JP2016141289A - Vehicle skeleton structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently improve cabin protection performance.SOLUTION: In a vehicle skeleton structure 10, the strength of each of a roof side rail 16, an upper part 18A of a front pillar 18, and a part 20B at a side upper than a lower part 20A of a center pillar 20 is set higher than the strength of each of a part 18B at a side lower than the upper part 18A of the front pillar 18, and a rocker 14. And also, the strength of each of a front side member 12 and a lower part 20A of the center pillar 20 is set lower than the strength of each of the part 18B at a side lower than the upper part 18A of the front pillar 18 and the rocker 14.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle skeleton structure.

  Conventionally, a vehicle skeleton structure in which a plurality of skeleton members are formed of different kinds of materials is known. For example, in the vehicle frame structure described in Patent Document 1, the front side member is made of iron, the rocker and the front pillar lower are made of high-strength material, and the floor panel and the dash panel are made of aluminum. In such a vehicle skeleton structure including a plurality of skeleton members, a transmission path for a collision load is secured by the plurality of skeleton members at the time of a frontal collision and a side collision of the vehicle.

International Publication No. 2011/141147 Pamphlet

  However, in order to improve the protection performance of the cabin, it is desirable not only to secure the transmission path of the collision load by a plurality of skeleton members but also to consider how to deform the specific skeleton members. There is room for improvement in this regard. In addition, in order to efficiently improve the protection performance of the cabin, it is desirable that the technique for deforming a specific skeleton member into a desired form is simple.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle skeleton structure that can efficiently improve the protection performance of the cabin.

  In order to solve the above problems, a vehicle skeleton structure of the present invention includes a front side member provided in front of a cabin and extending in the vehicle front-rear direction, and a rocker provided in a lower side portion of the cabin and extending in the vehicle front-rear direction. A roof side rail provided in a lateral upper portion of the cabin and extending in the vehicle front-rear direction; a front pillar extending in the vehicle vertical direction and connecting the front end portion of the rocker and the front end portion of the roof side rail; A center pillar that extends in a direction and connects a vehicle front-rear direction center portion of the rocker and a vehicle front-rear direction center portion of the roof side rail, the roof side rail, an upper portion of the front pillar, and the center pillar The strength of the upper part of the lower part of each of the parts is lower than the upper part of the front pillar, and each of the rockers The strength of the lower part of the front side member and the center pillar is set lower than the strength of the lower part of the front pillar and the strength of the rocker. .

  According to this vehicle skeleton structure, the strengths of the front pillar, rocker, roof side rail, and the upper part of the lower part of the center pillar are ensured. Can be secured. In particular, the strength of the upper part of the roof side rail, the upper part of the front pillar, and the lower part of the center pillar is set higher than the strength of the lower part of the front pillar and the rocker. Yes. Therefore, since the collision load can be transmitted more efficiently at the time of the frontal collision and the side collision, the deformation of the cabin at the time of the frontal collision and the side collision can be more effectively suppressed. Thereby, the protection performance of a cabin can be improved.

  The strengths of the front side member and the lower part of the center pillar are set lower than the strengths of the lower part of the front pillar and the rocker. Therefore, at the time of a frontal collision, the front side member is crushed and deformed in the vehicle front-rear direction, so that the collision energy can be absorbed. Further, when the side collision occurs, the lower part of the center pillar is bent and deformed inward in the vehicle width direction, so that the center pillar can be prevented from falling down inward in the vehicle width direction. Therefore, the cabin protection performance can also be improved by this.

  In addition, the front side member and the center pillar can be deformed into desired forms by setting the strengths of the front side member and the lower part of the center pillar low as described above. Therefore, since the method for deforming the front side member and the center pillar into a desired form is simple, the protection performance of the cabin can be improved efficiently.

  As described above in detail, according to the vehicle skeleton structure of the present invention, the protection performance of the cabin can be improved efficiently.

