JP2016078731A - Vehicle upper part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a vehicle upper part structure that can absorb a collision load which is inputted to a joining part of a front pillar and a roof side rail at the time of a vehicle front collision.SOLUTION: The vehicle upper part structure comprises: a front pillar outer 24 which is inclined toward an upper side of a vehicle as approaching a rear side of the vehicle and has an upper wall part 42 in a vehicle width direction formed at the upper side of the vehicle; a rail outer 64 which is extended in a vehicle longitudinal direction, a front end part 43 of which is extended in a longitudinal direction of the front pillar outer 24 and joined to a rear end part 41 of the front pillar outer 24; and a reinforcement 72 which is formed in a rectangular shape whose longitudinal direction is set as a longitudinal direction of the front pillar outer 24 in a vehicle side view and a rear end part 75 of which is welded to either one of the front pillar outer 24 and the rail outer 64, where the front end part 73 at the opposite side of the rear end part 75 is held on the other of the front pillar outer 24 and the rail outer 64 to be relatively movable.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle superstructure.

  Patent Document 1 below discloses a reinforcing structure for a vehicle frame member. Specifically, the front pillar outer reinforcement (hereinafter referred to as “front pillar outer”) constituting the front pillar and the roof side rail outer reinforcement (hereinafter referred to as “rail outer”) constituting the roof side rail. ) Are provided along the longitudinal direction of the vehicle skeleton member. A gap is provided in the longitudinal direction between the front pillar outer and the rail outer, and a sandwiched portion is provided in the gap. Thereby, at the time of a vehicle front collision, the sandwiched portion is sandwiched between the front pillar outer moving to the rail outer side and the rail outer, so that the collision load input to the front pillar outer is transmitted to the rail outer.

JP 2011-111081 A

  According to the configuration disclosed in Patent Document 1, the collision load input along the longitudinal direction of the front pillar outer is transmitted to the rail outer through the sandwiched portion, thereby coupling the front pillar and the roof side rail. The bending of the part can be suppressed. However, there is room for improvement in terms of absorbing the collision load when a collision load that is bent upward in the vehicle vertical direction is input to the coupling portion.

  In view of the above problems, an object of the present invention is to obtain a vehicle superstructure capable of absorbing a collision load input to a joint portion between a front pillar and a roof side rail at the time of a vehicle front collision.

  According to a first aspect of the present invention, a vehicle upper structure is inclined to the upper side of the vehicle as it goes rearward of the vehicle, and a front pillar outer in which an upper wall portion is formed on the upper side of the vehicle along the vehicle width direction. A rail outer that extends along the front-rear direction and has a front end extending along the longitudinal direction of the front pillar outer and coupled to the rear end of the front pillar outer; The front pillar outer is formed in a rectangular shape in the longitudinal direction, and one end in the longitudinal direction is welded to one of the front pillar outer and the rail outer, and is opposite to the one end. The other end portion includes a reinforcement that is held so as to be relatively movable with respect to either the front pillar outer or the rail outer.

  According to a second aspect of the present invention, in the vehicle upper structure according to the first aspect, the reinforcement has the one end welded to the rail outer.

  According to a third aspect of the present invention, in the vehicle upper structure according to the second aspect, the reinforcement is a length from the rear end portion of the front pillar outer to the one end portion of the reinforcement. In addition, the length from the rear end portion of the front pillar outer to the other end portion of the reinforcement is set longer.

  The vehicle upper structure according to a fourth aspect of the present invention is the vehicle upper structure according to any one of the first to third aspects, wherein the other end of the reinforcement is formed via a foam filler. It is held by either the front pillar outer or the rail outer.

  A vehicle upper structure according to a fifth aspect of the present invention is the vehicle upper structure according to any one of the first to fourth aspects, wherein the lower side in the vehicle vertical direction is at the other end of the reinforcement. An inclined portion that is inclined in the lateral direction of the reinforcement is formed as it goes toward the one end along the longitudinal direction of the reinforcement.

