JP2015054585A - Side part vehicle body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a side part vehicle body structure of a vehicle which can raise the torsional stiffness of a roof side rail with no increase in body weight.SOLUTION: Both ends in longitudinal directions of a roof 1 comprises a pair of right and left roof side rails 2 of closed section form extending in body longitudinal directions and a pair of center pillars 4 respectively extending downward halfway from this pair of roof side rails 2. A plurality of specific sites S1 - S3 are provided with central roof rains 34 installed between joints B on the body width direction inside of the pair of roof side rails 2 and roof rail rains 23 that partition the interior of the roof side rail 2 in a vehicle width direction and extend in body longitudinal directions to keep the roof rail rains 23 positioned respectively on circumferences C1 - C3 with different radii r1 - r3 from the joint B in a vertical cross section orthogonal to the body longitudinal directions and provided with ridge line parts E1 - E6 at circumferential both parts.

Description

  The present invention relates to a side body structure of a vehicle, and more particularly to a side body structure of a vehicle provided with a plurality of specific parts for increasing torsional rigidity in a roof rail reinforcement that partitions the inside of a roof side rail in the vehicle width direction.

  Conventionally, a lower bending planned portion that is weaker than other parts is formed in the lower portion of the center pillar, and the lower bending planned portion is compared with the middle portion of the center pillar at the time of a side collision of the vehicle. With the deformation mode control that bends in advance, the impact energy is absorbed and the center pillar is prevented from entering the vehicle interior.

Usually, the center pillar is formed in a closed cross-sectional shape by a center pillar outer and a center pillar inner, and is provided so as to extend in the vertical direction between the roof side rail and the side sill having a closed cross-sectional shape. Since the center pillar outer and the center pillar inner are joined to the roof side rail outer and the roof side rail inner, respectively, when the vehicle collides, the center pillar outer and the center pillar inner are arranged around the axis of the roof side rail generated at the joint with the center pillar. There is a possibility that the roof side rail is torsionally deformed by the torsional moment, and the displacement amount of the center pillar toward the vehicle interior increases.
Therefore, a technique has been proposed in which the energy of torsional moment acting on the roof side rail is absorbed by changing the structure of the roof side rail.

  In the side body structure of the vehicle of Patent Document 1, the thickness of the lower wall of the closed side wall of the closed side rail is thinned at the intermediate portion between the vehicle width direction outer intersection line and the vehicle width direction inner intersection line. There is disclosed a configuration in which a portion is formed so as to extend in the longitudinal direction of the vehicle body, and an upper portion of the center pillar outer and an upper portion of the center pillar inner are joined to the roof side rail outer and the roof side rail inner by welding.

JP 2004-314864 A

  In the side body structure of a vehicle disclosed in Patent Document 1, when a side impact load toward the vehicle interior acts on the center pillar, the center pillar outer is displaced toward the center pillar inner side, and this displacement is pivoted with respect to the roof side rail. Generate a torsional moment around the center. Therefore, since the stress caused by the torsional moment collapses and deforms the fragile part formed on the lower wall of the roof side rail, the energy of the torsional moment generated in the roof side rail is reduced by the crushing deformation of the fragile part at the beginning of the side collision. It is possible to absorb the amount of displacement of the center pillar toward the vehicle interior by the deformation mode control of the center pillar after the middle side collision.

However, in the side body structure of this vehicle, when the side impact load is large, the middle portion of the roof side rail may buckle and deform toward the vehicle interior, and the center pillar may greatly enter the vehicle interior.
That is, in the side body structure of the vehicle of Patent Document 1, energy of torsional moment due to side impact load is absorbed by crushing deformation of the weak part formed on the roof side rail. Is partially thin.
As a result, the roof side rail provided with the fragile portion has a lower torsional rigidity than a roof side rail that is not formed to be partially thin, and the roof side rail itself may be buckled by a side impact load. .

  An object of the present invention is to provide a side body structure or the like of a vehicle that can increase the torsional rigidity of a roof side rail without increasing the body weight.