It is the perspective view which looked at the vehicle frame structure concerning one embodiment of the present invention from the vehicles front upper part. It is the perspective view which looked at the underbody of the vehicle frame structure shown in FIG. 1 from the vehicle rear upper side. FIG. 5 is a cross-sectional view taken along line F3-F3 of FIG. 1 and shows a state before and after the center pillar is deformed during a side collision.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  In addition, arrow UP, arrow FR, and arrow LH which are shown in each figure have each shown the vehicle upper side, the vehicle front side, and the vehicle left side. In the following description, “RF” is an abbreviation for “reinforcement”.

  A vehicle skeleton structure 10 according to an embodiment of the present invention shown in FIG. 1 is applied to a vehicle such as a passenger car, for example. The vehicle skeleton structure 10 includes a front side member 12, a rocker 14, a roof side rail 16, a front pillar 18, and a center pillar 20.

  The front side member 12 is provided in front of the cabin 22 and extends in the vehicle front-rear direction. The front side member 12 includes a front side member rear 24 that constitutes a rear end portion of the front side member 12, and a front side member front 26 that constitutes a portion on the front side of the rear end portion of the front side member 12.

  The rocker 14 is provided at the lower side of the cabin 22 and extends in the vehicle front-rear direction. The rocker 14 includes a rocker outer RF 28 and a rocker inner RF 30 (see also FIG. 2). The rocker outer RF28 is coupled to the rocker inner RF30 from the outside in the vehicle width direction.

  The roof side rail 16 is provided at an upper side portion of the cabin 22 and extends in the vehicle front-rear direction. The roof side rail 16 has a roof side rail outer RF32.

  The front pillar 18 extends in the vehicle vertical direction, and connects the front end portion of the rocker 14 and the front end portion of the roof side rail 16. The front pillar 18 includes a front pillar upper RF 34 and a front pillar lower RF 36.

  The front pillar upper RF34 constitutes an upper portion 18A of the front pillar 18, and as an example, is formed integrally with the above-described roof side rail outer RF32. On the other hand, the front pillar lower RF 36 constitutes a portion 18B below the upper portion 18A of the front pillar 18. An upper end portion of the front pillar lower RF 36 is coupled to a lower end portion of the front pillar upper RF 34, and a lower end portion of the front pillar lower RF 36 is coupled to the above-described rocker outer RF 28 and the rocker inner RF 30.

  The center pillar 20 extends in the vehicle vertical direction, and connects the vehicle front-rear direction center portion of the rocker 14 and the vehicle front-rear direction center portion of the roof side rail 16. The center pillar 20 includes a center pillar outer upper RF38, a center pillar outer lower RF40, and a center pillar hinge RF42.

  The center pillar outer upper RF38 constitutes a portion 20B above the lower portion 20A of the center pillar 20, and as an example, is formed integrally with the above-described roof side rail outer RF32.

  On the other hand, the center pillar outer lower RF 40 constitutes a lower portion 20 </ b> A of the center pillar 20. The upper end portion of the center pillar outer lower RF40 is coupled to the lower end portion of the center pillar outer upper RF38, and the lower end portion of the center pillar outer lower RF40 is coupled to the above-described rocker outer RF28 and the rocker inner RF30.

  The center pillar hinge RF42 extends in the vehicle vertical direction and is coupled to the center pillar outer upper RF38 from the vehicle width direction outer side. In FIG. 1, for easy understanding, the center pillar hinge RF42 is shown in a removed state.

  The above-described rocker outer RF28, roof side rail outer RF32, front pillar upper RF34, front pillar lower RF36, center pillar outer upper RF38, and center pillar outer lower RF40 constitute an upper body 44.

  In addition to the above members, the upper body 44 is provided with a roof front RF 46, a roof center RF 48, and the like. The roof front RF 46 is provided above the front portion of the cabin 22, and the roof center RF 48 is provided above the center portion of the cabin 22 in the vehicle front-rear direction. The roof front RF 46 and the roof center RF 48 extend in the vehicle width direction and connect a pair of left and right roof side rail outers RF 32.