  According to the first aspect of the present invention, when a collision load that causes the coupling portion to be bent upward in the vehicle vertical direction is input to the coupling portion between the front pillar and the roof side rail at the time of a vehicle front collision, The other end moves substantially upward in the vehicle vertical direction with respect to either the front pillar outer or the rail outer. By this relative movement, the other end portion of the reinforcement comes into contact with either the upper wall portion of the front pillar outer or the rail outer. As a result, the collision load is transmitted to the other end of the reinforcement substantially downward in the vehicle vertical direction, and as a result, the reinforcement is bent upwardly in the vehicle vertical direction. Since the reinforcement load absorbs the collision load input to the connecting portion between the front pillar and the roof side rail, the bending of the connecting portion between the front pillar outer and the rail outer is suppressed.

  According to the second aspect of the present invention, the other end of the reinforcement is movable relative to the front pillar outer. That is, when the length of the reinforcement in the longitudinal direction changes, the load at which the reinforcement breaks changes accordingly. However, in the present invention, the other end of the reinforcement is not coupled to the front pillar outer. For this reason, it becomes easy to change the length of the reinforcement in the longitudinal direction by changing the position of the other end. The other end of the reinforcement can extend in length along the longitudinal direction of the front pillar outer. If the other end of the reinforcement is welded to the front pillar outer so that one end of the reinforcement can be extended along the rail outer, the rail outer can be extended from the longitudinal direction of the front pillar outer to the front and rear of the vehicle. Since the direction changes toward the rear of the direction, the other end of the reinforcement can only extend to a position where the direction of the rail outer changes. On the other hand, in the present invention, the other end portion of the reinforcement can be extended along the longitudinal direction of the front pillar outer inclined toward the vehicle upper side as it goes rearward without changing the direction. No restrictions on the length of extension. That is, the adjustment allowance for the bending load of the reinforcement can be increased.

  According to the third aspect of the present invention, when a collision load that is folded upward in the vehicle vertical direction is input to the coupling portion between the front pillar and the roof side rail at the time of a vehicle front collision, the other end portion is the front pillar outer. By contacting the upper wall portion, the collision load is transmitted to the reinforcement substantially downward in the vehicle vertical direction. At this time, since the length from the rear end portion of the front pillar outer to the other end portion of the reinforcement is increased, the moment applied to the reinforcement is increased, and as a result, the reinforcement is moved in the vehicle vertical direction. An upward fold occurs at an early stage. Therefore, the collision load input to the coupling portion between the front pillar and the roof side rail is absorbed early.

  According to invention of Claim 4, the vibration of the other edge part of reinforcement can be absorbed with a foaming filler. Further, the other end portion of the reinforcement and the front pillar outer or the rail outer can be prevented from directly contacting each other.

  According to the fifth aspect of the present invention, when a collision load is transmitted substantially downward in the vehicle vertical direction to one end portion or the other end portion of the reinforcement, the collision load is concentrated on the inclined portion. Therefore, since the reinforcement is folded starting from the inclined portion, the reinforcement can be stabilized.

  The vehicle upper structure according to the first aspect of the present invention has an excellent effect of being able to absorb a collision load input to a joint portion between the front pillar and the roof side rail at the time of a vehicle front collision.

  The vehicle upper structure according to the second aspect of the present invention has an excellent effect that the adjustment allowance of the absorption mode of the collision load input to the coupling portion between the front pillar and the roof side rail at the time of the vehicle front collision can be increased. .

  The vehicle upper structure according to the third aspect of the present invention has an excellent effect that the collision load input to the joint portion between the front pillar and the roof side rail at the time of vehicle front collision can be absorbed at an early stage.

  The vehicle upper structure according to the fourth aspect of the present invention has an excellent effect that vibration and noise can be suppressed.

  The vehicle upper structure according to the present invention described in claim 5 has an excellent effect that the collision load input to the joint portion between the front pillar and the roof side rail at the time of a vehicle front collision can be stably absorbed.

