JP2016088216A - Vehicle skeleton structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a vehicle skeleton structure which is easily molded, and can suppress the deformation of a member.SOLUTION: A vehicle skeleton structure has: a long-length first skeleton constituent member 12 having a single-side opened main body part 20 having a U-shaped cross section, and a pair of flange parts 22 which are bent to a direction in which the flange parts are separated from both ends 26 of the main body part 20; a flat-plate shaped second skeleton constituent member 14 which form closed cross sections together with the main body part 20 by being joined to a pair of the flange parts 22; and salient parts 30 which are formed at regions joined to the flange parts 22 at the second skeleton member 14, salient to a direction in which the salient parts separate from the flange parts 22, and extended to a direction in which the salient parts intersect with the first skeleton constituent member 12 in a longitudinal direction.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle skeleton structure.

  The following Patent Document 1 discloses a vehicle body structure. Specifically, the flange portion of the center pillar inner panel, the flange portion of the center pillar outer reinforcement, and the flange portion of the side outer panel are overlapped and joined by a plurality of spot weldings. The center pillar outer ring force has a hat cross section formed by a main body portion and a flange portion extending from an end portion of the main body portion, and the flange portion is formed in a waveform along the longitudinal direction of the flange portion. A corrugated shape portion is formed. The corrugated portion allows the flange portion of the center pillar outer ring force to extend along the longitudinal direction. Therefore, when the flange portion is deformed in the pulling direction along the longitudinal direction, it is deformed into a spot welded portion. Load concentration can be suppressed.

JP 2014-73769 A

  Generally, when a bending load is applied to a member having a hat cross-sectional shape in a direction in which the main body portion in the hat cross-sectional shape is crushed, the main body portion tends to be deformed inward of the cross-section. For this reason, the flange portion follows up the deformed main body portion and is flipped up so that the tip of the flange portion approaches the main body portion side around the end portion of the main body portion. According to the configuration disclosed in Patent Document 1, since the corrugated portion is formed in the flange portion of the center pillar outer ring force, the flange portion is less likely to be bent, thereby suppressing the spring-up of the flange portion. . Thereby, the deformation | transformation to the inner side of a main-body part is also suppressed, and the yield strength with respect to the bending load of a center pillar outer ring force improves as a result. However, it is difficult to form the corrugated portion in the flange portion, and there is room for improvement in this respect.

  In view of the above problems, an object of the present invention is to obtain a vehicle skeleton structure that can be easily molded and can prevent deformation of members.

  The vehicle skeleton structure according to the invention of claim 1 includes a main body portion having a U-shaped cross section that is open on one side, and a pair of flange portions that are bent away from both ends of the main body portion. A flat second skeleton component member that forms a closed cross section with the main body portion by being joined to the long first skeleton component member and the pair of flange portions, and the second skeleton component member A protrusion that is provided at a portion joined to the flange portion, protrudes in a direction away from the flange portion, and further extends in a direction perpendicular to the longitudinal direction of the first skeleton constituent member; ing.

  According to the first aspect of the present invention, when a bending load is applied to the first skeleton component member, the flange portion of the first skeleton component member becomes an end of the main body portion as the cross section of the main body portion of the first skeleton component member is crushed. Trying to deform so that it jumps around the center. Since the second skeleton constituent member is attached to the flange portion, the second skeleton constituent member has a protruding portion extending in a direction orthogonal to the longitudinal direction of the first skeleton constituent member. A flange part becomes difficult to bend and the deformation | transformation centering on the edge part of a main-body part is suppressed. Therefore, the deformation of the first skeleton constituent member is suppressed by suppressing the collapse of the cross section of the main body.

  In addition, since the projecting portion is formed not on the flange portion of the first skeleton constituent member but on the flat plate-like second skeleton constituent member, the projecting portion can be easily molded and the cross section of the first skeleton constituent member can be reduced. It becomes constant. That is, the ridge line of the first skeleton constituent member is not bent. Therefore, it is possible to suppress the deformation of the first skeleton constituent member starting from the portion where the ridgeline is bent.

  The vehicle skeleton structure according to the first aspect of the present invention has an excellent effect that it can be easily molded and the deformation of the member can be suppressed.