  The side body structure of the vehicle according to claim 1 includes a pair of left and right roof side rails having a closed cross-sectional shape extending in the longitudinal direction of the vehicle body at both ends in the left and right direction of the roof, and a lower portion from a middle portion of the pair of roof side rails. In the vehicle body structure including a pair of center pillars each extending to the vehicle body, a roof rail reinforcement for partitioning the interior of the roof side rail in the vehicle width direction and extending in the vehicle longitudinal direction is provided. Is provided with a plurality of specific parts having surfaces parallel or substantially parallel to a stress direction due to a torsional moment generated at the time of a side collision, and having a plurality of specific parts provided with ridge lines at both ends of the stress direction. It is a feature.

  In this vehicle side body structure, the roof rail reinforcement is a plurality of specific parts having surfaces parallel or substantially parallel to the stress direction caused by the torsional moment generated at the time of a side collision, and ridge lines are formed at both ends of the stress direction. Since the plurality of specific parts are provided, the buckling strength of the roof rail reinforcement can be increased only by changing the shape of the roof rail reinforcement. Further, since the shape of the roof rail reinforcement is changed, no increase in thickness or addition of a reinforcing member occurs.

  The side body structure of the vehicle according to claim 2 includes a pair of left and right roof side rails having a closed cross section extending in the longitudinal direction of the vehicle body at both ends in the left and right direction of the roof, and a lower part from a middle portion of the pair of roof side rails. A vehicle body structure including a pair of center pillars each extending to the roof, a roof reinforcement constructed between joints on the vehicle width direction inside of the pair of left and right roof side rails, and the roof side A roof rail reinforcement that divides the inside of the rail in the vehicle width direction and extends in the vehicle longitudinal direction is provided, and the roof rail reinforcement has a circumference having different radii from the joints in a vertical cross section perpendicular to the vehicle longitudinal direction. A plurality of specific parts respectively located on the top, wherein a plurality of specific parts each provided with a ridge line part at both ends in the circumferential direction are provided. To have.

  In the side body structure of the vehicle, the roof rail reinforcement is a plurality of specific parts respectively positioned on a circumference having different radii from the joints in a vertical section perpendicular to the longitudinal direction of the vehicle body. Since a plurality of specific parts provided with ridge lines at both ends in the circumferential direction are provided, the buckling strength of the roof rail reinforcement can be increased only by changing the shape of the roof rail reinforcement. Further, since the shape of the roof rail reinforcement is changed, no increase in thickness or addition of a reinforcing member occurs.

  According to a third aspect of the present invention, in the second aspect of the present invention, the circumferential length of a specific portion on the circumference having the largest radius among the circumferences is a circle of a specific portion on another circumference having a different radius. It is characterized by being set longer than the circumferential length.

  A fourth aspect of the present invention is the center pillar reinforcement according to any one of the first to third aspects of the present invention, wherein the center pillar reinforcement partitions the interior of the center pillar in the vehicle width direction into at least one specific portion of the plurality of specific portions. Are connected.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, an angle formed by the plurality of specific portions and a plurality of adjacent portions adjacent to each other with the ridge line portion interposed therebetween is 130 ° to 160 °. It is characterized by being set to °.

  According to the invention of claim 1, since there is no increase in the plate thickness or addition of the reinforcing member, an increase in the vehicle body weight can be suppressed. In addition, since the buckling strength of the roof rail reinforcement can be increased, the torsional rigidity of the roof side rail can be increased. The amount of indoor displacement can be reduced. In other words, since a part is provided along the stress direction of the torsional moment and constrained by the ridge lines at both ends, the buckling strength is efficiently suppressed by the specific part receiving the stress of the torsional moment as an axial load. The torsional rigidity of the roof side rail can be increased.

