JP2016168923A - Vehicle body framework structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body framework structure that can suppress a vehicle interior part in which an occupant exists from being deformed by dispersing a collision load and enhancing bearing force.SOLUTION: The vehicle body framework structure comprises: a pair of side sills 17 that are extended along a vehicle body longitudinal direction at outermost sides of both sides in a vehicle width direction of a lower part of a vehicle interior part 1, to which lower end parts of center pillar parts 18 are joined; and a pair of side members 19 that are extended respectively along a vehicle body longitudinal direction inside each side sill. The side members are configured to extend obliquely rearward from a front end toward outside in a vehicle width direction and be connected to sites to which the center pillar parts are joined of the side sills and then extended obliquely rearward, toward inside in the vehicle width direction.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle body skeleton structure that supports a passenger compartment.

In an automobile (vehicle), a floor (lower part) of a passenger compartment where an occupant is present is supported by a body frame structure.
In many vehicle compartments, a front seat is disposed on the front side of the floor, and a rear seat is disposed on the rear side of the floor. Therefore, the vehicle body skeleton structure is a vehicle as disclosed in Patent Document 1 and Patent Document 2. A pair of side member members extending in the longitudinal direction of the vehicle body are arranged on both lower sides (vehicle width direction) of the chamber, and these side member members are further crossed between side sills arranged on the outer side in the vehicle width direction of the side member members. A lattice-shaped structure provided with a cross member that passes through the lower part of the front seat and the rear seat is used.

By the way, the passenger compartment is required to have rigidity sufficient to withstand a collision load from the viewpoint of collision safety.
However, in the case of a vehicle body skeleton structure simply made into a lattice shape, in the case of a collision in which a collision load is applied to the front end of the vehicle, that is, the front end of the vehicle, the collision load is concentrated on the side member members on both sides in the vehicle width direction. Because of the input, each part of the vehicle body skeleton structure may not withstand the collision load and may be distorted.

  In addition, the grid-type body skeleton structure, when a collision load is locally applied to the side collision of the vehicle, in particular, the side part of the vehicle body, the collision load tends to be concentrated and input to the cross member, which is one member, and the body skeleton structure is distorted. It may be.

JP2013-63758A JP 2013-107583 A

Therefore, in order to suppress deformation of the vehicle body skeleton structure at the time of collision, reinforcement measures to increase the rigidity of individual members, such as increasing the thickness and cross-sectional area of side members and cross members that are susceptible to collision loads, and providing reinforcing members Has been taken.
However, since the collision load tends to be excessive, it is not possible to cope with the problem by simply reinforcing the individual members, and it is difficult to suppress the deformation of the passenger compartment.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle body skeleton structure in which deformation of a passenger compartment where an occupant is present can be suppressed by dispersing a collision load and improving a yield strength.

  An aspect of the present invention is a vehicle body skeleton structure having a vehicle interior portion in which a rear seat is disposed on the rear side of a front seat and a center pillar portion extending in the vertical direction is disposed between the front seat and the rear seat. A pair of side sills that extend along the vehicle body longitudinal direction at the outermost sides on both sides in the vehicle width direction of the lower part of the vehicle, and extend along the vehicle body longitudinal direction inside each side sill. A pair of side member members, and the side member member is connected to a portion where the center pillar portion of the side sill extends from the front end of the vehicle interior portion obliquely rearward in the vehicle width direction and is coupled to the vehicle width direction. It was configured to extend inward and rearward.

  According to the present invention, the collision load accompanying the frontal collision of the vehicle is distributed from the side member member to the portion where the center pillar portion of the side sill is coupled and transmitted to the rear of the side sill. That is, the burden of the collision load is performed not only by one member of the side member member but also by the side sill. Thereby, the burden of the side member member is reduced. Moreover, since the portion to which the side member member is connected is a portion where high rigidity and strength are ensured by coupling with the center pillar portion, deformation of the side sill in the vehicle width direction outside is suppressed by the center pillar portion. Further, since the collision load accompanying the side collision of the vehicle is also distributed from the side sill to the vehicle front side and the rear side through the side member member, it is possible to suppress the collision load from being concentrated on a part of the side sill and the side member member, The burden is reduced.