(A) is a top view which shows the 1st frame structure member and 2nd frame structure member provided with the vehicle frame structure which concerns on 1st Embodiment, (B) is the side surface which shows the state which looked at (A) from the side surface FIG. (A) is an expanded sectional view which shows the state cut | disconnected along the AA line of FIG. 1 (A), (B) shows the state cut | disconnected along the BB line of FIG. 1 (A). It is an expanded sectional view, (C) is an expanded sectional view which shows the state cut | disconnected along CC line of FIG. 1 (A). It is a perspective view which shows the 1st frame structure member provided with the vehicle frame structure which concerns on 1st Embodiment, and a 2nd frame structure member. It is a top view which shows the 1st frame structure member provided with the vehicle frame structure which concerns on 2nd Embodiment, and a 2nd frame structure member. It is a top view which shows the 1st frame structure member provided with the vehicle frame structure which concerns on 3rd Embodiment, and a 2nd frame structure member. (A) is a top view which shows the 1st frame structure member and 2nd frame structure member provided with the vehicle frame structure which concerns on 4th Embodiment, (B) is the side surface which shows the state which looked at (A) from the side surface FIG. (A) is an expanded sectional view which shows the state cut | disconnected along the DD line | wire of FIG. 6 (A), (B) shows the state cut | disconnected along the EE line | wire of FIG. 6 (A). It is an expanded sectional view. (A) is a side view which shows the center pillar outer and center pillar inner provided with the vehicle frame structure which concern on 5th Embodiment, (B) is the state which looked at the principal part of (A) from the vehicle front-back direction back. FIG. (A) is a side view which shows the 1st frame structure member and the 2nd frame structure member provided with the vehicle frame structure which concerns on proportionality 1, (B) is the state in which the bending load was added with respect to (A) (C) is an expanded sectional view which shows the state cut | disconnected along the FF line | wire of (B). It is a perspective view which shows the 1st frame structure member provided with the vehicle frame structure which concerns on the contrast 2, and the 2nd frame structure member.

(First embodiment)
Hereinafter, a first embodiment of a vehicle skeleton structure 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. 1A, the side member 10 includes a first skeleton constituent member 12 disposed on the upper side in the vehicle vertical direction with the vehicle longitudinal direction as a longitudinal direction, and a second frame disposed on the lower side in the vehicle vertical direction. The skeleton constituent member 14 is included. As shown in FIG. 1B, the side member 10 is formed with an inclined portion 16 that is inclined downward in the vehicle vertical direction as it goes rearward in the vehicle front-rear direction.

  As shown in FIGS. 2 (A) and 2 (B), the first skeleton component member 12 includes a main body portion 20 having a U-shaped cross section in which a cross-sectional shape perpendicular to the vehicle longitudinal direction is opened downward in the vehicle vertical direction. A so-called hat cross-sectional shape including a pair of flat flange portions 22 along the vehicle width direction. The main body 20 extends from the upper wall 24 extending along the vehicle width direction and both ends 25 of the upper wall 24 on the outer side in the vehicle width direction toward the lower side in the vehicle vertical direction. And the side wall portion 28.

  The flange portion 22 is bent outward in the vehicle width direction so as to be separated from the end portion 26 on the vehicle vertical direction lower side in the side wall portion 28 of the main body portion 20.

  The second skeleton component member 14 is formed in a rectangular shape in a plan view, and the dimension in the short direction is from the distal end portion 27 of one flange portion 22 of the first skeleton component member 12 to the distal end of the other flange portion 22. It is a flat plate shape that is substantially the same as the dimension up to the portion 27.

  As shown in FIGS. 1B and 2C, the second skeleton constituent member 14 in the inclined portion 16 of the side member 10 is provided with a plurality of projecting portions 30 (three in this embodiment). Yes. The projecting portion 30 is formed in a substantially U-shape in which a cross-sectional shape orthogonal to the vehicle width direction projects away from the flange portion 22, that is, substantially downward in the vehicle vertical direction, and is a second skeleton component member 14 extends from one end in the short direction to the other end on the opposite side along the vehicle width direction (see FIG. 1A). That is, the protrusion 30 extends so as to connect the pair of flange portions 22. In the present embodiment, three protrusions 30 are formed. However, the number is not limited to this, and the number formed may be changed as appropriate.

