefore, when the inner and outer connecting side walls 34b and 34c are directly communicated with the first rear wall 54 of the first roof rail 32, the connecting corner portion (corner portion) between the inner and outer connecting side walls 34b and 34c and the first roof rail 32 is It becomes a convex corner and becomes a portion that is difficult to deform with respect to a load (impact load) F1 from the front of the vehicle body.
Therefore, the corner portion 87 is interposed between the first rear wall 54 and the inner and outer connecting main body side walls 72 and 74, and the corner portion 87 is used as a part of the easily deformable portion 85.

The corner portion 87 is formed to connect the first rear wall 54 and the inner and outer connecting main body side walls 72 and 74.
Specifically, the corner portion 87 includes inner and outer rear wall inclined portions (rear wall inclined portions) 91 and 92 provided on the first rear wall 54 and front inner wall inclined portions (side walls provided on the inner connection main body side wall 72). An inclined portion) 93 and a front outer wall inclined portion (side wall inclined portion) 95 provided on the outer connection main body side wall 74.

The inner and outer rear wall inclined portions 91 and 92 have U-shaped cross-section portions (connecting portions) facing portions of the first rear wall 54 corresponding to the inner and outer connecting side walls 34b and 34c (see FIG. 11) toward the rear side of the vehicle body. ) 34 is a portion inclined in a curved shape so as to approach the center 98 of the cross section.
The front inner wall inclined portion 93 is a portion inclined in a curved shape toward the side away from the cross-sectional center 98 from the front end 72b of the inner connection main body side wall 72 toward the front of the vehicle body so as to be connectable to the inner rear wall inclined portion 91. .
The front outer wall inclined portion 95 is a portion inclined in a curved shape toward the side away from the cross-sectional center 98 from the front end 74b of the outer connection main body side wall 74 toward the front of the vehicle body so as to be connectable to the outer rear wall inclined portion 92. .

Accordingly, the corner portion 87 is inclined in a curved shape so as to gradually spread from the front end 72b and the front end 74b toward the first rear wall 54 in front of the vehicle body.
Thereby, the corner part 87 is formed in the shape which is easy to deform | transform with respect to the impact load F1 from a vehicle body front or the vehicle body front upper direction.

As described above, the opening portion 86 and the corner portion 87 are provided as the easily deformable portion 85 at the front end portion 36 of the left connecting portion 34.
Therefore, when an object collides with the front window glass 15 (see FIG. 1) of the vehicle 10 or the first roof rail 32 from the front of the vehicle body, the deformation allowance portion 101 in the vicinity of the easy deformation portion 85 is used as the starting point. The impact force F1 can be absorbed by being suitably deformed.
Thus, the impact force F1 applied to the object can be suppressed and the protection performance of the object (for example, a pedestrian) can be improved.

In particular, the corner portion 87 is inclined so as to gradually spread toward the front of the vehicle body, thereby forming a shape that is easily deformed with respect to the impact load F1 from the front of the vehicle body or the front upper side of the vehicle body.
Accordingly, when an object collides with the front window glass 15 (see FIG. 1), the first roof rail 32, or the like from the front of the vehicle body, the corner portion 87 is suitably deformed to protect the object (for example, a pedestrian). The performance can be further improved.

Furthermore, the corner part 87 and the opening part 86 are arrange | positioned in the position which overlaps in a vehicle width direction (arrow A direction).
Therefore, when an object collides with the front window glass 15 (see FIG. 1), the first roof rail 32, or the like from the front of the vehicle body and the impact load F1 is input from the front of the vehicle body or from the upper front of the vehicle body, The part 87 and the opening 86 can be deformed simultaneously.

Thereby, the deformation | transformation permission part 101 near the easily deformable part 85 can be suitably (definitely) deformed from the easily deformable part 85 by the input impact load F1.
In this manner, the protection performance of the object (for example, a pedestrian) can be further improved by suitably deforming the deformation allowing part 101 with the easily deformable part 85 as a starting point.

