JP2013166435A - Vehicle body bottom structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further improve collision load absorption performance in a narrow offset crash.SOLUTION: A side sill 10 includes: a collapse space S provided in a front end 10c and absorbing a collision load at the time of a vehicle collision; and a bulkhead 26 disposed in the side sill 10 behind the collapse space S. A jack-up reinforcing plate 13 which is resistant to a load in a vertical vehicle direction and is vulnerable to a load in a longitudinal vehicle direction is provided in the collapse space S. A deformable member 24, which is located nearly as high as a center O of a front wheel T and has a hat-shaped vertical cross-section extending in the longitudinal vehicle direction, is integrally provided in the jack-up reinforcing plate 13.

Description

  The present invention relates to a vehicle body lower structure, and in particular, a collision object such as an oncoming vehicle is shifted to the right or left side of a front end of the vehicle, and a hard structure such as a front side frame of the collision object such as an oncoming vehicle is a side sill of the vehicle body. The present invention relates to a vehicle body lower structure that can improve the absorbability of a collision load at the time of a so-called narrow offset collision, which collides in a slightly passing state such as colliding with a front end.

  For example, in Patent Document 1, when a vehicle collides with a collision object such as an oncoming vehicle, the vehicle body can be prevented from being deformed by dispersing the collision load and increasing the strength of the vehicle body. A front structure is disclosed.

  FIG. 9 is a schematic plan view of a vehicle body showing a state in which a collision load is applied when the vehicle shown in Patent Document 1 collides with a narrow offset, and FIG. 10 shows a door when the vehicle shown in Patent Document 1 collides with a narrow offset. It is a principal part left view of the vehicle which shows this state.

  As shown in FIG. 9, the vehicle body structure disclosed in Patent Document 1 is provided with a diagonal member 500 that is inclined rearward from the front end of the side sill 100 and inward in the vehicle width direction in order to improve the strength of the vehicle body. ing. The diagonal member 500 connects the connecting corner between the side sill 100 and the side member outside 200 and the connecting corner between the floor frame 300 (center member) and the floor cross member 400.

JP 2003-237636 A

  However, in the vehicle body structure shown in FIG. 9, for example, when a colliding object such as the oncoming vehicle C <b> 2 collides with a narrow offset at a position outside the front side frame 600 in the vehicle width direction, a collision load F is applied to the front end of the side sill 100. Therefore, even if the load applied to the side sill 100 by the diagonal member 500 is reduced, a large load is applied to the side sill 100 in the direction of the front collision load. For this reason, the side sill 100 is bent into a substantially square shape like a side sill 100A shown by a two-dot chain line in FIG. 9, and is deformed into a state compressed by a length L100.

  In this case, as shown in FIG. 10, the front pillar 700 connected to the upper part of the front end of the side sill 100 is also moved to the rear side of the vehicle body as the side sill 100 is deformed. For this reason, the front mounting portion 710 of the door 800 provided on the front pillar 700 may move backward, making it difficult to open the door 800.

  Further, in the case of a vehicle that does not include the diagonal member 500 shown in FIG. 9, the front wheel T enters the passenger compartment side while retreating, so that the vehicle interior side as in the side sill 100B indicated by the two-dot chain line in FIG. There is a possibility that the vehicle compartment shape is deformed by bending toward the vehicle.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle body lower structure that can further improve the absorbability of a collision load when a narrow offset collision occurs.

  In order to achieve the above object, the present invention provides a vehicle body lower structure including a side sill that extends in the vehicle longitudinal direction along an end of the vehicle body in the vehicle width direction, and the side sill is a front end of the side sill. A crushing region that absorbs the collision load by being crushed in response to a collision load when the vehicle collides, and a bulkhead disposed in the side sill behind the crushing region, One side of the side sill side of the side sill is connected to the outer side of the side of the vehicle interior of the side sill where the bulkhead is installed, and the other end is inclined inward and rearward in the vehicle width direction. The squeezing region is provided with a jack-up reinforcing plate that is strong against the load in the vertical direction of the vehicle body and weak against the load in the longitudinal direction of the vehicle body. The Kkiappu reinforcing plate, deformation members extending in the longitudinal direction of the vehicle body located in front of the center and of substantially the same height and which are located together.