  As shown in FIGS. 2B and 2C, the first skeleton constituent member 12 and the second skeleton constituent member 14 are coupled by spot welding. Specifically, welding is performed at the spot where the flange portion 22 of the first skeleton constituent member 12 and the second skeleton constituent member 14 come into contact with each other at the spot hitting point S. That is, it is welded at substantially equal intervals along the longitudinal direction of the side member 10 except for the portion where the projecting portion 30 of the second skeleton constituent member 14 shown in FIG.

  As shown in FIG. 3, since the cross-sectional shape orthogonal to the vehicle front-rear direction of the first skeleton component member 12 is substantially constant and extends in the vehicle front-rear direction, the ridge line of the first skeleton component member 12, that is, The end portion 26 of the side wall portion 28 and the distal end portion 27 of the flange portion 22 are not bent and extend substantially along the vehicle front-rear direction.

(Operation and effect of the first embodiment)
Next, the operation and effect of this embodiment will be described.

  Here, the operation and effect of the present embodiment will be described using the proportionality shown in FIGS. 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. 9 (A), the side member 100 of the proportional 1 is connected to the first skeleton component member 12 and the lower side of the first skeleton component member 12 in the vehicle vertical direction and is formed in a flat plate shape. The second skeleton constituent member 102 is configured.

  When a bending load is applied to the side member 100 from the upper side to the lower side in the vehicle vertical direction, as shown in FIG. 9B, the bending load concentrates on the upper wall portion 24 of the first skeleton constituent member 12, The upper wall portion 24 is deformed downward in the vehicle vertical direction. Along with this, as shown in FIG. 9C, the side wall portion 28 is deformed so as to protrude toward the inside of the main body portion 20. Thereby, the main body 20 is deformed so as to be crushed downward in the vehicle vertical direction. At this time, the flange portion 22 follows the deformation of the side wall portion 28 so that the front end portion 27 of the flange portion 22 approaches the vehicle vertical direction upper side, that is, the main body portion 20 side with the end portion 26 of the side wall portion 28 as the center. Be jumped up to. That is, when a bending load is applied to the side member 100 from the upper side to the lower side in the vehicle vertical direction, the flange portion 22 of the first skeleton component member 12 and the second skeleton component member 102 coupled to the flange portion 22 are moved in the vehicle vertical direction. Deforms while being lifted up.

  Therefore, if the spring-up of the flange portion 22 of the first skeleton component member 12 is suppressed, the first skeleton component member 12 is difficult to be deformed with respect to a bending load from the upper side to the lower side in the vehicle vertical direction. That is, the yield strength of the side member 100 with respect to the bending load is improved. For this reason, as shown in FIG. 10, a plurality of beads 108 perpendicular to the longitudinal direction of the first skeleton constituent member 104 are formed on the flange portion 106 of the first skeleton constituent member 104 in the side member 103 of the proportional two. By providing the corrugated portion 110 to prevent the flange portion 106 from jumping up, it is possible to improve the yield strength of the side member 103 against bending load. However, since the flange portion 106 is extended outward from the end portion 112 of the side wall portion 28 on the vehicle lower side in the vehicle width direction, when the bead 108 is formed on the flange portion 106, the end portion 112 of the side wall portion 28. Is difficult to mold. Moreover, since the 1st frame | skeleton structural member 104 is a vehicle body frame | skeleton, the high intensity | strength material which is generally difficult to shape | mold is used. For this reason, it is difficult to further form the bead 108 on the flange portion 106. Further, even when the bead 108 is provided on the flange portion 106, the ridgeline of the first skeleton constituent member 104, that is, the end portion 112 of the side wall portion 28 and the tip end portion 114 of the flange portion 106 are bent along the bead 108. Therefore, when the bending load concentrates on the bent portion of the ridgeline, the first skeleton constituent member 104 may be deformed starting from this portion.