  Therefore, the structure for improving the dispersion and proof stress of the collision load can suppress the deformation of the area where the occupant's feet are located around the front seat and the rear seat, and the deformation of the passenger compartment where the occupant is present.

1 is a perspective view schematically showing a vehicle body skeleton structure according to an embodiment of the present invention. Sectional drawing which follows the AA line in FIG. The bottom view seen from the arrow B in FIG. (A) is a schematic diagram explaining transmission of the collision load at the time of the front collision of a vehicle, (b) is a diagram explaining the behavior in which the collision load is dispersed. The schematic diagram explaining the transmission of the collision load at the time of the side collision of a vehicle.

Hereinafter, the present invention will be described based on an embodiment shown in FIGS.
1 shows a vehicle body skeleton structure 1a of a vehicle such as a passenger car, which is an essential part of the present invention, FIG. 2 is a sectional view of the vehicle body skeleton structure 1a (A-A line in FIG. 1), and FIG. The bottom view (the arrow B direction in FIG. 1) of 1a is shown.
The vehicle body skeleton structure 1a includes a lower skeleton portion 15 that supports the lower portion of the passenger compartment 1 where the passengers are present.

  The vehicle compartment portion 1 has a floor 3 at the lower portion as shown by a two-dot chain line in FIGS. 1 to 3, and a backbone portion 5 (for example, a floor tunnel) at the center of the floor 3 in the vehicle width direction. . A pair of front seats 7 (both having a seat cushion 9a and a seat back 9b) are arranged on both floor portions (front side) sandwiching the backbone portion 5 extending in the vehicle longitudinal direction. On the rear side of the front seat 7, a rear seat 11 (bench seat type: only a part of the seat cushion 11a is shown) is disposed. Center pillars 18 (one side is shown in FIG. 2) that are positioned between the front seat 7 and the rear seat 11 and extend in the vertical direction are disposed on both sides of the vehicle compartment 1 in the vehicle width direction.

  The lower skeleton part 15 is disposed on the inner side in the vehicle width direction of the side sill 17 and the pair of side sills 17 disposed on the outermost sides on both sides in the vehicle width direction of the vehicle compartment part 1 as shown in FIGS. A pair of side member members 19 passing under the floor 3 of the passenger compartment 1 and a plurality of cross members 36 disposed between the side member members 19 are provided. Incidentally, both the side sill 17 and the side member member 19 constitute a closed cross section extending along the vehicle body longitudinal direction, and the cross member 36 constitutes a closed cross section extending in the vehicle width direction. And in the intermediate part of each side sill 17, specifically, the part between the front seat 7 and the rear seat 11 of each side sill 17, the base end of the center pillar part 18 (illustrated with a dashed-two dotted line in FIG. 2, 3). The parts (lower ends) are joined. Due to the coupling of the base end portion (lower end portion) of the center pillar portion 18, the intermediate portion of the side sill 17 becomes a portion having a significantly higher rigidity and strength than the other portions.

The front part of the side member member 19 extends to the front part of the vehicle body via the kick-up part 21 (FIG. 2). Further, the rear part of the side member member 19 extends to the rear part of the vehicle body via the kick-up part 23 (FIG. 2).
The lower skeleton portion 15 is configured so that the vehicle compartment portion 1 can withstand a collision load of a frontal collision (a collision in which a collision load is applied to the front of the vehicle body) or a side collision (a collision in which a collision load is applied to the side of the vehicle body). The structure is devised.

The detailed structure will be described below.
As shown in FIG. 1 and FIG. 3, the side member member 19 includes a front inclined portion 37 that extends outward in the vehicle width direction toward the vehicle rear side in front of the center pillar portion 18 of the vehicle interior portion 1, and a front inclined portion. Continuing from the portion 37, a rear inclined portion 41 that extends inward in the vehicle width direction toward the rear of the vehicle behind the center pillar portion 18 is configured.