  According to the present invention, the crushing region that absorbs the collision load is located in front of the bulkhead, and when the vehicle collides with the narrow offset, the deformation member is first bent and deformed by the rear end surface of the front wheel to absorb the collision energy, Next, the jack-up reinforcing plate is deformed by the rear surface excluding the rear end surface of the wheel. For this reason, in this invention, deformation | transformation behind a squash area | region can be suppressed, increasing the amount of collision energy absorption compared with the past by the part which absorbs collision energy with a deformation | transformation member.

  In the present invention, the side sill may include a side sill inner disposed on the inner side of the vehicle body, and the side sill inner may be provided with a deformation suppressing member that suppresses deformation of the deformation member. By comprising in this way, the bending deformation to the vehicle interior side of a deformation | transformation member can be suppressed.

  Furthermore, in the present invention, a dashboard cross member may be coupled to the side sill inner at the front end of the side sill. At the time of a narrow offset collision, the dashboard cross member can reduce the amount of front wheels entering the vehicle interior.

  Furthermore, the present invention connects a bending plate, which is a deformable member, to the side surface of the jackup reinforcement plate, and forms a closed cross section that extends in the longitudinal direction of the vehicle body between the jackup reinforcement plate and the bending plate and has a constant cross section. The upper end of the jackup reinforcing plate may be coupled to the lower end of the front pillarer, and the lower end of the jackup reinforcing plate may be coupled to the lower flange of the side sill inner.

  By configuring in this way, a crushing region is formed at the corner portion constituted by the lower end of the front pillar and the front end of the side sill, and the jackup reinforcing plate and the deforming member are integrally bent and deformed at the time of narrow offset collision. The amount of collision energy absorbed can be increased.

  Furthermore, by making the deforming member a hat cross section, it is possible to make a difference in strength between the vertical direction and the front-rear direction of the jack-up reinforcing plate, and to achieve both a collision energy absorption performance, a weight reduction, and a jack-up function. be able to.

  According to the present invention, it is possible to obtain a vehicle body lower structure capable of further improving the absorbability of a collision load when a narrow offset collision occurs.

1 is a perspective view of a front part of a vehicle body to which a vehicle body lower part structure according to an embodiment of the present invention is applied. It is a partial expansion perspective view containing the left side sill of the vehicle body front part shown in FIG. FIG. 3 is a partially enlarged perspective view of a state in which a side sill inner is removed from a left side sill shown in FIG. 2. It is a partially cutaway perspective view of the front part of the vehicle body as viewed from the left front. FIG. 5 is a partially enlarged perspective view of a front end portion of the side sill shown in FIG. 4. FIG. 6 is an end view taken along line IV-IV in FIG. 5. (A) is a perspective view showing an initial state when a vehicle to which the vehicle body lower part structure according to the present embodiment is applied has a narrow offset collision with respect to a utility pole, and (b) is when the vehicle has a narrow offset collision. It is a perspective view which shows the latter stage state. FIG. 6 is a perspective view showing a state in which the deformable member is deformed before the jack-up reinforcing plate in a narrow offset collision in the vehicle to which the vehicle body lower part structure according to the present embodiment is applied. FIG. 10 is a schematic plan view of a vehicle body showing a state in which a collision load is applied when the vehicle shown in Patent Document 1 collides with a narrow offset. It is a principal part left view which shows the state of a door when the vehicle shown in patent document 1 carries out the narrow offset collision.

  Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. Note that “front and rear” and “up and down” indicated by arrows in each figure indicate the longitudinal direction of the vehicle body and the vertical direction of the vehicle body, and “left and right” indicate the left and right direction (vehicle width direction) as viewed from the driver's seat ing. Further, the longitudinal section refers to a vertical section.

  As shown in FIG. 1, the vehicle C <b> 1 includes a motor vehicle having a power mounting chamber MR disposed in the vehicle body front portion 1 a and a vehicle interior R disposed via the power mounting chamber MR and the partition wall 6. This automobile includes, for example, automobiles of FR (front engine / rear drive) type, FF (front engine / front drive) type, four-wheel drive type, and the like.

  The vehicle C1 to which the present invention is applied is a vehicle having a pair of left and right side sills 10 disposed on the left and right outer sides of the vehicle body 1 and a floor frame 17 disposed on the center side of the vehicle body of the side sills 10. Good. Hereinafter, the case where the vehicle body lower part structure according to the present embodiment is applied to an FR type automobile will be described as an example.