It is a schematic perspective view which shows the state which looked at the vehicle which has the vehicle superstructure which concerns on one Embodiment toward the vehicle back from the vehicle front. It is a side view showing the front pillar and roof side rail which have the vehicles superstructure concerning one embodiment. (A) is an expanded sectional view which shows the state cut | disconnected along the AA line of FIG. 2, (B) is an expanded sectional view which shows the state cut | disconnected along the BB line of FIG. It is a side view which shows the state at the time of the vehicle front collision of the front pillar and roof side rail which have the vehicle superstructure which concerns on one Embodiment. It is an expanded sectional view which shows the state cut | disconnected along CC line of FIG. FIG. 3 is a schematic perspective view showing a state in which a front pillar and a roof side rail having a vehicle upper structure according to a comparison are viewed from the front of the vehicle toward the rear of the vehicle.

  Hereinafter, an embodiment of a vehicle superstructure according to the present invention will be described with reference to FIGS. In these drawings, the arrow UP indicates the vehicle vertical direction upper side, the arrow FR indicates the vehicle front-rear direction front side, and the arrow OUT indicates the vehicle width direction outer side.

  As shown in FIG. 1, a front pillar 16, a center pillar 18, and a rear pillar 20 are erected on the vehicle side portion 14 of the vehicle 10 in order from the front of the vehicle along the vehicle front-rear direction. In addition, since the vehicle side part 14 is arrange | positioned by a pair on the both sides of the vehicle width direction of the vehicle 10, and both are a right-and-left symmetrical structure, only one vehicle side part 14 is demonstrated below.

  As shown in FIG. 2, the front pillar 16 is disposed along the front edge of the front door opening 21 formed in the vehicle side portion 14, and is inclined toward the vehicle upper side toward the vehicle rear. It is a skeletal member. As shown in FIG. 3A, the front pillar 16 includes a side member 22 provided outside the vehicle, a front pillar outer 24 provided inside the side member 22 in the vehicle width direction, and a front pillar outer 24. And a front pillar inner 26 provided on the inner side in the vehicle width direction.

  The side member 22 has a substantially hat-shaped cross section with a side member central portion 28 and flange portions 30 and 32 provided at both ends of the side member central portion 28, respectively. And it arrange | positions in the state which cross-sectional opening faced the vehicle width direction inner side.

  The front pillar outer 24 has a substantially hat-shaped cross section with a front pillar outer protruding portion 34 and flange portions 36 and 38 provided at both ends of the front pillar outer protruding portion 34, respectively. And it arrange | positions in the state which cross-sectional opening faced the vehicle width direction inner side. The front pillar outer projecting portion 34 includes an upper wall portion 42 extending substantially outward in the vehicle width direction from an end portion 40 on the outer side in the vehicle width direction of the flange portion 36, and an end on the outer side in the vehicle width direction of the upper wall portion 42. A side surface 46 extending substantially downward in the vehicle vertical direction from the portion 44, and a lower surface 52 extending from an end portion 48 of the side surface 46 in the vehicle vertical direction lower side to an end portion 50 of the flange portion 38 in the vehicle vertical direction upper side. And is composed of. The front pillar outer protrusion 34 is housed inside the side member central portion 28.

  The front pillar inner 26 has a substantially hat-shaped cross section with a front pillar inner protruding portion 54 and flange portions 56 and 58 provided at both ends of the front pillar inner protruding portion 54, respectively. And it arrange | positions in the state which cross-sectional opening faced the vehicle width direction outer side.

  The flange portion 30 of the side member 22, the flange portion 36 of the front pillar outer 24, and the flange portion 56 of the front pillar inner 26 are each extended substantially in the same direction outward in the vehicle width direction. Similarly, the flange portion 32 of the side member 22, the flange portion 38 of the front pillar outer 24, and the flange portion 58 of the front pillar inner 26 are extended substantially in the same direction downward in the vehicle vertical direction. . Therefore, the flange portions 30, 36, 56 and the flange portions 32, 38, 58 are in surface contact with each other and are joined at the spot hitting point S by welding. Thereby, the cross section of the front pillar 16 along the substantially vertical direction of the vehicle is a closed cross section.