According to the invention of claim 2, basically, the same effect as that of the invention of claim 1 can be obtained. In other words, a torsional moment occurs around the joint of the roof rail reinforcement, and a portion that is constrained by the ridgeline at both ends along the stress direction of the torsional moment is provided. As a result, the buckling strength can be efficiently suppressed and the torsional rigidity of the roof side rail can be increased.
According to the invention of claim 3, since the portion having the largest radius, that is, the portion having the largest stress of the torsional moment contributes to the torsional suppression, the circumference of the specific portion on the circumference having the largest radius among the circumferences. The buckling strength of the roof rail reinforcement can be increased efficiently by setting it longer than the circumferential length of a specific part on other circumferences with different radii. The torsional rigidity can be further increased.

  According to the invention of claim 4, since the center pillar reinforcement is connected to the portion where the buckling strength of the roof rail reinforcement is increased, a load is input to the portion where the buckling strength is increased during a side collision. Thus, the energy of the torsional moment acting on the roof side rail can be efficiently supported.

  According to the invention of claim 5, the buckling strength ratio of the roof rail reinforcement can be increased, and the torsional rigidity of the roof side rail can be further increased.

1 is a perspective view of a side body structure of a vehicle according to Embodiment 1 of the present invention. It is a top view of the left side principal part of a roof. It is the III-III sectional view taken on the line of FIG. It is the IV-IV sectional view taken on the line of FIG. It is the VV sectional view taken on the line of FIG. It is a principal part enlarged view of a roof rail rain. It is a schematic diagram of a roof side rail, a center pillar, and a side sill when a side collision load is input, (a) is a diagram showing an initial input state, (b) is a diagram showing an intermediate state of input, and (c) is a late input phase. It is a figure which shows a state. It is a figure which shows the verification model of a roof side rail. It is a graph which shows the correlation with the crossing angle of a bending part, and buckling strength ratio.

  Hereinafter, modes for carrying out the present invention will be described based on examples. In this embodiment, the front-rear direction of the vehicle will be referred to as the front-rear direction, and the left-right direction of the vehicle will be described as the left-right direction.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIG. 1, a vehicle V includes a pair of roof side rails 2 that extend in the front-rear direction at the left and right ends of the roof 1, and a pair of side sills 3 that extend in the front-rear direction at the lower portions of the left and right sides of the vehicle body. A pair of center pillars 4 extending in the vertical direction are provided at the front-rear intermediate portions of the left and right sides of the vehicle body. In addition, since the side part vehicle body structure of the vehicle V is a left-right symmetric structure, the structure of the left side is mainly demonstrated below.

  A front pillar 5 is provided on the front side of the center pillar 4 so as to be inclined downward toward the front side, and a lower end portion of the front pillar 5 is joined to an upper end portion of a hinge pillar 6 extending in the vertical direction. The upper end of the front pillar 5 is joined to the front end of the roof side rail 2, and the lower end of the hinge pillar 6 is joined to the front end of the side sill 3. A windshield (not shown) is disposed between the pair of front pillars 5.

  A rear pillar 7 extending in the vertical direction is provided on the rear side of the center pillar 4. An upper end portion of the rear pillar 7 is joined to a rear end portion of the roof side rail 2, and a lower end portion of the rear pillar 7 is connected to a rear end portion of the side sill 3. It is joined. The side sill 3, the front pillar 5, the hinge pillar 6 and the rear pillar 7 each constitute a closed cross section by an outer panel and an inner panel, and a reinforcement as a reinforcing member is disposed in the closed cross section. Hereinafter, the reinforcement is abbreviated as rain for all the reinforcing members.

As shown in FIGS. 1 to 5, the center pillar 4 includes a center pillar outer 11 and a center pillar inner 12, and constitutes a closed cross-sectional portion in which both panels extend in the vertical direction in cooperation with each other.
The upper end portion of the center pillar outer 11 is connected to the lower end portion of the roof side rail outer 21, and the upper end portion of the center pillar inner 12 is joined to the lower end portion of the roof side rail inner 22. The center pillar 4 includes a center pillar rain 13 that partitions the closed cross section in the vehicle width direction.