Further, by providing a bead 83 between the front end portion 36 and the rear end portion 37 in the connection main body bottom wall 71 of the left connection portion 34, the bead 83 is provided on the vehicle body rear side from the easily deformable portion 85.
That is, the easily deformable portion 85 can be provided on the front side of the vehicle body from the bead 83.
Therefore, when an object collides with the front window glass 15 (see FIG. 1), the first roof rail 32, or the like from the front of the vehicle body, the impact load F1 can be suitably input to the easily deformable portion 85.

Furthermore, by providing the bead 83 between the front end portion 36 and the rear end portion 37 in the connecting main body bottom wall 71 of the left connecting portion 34, the front end 83a of the bead 83 is easily deformable portion 85 (that is, the opening 86 and the corner portion). 87).
Therefore, stress can be concentrated on the easily deformable portion 85 when an object collides with the front window glass 15 or the first roof rail 32 from the front of the vehicle body.
As described above, by suitably inputting the impact load F1 to the easily deformable portion 85 and concentrating the stress on the easily deformable portion 85, the deformation permitting portion 101 is suitably (definitely) deformed starting from the easily deformable portion 85. The protection performance of an object (for example, a pedestrian) can be further improved.

In addition, as shown in FIGS. 8 and 10, by including the easily deformable portion 85 at the front end portion 36 of the left connecting portion 34, only the deformation allowing portion 101 near the easily deformable portion 85 can be suitably deformed. .
On the other hand, deformation of the rigid portion 102 of the first roof rail 32 and the rigid portion 38 of the left connecting portion 34 can be suppressed.
Similar to the rigid portion 38, the rigid portion 102 is formed so as not to be deformed as compared to the deformation allowing portion 101 in the vicinity of the easily deformable portion 85.
Therefore, it is possible to prevent the space in the vehicle interior 13 (see FIG. 1) from being deformed by the rigid portion 102 of the first roof rail 32 and the rigid portion 38 of the left connecting portion 34. Thus, the passenger | crew in the compartment 13 can be protected suitably by suppressing that the inside of the compartment 13 deform | transforms.

In addition, by providing the bead 83 between the front end portion 36 and the rear end portion 37 of the connection main body bottom wall 71, the rigidity (strength) of the left connection portion 34 is further enhanced by the bead 83.
Therefore, the rigidity of the vehicle body structure 12 can be sufficiently increased by sufficiently securing the rigidity of the first roof rail 32 and the second roof rail 33 with the left and right connecting portions 34.
Thereby, since it can suppress that the space in the compartment 13 (refer FIG. 1) is deform | transformed by the vehicle body structure 12, the passenger | crew in the compartment 13 can be protected more suitably.
Furthermore, vibration suppression (anti-vibration) and noise suppression (sound-proof) can be further ensured by sufficiently increasing the rigidity of the vehicle body structure 12.

  Next, an example in which an impact load is input to the front upper part (ie, rail unit) 31 of the vehicle body structure 12 from above the vehicle body, or the front upper part of the vehicle body structure 12 (ie, the front part of the left and right roof side rails 28) 28a. An example in which an impact load is input from the side of the vehicle body will be described with reference to FIG.

As shown in FIG. 13, it is conceivable that the impact load F2 acts on the front upper part (rail unit) 31 of the vehicle body structure 12 as shown by the arrow from above.
Further, it is conceivable that the impact load F3 acts on the front upper portion (front portion of the left and right roof side rails 28) 28a of the vehicle body structure 12 from the side as indicated by an arrow.

  Accordingly, the left and right front pillar uppers 25c, the front portions 28a of the left and right roof side rails 28, and the first roof rail 32 form a substantially U-shaped first skeleton portion 42. Further, the first frame portion 42, the lower half portion 25 b of the left front pillar 25, the lower half portion 25 b of the right front pillar 25, and the floor panel 23 formed a substantially ring-shaped first annular skeleton portion 41.