  Specifically, the front inclined portion 37 passes through the lower portion of the front seat 7 from the position immediately below the dash panel 1b (panel member that partitions the inside and outside of the vehicle compartment), which is the front end of the vehicle compartment portion 1, and It extends linearly in an obliquely outward direction to the side of the part to which the center pillar 18 is coupled. And the rear part of the front inclination part 37 is couple | bonded with the side part of the site | part couple | bonded with the center pillar part 18 of the side sill 17 by welding. Reference numeral 37a in FIGS. 1 and 2 indicates the fixed coupling portion.

On the other hand, the rear inclined portion 41 is continuously bent from the rear portion of the front inclined portion 37 in an obliquely inward direction (vehicle width direction) and extends linearly to a position below the rear seat 11.
That is, the side member member 19 extends from the front portion of the vehicle compartment portion 1 obliquely rearwardly outward in the vehicle width direction and is coupled to the portion to which the center pillar portion 18 of the side sill 17 is coupled. It is configured to extend obliquely rearward in the vehicle width direction.

  By such side member members 19 disposed obliquely below the front seat 7 and the rear seat 11, a frontal collision load (load applied from the front of the vehicle body) is distributed to the side sill 17. In addition, by connecting the side sill 17 where the rigidity strength is increased with the center pillar portion 18, the deformation of the side sill 17 due to the front impact is suppressed, and the collision load is also distributed to the center pillar portion 18 side. ing. In addition, the collision load is distributed to the front inclined portion 37 and the rear inclined portion 41 with respect to the collision load (load applied from the side of the vehicle body) of the side collision, so that the deformation of the side sill 17 to the inside of the vehicle interior portion 1 is suppressed. I have to.

Further, between the pair of side member members 19, as a plurality of cross members 36, the cross members 36 are stretched over at least three places in the present embodiment.
Specifically, as shown in FIGS. 1 and 3, the side member member 19 is connected to the side sill 17 between the front inclined portion 37 and the rear inclined portion 41, that is, the side member member 19 and the side sill 17. A center cross member 36a, which is one of the cross members 36, is spanned along the vehicle width direction. Each end portion of the center cross member 36a is connected to a boundary portion, and gives the front inclined portion 37 and the rear inclined portion 41 strength to the vehicle width direction. In other words, the center cross member 36 a spanned between the rear portions of the front inclined portion 37 gives effective rigidity to the front collision load transmitted from the front inclined portion 37 and the side collision collision load transmitted from the side sill 17. ing. In the present embodiment, the center cross member 36 a is disposed immediately after the front seat 7.

  As shown in FIGS. 1 and 3, one cross member 36 is provided between the front inclined portion 37 and the front portion of the dash panel 1 b (corresponding to the front end of the vehicle compartment 1). A front cross member 36b is extended along the vehicle width direction, and a rear cross member 36c, which is also one of the cross members 36, is disposed between the parts disposed below the rear seat 11 at the rear of the rear inclined portion 41. Is stretched along the vehicle width direction. That is, the center cross member 36a is disposed in the vehicle body front-rear direction intermediate portion of the vehicle compartment portion 1, the front cross member 36b is disposed at the front end portion of the vehicle compartment portion 1 in front of the center cross member 36a, and rearward of the center cross member 36a. A rear cross member 36 c is disposed below the rear seat 11.

  The side member member 19 (the front inclined portion 37 and the rear inclined portion 41), the front cross member 36b disposed in the front portion of the vehicle compartment portion 1, and the rear cross member 36c disposed in the rear portion of the vehicle compartment portion 1. A hexagon is formed around the center cross member 36a. That is, in other words, between the pair of side sills 17, the front cross member 36b, the front inclined portion 37 of the side member member 19, the rear inclined portion 41, and the rear cross member 36c are hexagonal shapes (one point in FIG. 3). A chain 45) frame portion 45 is formed, and a portion where the frame portion 45 is coupled to the side sill 17 (between the center pillars 18) is reinforced from the inside by a center cross member 36a. Thereby, the frame assembly part which has the outstanding proof stress which can distribute and receive a collision load efficiently in the whole floor lower part (lower part of the compartment part 1) is comprised.