  As shown in FIG. 2, a roof side rail 60 is provided behind the front pillar 16 in the vehicle front-rear direction. The roof side rail 60 is a vehicle skeleton member that supports the roof panel 62 of the vehicle 10 shown in FIG. 1 and that is provided on the outer side in the vehicle width direction and extends along the vehicle front-rear direction. The roof side rail 60 includes a side member 22 and a rail outer 64 shown in FIG. 3B on the inner side in the vehicle width direction. The rail outer 64 includes a rail outer central portion 66 and flange portions 68 and 70 formed at both ends of the rail outer central portion 66 in the vehicle vertical direction. The flange portion 68 extends substantially in the same direction outward in the vehicle width direction, like the flange portion 30 of the side member 22. Further, the flange portion 70 extends substantially in the same direction downward in the vehicle vertical direction, like the flange portion 32 of the side member 22.

  The front pillar 16 and the roof side rail 60 are integrally configured by a coupling portion 61 that couples the rear end portion 41 of the front pillar outer 24 and the front end portion 43 of the rail outer 64. Specifically, the front end portion 43 of the rail outer 64 extends in the same direction as the longitudinal direction of the front pillar 16, that is, so as to incline toward the vehicle upper side toward the vehicle rear. As shown in FIG. 3B, the flange portions 68 and 70 of the rail outer 64 are disposed between the flange portions 36 and 38 of the front pillar outer 24 and the flange portions 56 and 58 of the front pillar inner 26. Then, they are joined by welding at the spot hitting point S. Therefore, the rail outer 64 is disposed between the front pillar outer 24 and the front pillar inner 26.

  As shown in FIG. 2, a reinforcement 72 is provided at a joint 61 between the front pillar 16 and the roof side rail 60. The reinforcement 72 is formed in a substantially rectangular shape whose longitudinal direction is the longitudinal direction of the front pillar 16 by pulling the front pillar outer 24 in a side view of the vehicle. Further, the front end 73 as the other end of the reinforcement 72 is set to have a shorter dimension than the rear end 75 as one end on the opposite side. Specifically, on the lower side of the front end portion 73 in the vehicle vertical direction, the outer side of the reinforcement 72 in the short side direction, that is, substantially lower in the vehicle vertical direction as it goes to the rear end portion 75 along the longitudinal direction of the reinforcement 72. An inclined portion 74 inclined to the side is formed. Further, the rear end portion 75 of the reinforcement 72 is a flat plate having a rectangular cross section along the vehicle vertical direction, as shown in FIG. As shown in FIG. 3 (A), a convex portion 76 having a substantially U-shaped cross section along the vertical direction of the vehicle, and a vertical direction of the vehicle from the lower end of the convex portion 76 in the vertical direction of the vehicle. It is made into the shape which has the extension part 78 extended to the direction lower side.

  The reinforcement 72 is attached by welding the inner surface in the vehicle width direction on the rear end 75 side to the outer surface in the vehicle width direction of the rail outer central portion 66 of the rail outer 64 (see FIG. 3B). Further, the front end portion 73 of the reinforcement is attached to the inner side surface in the vehicle width direction of the side surface 46 of the front pillar outer projecting portion 34 of the front pillar outer 24 with the foam 76 in the vehicle width direction outer surface. It has been. Accordingly, the front end portion 73 of the reinforcement 72 is held on the side surface 46 of the front pillar outer 24. The holding force for holding the front end portion 73 of the foam filler 80 is set to such an extent that the displacement of the front end portion 73 due to a collision load input at the time of a vehicle front collision described later is not hindered. That is, the front end 73 can be moved relative to the front pillar outer 24. Even when the front end 73 moves relative to the front pillar outer 24, the foam filler 80 can follow the front end 73 by elastic deformation (see FIG. 5).

  Further, the reinforcement 72 has a dimension from the coupling part 61 to the front end part 73 longer than a dimension from the coupling part 61 to the rear end part 75 between the front pillar 16 and the roof side rail 60. Specifically, the length from the rear end portion 41 of the front pillar outer 24 to the front end portion 73 of the reinforcement 72 is longer than the length from the rear end portion 41 of the front pillar outer 24 to the rear end portion 75 of the reinforcement 72. The length is set longer. That is, the coupling portion 61 is positioned substantially above the vehicle vertical direction from the center of the reinforcement 72 in the longitudinal direction.