The left and right sub-pillars 25d, the front portions 28a of the left and right roof side rails 28, and the second roof rail 33 form a substantially U-shaped second skeleton 45. Further, the second frame portion 45, the lower half portion 25 b of the left front pillar 25, the lower half portion 25 b of the right front pillar 25, and the floor panel 23 formed a substantially ring-shaped second annular skeleton portion 44.
Thereby, the rigidity (strength) of the roof rail unit 31 of the vehicle body structure 12 is enhanced.

In addition, the first skeleton part 42 and the second skeleton part 45 are connected by the left and right connecting parts 34, and the left and right connecting parts 34 are provided with reinforcing beads 83.
Therefore, when the impact load F2 is input to the roof rail unit 31 from above as indicated by the arrow, the impact load F2 input to one of the first skeleton portion 42 and the second skeleton portion 45 is input to the left and right connecting portions 34. And can be dispersed in the other skeleton.

Further, when an impact load F3 is input to the front portions 28a of the left and right roof side rails 28 from the side as indicated by arrows, the load input to one of the first skeleton portion 42 and the second skeleton portion 45. Can be dispersed in the other skeleton through the left and right connecting portions 34.
That is, when the impact load F2 or the impact load F3 is input, one of the first skeleton part 42 and the second skeleton part 45 can be supported by the other skeleton part.
Thereby, the rigidity (strength) of the roof rail unit 31 of the vehicle body structure 12 is further enhanced.

Thus, by increasing the rigidity (strength) of the roof rail unit 31 of the vehicle body structure 12, when the impact load F2 is input to the roof rail unit 31, or the impact load F3 is input to the front portions 28a of the left and right roof side rails 28. When it does, it can prevent that the roof rail unit 31 deform | transforms into the compartment 13 side.
Thereby, since it can suppress that the space in the compartment 13 deform | transforms with the vehicle body structure 12, the passenger | crew in the compartment 13 can be protected further suitably.

  Next, an example in which an impact load is input to the roof rail unit 31 from the front or upper front of the vehicle body structure 12 will be described with reference to FIGS. 14 and 15.

As shown in FIG. 14A, it is conceivable that an object collides with the front window glass 15 (see FIG. 1), the first roof rail 32, or the like from the front or upper front of the vehicle body structure 12.
When the object collides, the impact load F4 is input to the first roof rail 32.

Therefore, as shown in FIG. 14B, an opening 86 and a corner portion 87 are arranged at the front end portion 36 of the left connecting portion 34 as an easily deformable portion 85 at a position overlapping the vehicle width direction (arrow A direction).
In addition, the front end 83a of the bead 83 is adjacent to the rear side of the vehicle body of the easily deformable portion 85 so that stress is concentrated on the easily deformable portion 85.
Further, the corner portion 87 is inclined so as to gradually spread toward the front of the vehicle body, so that the corner portion 87 is easily deformed with respect to the impact load F4 from the front of the vehicle body or the front upper side of the vehicle body.

  As shown in FIG. 15A, when an object collides with the front window glass 15 (see FIG. 1), the first roof rail 32, or the like from the front or upper front of the vehicle body structure 12, the first roof rail 32 is moved forward of the vehicle body. The impact load F4 is input from the front upper side of the vehicle body.

As shown in FIG. 15B, when the impact load F4 is input to the first roof rail 32 from the front of the vehicle body or from the front upper side of the vehicle body, only the deformation allowing portion 101 near the easily deformable portion 85 can be suitably deformed. .
Thereby, the deformation | transformation permission part 101 near the easily deformable part 85 can absorb the impact load F4, and can further improve the protection performance of a target object (for example, a pedestrian).

On the other hand, when the impact load F4 is input, it is possible to suppress deformation of the rigid portion 102 (see FIG. 14B) of the first roof rail 32 and the rigid portion 38 of the left connecting portion 34.
Therefore, it is possible to prevent the space in the vehicle interior 13 (see FIG. 1) from being deformed by the rigid portion 102 of the first roof rail 32 and the rigid portion 38 of the left connecting portion 34. Thus, the passenger | crew in the compartment 13 can be protected suitably by suppressing that the inside of the compartment 13 deform | transforms.