  As shown in FIG. 1, the vehicle body 1 forms the entire vehicle C1, and includes, for example, various metal vehicle body frames such as the side sill 10, the floor frame 17, the front side frame 3, and a bonnet (not shown). It mainly includes a metal body panel such as a fender panel, and a resin or metal bumper face.

  A vehicle body front portion 1a and a vehicle body lower portion 1b of a vehicle body 1 are respectively a front bulkhead 2, a bumper beam (not shown), a front side frame 3, a windshield lower 4, a front wheel house upper member 5, a partition wall 6, a front pillar 7, and a side sill. 10, the reinforcing frame 12, the floor frame 17, the jack-up reinforcing plate 13, the outrigger 20 (see FIG. 4), the dashboard cross member 16 and the like extend in the front-rear direction in a pair of left and right, or are horizontally installed, It is arranged substantially symmetrically. Since the vehicle body lower part 1b is arranged substantially symmetrically in this way, the left part of the vehicle body 1 will be mainly described below, and the description of the right part of the vehicle body 1 will be omitted.

  The power mounting chamber MR is a storage space in which a power unit (not shown) composed of, for example, an electric motor, an engine, a transmission, and the like is disposed, and is formed by a frame and a panel member disposed in the periphery thereof. . In the power mounting chamber MR, the front bulkhead 2 and a bumper beam (not shown) are arranged on the front side, and the partition wall 6 is arranged on the rear side. Further, a front wheel house upper member 5, a front pillar 7 and the like are disposed on the left and right above the power mounting chamber MR. A pair of front side frames 3 extending in the front-rear direction of the vehicle body 1 are disposed on the left and right sides of the power mounting chamber MR.

  As shown in FIG. 1, the front bulkhead 2 is a frame member made of a substantially rectangular frame so as to surround a radiator (not shown) of a vehicle body front side portion of the power mounting chamber MR, and is entirely in the vehicle width direction. It is arranged toward.

  As shown in FIG. 1, the front side frame 3 is a pair of left and right frame members that are disposed in the vehicle body front portion 1 a and extend in the front-rear direction of the vehicle body 1. For example, the front side frame 3 is a cross section having rigidity from the front end to the rear end. It is composed of a rectangular (square tube) steel square pipe material or the like. A bumper beam is connected to the front end of the front side frame 3 via a bumper beam extension (not shown). A floor frame 17 is connected to the rear end portion of the front side frame 3 in a rearward direction, and a partition wall 6 is installed between the front side frames 3 and 3.

  The front wheel house upper member 5 is a frame member arranged in the vehicle body front-rear direction above the vehicle body side portion of the power mounting chamber MR. The front wheel house upper member 5 has a front end connected to the head upper side of the front bulkhead 2 and a rear end connected to the front pillar 7.

  As shown in FIG. 1, the partition wall 6 is a partition member that partitions the power mounting chamber MR and the vehicle interior R. For example, the dashboard upper 6 a made of a steel plate or the like, and the left and right end portions are on the inner side wall of the side sill 10. The joined dashboard lower member 6b, a dashboard cross member 16 made of a frame member, a reinforcing member for reinforcement, and the like.

  The front pillar 7 is a frame member that extends from the front end portion 10c (crushing region S) of the side sill 10 disposed in the lower portion 1b of the vehicle body to the left and right side portions of the windshield not shown above. As will be described later, the upper end of the jackup reinforcing plate 13 is joined to the lower end of the front pillar 7a (see FIG. 4).

  As shown in FIG. 1, the side sill 10 extends from the lower end portion of the front pillar 7 along the vehicle width direction outer side end portion of the floor panel 18 of the vehicle body 1 in the vehicle body front-rear direction. It is a hollow frame member formed of a metal plate such as a rectangular steel plate. The side sill 10 is disposed between the side sill inner 10a made of a high-strength steel plate having a substantially U-shape when viewed in a longitudinal section and disposed on the inner side of the vehicle body, and the side sill outer 10b having a substantially U-shape when viewed in a longitudinal section. Are joined to form a closed section 34 (see FIG. 6).