The center pillar rain 13 integrally includes an upper portion 14 located above the boundary portion L set below the middle step portion in the vertical direction and a lower portion 15 located below the boundary portion L. I have. (See Figure 7)
As shown in FIG. 3, the upper portion 14 includes a side wall portion 14a extending along the side surface of the vehicle body, and a pair of vertical wall portions 14b extending substantially orthogonally inward in the vehicle width direction from both front and rear end portions of the side wall portion 14a. And a pair of flange portions 14c extending in the front-rear direction from both front end portions of each vertical wall portion 14b, and formed in a substantially hat-shaped cross section. A hinge mounting portion (not shown) is joined to the upper portion 14.

As shown in FIG. 4, the lower portion 15 is formed to have a width in the front-rear direction wider than that of the upper portion 14 and a width in the front-rear direction toward the lower side, and extends along the side surface of the vehicle body. A pair of vertical wall portions 15b extending in an inclined manner inward in the vehicle width direction from both longitudinal ends of the portion 15a, and a pair of flange portions 15c extending in the front-rear direction from both ends of each vertical wall portion 15b. Yes.
An opening 15d is formed in the side wall 15a over a relatively large range.
The pair of vertical wall portions 15b are formed in an inclined shape so that the distance between them increases gradually toward the inner side in the vehicle width direction, and is set to an inclination angle larger than the inclination angle of the vertical wall portion 14b of the upper portion 14. Yes.

Next, the roof side rail 2 will be described.
As shown in FIG. 5, the roof side rail 2 includes a roof side rail outer 21 and a roof side rail inner 22, and constitutes a closed cross-section portion in which both panels cooperate and extend forward and backward. As shown in FIG. 1, the front end portion of the left roof side rail 2 is joined to the left end portion of the front header 31 that extends in the vehicle width direction at the front end portion of the roof 1, and the rear end portion is at the rear end portion of the roof 1. It is joined to the left end of the rear header 32 extending in the vehicle width direction. A front end portion of the roof panel 30 installed between the pair of roof side rails 2 is joined to the upper surface of the front header 31, and a rear end portion is joined to the upper surface of the rear header 32.

A front roof rain 33, a center roof rain 34, and a rear roof rain 35 extending in the vehicle width direction are provided below the roof panel 30.
As shown in FIGS. 2 and 5, the central roof rain 34 is disposed at substantially the same position as the upper end portion of the center pillar 4 in a side view, and the vehicle width direction end portion is joined to the roof side rail inner 22. Joined at B. Similarly to the central roof rain 34, the front roof rain 33 and the rear roof rain 35 are joined to the roof side rail inner 22 at the ends in the vehicle width direction.

The roof side rail 2 is provided with a roof rail rain 23 made of a high-strength steel plate that partitions the closed cross section in the vehicle width direction and extends in the vehicle width direction.
The roof rail rain 23 has a front end joined to the front header 31 and a rear end joined to the rear header 32. In the roof rail rain 23, the upper flange portion 23 a is quadruple bonded to the roof panel 30, the roof side rail outer 21, and the roof side rail inner 22, and the lower flange portion 23 b is bonded to the roof side rail inner 22. A closed cross section extending in the front-rear direction is configured in cooperation with the roof side rail inner 22.

The roof rail rain 23 is formed to have a predetermined plate thickness, for example, 1.2 mm, and a plurality of, for example, three rectangular surface-shaped specific portions S1 to S3 between the upper flange portion 23a and the lower flange portion 23b. A plurality of rectangular surface adjacent portions N1 to N6 and the like adjacent to the specific portions S1 to S3 are integrally provided.
As shown in FIG. 5 and FIG. 6, the specific part S <b> 1 is provided so as to be located on a circumference C <b> 1 in which a distance from the joint B is set to a radius r <b> 1 in a vertical cross section orthogonal to the front-rear direction. The upper end portion of the center pillar rain 13 is joined to the specific portion S1 by spot welding, and the stress F1 generated on the surface due to the side impact load input through the center pillar 4 at the time of the side impact and the stress F1 The accompanying torsional moment is generated.