  Next, the assembly process of this embodiment will be described.

  As shown in FIG. 3B, the reinforcement 72 and the rail outer 64 are each connected in advance to the front end 43 side of the rail outer 64 from the rear end portion 75 of the reinforcement 72 in a single product state. Specifically, they are joined by welding at two spot hit points S along the longitudinal direction of the reinforcement 72 (see FIG. 2). Accordingly, the front end portion 73 of the reinforcement 72 is configured to protrude forward from the rail outer 64 in the vehicle front-rear direction.

  As shown in FIG. 3A, the foam filler 80 is attached to the front pillar outer 24 in advance in the vehicle width direction inner side surface of the side surface 46 of the front pillar outer protrusion 34 in a single product state. Specifically, two places are attached along the longitudinal direction of the front pillar outer 24 (see FIG. 2).

  Then, the front pillar outer 24 to which the foam filler 80 is attached, the rail outer 64 to which the reinforcement 72 is attached, and the front pillar inner 26 are set from the inner side in the vehicle width direction to the side member 22 in a single product state. To do. Then, the spot hitting point S includes the flange portions 30 and 32 of the side member 22, the flange portions 36 and 38 of the front pillar outer 24, the flange portions 68 and 70 of the rail outer 64, and the flange portions 56 and 58 of the front pillar inner 26. Join by welding. Thereby, the front pillar 16 and the roof side rail 60 are formed. At this time, the reinforcement 72 is set integrally with the rail outer 64, but the front end portion 73 of the reinforcement 72 is set in a state of being in contact with the foam filler 80 of the front pillar outer 24. That is, since the front end portion 73 of the reinforcement 72 is held by the front pillar outer 24 via the foaming filler 80, the step of fixing the front end portion 73 of the reinforcement 72 to the front pillar outer 24 becomes unnecessary. .

  Next, the operation and effect of this embodiment will be described.

  Here, the operation and effect of this embodiment will be described using the proportionality shown in FIG. In addition, about the same component as this embodiment, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 6, a front pillar outer 102 constituting the front pillar 100 and a rail outer 106 constituting the roof side rail 104 are provided along the longitudinal direction of the vehicle skeleton member. The front pillar outer 102 and the rail outer 106 are provided with a gap 108 in the longitudinal direction, and a clamped portion 110 protruding along the vehicle width direction is provided in the gap 108. Thereby, at the time of a front collision of the vehicle, the sandwiched portion 110 is sandwiched between the front pillar outer 102 and the rail outer 106 that move toward the rail outer 106, so that the collision load input to the front pillar outer 102 is transmitted to the rail outer 106. .

  According to the above-described configuration, the load input along the longitudinal direction of the front pillar outer 102 is transmitted to the rail outer 106 via the sandwiched portion 110, thereby connecting the front pillar 100 and the roof side rail 104. Can be prevented from breaking. However, when a collision load that causes the coupling portion to be bent upward in the vehicle vertical direction is input, the coupling portion tends to be bent starting from the sandwiched portion 110.

  On the other hand, in the present embodiment, at the time of a vehicle front collision, as shown in FIG. 4, a collision load that causes the coupling portion 61 to bend upward in the vehicle vertical direction at the coupling portion 61 between the front pillar 16 and the roof side rail 60. Is input, the front end portion 73 of the reinforcement 72 moves relative to the front pillar outer 24 or the rail outer 64 substantially upward in the vehicle vertical direction. By this relative movement, as shown in FIG. 5, the front end portion 73 of the reinforcement 72 contacts the lower surface 45 of the upper wall portion 42 of the front pillar outer 24. Thereby, a collision load is transmitted to the front end portion 73 of the reinforcement 72 substantially downward in the vehicle vertical direction, and the collision load is applied to the rear side in the vehicle front-rear direction of the inclined portion 74 at the front end portion 73 of the reinforcement 72. Concentrate. As a result, the reinforcement 72 is bent so as to protrude upward in the vehicle vertical direction. Since the collision load input to the coupling portion 61 of the front pillar 16 and the roof side rail 60 is absorbed by the bending of the reinforcement 72, the folding of the coupling portion 61 between the front pillar outer 24 and the rail outer 64 is suppressed. (It becomes difficult to break). Accordingly, it is possible to absorb the collision load input to the coupling portion 61 between the front pillar 16 and the roof side rail 60 at the time of a vehicle front collision.