  In contrast, in the present embodiment shown in FIGS. 1A and 1B, when a bending load is applied to the first skeleton constituent member 12 from the vehicle vertical direction upper side to the lower side, the main body of the first skeleton constituent member 12 As the cross section of the portion 20 is crushed, the flange portion 22 of the first skeleton constituent member 12 tends to be deformed so as to jump up around the end portion 26 of the main body portion 20. The second skeleton component member 14 is attached to the flange portion 22, and the protruding portion 30 is extended to the second skeleton component member 14 in a direction orthogonal to the longitudinal direction of the first skeleton component member 12. Therefore, the flange portion 22 is difficult to bend, and deformation around the end portion 26 of the main body portion 20 is suppressed. Therefore, the deformation of the first skeleton constituent member 12 is suppressed by suppressing the collapse of the cross section of the main body 20.

  Moreover, since the protrusion part 30 is formed in the flat 2nd frame | skeleton structural member 14 instead of the flange part 22 of the 1st frame | skeleton structural member 12, while shaping | molding of the protrusion part 30 becomes easy, the 1st frame | skeleton is demonstrated. The cross section of the constituent member 12 is constant. That is, the ridgeline of the first skeleton constituent member 12 is not bent. Therefore, it is possible to suppress the deformation of the first skeleton constituent member 12 starting from the portion where the ridgeline is bent. Thereby, it can shape | mold easily and can suppress a deformation | transformation of a member.

(Second Embodiment)
Next, a driver protection device according to a second embodiment of the present invention will be described with reference to FIG. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 4, the second skeleton constituent member 36 of the side member 32 is provided with a protruding portion 38. The projecting portion 38 includes a first projecting portion 39 and a second projecting portion 41. The first projecting portion 39 is formed in a substantially U-shape in which a cross-sectional shape orthogonal to the vehicle width direction projects away from the flange portion 22 of the first skeleton component member 12, that is, substantially downward in the vehicle vertical direction. (See FIG. 2 (C)), the second skeleton component member 36 extends in the vehicle width direction from one end portion in the short direction to the substantially central portion. The second projecting portion 41 extends along the vehicle width direction from the opposite side of the first projecting portion 39, that is, from the other end portion of the second skeleton constituent member 36 to the substantially central portion. The first projecting portion 39 and the second projecting portion 41 are spaced apart from each other at a substantially central portion in the short-side direction of the second skeleton constituent member 36, and are formed on the side wall portion 28 of the first skeleton constituent member 12 in plan view. It arrange | positions so that the edge part 26 may be straddled. In addition, although 3 sets of the protrusion parts 38 set as the same structure are formed in this embodiment, it is not restricted to this, The number formed may be changed suitably.

(Operation and effect of the second embodiment)
Next, the operation and effect of the second embodiment will be described.

  Also with the above configuration, the same effects as those of the first embodiment described above can be obtained. That is, when a bending load is applied to the first skeleton constituent member 12 from the upper side to the lower side in the vehicle vertical direction, the flange portion 22 of the first skeleton constituent member 12 is collapsed along with the collapse of the cross section of the main body portion 20 of the first skeleton constituent member 12. Tries to be deformed so as to jump up around the end 26 of the main body 20. A second skeleton constituent member 36 is attached to the flange portion 22, and the projecting portion 30 is extended to the second skeleton constituent member 36 in a direction orthogonal to the longitudinal direction of the first skeleton constituent member 12. Therefore, the flange portion 22 is difficult to bend, and deformation around the end portion 26 is suppressed. Therefore, the deformation of the first skeleton constituent member 12 is suppressed by suppressing the collapse of the cross section of the main body 20.

  Moreover, since the protrusion 38 is formed not on the flange portion 22 of the first skeleton component 12 but on the flat plate-like second skeleton component 36, the protrusion 38 can be easily molded and the first skeleton is formed. The cross section of the constituent member 12 is constant. That is, the ridgeline of the first skeleton constituent member 12 is not bent. Therefore, it is possible to suppress the deformation of the first skeleton constituent member 12 starting from the portion where the ridgeline is bent. Thereby, it can shape | mold easily and can suppress a deformation | transformation of a member.