  The specific portion S1 is formed so as to constitute a surface portion that is substantially parallel to the direction of the stress F1 due to the torsional moment about the joint B at the time of a side collision. A ridge line portion E1 extending linearly in the front-rear direction is provided at one end portion in the circumferential direction (stress direction) of the specific portion S1, and the other end portion in the circumferential direction of the specific portion S1 extends linearly in the front-rear direction. A ridge line portion E2 is provided. The specific part S1 is adjacent to and adjacent to the adjacent part N1 with the ridge line part E1 therebetween, and is adjacent to and adjacent to the adjacent part N2 with the ridge line part E2 therebetween.

  As shown in FIG. 5, the specific part S2 is provided so as to be located on a circumference C2 in which a distance from the joint B is set to a radius r2 (r2 <r1) in a vertical cross section orthogonal to the front-rear direction. Yes. The specific portion S2 is formed so as to constitute a surface portion that is substantially parallel to a stress direction due to a torsional moment about the joint portion B at the time of a side collision. A ridge line portion E3 extending linearly in the front-rear direction is provided at one end portion in the circumferential direction of the specific portion S2, and a ridge line portion E4 extending linearly in the front-rear direction is provided at the other end portion in the circumferential direction of the specific portion S2. Is provided. The specific part S2 is adjacent to and adjacent to the adjacent part N3 with the ridge line part E3 therebetween, and is adjacent to and adjacent to the adjacent part N4 with the ridge line part E4 therebetween.

  The specific part S3 is provided so as to be positioned on a circumference C3 in which a distance from the joint B is set to a radius r3 (r3 <r2) in a vertical cross section orthogonal to the front-rear direction. The specific portion S3 is formed so as to constitute a surface portion that is substantially parallel to a stress direction caused by a torsional moment about the joint portion B at the time of a side collision. A ridge line portion E5 extending linearly in the front-rear direction is provided at one end portion in the circumferential direction of the specific portion S3, and a ridge line portion E6 extending linearly in the front-rear direction is provided at the other end portion in the circumferential direction of the specific portion S3. Is provided. The specific part S3 is adjacent to and adjacent to the adjacent part N5 via the ridge line part E5, and is adjacent to and adjacent to the adjacent part N6 via the ridge line part E6.

As shown in FIG. 5, the specific parts S1 to S3, the adjacent parts N1 to N6 and other parts in the circumferential length (width) are set to 30 mm or less, and the specific part where the center pillar rain 13 is joined. The circumferential length of S1 is formed so as to be longer than the circumferential length of the specific portions S2 and S3.
The adjacent portions N1 and N2 that are adjacent to each other with the specific portion S1 and the ridge portions E1 and E2 sandwiched therebetween are set to have a tolerance angle of 130 ° to 160 °, and the specific portion S2 and the ridge portion E3. , E4 and the adjacent portions N3 and N4 that are adjacent to each other are set to have a tolerance angle of 130 ° to 160 ° and are adjacent to each other with the specific portion S3 and the ridge portions E5 and E6 interposed therebetween. For the adjacent portions N5 and N6, the tolerance angle formed by each is set in a range of 130 ° to 160 °.

Next, operations and effects of the side body structure of the vehicle according to the first embodiment will be described.
As shown in FIG. 7A, when a side impact load acts on the center pillar 4, the side impact load is transmitted and distributed to the roof side rail 2 and the side sill 3 via the center pillar 4.

  As shown in FIG. 7B, the torsional rigidity of the roof side rail 2 is increased by increasing the buckling strength of the roof rail rain 23, so that the center pillar does not cause buckling deformation of the roof side rail 2. The upper and lower ends of 4 are firmly supported. As a result, the lower part of the center pillar 4 including the lower part 15 is intensively deformed to absorb impact energy, and the middle stage and upper part of the center pillar 4 including the upper part 15 are prevented from projecting toward the vehicle interior side. doing.