  Further, as shown in FIG. 6, the side sill inner 10a is divided into an upper side sill inner upper 11a and a lower side sill inner lower 11b. In the present embodiment, the floor panel 18 is sandwiched and sandwiched between the side sill inner upper 11a and the side sill inner lower 11b, and the three stacked by the side sill inner upper 11a, the floor panel 18, and the side sill inner lower 11b. By joining the members by spot welding or the like, for example, it is possible to increase the proof stress of the shear load at the time of the narrow offset collision and suppress the deformation of the side sill inner 10a toward the vehicle interior side.

  Further, as shown in FIG. 2, the side sill inner 10a (side sill inner upper 11a) is provided with a deformation suppressing member 22 extending along the front-rear direction. The front end in the front-rear direction of the deformation suppressing member 22 is extended and extends to a substantially central portion of the crushing region S (see FIG. 4), and the rear end of the deformation suppressing member 22 extends to the rear end of the side sill inner 10a. It is provided as follows. By providing the deformation suppressing member 22, it is possible to suppress bending deformation of the deformation member 24 described later toward the vehicle interior side.

  As shown in FIGS. 4 and 5, a crushing region S is provided at the foremost position of the front end portion 10 c of the side sill 10, and the jackup reinforcing plate 13 and the deformation member 24 are provided in the crushing region S. Provided integrally. Behind the crushing region S, a bulkhead 26 and a side sill reinforcing bracket 28 are provided.

  The front side of the front end portion 10c of the side sill 10 is connected to the lower end of the front pillar 7, and the rear end portion of the front side frame 3 is connected to the outrigger 20 along the vehicle width direction substantially orthogonal (see FIG. 4). ). Further, a bulkhead 26 is provided in the front end portion 10c of the side sill 10 so as to partition the inside of the side sill 10 in the front-rear direction behind a crushing region S described later. The side surface of the side sill 10 on the passenger compartment side is joined to the dashboard cross member 16, the outrigger 20, and the reinforcing frame 12 that are arranged in the vehicle width direction, and holds the left and right ends of the floor panel 18. Yes.

  As shown in FIG. 5, the bulkhead 26 is a reinforcing member for reinforcing the front end portion 10 c of the side sill 10 on the rear side of the crushing region S, and is made of metal disposed so as to form a knot in the side sill 10. It consists of a plate member. The bulkhead 26 is provided in order to prevent the U-shaped vertical cross section of the side sill inner 10a from collapsing due to opening or dent, particularly during a narrow offset collision. The bulkhead 26 is formed with a partition surface 26a disposed so as to partition the side sill inner 10a in the front-rear direction, and a flange portion 26b formed by bending the outer periphery of the partition surface 26a. .

  The bulkhead 26 is applied to the side sill 10 while the side sill inner 10a is supported from the passenger compartment side and the cross-sectional deformation by the collision load is suppressed and the collision load is concentrated in the crushed region S when the bulk head 26 collides. It has the function of releasing the collision load to the reinforcing frame 12 and dispersing it.

  The crushing region S is, for example, a part formed so as to absorb a collision load by collapsing upon receiving a collision load when a collision object such as an oncoming vehicle collides with the vehicle C1. The crushing region S is formed by combining the reinforcing frame 12 at a predetermined distance from the front end of the side sill 10, combining the strength of the front end 10 c ahead of the connecting portion with the side sill 10 and the reinforcing frame 12 behind the connecting portion. It is set smaller than the strength.

  The crushing region S is configured such that the range in the front-rear direction is from the installation position (joining portion) of the bulkhead 26 installed on the side sill 10 to the front end of the side sill 10, and the range in the vertical direction is from the lower end to the upper end of the side sill 10. Is done. In the crushing region S, a jack-up reinforcing plate 13 is provided to reinforce a place where a jack (not shown) used when raising the vehicle body 1 is set.

  As shown in FIGS. 3 and 5, the jack-up reinforcing plate 13 is formed by, for example, forming a plurality of substantially elliptical through-holes 30 each having a major axis extending in the vertical direction. It is made of a metal plate material that is weak against the load in the front-rear direction so as to be strong against the load in the direction and easily crushed in the case of a narrow offset collision.

  The upper end of the jackup reinforcing plate 13 formed in a substantially rectangular shape when viewed from the side is joined to the lower end of the front pillar 7a (see FIG. 5), and the lower end of the jackup reinforcing plate 13 is the front end of the side sill inner 10a. It joins to the lower flange 32 provided in the vehicle outer side surface of the part (see FIG. 6). In FIG. 5, “x” marks indicate, for example, joint portions when spot welding is performed.

