JP2017197191A - Vehicular skeletal structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular skeletal structure hardly causing breakage in a joint section between a skeletal constituent component and a reinforcement member of the same during lateral collision.SOLUTION: A center pillar 26 forming a skeleton 42 by a pillar inner panel 40 and a pillar outer panel 44 is disposed in a vehicle body side section 12. A long pillar outer reinforcement 46 is fitted to the outside of the cabin of the pillar outer panel 44, and the pillar outer reinforcement 46 is joined to the pillar outer panel 44 by a plurality of second joint sections 62 arranged at prescribed pitches. Further, a first extra length section 66 having extra length in a direction connecting the second joint sections 62 to each other (one-dot chain line Q direction) is formed between the second joint sections 62 adjacent to each other.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle skeleton structure.

  The following Patent Document 1 discloses an invention related to a vehicle body structure using a high-strength steel plate in part. Briefly, the center pillar is composed of three members arranged in the order of the center pillar inner panel, the center pillar outer reinforcement, and the side outer panel from the vehicle interior side. Each member has a hat shape in cross section, and a center pillar having a closed cross section structure is formed by spot welding in a state where the flanges of these three members are overlapped. Further, in this prior art, a corrugated portion is formed along the longitudinal direction of the flange between the welded portions of the flange of the center pillar outer reinforcement sandwiched between the center pillar inner panel and the side outer panel. As a result, when a tensile load in the longitudinal direction acts on the flange of the center pillar outer reinforcement at the time of a side collision, the corrugated portion extends and deforms, so that the spot welded portion (particularly compared with other parts by spot welding) The stress concentration on the heat-affected zone around the welded portion where the strength is likely to decrease is alleviated.

JP 2014-073769 A

  By the way, in order to improve the strength of the center pillar at the time of a side collision, a reinforcing member may be additionally set in the center pillar. For example, a reinforcing member having the same shape as that of the main body portion may be placed on the outer side of the vehicle body of the main body portion of the center pillar outer reinforcement and integrated with the center pillar outer reinforcement by spot welding. If the reinforcing member is set in this way, the deformation of the center pillar is suppressed at the time of a side collision.

  However, considering the case where the collision speed is high and the amount of deformation of the center pillar toward the passenger compartment increases, stress concentrates on the joint of the reinforcing member to the center pillar outer reinforcement, and the joint may break. Concerned. In particular, recently, high-strength steel sheets are sometimes used as reinforcing members because both the improvement in collision safety performance and the reduction in weight of the vehicle body are required. It is hoped that

  In view of the above facts, an object of the present invention is to obtain a vehicle skeleton structure in which breakage is unlikely to occur at a joint portion between a skeleton constituent member and a reinforcing member at the time of a side collision.

  The vehicle skeleton structure according to the first aspect of the present invention includes a rocker disposed at the lower end portion of the vehicle body side portion along the vehicle front-rear direction and the upper end portion of the vehicle body side portion along the vehicle front-rear direction. Pillar inner panel that connects the roof side rails in the vertical direction of the vehicle, and a long outer panel that is arranged outside the passenger compartment of the inner panel and forms a skeleton together with the inner panel by being joined to the inner panel And an elongated reinforcing member that is disposed on the outer side of the outer panel or on the inner side of the outer panel and joined to the outer panel at a plurality of locations along the longitudinal direction, and the reinforcing member in the reinforcing member A first surplus length portion formed between the joint portions adjacent to the longitudinal direction of the reinforcing member and having a surplus length in a direction in which the joint portions are connected to each other. That.

The effect | action of this invention of Claim 1 is as follows.
When a collision load is applied from the side of the vehicle body to the side of the vehicle body to which the vehicle skeleton structure according to the present invention is applied, the outer panel of the skeleton disposed on the side of the vehicle is bent and deformed inward in the vehicle width direction together with the inner panel. try to. For this reason, the same bending deformation tends to occur in the reinforcing member joined to the outer panel.

  Here, in this invention, the 1st surplus length part which has a surplus length in the direction which tied the said junction parts is provided between the junction parts adjacent to the outer panel in a reinforcement member. For this reason, when the reinforcing member tries to deform following the bending deformation of the outer panel, the first surplus length portion extends and deforms. Thereby, a part of collision load is absorbed. Accordingly, excessive stress is suppressed from concentrating on the joint between the reinforcing member and the outer panel. In the above description, the case where the tensile force acts on the first surplus length portion and deforms in the extending direction has been described as an example, but if the compressive force acts on the first surplus length portion, the first surplus length portion contracts. It is possible to prevent excessive stress from concentrating on the joint between the reinforcing member and the outer panel due to deformation in the direction.

  According to a second aspect of the present invention, there is provided a vehicle framework structure according to the first aspect, wherein the inner panel includes a first flange portion for joining along a longitudinal direction thereof, and the outer panel is A second flange portion for joining is provided along the longitudinal direction, and the first flange portion and the second flange portion are joined at a plurality of locations along the longitudinal direction of the inner panel and the outer panel, and adjacent joint portions. A second surplus portion having a surplus length is formed in a direction in which the joint portions are connected to each other, and the first surplus length portion is located at a position overlapping the second surplus length portion when viewed from the vehicle width direction. Has been placed.