  As described above, since the plate thickness is not increased and the reinforcing member is not added only by changing the shape of the roof rail rain 23, an increase in the weight of the vehicle body can be suppressed. Further, since the buckling strength of the roof rail rain 23 can be increased, the torsional rigidity of the roof side rail 2 can be increased, and the center pillar accompanying the torsional deformation or buckling deformation of the roof side rail 2 at the time of a side collision of the vehicle V. 4 can be reduced in the amount of displacement toward the passenger compartment. That is, since the specific portions S1 to S3 are provided along the stress direction of the torsion moment and restricted by the ridge lines E1 to E6 at both ends, the specific portions S1 to S3 receive the stress of the torsion moment as an axial load. Thus, the buckling strength can be efficiently suppressed and the torsional rigidity of the roof side rail 2 can be increased. In addition, a torsional moment is generated with the joint B of the roof rail rain 23 as the center of rotation, and the specific portions S1 to S3 are provided along the stress direction of the torsional moment and constrained by the ridges E1 to E6 at both ends. The specific portions S1 to S3 receive this stress as an axial load, so that the buckling strength can be efficiently suppressed and the torsional rigidity of the roof side rail 2 can be increased.

  The circumferential length of the specific part S1 on the circumference C1 having the largest radius r1 is set longer than the circumferential lengths of the specific parts S2 and S3 on other circumferences having different radii. Yes. Thereby, the circumferential direction length of the specific part S1 on the circumference C1 having the largest radius among the circumferences is set longer than the circumferential lengths of the specific parts S2 and S3 on the other circumferences having different radii. As a result, the buckling strength of the roof rail rain 2 can be increased efficiently, and the torsional rigidity of the roof side rail 2 can be further increased.

  A center pillar rain 13 that partitions the inside of the center pillar 4 in the vehicle width direction is connected to at least one specific part S1 among the plurality of specific parts. Since the center pillar rain 13 is connected to the portion where the buckling strength of the roof rail rain 23 is increased, a load is input to the portion where the buckling strength is increased at the time of a side collision, so that the torsional moment acting on the roof side rail 2 is reduced. Energy can be supported efficiently.

Here, in order to elucidate the buckling deformation mechanism of the roof side rail, the roof side rail was modeled, and a verification experiment was conducted to verify the state in which the torsional moment was applied to the roof side rail by simulation.
Hereinafter, the verification experiment will be described.
As shown in FIG. 8, the model M of the roof side rail includes an outer panel 51 and an inner panel 52, and both end portions in the vertical direction are joined to form a closed cross-sectional portion extending in the longitudinal direction. A bent portion 53 that is bent in the direction of the inner panel 52 and extends in the longitudinal direction is formed in the middle portion of the outer panel 51. By applying a load opposite in the vertical direction to both ends in the longitudinal direction of the model M in which the angle θ of the bent portion 53 is changed, the tolerance angle θ of the bent portion 53 when the model M buckles and the buckling strength ratio. Created a correlation. The outer panel 51 and the inner panel 52 have the properties of a high-tensile steel plate having a thickness of 1.2 mm.

Next, the result of the verification experiment will be described based on FIG.
(1) The buckling strength ratio can be increased by changing the shape of the roof side rail without changing the plate thickness or adding a reinforcing member.
(2) Since the buckling strength ratio is higher in the case where the bent portion 53 is present than in the case where the bent portion 53 is not present, the ridge line portion of the roof side rail effectively contributes to suppression of buckling deformation.
(3) Since the buckling strength ratio is dramatically increased when the angle formed by the adjacent surface portions sandwiching the ridge line portion is 130 ° to 160 °, the angle formed by the adjacent surface portions sandwiching the ridge line portion is adjusted. Therefore, buckling deformation can be suppressed.
From the above verification results, it was found that the buckling deformation of the roof side rail can be suppressed by the ridgeline portion formed on the roofside rail itself and the intersection angle between the surface portions sandwiching the ridgeline portion.