  Further, the front end portion 73 of the reinforcement 72 moves relative to the front pillar outer 24 or the rail outer 64 substantially upward in the vehicle vertical direction, so that the following effects can also be obtained. That is, when a collision load is input to the coupling portion 61 between the front pillar 16 and the roof side rail 60, the coupling load 61 is absorbed by the deformation of the coupling portion 61 between the front pillar 16 and the roof side rail 60, and The collision load is also absorbed by the deformation of the relatively moved reinforcement 72 against the front pillar outer 24 or the rail outer 64. That is, the collision load is absorbed in two stages. In general, when the reinforcement 72 is fixed to the front pillar outer 24 and the rail outer 64, the connecting portion 61 between the front pillar 16 and the roof side rail 60 hardly deforms (improves durability). However, when deformation occurs, the reinforcement 72 also deforms together with the coupling portion 61. Therefore, the timing of absorption of the collision load due to deformation of the coupling portion 61 and the timing of absorption of the collision load due to deformation of the reinforcement 72 are as follows. At the same time. On the other hand, in this embodiment, since the reinforcement 72 is relatively moved and deformed after the joint 61 between the front pillar 16 and the roof side rail 60 is deformed, the collision load is divided into two stages at different timings. Is absorbed. Thereby, the absorption time of a collision load can be lengthened.

  Further, the front end portion 73 of the reinforcement 72 is movable relative to the front pillar outer 24. That is, when the length of the reinforcement 72 in the longitudinal direction changes, the load at which the reinforcement 72 is bent changes accordingly. However, in the present invention, the front end 73 of the reinforcement 72 is not coupled to the front pillar outer 24. For this reason, it is easy to change the length of the reinforcement 72 in the longitudinal direction by changing the position of the front end portion 73. The front end portion 73 of the reinforcement 72 can extend in length along the longitudinal direction of the front pillar outer 24. If the front end 73 of the reinforcement 72 is welded to the front pillar outer 24 so that the rear end 75 of the reinforcement 72 can be extended along the rail outer 64, the rail outer 64 may be moved in the middle of the front pillar outer 24. Since the direction changes from the longitudinal direction toward the rear in the vehicle front-rear direction, the front end 73 of the reinforcement 72 can only extend to a position where the direction of the rail outer 64 changes. On the other hand, in the present invention, the front end portion 73 of the reinforcement 72 can be extended along the longitudinal direction of the front pillar outer 24 that is inclined toward the upper side of the vehicle without changing its direction. Therefore, there is no restriction on the length of extension. That is, the adjustment allowance for the bending load of the reinforcement 72 can be increased. Thereby, the adjustment allowance of the absorption mode of the collision load input to the joint portion 61 between the front pillar 16 and the roof side rail 60 at the time of a vehicle front collision can be increased.

  Furthermore, when a collision load is applied to the connecting portion 61 between the front pillar 16 and the roof side rail 60 at the time of the front collision of the vehicle, the front end 73 is the upper wall portion of the front pillar outer 24. It abuts on the lower surface 45 of 42. For this reason, the collision load is transmitted to the reinforcement 72 substantially downward in the vehicle vertical direction. At this time, since the length from the rear end portion 41 of the front pillar outer 24 to the front end portion 73 of the reinforcement 72 is increased, the moment applied to the reinforcement 72 is increased. As a result, the reinforcement 72 folds upward in the vehicle vertical direction at an early stage. Therefore, the collision load input to the connecting portion 61 between the front pillar 16 and the roof side rail 60 is absorbed early. Thereby, the collision load input to the coupling portion 61 between the front pillar 16 and the roof side rail 60 at the time of a vehicle front collision can be absorbed early.