(Third embodiment)
Next, a driver protection apparatus according to a third embodiment of the present invention will be described with reference to FIG. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 5, the second skeleton constituent member 44 of the side member 40 is provided with a protruding portion 46. The protruding portion 46 includes a first protruding portion 47 and a second protruding portion 49. The first projecting portion 47 is formed in a substantially U-shape in which a cross-sectional shape orthogonal to the vehicle width direction projects away from the flange portion 22 of the first skeleton component member 12, that is, substantially downward in the vehicle vertical direction. (See FIG. 2 (C)), the second skeleton component member 44 extends from the one end portion in the short direction to the substantially central portion along the vehicle width direction. The second protrusion 49 extends in the vehicle width direction from the opposite side to the first protrusion 47, that is, from the other end in the short direction of the second skeleton component member 44 to the substantially central portion. The first projecting portion 47 and the second projecting portion 49 are spaced apart from each other at a substantially central portion in the short-side direction of the second skeleton constituting member 44 and are formed on the side wall portion 28 of the first skeleton constituting member 12 in plan view. It arrange | positions so that the edge part 26 may be straddled. Furthermore, the 1st protrusion part 47 and the 2nd protrusion part 49 are arrange | positioned in the position which differs in the vehicle front-back direction. That is, although three sets of protrusions 38 having the same configuration are formed in this embodiment, the first protrusions 47 and the second protrusions 49 are alternately arranged at different positions in the vehicle front-rear direction. Has been. In addition, in this embodiment, although 3 sets of protrusion parts 30 are formed, you may change suitably not only this but the number formed.

(Operations and effects of the third embodiment)
Next, the operation and effect of the third embodiment will be described.

  Also with the above configuration, the same effects as those of the first embodiment described above can be obtained. That is, when a bending load is applied to the first skeleton constituent member 12 from the upper side to the lower side in the vehicle vertical direction, the flange portion 22 of the first skeleton constituent member 12 is collapsed along with the collapse of the cross section of the main body portion 20 of the first skeleton constituent member 12. Tries to be deformed so as to jump up around the end 26 of the main body 20. The second skeleton component member 44 is attached to the flange portion 22, and the projecting portion 30 is extended to the second skeleton component member 44 in a direction orthogonal to the longitudinal direction of the first skeleton component member 12. Therefore, the flange portion 22 is difficult to bend, and deformation around the end portion 26 is suppressed. Therefore, the deformation of the first skeleton constituent member 12 is suppressed by suppressing the collapse of the cross section of the main body 20.

  Moreover, since the protrusion 46 is formed not on the flange portion 22 of the first skeleton component 12 but on the flat plate-like second skeleton component 44, the protrusion 46 can be easily molded and the first skeleton is formed. The cross section of the constituent member 12 is constant. That is, the ridgeline of the first skeleton constituent member 12 is not bent. Therefore, it is possible to suppress the deformation of the first skeleton constituent member 12 starting from the portion where the ridgeline is bent. Thereby, it can shape | mold easily and can suppress a deformation | transformation of a member.

(Fourth embodiment)
Next, a driver protection apparatus according to a fourth embodiment of the present invention will be described using FIG.

  As shown in FIG. 6B, the front side member 48 includes a first skeleton component member 50 disposed on the outer side in the vehicle width direction, and a second skeleton coupled to the inner side in the vehicle width direction of the first skeleton component member 50. And a skeleton constituent member 52.

  As shown in FIGS. 7A and 7B, the first skeleton component member 50 has a U-shaped cross-section main body 65 in which a cross-sectional shape orthogonal to the vehicle front-rear direction is opened inward in the vehicle width direction, It is what is called a hat cross-sectional shape comprised including a pair of flat flange part 58 along the vehicle up-down direction. The main body 65 includes a side wall 67 extending along the vehicle vertical direction, and a wall 71 extending substantially inward in the vehicle width direction from both ends 69 of the side wall 67 in the vehicle vertical direction. And is composed of.

  The flange portion 58 extends in a flat plate shape along the vehicle vertical direction so as to be separated from the end portion 62 on the outer side in the vehicle width direction of the wall portion 71 of the main body portion 65.

  The second skeleton component member 52 is formed in a rectangular shape when viewed from the side, and the dimension in the short direction is from the distal end portion 75 of one flange portion 58 of the first skeleton component member 50 to the distal end of the other flange portion 58. It is a flat plate shape substantially the same as the dimension up to the portion 75.