  That is, in this embodiment, the angles formed by the plurality of specific portions S1 to S3 and the plurality of adjacent portions N1 to N6 adjacent to each other with the ridge line portions E1 to E6 interposed therebetween are set to 130 ° to 160 °. The buckling strength ratio of the roof rail rain 23 can be increased, and the torsional rigidity of the roof side rail 2 can be further increased. In addition, it is preferable to set the tolerance angle which the adjacent site | part N1-N6 adjacent on both sides of specific site | part S1-S3 and ridgeline part E1-E6 sets to the range of 140 degrees-155 degrees.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above-described embodiment, an example in which three specific parts located on the circumference are formed has been described. However, the specific part may be two, or four or more. In addition, the example in which the joint between the central roof rain and the roof side rail inner is the center of the torsional moment has been described, but the center of the torsional moment is changed depending on the configuration of the roof side rail. It is preferable to set the center of the torsional moment as appropriate.

2] In the above-described embodiment, the example in which the upper end portion of the center pillar rain is joined only to a specific portion on the circumference having the largest radius, but the center pillar rain may be joined to a plurality of specific portions. Moreover, you may join the upper end part of a front pillar rain or a rear pillar rain to a roof rail rain like a center pillar rain.

3) In the above-described embodiment, an example in which the present invention is applied to a vehicle having a center pillar capable of deformation mode control has been described. However, the same effect can be achieved even if applied to a general vehicle. Further, the roof rail rain may be a general-purpose steel plate other than the high-tensile steel plate.

4) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention can increase the torsional rigidity of the roof side rail by changing the shape of the roof rail reinforcement in the side body structure of the vehicle provided with the roof rail reinforcement that partitions the inside of the roof side rail in the vehicle width direction.

DESCRIPTION OF SYMBOLS 1 Roof 2 Roof side rail 4 Center pillar 13 Center pillar reinforcement 23 Roof rail reinforcement S1-S3 Specific site | part N1-N6 Adjacent site | part E1-E6 Edge line part V Vehicle

Claims (5)

A pair of left and right roof side rails having a closed cross-sectional shape extending in the longitudinal direction of the vehicle body and a pair of center pillars extending downward from a middle portion of the pair of roof side rails are provided at both ends of the roof in the left and right direction. In the side body structure of the vehicle,
A roof rail reinforcement that partitions the interior of the roof side rail in the vehicle width direction and extends in the vehicle longitudinal direction;
The roof rail reinforcement is a plurality of specific parts having surfaces parallel or substantially parallel to a stress direction due to a torsional moment generated at the time of a side collision, and a plurality of specific parts provided with ridge portions at both ends of the stress direction A side body structure of a vehicle characterized by comprising: A pair of left and right roof side rails having a closed cross-sectional shape extending in the longitudinal direction of the vehicle body and a pair of center pillars extending downward from a middle portion of the pair of roof side rails are provided at both ends of the roof in the left and right direction. In the side body structure of the vehicle,
A roof reinforcement constructed between joints on the inner side in the vehicle width direction of the pair of left and right roof side rails;
A roof rail reinforcement that partitions the interior of the roof side rail in the vehicle width direction and extends in the vehicle longitudinal direction;
The roof rail reinforcement is a plurality of specific portions respectively located on a circumference having different radii from the joint in a vertical cross section perpendicular to the longitudinal direction of the vehicle body, and ridge line portions at both ends in the circumferential direction. A side body structure of a vehicle, comprising a plurality of specific parts provided with a vehicle body.   The circumferential length of a specific portion on the circumference having the largest radius among the circumferences is set to be longer than the circumferential length of the specific portion on another circumference having a different radius. The side body structure of the vehicle according to claim 2.   The center pillar reinforcement for partitioning the inside of the center pillar in the vehicle width direction is connected to at least one specific part among the plurality of specific parts. Side vehicle body structure of the described vehicle.   5. The angle formed by each of the plurality of specific portions and the plurality of adjacent portions adjacent to each other with the ridge line portion interposed therebetween is set to 130 ° to 160 °. Side body structure of the vehicle as described in 4.