  In the present embodiment, as shown in FIGS. 1 and 3, a structure in which the front portion of each front inclined portion 37 and the front portion of each side sill 17 are connected by, for example, a frame-shaped front gusset 47, For example, a structure in which a rear portion of the rear inclined portion 41 and a rear portion of each side sill 17 are connected by a frame-shaped rear gusset 49 is used. Specifically, the front gusset 47 is disposed and fixed between the front inclined portion 37 and the side sill 17 along the extension line of the front cross member 36b, and the rear gusset 49 extends along the extension line of the rear cross member 36c. The rear inclined portion 41 and the side sill 17 are disposed and fixed. 4A, between the side member member 19 and the side sill 17, the front gusset 47, the front inclined portion 37, and the front side portion of the side sill 17 (up to the position where the center cross member 36a is coupled). The front side triangular portion 51a surrounded by the rear gusset 49, the rear inclined portion 41, and the rear side portion of the side sill 17 (the rear portion up to the rear side of the side sill 17). 51b. In other words, two truss structures with excellent rigidity and strength are constructed on both sides of the hexagonal frame 45 in the vehicle width direction, and the frame 45 is reinforced from the outside. Higher yield strength is provided. And the deformation | transformation of the frame part 45, ie, the deformation | transformation of the compartment part 1, is suppressed by reinforcing the floor 3 lower part of the compartment part 1 with the hexagonal frame part 45, the four truss structures, and the center cross member 36a. It has a structure.

4 (a), 4 (b) and FIG. 5 show the transmission state of the collision load in various collisions. The schematic diagram of FIG. 4A shows how the collision load is transmitted, and the diagram of FIG. 4B shows how the collision load acting on the side member member 19 and the side sill 17 changes at that time. .
Next, with reference to FIGS. 1 to 5, the transmission state of the collision load at the time of collision of the vehicle body skeleton structure 1a of the present embodiment and the operation effect thereof will be described.

  As shown in FIGS. 1 and 3, for example, when a collision load F1 is applied to the side member member 19 from the front of the vehicle body, the collision load F1 is applied from the front of the vehicle body to the front inclined portion 37 as indicated by an arrow in FIG. It is transmitted. Here, since the front inclined portion 37 is connected to the portion where the center pillar portion 18 of the side sill 17 is coupled in a posture inclined obliquely outward, as indicated by each arrow in FIG. Further, the collision load distributed to the side sill 17 from the joint portion 37a of the front inclined portion 37 and the side sill 17 and transmitted to the rear inclined portion 41 of the side member member 19 is reduced.

Looking at the change in the collision load, as shown in FIG. 4B, the collision load applied to the side member member 19 is reduced by load distribution, and the burden on the side member member 19 is reduced.
Here, the collision load distributed on the side sill 17 is transmitted to the rear of the vehicle along the longitudinal direction of the side sill 17 and simultaneously acts outward in the vehicle width direction. Therefore, the side sill 17 is subjected to a force to be deformed outward in the vehicle width direction, but the rear end portion of the front inclined portion 37 has a base end portion (lower end portion) of the center pillar portion 18 that provides the highest rigidity strength. Since it is fixed to the joined portion and is supported by the center cross member 36a, the collision load transmitted from the front inclined portion 37 as shown in FIG. 4B is applied to the center pillar portion 18 and the center cross member. It is received with the rigidity strength provided by 36a. That is, deformation of the side sill 17 and the side member member 19 to the outside in the vehicle width direction can be suppressed.

  Moreover, the rigidity strength provided by the hexagonal structure (hexagonal frame 45) formed around the center cross member 36a and the deformation of the hexagonal structure are suppressed by the rigidity strength of the truss structure. Since the structure ensures a stable and high rigidity between the pair of side sills 17, the deformation of the side sills 17 and the side member members 19 can be reliably suppressed.

Therefore, the deformation of the side member member 19 and each member passing under the front seat 7 and the rear seat 11 at the time of a front collision can be suppressed, and the deformation of the vehicle compartment 1 can be suppressed.
3 and 4A, the same effect is also obtained when a collision load F3 is applied to one side rail member 19 from an offset front collision, for example, from one side of the front of the vehicle body.