The vehicle body structure according to the present invention is not limited to the above-described embodiments, and can be changed or improved as appropriate.
For example, in the above-described embodiment, an example in which the opening 86 and the corner portion 87 are provided as the easily deformable portion 85 has been described. However, the present invention is not limited to this. It is also possible to provide only.

Even when the easily deformable portion 85 includes only the opening 86, the deformation allowing portion 101 in the vicinity of the easily deformable portion 85 is suitably deformed from the easily deformable portion 85 to absorb the impact force and the object (eg, pedestrian). The protection performance can be improved.
Further, even when the easily deformable portion 85 includes only the corner portion 87, the deformation permitting portion 101 in the vicinity of the easily deformable portion 85 is suitably deformed from the easily deformable portion 85 to absorb the impact force, and the object (eg, walking The protection performance of the person) can be improved.

Moreover, although the said Example demonstrated the example which shape | molds the roof rail unit 31 integrally from one board | plate material by press molding etc., it is not limited to this.
For example, the first roof rail 32, the second roof rail 33, and the left and right connecting portions 34 may be formed of individual members, and the members 32, 33, 34, and 34 may be connected together.

Furthermore, although the said Example demonstrated the example which connected the 1st roof rail 32 and the 2nd roof rail 33 integrally by the connection part 34 on either side, it is not limited to this.
For example, the first roof rail and the second roof rail 33 can be integrally connected by one connecting portion 34 or two or more connecting portions.

  In the above embodiment, the example in which the bead 83 of the connecting portion 34 protrudes (bulges) upward from the connecting main body bottom wall 71 has been described. It is also possible to project downward from 71.

  Furthermore, although the example which formed the opening part 86 in the long hole was demonstrated in the said Example, it is not restricted to this, It is also possible to form the opening part 86 in other shapes, such as a rectangle.

  Moreover, although the example which provided the roof rail unit 31 in the front part 28a of the left and right roof side rail 28 was demonstrated in the said Example, it is not restricted to this, The roof rail unit 31 is provided in the rear part of the left and right roof side rail 28. It is also possible.

  Further, in the above-described embodiment, the example in which the inner and outer rear wall inclined portions 91 and 92 are inclined toward the vehicle body rear side so as to approach the cross-sectional center 98 of the U-shaped cross-sectional portion 34 has been described. Without being inclined, the inner and outer rear wall inclined portions 91 and 92 can be directed toward the rear side of the vehicle body.

  In addition, the vehicle 10, the vehicle body structure 12, the left and right corner window frames 22, the left and right roof side rails 28, the first roof rail 32, the second roof rail 33, the left and right connecting portions 34, the beads 83, and the easy deformation shown in the above embodiment. The shapes and configurations of the portion 85, the opening 86, the corner portion 87, and the like are not limited to those illustrated, and can be changed as appropriate.

  The present invention is suitable for application to an automobile provided with a vehicle body structure in which a pair of roof side rails are provided on both sides of a vehicle body, and front portions of the pair of roof side rails are connected by roof rails.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12 ... Body structure, 22 ... Left and right corner window frame (a pair of corner window frames), 25c ... Front pillar upper (front pillar), 25d ... Sub pillar, 25f ... Upper end of front pillar upper, 25g ... Sub pillar Upper end, 28 ... left and right roof side rails (a pair of roof side rails), 28a ... front part of left and right roof side rails, 32 ... first roof rail, 33 ... second roof rail, 34 ... left and right connecting parts (pair of connections) Part), 34a ... connection bottom wall, 34b, 34c ... inner and outer connection side walls (a pair of connection side walls), 34d, 34e ... inner and outer side parts (a pair of side parts), 36 ... front end part (one end part), 37 ... Rear end part (other end part), 38 ... rigid part (other connecting part), 51 ... first bottom wall, 51b ... rear end of first bottom wall, 54 ... first rear wall, 61 ... second bottom wall 61a ... Front end of the second bottom wall 62 ... second front wall, 67 ... vehicle width direction center, 77a ... bottom wall part, 83 ... bead, 85 ... easily deformable part, 86 ... opening part, 87 ... corner part, 91, 92 ... inner and outer rear wall inclined parts (Rear wall inclined portion), 93 ... front inner wall inclined portion (side wall inclined portion), 95 ... front outer wall inclined portion (side wall inclined portion).