  Further, the vibration of the front end portion 73 of the reinforcement 72 can be absorbed by the foam filler 80. Further, the front end 73 of the reinforcement 72 and the front pillar outer 24 can be prevented from directly contacting each other. Thereby, vibration and noise can be suppressed.

  Further, when a collision load is transmitted to the front end portion 73 of the reinforcement 72 substantially downward in the vehicle vertical direction, the collision load is concentrated on the inclined portion 74. Accordingly, since the reinforcement 72 is bent starting from the inclined portion 74, the reinforcement 72 can be stabilized in a stable manner. Thereby, it is possible to stably absorb the collision load input to the coupling portion 61 between the front pillar 16 and the roof side rail 60 at the time of a vehicle front collision.

  Furthermore, in the present embodiment, the front end 73 of the reinforcement 72 does not need to be coupled to the front pillar outer 24, so the front end 73 of the reinforcement 72 and the front pillar outer 24 are welded together. The process of coupling | bonding by etc. becomes unnecessary. Therefore, the front pillar outer 24 and the front pillar inner 26 are set on the side member 22 at the same time, and the flange portions 30, 36 and 56 and the flange portions 32, 38 and 58 are joined by welding. Even in the front pillar 16, reinforcement 72 can be provided without increasing the number of steps.

  Further, by using the foam filler 80, productivity can be improved as compared with the case of bonding with an adhesive such as a mastic adhesive. That is, since the usable period of the adhesive is short, productivity is deteriorated because special management is required. On the other hand, since the foaming filler can be used for a long period of time and can be stored for a long period of time, special management is not required and productivity can be improved.

  In this embodiment, the rear end portion 75 of the reinforcement 72 is coupled to the rail outer 64 by spot welding, but is not limited thereto, and may be configured to be coupled by other means such as arc welding. .

  Further, the rear end portion 75 of the reinforcement 72 is welded to the rail outer 64, and the front end portion 73 of the reinforcement 72 is configured to be movable relative to the front pillar outer 24. Instead, the rear end 75 may be relatively movable with respect to the rail outer 64, and the front end 73 may be welded to the front pillar outer 24.

  The embodiment of the present invention has been described above, but the present invention is not limited to the above, and various modifications other than those described above can be implemented without departing from the spirit of the present invention. Of course.

24 Front pillar outer 41 Rear end portion 42 Upper wall portion 43 Front end portion 64 Rail outer 72 Reinforcement 73 Front end portion (the other end portion)
74 Inclined part 75 Rear end part (one end part)
80 Foam filler

Claims (5)

A front pillar outer that is inclined to the upper side of the vehicle as it goes rearward of the vehicle, and an upper wall portion is formed on the upper side of the vehicle along the vehicle width direction,
A rail outer extending along the longitudinal direction of the vehicle and having a front end extending along a longitudinal direction of the front pillar outer and coupled to a rear end of the front pillar outer;
It is formed in a rectangular shape whose longitudinal direction is the longitudinal direction of the front pillar outer in a side view of the vehicle, and one end in the longitudinal direction is welded to one of the front pillar outer and the rail outer, A reinforcement in which the other end opposite to the other end is held so as to be movable relative to the other of the front pillar outer and the rail outer;
Vehicle superstructure with The reinforcement has the one end welded to the rail outer,
The vehicle superstructure according to claim 1. The reinforcement is longer than the length from the rear end portion of the front pillar outer to the one end portion of the reinforcement, the other end of the reinforcement from the rear end portion of the front pillar outer. The length to the end is set long,
The vehicle superstructure according to claim 2. The other end of the reinforcement is held on the other of the front pillar outer and the rail outer via a foam filler,
The vehicle superstructure according to any one of claims 1 to 3. In the other end portion of the reinforcement, an inclined portion that is inclined in the lateral direction of the reinforcement as the vehicle lower side in the vertical direction goes to the one end portion along the longitudinal direction of the reinforcement. Is formed,
The vehicle superstructure according to any one of claims 1 to 4.

Images