  As shown in FIG. 6B, a protruding portion 56 is formed on the second skeleton component member 52 in the curved portion 54 where the front side member 48 is curved in the vehicle width direction. As shown in FIGS. 6 (A) and 7 (A), the protruding portion 56 includes a first protruding portion 57 and a second protruding portion 59. The first projecting portion 57 is formed in a substantially U-shape in which a cross-sectional shape orthogonal to the vehicle front-rear direction projects away from the flange portion 58 of the first skeleton component member 50, that is, substantially inward in the vehicle width direction. (See FIG. 7B), and extends from the one end of the second skeleton component member 52 in the lateral direction to the substantially central portion along the vehicle vertical direction. The second protrusion 59 extends in the vehicle width direction from the opposite side of the first protrusion 57, that is, from the other end in the short direction of the second skeleton component member 52 to the substantially central portion. And the 1st protrusion part 57 and the 2nd protrusion part 59 are spaced apart in the transversal direction approximate center part of the 2nd frame | skeleton structural member 52, and the wall part 71 of the 1st frame | skeleton structure member 50 is side view. It arrange | positions so that the edge part 62 may be straddled. In the present embodiment, three sets of the protrusions 56 are formed, but the present invention is not limited to this, and the number formed may be changed as appropriate.

  As shown in FIG. 7B, the first skeleton constituent member 50 and the second skeleton constituent member 52 are joined by spot welding. Specifically, welding is performed by the spot hitting point S at the place where the flange portion 58 of the first skeleton component member 50 and the second skeleton component member 52 abut. That is, welding is performed at substantially equal intervals along the longitudinal direction of the front side member 48 except for the portion where the projecting portion 56 of the second skeleton constituent member 52 shown in FIG. 7A is formed.

(Operations and effects of the fourth embodiment)
Next, the operation and effect of the fourth embodiment will be described.

  Also with the above configuration, the same effects as those of the first embodiment described above can be obtained. That is, when a bending load is applied to the first skeleton component member 50 from the outer side in the vehicle width direction to the inner side, the flange portion 58 of the first skeleton component member 50 moves along with the collapse of the cross section of the main body portion 65 of the first skeleton component member 50. It tries to be deformed so as to jump up around the end 62 of the main body 65. A second skeleton constituent member 52 is attached to the flange portion 58, and a protruding portion 56 is extended from the second skeleton constituent member 52 in a direction orthogonal to the longitudinal direction of the first skeleton constituent member 50. Therefore, the flange portion 58 is difficult to bend, and deformation around the end portion 62 is suppressed. Therefore, the deformation of the first skeleton constituent member 50 is suppressed by suppressing the collapse of the cross section of the main body portion 65.

  In addition, since the protruding portion 56 is formed not on the flange portion 58 of the first skeleton constituting member 50 but on the flat plate-like second skeleton constituting member 52, the forming of the protruding portion 56 is facilitated and the first skeleton is formed. The cross section of the component member 50 is constant. That is, the ridgeline of the first skeleton constituent member 50 is not bent. Therefore, it is possible to suppress the deformation of the first skeleton constituent member 50 starting from the portion where the ridgeline is bent. Thereby, it can shape | mold easily and can suppress a deformation | transformation of a member.

(Fifth embodiment)
Next, a driver protection apparatus according to a fifth embodiment of the present invention will be described using FIG.

  As shown in FIG. 8A, the center pillar 73 is coupled to the center pillar outer 77 as a first skeleton constituent member disposed on the outer side in the vehicle width direction, and to the inner side in the vehicle width direction of the center pillar outer 77. And a center pillar inner 81 (see FIG. 8B) as a second skeleton constituent member. The center pillar outer 77 includes a main body 72 having a U-shaped cross section whose cross-sectional shape perpendicular to the vehicle vertical direction is opened inward in the vehicle width direction, and a pair of flat flange portions extending along the vehicle front-rear direction. 74. The main body 72 includes a side wall 76 extending along the vehicle width direction, and a wall 80 extending substantially inward in the vehicle width direction from both end portions 78 of the side wall 76 in the vehicle front-rear direction. And is composed of.