  With this configuration, a crushing region S is provided at a corner formed by the lower end of the front pillar 7a and the front end of the side sill 10, and a jack provided in the crushing region S at the time of a narrow offset collision. When the up-reinforcing plate 13 and the deformable member 24 are integrally bent, the amount of collision energy absorbed can be increased. This will be described in detail later.

  A deformable member 24 having a hat cross-sectional shape (see FIG. 6) is integrally joined to the side surface of the jack-up reinforcing plate 13 on the vehicle outer side. The deformable member 24 is formed of, for example, a bent plate whose longitudinal section (vertical section) is bent into a substantially hat shape, and a closed section 34 having a constant section extending in the front-rear direction is formed. The central axis of the folding plate has substantially the same height as the center O of the front wheel T, and is provided so as to extend by a predetermined length along the front-rear direction (see FIG. 4).

  As shown in FIG. 5, the deformable member 24 includes a pair of an upper joining flange portion 24 a and a lower joining flange portion 24 b that are joined to the side surface of the jackup reinforcing plate 13 in the vertical direction, and the upper side And a projecting hollow portion 24c that is continuous with the lower joining flange portions 24a and 24b and forms a closed cross section 34 between the side surfaces of the jack-up reinforcing plate 13.

  By making the deformable member 24 into a hat cross-sectional shape, it is possible to make a difference in strength between the up-down direction and the front-rear direction of the jack-up reinforcing plate 13, thereby achieving both collision energy absorption performance, weight reduction, and jack-up function. be able to.

  In the present embodiment, a bending plate having a longitudinal cross-sectional hat shape is shown as an example of the deformable member 24. However, the present invention is not limited to this. For example, the deforming member 24 extends along the front-rear direction and has a constant cross-section. For example, the protruding hollow portion 24c has a V-shaped longitudinal section, a U-shaped longitudinal section, a W-shaped longitudinal section, a semicircular longitudinal section, and an arc-shaped longitudinal section. Various shapes such as a semi-elliptical shape in vertical section are included.

  As shown in FIGS. 1 and 2, the reinforcing frame 12 holds the side surface of the side sill 10 on the vehicle interior side so that the side sill 10 does not fall inward when the colliding object collides with the vehicle C1 by a narrow offset. And a reinforcing frame member for receiving the collision load. The reinforcing frame 12 is made of a steel plate that is bent into a substantially hat shape with a press or the like when viewed in a longitudinal section. One end side of the reinforcing frame 12 is joined to the outer surface on the vehicle interior side of the installation site of the side sill 10 provided in the bulkhead 26, and is provided to be inclined inward and rearward in the vehicle width direction from the joint site. The other end side of the reinforcing frame 12 is joined to the floor frame 17.

  As shown in FIG. 1, a dashboard cross member 16 is joined to the side sill inner 10 a at the front end of the side sill 10. The dashboard cross member 16 is a horizontal member that is horizontally mounted between the left and right side sills 10 and 10 in the vehicle width direction, and has a lower opening and a longitudinal section having a substantially hat-shaped rigidity. It is formed of a metal thick plate material.

  The dashboard cross member 16 is formed with flange portions 16a for joining and reinforcement at the front and rear lower end portions and left and right end portions. Specifically, the joining flange portions 16a formed at both left and right end portions are joined to the inner side surface of the side sill 10, and the lower joining flange portion 16b is joined to the dashboard lower 6b, along the vehicle width direction. It is extended.

  By connecting the dashboard cross member 16 between the side sill inners 10a, 10a at the front ends of the pair of side sills 10, 10, it is possible to reduce the amount of the front wheels T entering the vehicle interior at the time of a narrow offset collision. .

  As shown in FIG. 1, the floor cross member 19 is a frame member made of a steel plate having a substantially hat-shaped longitudinal section that is installed between the left and right side sills 10, 10 and the tunnel portion 1 c. Floor frames 17 are arranged so as to be orthogonal to the lower surface of the substantially central portion of each floor cross member 19 in the vehicle width direction.