  On the other hand, the underbody 50 provided on the lower side of the upper body 44 is provided with a radiator support 52, a front undermember 54 and the like in addition to the above-described front side member rear 24, front side member front 26, and rocker inner RF30. ing.

  The radiator support 52 is formed in a square frame shape when viewed from the front of the vehicle, and is coupled to the front end portions of the pair of left and right front side members 12. The front under member 54 extends in the vehicle front-rear direction, and a front end portion of the front under member 54 is coupled to a lower end portion of the radiator support 52.

  Further, as shown in FIG. 2, a floor panel 56, a dash panel 58, a dash lower cross member 60, and the like are provided from the front part of the underbody 50 to the center part in the vehicle front-rear direction.

  The floor panel 56 constitutes a floor portion of the cabin 22 and extends in the vehicle front-rear direction and the vehicle width direction. The above-described rocker inner RF30 is coupled to the outer end of the floor panel 56 in the vehicle width direction. The dash panel 58 is provided in the front portion of the cabin 22 and extends in the vehicle width direction and the vehicle vertical direction. The lower end portion of the dash panel 58 is coupled to the front end portion of the floor panel 56. The dash lower cross member 60 extends in the vehicle width direction and is coupled to the lower portion of the dash panel 58.

  Further, in addition to the floor panel 56, a tunnel panel 62, a kick upper RF 64, a first front floor cross member 66, a second front floor cross member 68, and the like are provided in the vehicle body longitudinal center of the underbody 50. Yes.

  The tunnel panel 62 extends in the vehicle front-rear direction and is coupled to the center of the floor panel 56 in the vehicle width direction. The front end portion of the tunnel panel 62 is coupled to the lower portion of the dash panel 58 and the dash lower cross member 60. The kick upper RF 64 extends in the vehicle front-rear direction and is coupled to the floor panel 56 between the tunnel panel 62 and the rocker inner RF 30. The front end portion of the kick upper RF 64 is coupled to the lower portion of the dash panel 58 and the dash lower cross member 60.

  The first front floor cross member 66 and the second front floor cross member 68 each extend in the vehicle width direction, and are coupled to the floor panel 56 and connect the rocker inner RF 30 and the tunnel panel 62. The first front floor cross member 66 is disposed on the vehicle front side with respect to the second front floor cross member 68.

  Further, a rear floor panel 70, a rear cross member front 72, a rocker inner rear RF 74, a rear floor side member 76, and the like are provided at the rear portion of the underbody 50.

  The rear floor panel 70 is provided on the vehicle rear side of the floor panel 56, and extends in the vehicle front-rear direction and the vehicle width direction. The front end portion of the rear floor panel 70 is coupled to the rear end portion of the floor panel 56. The rear cross member front 72 extends in the vehicle width direction and is coupled to the front portion of the rear floor panel 70.

  The rocker inner RF74 is provided on the vehicle rear side of the rocker inner RF30, and the front end portion of the rocker inner RF30 is coupled to the rear end portion of the rocker inner RF30. The rocker inner rear RF 74 is coupled to the end of the rear floor panel 70 on the outer side in the vehicle width direction.

  The rear floor side member 76 extends in the vehicle front-rear direction and is provided on the vehicle rear side of the rocker inner rear RF74. The front end portion of the rear floor side member 76 is coupled to the rear end portion of the rocker inner rear RF 74. Further, the rear floor side member 76 is coupled to the end of the rear floor panel 70 on the outer side in the vehicle width direction.

  Further, as an example, the plurality of skeleton members constituting the vehicle skeleton structure 10 of the present embodiment are formed of a plurality of types of materials having different tensile strengths as shown below.

  That is, the roof side rail outer RF32, front pillar upper RF34, center pillar outer upper RF38, and dash lower cross member 60 (see FIG. 2) shown in FIG. It is used.