Next, as shown in FIGS. 1 and 5, a side collision, for example, a case where a collision load F2 is locally applied to an intermediate portion of the side sill 17 which is a vehicle body side portion will be described.
The impact load F2 applied as shown by the arrow in FIG. 5 is applied to the front inclined portion 37 and the rear inclined portion 41 from the connecting portion 37a where the side sill 17, the center pillar portion 18, and the side member member 19 are connected. And the center cross member 36a. The collision load distributed to the front inclined portion 37 is transmitted from the front inclined portion 37 to the front side of the vehicle and to the front cross member 36b. On the other hand, the collision load distributed to the rear inclined portion 41 is transmitted from the rear inclined portion 41 to the vehicle rear side and to the rear cross member 36c. That is, the collision load F2 due to the side collision is not concentrated on specific members such as the side sill 17 and the center cross member 36a, but is distributed to the front and rear cross members 36b and 36c via the side member member 19. In addition, the burden on the center cross member 36a is reduced. Moreover, the high rigidity and strength of the side sill 17 brought about by the coupling with the center pillar 18, the rigidity and strength given by the hexagonal structure (hexagonal frame 45) formed around the center cross member 36 a, Due to the rigidity strength provided by the truss structure around the shaped structure, deformation of the side member member 19 and each member (members passing under the front seat 7 and the rear seat 11) can be suppressed as in the case of the front collision.

As described above, according to the vehicle body skeleton structure 1a of the present invention, it is possible to achieve a structure that can efficiently disperse a collision load and secure rigidity and improve proof stress.
Therefore, it is possible to suppress the deformation of the area where the occupant's feet are placed around the front seat 7 and the rear seat 11 during a frontal collision or a side collision, and to reliably suppress the deformation of the passenger compartment 1 where the occupant is present.

  It should be noted that the configurations and combinations thereof in the above-described embodiment are merely examples, and it is needless to say that additions, omissions, substitutions, and other modifications can be made without departing from the spirit of the present invention. Nor. Further, the present invention is not limited by the embodiment, and needless to say, is limited only by the “claims”.

DESCRIPTION OF SYMBOLS 1 Car compartment part 7 Front seat 11 Rear seat 15 Lower frame part 17 Side sill 18 Center pillar part 19 Side member member 36a Center cross member 36b Front cross member 36c Rear cross member 37 Front inclined part 41 Back inclined part 47 Front gusset 49 Rear gusset

Claims (5)

A vehicle body skeleton structure having a vehicle interior portion in which a rear seat is disposed on the rear side of the front seat and a center pillar portion extending in a vertical direction is disposed between the front seat and the rear seat,
A pair of side sills extending along the vehicle body front-rear direction at the outermost sides on both sides in the vehicle width direction at the bottom of the vehicle compartment, and to which the lower end of the center pillar is coupled;
A pair of side member members extending along the longitudinal direction of the vehicle body inside each side sill, and
The side member member extends obliquely rearwardly outward in the vehicle width direction from the front end of the vehicle compartment portion, and is connected to a portion where the center pillar portion of the side sill is coupled, and then extends obliquely rearward in the vehicle width direction. A vehicle body skeleton structure characterized by being configured as follows. The vehicle body skeleton structure according to claim 1, further comprising a center cross member that extends in a vehicle width direction and is spanned so as to connect between the joint portions of the side member member and the side sill. A front cross member extending in front of the center cross member in the vehicle width direction and spanned between the side member members;
A rear cross member extending in the vehicle width direction behind the center cross member and spanned between the side member members,
The vehicle body skeleton structure according to claim 2, wherein a hexagonal frame portion is formed by the pair of side member members, the front cross member, and the rear cross member at a lower portion of the vehicle compartment. The vehicle body skeleton structure according to claim 3, wherein the front cross member is disposed at a front end of the vehicle compartment, and the rear cross member is disposed below the rear seat. A front gusset that connects between the front part of the side member member and the front part of the side sill;
A rear gusset for connecting a rear portion of the side member member and a rear portion of the side sill;
5. The vehicle body according to claim 3, wherein the front gusset is disposed at a position on an extension line of the front cross member, and the rear gusset is disposed at a position on an extension line of the rear cross member. Skeletal structure.

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