Claims (9)

A pair of roof side rails provided above both sides of the vehicle body and extending in the vehicle longitudinal direction;
A first roof rail extending in the vehicle width direction so that the front portions of the pair of roof side rails are connectable;
A vehicle body structure comprising: a second roof rail disposed rearward of the first roof rail and extending in a vehicle width direction to connect the front portions of the pair of roof side rails;
A connecting portion for connecting the first roof rail and the second roof rail;
The connecting portion is
One end connected in the middle of the longitudinal direction of the first roof rail;
The other end connected in the middle of the longitudinal direction of the second roof rail;
Body structure characterized by comprising A pair of corner window frames provided at the front of the pair of roof side rails;
The corner window frame is
A front pillar extending in the vertical direction so that an upper end can be coupled to the front part of the roof side rail, and constituting a front edge part of the corner window frame;
A sub-pillar provided at the rear of the vehicle body of the front pillar, extending vertically so that an upper end can be coupled to the front portion of the roof side rail, and constituting a rear edge portion of the corner window frame,
The upper ends of the front pillars provided in the pair of corner window frames are connected by the first roof rail via the front part of the roof side rail,
2. The vehicle body structure according to claim 1, wherein upper ends of the sub-pillars provided in the pair of corner window frames are connected by the second roof rail via a front portion of the roof side rail. The connecting portion is
The vehicle body structure according to claim 1 or 2, wherein the vehicle body structure is provided between the first roof rail and the second roof rail on both sides with the vehicle width direction center as an axis. The connecting portion is
The vehicle body structure according to any one of claims 1 to 3, wherein the one end portion connected to the first roof rail includes an easily deformable portion that is easily deformable as compared with other connecting portions. The first roof rail is
A first bottom wall provided substantially horizontally, and a first rear wall raised from the rear end of the first bottom wall,
The second roof rail is
A second bottom wall provided substantially horizontally, and a second front wall raised from the front end of the second bottom wall,
The connecting portion is
A connecting bottom wall provided across the first bottom wall and the second bottom wall, and the first rear wall and the second front wall raised from a pair of side portions in the vehicle width direction of the connecting bottom wall A pair of connecting side walls provided across
The vehicle body structure according to any one of claims 1 to 4, wherein the connection bottom wall and the pair of connection side walls are formed in a substantially U-shaped cross section to form a U-shaped cross-section. The easily deformable portion is
The first end wall and the connection bottom wall of the one end are connected to each other, and an opening that extends in a vehicle width direction is provided at a bottom wall portion between the pair of connection side walls. Item 5. The vehicle body structure according to Item 5. The easily deformable portion is
A corner portion for connecting the first rear wall and the pair of connecting side walls;
The corner is
A portion of the first rear wall corresponding to the pair of connecting side walls, a rear wall inclined portion facing the vehicle body rear side;
A side wall inclined portion inclined frontward of the pair of connecting side walls so as to be connectable to the rear wall inclined portion toward the front side of the vehicle body away from the cross-sectional center of the U-shaped cross section;
The vehicle body structure according to claim 5 or 6, further comprising: The easily deformable portion is
The vehicle body structure according to claim 7, wherein the corner portion and the opening portion are arranged at positions where they overlap in the vehicle width direction. The connecting portion is
A bead extending between the one end and the other end of the connecting bottom wall in the vehicle front-rear direction and protruding from the connecting bottom wall,
The vehicle body structure according to any one of claims 4 to 8, wherein a front end of the bead is arranged behind the easily deformable portion.

Images