  Further, for the front pillar lower RF 36, the rocker outer RF 28, the roof center RF 48, the front under member 54, and the center pillar hinge RF 42, a super high strength steel plate having a tensile strength of 1180 MPa (or 1310 MPa) is used. Similarly, for the rocker inner RF30, the kick upper RF64, the first front floor cross member 66, and the second front floor cross member 68 shown in FIG. Has been.

  Further, for the front side member rear 24 and the center pillar outer lower RF 40 shown in FIG. 1, a high-tensile steel plate having a tensile strength of 980 MPa is used, and for the front side member front 26, a high tensile strength of 780 MPa is used. Tensile steel plates are used. Further, a high strength steel plate having a tensile strength of 780 MPa is also used for the rocker inner rear RF 74 shown in FIG.

  Further, a high-tensile steel plate having a tensile strength of 590 MPa is used for the roof front RF 46 and the tunnel panel 62 (see FIG. 2) shown in FIG. In addition, a 440 MPa or less steel plate is used for frame members other than the above.

  The roof side rail outer RF32, the front pillar upper RF34, and the center pillar outer upper RF38 are made of materials having higher tensile strength than the front pillar lower RF36, the rocker outer RF28, and the rocker inner RF30 as described above. Yes. As a result, the strength of the roof side rail 16, the upper portion 18A of the front pillar 18 and the portion 20B above the lower portion 20A of the center pillar 20 is such that the strength of the portion 18B below the upper portion 18A of the front pillar 18; And, it is higher than each strength of the rocker 14.

  The front side member rear 24, the front side member front 26, and the center pillar outer lower RF40 are made of a material having higher tensile strength than the front pillar lower RF 36, the rocker outer RF 28, and the rocker inner RF 30. Accordingly, the strengths of the front side member 12 and the lower portion 20A of the center pillar 20 are lower than the strengths of the lower portion 18B and the rocker 14 than the upper portion 18A of the front pillar 18. .

  Further, the strengths of the roof side rail 16, the upper portion 18A of the front pillar 18 and the portion 20B above the lower portion 20A of the center pillar 20 are set high as described above. As a result, the range from the front end portion of the front pillar 18 to the rear end portion of the rocker 14 is a front collision deformation suppression area 80 that is not crushed even during a frontal collision. Further, a range from the upper end portion of the roof side rail 16 to the lower end portion of the center pillar outer upper RF38 is a side collision deformation suppression area 82 that is not crushed even during a side collision.

  On the other hand, the strength of the front side member 12 is set to be low as described above, and as a result, the range on the front side of the vehicle with respect to the cabin 22 is an impact absorbing area 84 at the time of a frontal collision. Further, the strength of the lower portion 20A of the center pillar 20 is also set low as described above. As a result, the range of the length in the vehicle vertical direction at the lower portion 20A of the center pillar 20 causes the lower portion 20A of the center pillar 20 to bend and deform inward in the vehicle width direction at the time of a side collision, as will be described later with reference to FIG. Mode control area 86.

  Next, the operation and effect of one embodiment of the present invention will be described.

  As described above in detail, according to the vehicle skeleton structure 10 of the present embodiment, the strength of the front pillar 18, the rocker 14, the roof side rail 16, and the portion 20 </ b> B above the lower portion 20 </ b> A of the center pillar 20 is ensured. Has been. Accordingly, it is possible to secure a transmission path for the collision load at the time of frontal collision and side collision.

  In particular, the strength of the roof side rail 16, the upper portion 18A of the front pillar 18 and the portion 20B above the lower portion 20A of the center pillar 20 is such that the strength of the portion 18B below the upper portion 18A of the front pillar 18 and the rocker 14 is set higher than each intensity. Accordingly, since the collision load can be transmitted more efficiently at the time of the frontal collision and the side collision, the deformation of the cabin 22 at the time of the frontal collision and the side collision can be more effectively suppressed. Thereby, the protection performance of the cabin 22 can be improved.