  As shown in FIG. 1, the floor frame 17 is a frame member having a substantially hat-shaped longitudinal section that holds the floor panel 18 of the vehicle body floor, and is joined to the same position on both the upper and lower surfaces of the floor surface of the floor panel 18. ing. The front end of the floor frame 17 is connected to the rear part of the front side frame 3, the center side of the vehicle body is connected to the inner side joint part of the reinforcing frame 12 and the lower surface of the floor cross member 19, the rear end is bent outward and the outer side of the vehicle body is left and right. It is joined to the side surface of the side sill 10 on the passenger compartment side.

  As shown in FIG. 1, the floor panel 18 is a metal plate member that forms a passenger compartment R and a floor surface, and is laid between the side sill 10 and the tunnel portion 1 c.

  The vehicle C1 to which the vehicle body lower part structure according to the present embodiment is applied is basically configured as described above. Next, the function and effect will be described.

  FIG. 7A is a perspective view showing an initial state when a vehicle to which the vehicle body lower part structure according to this embodiment is applied collides with a power pole, and FIG. 7B shows that the vehicle is narrow. FIG. 8 is a perspective view showing a late state when an offset collision occurs. FIG. 8 shows a state in which the deforming member is deformed before the jack-up reinforcing plate in a narrow offset collision in a vehicle to which the vehicle body lower part structure according to the present embodiment is applied. It is a perspective view shown.

  As shown in FIGS. 7A and 7B, when the vehicle C1 according to the present embodiment collides with the utility pole P, which is a collision object, for example, as a narrow offset collision, the vehicle C1 has a front bulk on the left side of the front of the vehicle body. The vehicle passes through the left end portion of the head 2 and the outside of the front side frame 3, and the front wheel house upper member 5, the front wheel T, the front pillar 7, the front end portion 10c of the side sill 10, and the jackup reinforcing plate 13 are brought into contact with the power pole P. It is pressed backwards and crushed. In particular, the utility pole P presses the wheel W of the front wheel T in front of the side sill 10, and then the wheel W presses the front end portion 10 c of the side sill 10 toward the rear side.

  In this embodiment, when the wheel W of the front wheel T presses the jackup reinforcing plate 13 provided at the front end portion 10c of the side sill 10, the front and rear direction is substantially the same as the center O of the front wheel T (see FIG. 4). Therefore, the deformable member 24 is first bent and deformed by the pressing force of the rear end face of the front wheel T (see FIG. 8). Next, the jack-up reinforcing plate 13 is deformed by the rear surface of the front wheel T excluding the rear end surface of the front wheel T (see FIG. 7B). As a result, in the present embodiment, it is possible to suppress the deformation of the rear portion of the crushed region S while increasing the amount of energy absorption at the time of the narrow offset collision as compared with the conventional case.

  In other words, in this embodiment, when a collision load is applied to the jackup reinforcement plate 13 provided in the crushing region S at the time of the narrow offset collision, as shown in FIG. A collision load is first applied to the deformation member 24, and the collision member 24 can absorb the collision load by the deformation member 24 having the closed cross section 34 and extending in the same direction as the direction in which the impact load is applied. For this reason, in this embodiment, the amount of energy absorption at the time of the narrow offset collision can be further improved by the amount that the collision load is absorbed by the deformable member 24 as compared with the conventional case, and the rear portion of the crushing region S can be improved. Deformation can be suppressed.

  Further, a crushing region S is formed at the front end in the vicinity of the front end portion 10c of the side sill 10 to improve the impact load absorbability, and a bulkhead 26 and a side sill reinforcing bracket 28 are provided in the rear position of the crushing region S. As a result, strength and rigidity are improved. Furthermore, the compartment side of the installation portion of the bulkhead 26 is supported by the reinforcing frame 12, and the side sill 10 is prevented from being bent toward the compartment side. For this reason, the strength of the side sill 10 is set to be stronger than the crushing region S at the front side of the bulkhead 26 and the connecting portion of the reinforcing frame 12.

  As a result, the side sill 10 absorbs the collision load by being crushed locally by the collision load in the crushing region S of the front end portion 10c on the front side of the installation site of the bulkhead 26, and from the installation site of the bulkhead 26. Also, the rear side can be suitably prevented from being deformed.

  Even if the crushing region S of the front end portion 10c of the side sill 10, 10 is locally crushed by a collision load, the dashboard is interposed between the side sill inners 10a, 10a of the front end portion 10c of the side sill 10, 10. By joining the cross member 16, the amount of the front wheel T entering the vehicle interior at the time of a narrow offset collision can be reduced.