  The flange portion 74 extends in a flat plate shape along the vehicle front-rear direction so as to be separated from the end portion 84 on the outer side in the vehicle width direction of the wall portion 80 of the main body portion 72.

  The center pillar inner 81 is formed in a substantially rectangular shape in a side view, and the dimension in the short direction is from the tip 79 of one flange 74 of the center pillar outer 77 to the tip 79 of the other flange 74. It is made into the flat form made into the substantially same dimension as this.

  As shown in FIG. 8B, the center pillar inner 81 below the center pillar 73 in the vehicle vertical direction substantially center is provided with a plurality of protrusions 82 (three in this embodiment). The projecting portion 82 is formed in a substantially U-shape in which a cross-sectional shape perpendicular to the vehicle front-rear direction projects away from the flange portion 74, that is, substantially inward in the vehicle width direction, and is short of the center pillar inner 81. It extends along the front-rear direction of the vehicle from one end in the hand direction to the substantially central part. That is, the projecting portion 82 is disposed so as to straddle the end portion 84 of the wall portion 80 of the center pillar outer 77 in plan view. In the present embodiment, three protrusions 82 are formed. However, the number is not limited to this, and the number formed may be changed as appropriate.

  Further, the center pillar outer 77 and the center pillar inner 81 are coupled by spot welding. Specifically, the spot pillar S is welded at a place where the flange portion 74 of the center pillar outer 77 and the center pillar inner 81 abut. That is, the center pillar inner 81 is welded at substantially equal intervals along the longitudinal direction of the center pillar 73 except for the portion where the protruding portion 82 is formed.

  The cross-sectional shape of the center pillar outer 77 perpendicular to the vehicle vertical direction is substantially constant and extends substantially in the vehicle vertical direction. Therefore, the ridgeline of the center pillar outer 77, that is, the end portion 84 of the wall portion 80 and the tip end portion 79 of the flange portion 74 are not bent and extend substantially along the vehicle vertical direction.

(Operations and effects of the fifth embodiment)
Next, functions and effects of the fifth embodiment will be described.

  Also with the above configuration, the same effects as those of the first embodiment described above can be obtained. That is, when a bending load is applied to the center pillar outer 77 from the outside in the vehicle width direction to the inside, the flange portion 74 of the center pillar outer 77 is centered on the end portion 84 as the main body 72 of the center pillar outer 77 is crushed. Try to transform so that it jumps up. A center pillar inner 81 is attached to the flange portion 74. Since the center pillar inner 81 has a protruding portion 82 extending in a direction perpendicular to the longitudinal direction of the center pillar outer 77, The part 74 becomes difficult to bend, and deformation around the end part 84 is suppressed. Therefore, the deformation of the center pillar outer 77 is suppressed by suppressing the collapse of the cross section of the main body 72.

  Further, since the projecting portion 82 is formed not on the flange portion 74 of the center pillar outer 77 but on the flat center pillar inner 81, the projecting portion 82 can be easily formed and the center pillar outer 77 has a cross section. It becomes constant. That is, the ridgeline of the center pillar outer 77 is not bent. Therefore, it is possible to suppress the deformation of the center pillar outer 77 starting from the portion where the ridgeline is bent. Thereby, it can shape | mold easily and can suppress a deformation | transformation of a member.

  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.

12 First skeleton constituent member 14 Second skeleton constituent member 20 Main body 22 Flange 26 End (both ends)
30 Projection 36 Second framework component 38 Projection 44 Second framework component 46 Projection 50 First framework component 52 Second framework component 56 Projection 58 Flange 62 End (both ends)
65 Main body 72 Main body 74 Flange 77 Center pillar outer (first frame component)
81 Center pillar inner (second frame component)
82 Projection 84 End (both ends)

Claims (1)

A long first skeletal component having a U-shaped cross-section main body that is open on one side, and a pair of flange portions that are bent away from both ends of the main body;
By being joined to the pair of flange portions, a flat plate-like second skeleton constituent member that forms a closed section with the main body portion, and
The second skeleton component member is provided at a portion joined to the flange portion, protrudes in a direction away from the flange portion, and further extends in a direction perpendicular to the longitudinal direction of the first skeleton component member. A protrusion,
A vehicle skeleton structure.

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