  Further, the strength of the front side member 12 is set to be lower than the strength of the portion 18B below the upper portion 18A of the front pillar 18 and the rocker 14. Thus, an impact absorption area 84 at the time of a frontal collision is provided on the vehicle front side of the cabin 22. Accordingly, at the time of a frontal collision, the front side member 12 is crushed and deformed in the vehicle front-rear direction, so that the collision energy can be absorbed.

  Similarly to the front side member 12, the strength of the lower portion 20 </ b> A of the center pillar 20 is set to be lower than the strength of the portion 18 </ b> B below the upper portion 18 </ b> A of the front pillar 18 and the rocker 14. As a result, a mode control area 86 is set in the lower portion 20A of the center pillar 20. Therefore, for example, as shown in FIG. 3, at the time of a side collision, the lower portion 20 </ b> A of the center pillar 20 is bent and deformed inward in the vehicle width direction, thereby suppressing the deformation of the center pillar 20 from falling inward in the vehicle width direction. Can do. That is, at the time of a side collision, the fall of the upper part of the center pillar 20 becomes large, but the fall of the lower part of the center pillar 20 becomes small.

  As described above, according to the vehicle skeleton structure 10 of the present embodiment, the collision energy can be absorbed by the crushing deformation of the front side member 12 at the time of a frontal collision, and the center pillar 20 is moved inward in the vehicle width direction at the time of a side collision. Falling deformation can be suppressed. Therefore, the protection performance of the cabin 22 can be improved also by this.

  Moreover, by setting the strength of the front side member 12 and the lower part 20A of the center pillar 20 to be low as described above, the front side member 12 and the center pillar 20 can be deformed into a desired form. Therefore, since the method for deforming the front side member 12 and the center pillar 20 into a desired form is simple, the protection performance of the cabin 22 can be improved efficiently.

  Next, a modification of one embodiment of the present invention will be described.

  In the vehicle skeleton structure 10 described above, the tensile strength of each skeleton member is an example. If the front collision deformation suppression area 80, the side collision deformation suppression area 82, the impact absorption area 84, and the mode control area 86 shown in FIG. 1 can be set, the tensile strength of each skeleton member can be variously deformed. good.

  Further, as long as the front collision deformation suppression area 80, the side collision deformation suppression area 82, the shock absorption area 84, and the mode control area 86 can be set, the configuration of the vehicle skeleton structure 10 may be variously modified.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and other various modifications can be made without departing from the spirit of the present invention. It is.

DESCRIPTION OF SYMBOLS 10 Vehicle frame structure 12 Front side member 14 Rocker 16 Roof side rail 18 Front pillar 18A Upper part of front pillar 18B Lower part of upper part of front pillar 20 Center pillar 20A Lower part of center pillar 20B Upper part of lower part of center pillar Portion 22 Cabin 80 Frontal collision deformation suppression area 82 Side collisional deformation suppression area 84 Shock absorption area 86 Mode control area

Claims (1)

A front side member provided in front of the cabin and extending in the vehicle longitudinal direction;
A rocker provided at a lower side of the cabin and extending in the vehicle front-rear direction;
A roof side rail provided on the side upper part of the cabin and extending in the vehicle front-rear direction;
A front pillar extending in the vehicle vertical direction and connecting the front end of the rocker and the front end of the roof side rail;
A center pillar that extends in the vehicle vertical direction and connects the vehicle front-rear direction center of the rocker and the vehicle front-rear direction center of the roof side rail;
With
The strengths of the roof side rail, the upper part of the front pillar, and the upper part of the lower part of the center pillar are lower than the strengths of the lower part of the front pillar and the rocker. high,
Each strength of the lower part of the front side member and the center pillar is set lower than each strength of the lower part of the front pillar and the rocker,
Vehicle skeleton structure.