  Furthermore, the collision load applied to the front end portion 10c of the side sill 10 has a strong strength at the site where the bulkhead 26 is installed, and the reinforcing frame 12 is connected obliquely rearward from the site, so that the side sill 10 and The collision load transmitted to the reinforcing frame 12 and dispersed and dispersed to the reinforcing frame 12 side is transmitted to the floor frame 17. That is, the collision load applied to the front end portion 10c of the side sill 10 is received by the installation position of the bulkhead 26 of the side sill 10, and the side sill 10 can be prevented from being bent.

  For this reason, since the door sill 10 on the side sill 10 behind the crushing region S does not break, the front side door (not shown) is prevented from being difficult to open, and the shape of the door opening is maintained. The door can be opened and closed even after a narrow offset collision. Further, the side sill 10 has a structure in which the crushed area S of the front end portion 10c is deformed by a collision load, but is less likely to be deformed at a rear portion than the installation position of the bulkhead 26 of the front end portion 10c. It is possible to suppress the deformation of the shape.

  Furthermore, since the reinforcing frame 12 has one end coupled to the side sill 10 and the other end joined to the floor frame 17 and spanned between the two, the floor surface of the passenger compartment R can be firmly held.

  From the above, in the vehicle body lower structure according to the present embodiment, when a narrow offset collision occurs, the further improvement in the absorbability of the collision load due to the crushed area S of the front end portion 10c of the side sill 10 and the crushed area S of the bulkhead 26 are achieved. A dashboard cross member that improves the strength of the rear part and supports the reinforcing frame 12 that supports the passenger compartment side of the installation part of the bulkhead 26 and the side sill inner 10a of the front end portion 10c to suppress the front wheel T from entering the passenger compartment side. By preventing the side sill 10 from collapsing due to 16, the deformation of the front end portion 10c of the side sill 10 is promoted to improve the impact load absorbability, and it is possible to avoid affecting the shape of the passenger compartment R and the opening and closing of the door. it can.

DESCRIPTION OF SYMBOLS 1 Vehicle body 1b Vehicle body lower part 7a Front pillar 10 Side sill 10a Side sill inner 10c Front end part 12 Reinforcement frame 13 Jackup reinforcement plate 16 Dashboard cross member 17 Floor frame 22 Deformation suppression member 24 Deformation member 26 Bulkhead 32 Lower flange 34 Closed section C1 Vehicle S Crushing area T Front wheel O Center

Claims (5)

In the vehicle body lower structure provided with a side sill extending in the vehicle longitudinal direction along the outer end in the vehicle width direction of the vehicle body,
The side sill is provided at a front end portion of the side sill, and when the vehicle collides, a crushing region that absorbs the collision load by being crushed by receiving a collision load;
A bulkhead disposed in the side sill behind the crushing region,
One side of the side sill side of the side sill is connected to the outer side of the side of the vehicle interior of the side sill where the bulkhead is installed, and the other end is inclined inward and rearward in the vehicle width direction. Has a reinforcing frame coupled to the floor frame;
The crushing region is provided with a jack-up reinforcing plate that is strong against the load in the vehicle vertical direction and weak against the load in the vehicle longitudinal direction,
A lower body structure of the vehicle body, wherein the jack-up reinforcing plate is integrally provided with a deformation member that is positioned at substantially the same height as the center of the front wheel and extends in the longitudinal direction of the vehicle body. The side sill has a side sill inner disposed inside the vehicle body,
The vehicle body lower structure according to claim 1, wherein the side sill inner is provided with a deformation suppressing member that suppresses deformation of the deformation member.   The vehicle body lower structure according to claim 2, wherein a dashboard cross member is coupled to the side sill inner at the front end of the side sill. A bending plate that is the deformable member is coupled to a side surface of the jackup reinforcement plate, and a closed cross section that extends in the vehicle longitudinal direction between the jackup reinforcement plate and the bending plate and has a constant cross section is formed.
The lower part of the vehicle body according to claim 2 or 3, wherein an upper end of the jackup reinforcement plate is coupled to a lower end of a front pillarer, and a lower end of the jackup reinforcement plate is coupled to a lower flange of the side sill inner. Construction.   The vehicle body lower part structure according to claim 4, wherein the deformable member has a hat cross section.

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