  According to the second aspect of the present invention, the inner panel includes the first flange portion for joining along the longitudinal direction, and the outer panel includes the second flange portion for joining along the longitudinal direction. ing. Then, the skeleton is configured by joining the first flange portion and the second flange portion at a plurality of locations along the longitudinal direction of the inner panel and the outer panel.

  Here, in this invention, the 2nd surplus length which has a surplus length in the direction which connected the said junction part between adjacent junction parts among the junction parts which have joined the 1st flange part and the 2nd flange part. The part is formed. For this reason, when the first flange portion of the inner panel and the second flange portion of the outer panel are bent and deformed, the second extra length portion is deformed in the extending direction or the contracting direction, so that a part of the collision load is absorbed. As a result, excessive stress is suppressed from occurring at the joint between the first flange portion and the second flange portion.

  In addition, since the first surplus length portion is arranged at a position overlapping the second surplus length portion when viewed from the vehicle width direction, the first surplus length portion is in response to the bending deformation of the first flange portion and the second flange portion (bending deformation). The reinforcement member can be bent and deformed. For this reason, it is suppressed or prevented that a reinforcement member peels from an outer panel, and the cross-sectional shape of the frame member for vehicles becomes difficult to collapse.

  A vehicle skeleton structure according to a third aspect of the present invention is the vehicle skeleton structure according to the first or second aspect, wherein the joint portion between the reinforcing member and the outer panel and the first extra length portion are formed with the inner panel. It arrange | positions rather than the neutral axis | shaft of the said frame | skeleton comprised with the said outer panel in the vehicle width direction.

  According to the third aspect of the present invention, since the joint portion between the reinforcing member and the outer panel and the first surplus length portion are disposed on the inner side in the vehicle width direction than the neutral axis of the skeleton, only the second surplus length portion is provided. The first extra length portion also receives a tensile load. For this reason, both the 1st surplus length part and the 2nd surplus length part are extended and deformed by tensile force.

  According to a fourth aspect of the present invention, in the vehicle skeleton structure according to the first aspect, the inner panel, the outer panel, and the reinforcing member are all high-strength steel plates. It is constituted by.

  The effect | action of this invention of Claim 4 is as follows.

  In general, a high-strength steel sheet has high strength, but is brittle and easily cracked or broken. For this reason, when the inner panel, the outer panel, and the reinforcing member are made of a high-strength steel plate, stress concentrates on the joint portion between the first flange portion and the second flange portion and the joint portion between the reinforcing member and the outer panel, resulting in breakage. It becomes easy. However, in the present invention, since the first surplus length portion (and the second surplus length portion) is provided, it is possible to suppress or prevent the breakage of these joint portions.

  The vehicle frame structure according to the present invention as set forth in claim 5 is the vehicle according to claim 2, wherein the vehicle frame structure according to claim 2, the claim 3 quoting the claim 2, or the claim 3 quoting the claim 2 or the claim 2 is cited. In any one of the inventions described above, the joint portion between the first flange portion and the second flange portion is disposed at a position that does not overlap the first extra length portion when viewed from the vehicle width direction.

According to a sixth aspect of the present invention, there is provided a vehicle skeletal structure according to the present invention, wherein a rocker disposed at the lower end portion of the vehicle body side portion along the vehicle front-rear direction and an upper end portion of the vehicle body side portion disposed along the vehicle front-rear direction. A long inner panel disposed on the vehicle interior side of the pillar that connects the roof side rail to the vehicle vertical direction, and disposed along the longitudinal direction of the inner panel disposed on the outer side of the inner panel. A long outer panel that forms a skeleton together with the inner panel by joining the second flange portion formed along the longitudinal direction of the first flange portion to the first flange portion at a plurality of locations in the longitudinal direction, and the outer panel A long reinforcing member that is disposed outside the vehicle compartment or on the vehicle interior side and is joined to the outer panel at a plurality of locations along the longitudinal direction to reinforce the outer panel, and the outer member in the reinforcing member. A first surplus length portion formed between the joint portions adjacent to the panel in the longitudinal direction of the reinforcing member and having a surplus length in a direction connecting the joint portions; and the first flange portion, A plurality of second surplus length portions formed between adjacent joint portions with the second flange portion and having a surplus length in a direction in which the joint portions are connected to each other, and a plurality of locations in the longitudinal direction of the first flange portion Are formed with flat plate-like first seating surface portions, and plate-like second seating surface portions are formed at a plurality of positions in the longitudinal direction of the second flange portion. The 1 seat surface portion and the second seat surface portion are welded and joined, and the inner panel and the outer panel are integrated.
The vehicle skeleton structure according to a seventh aspect of the present invention is the vehicle skeleton structure according to the sixth aspect, wherein the joint between the first flange portion and the second flange portion is the first surplus when viewed from the vehicle width direction. It is arranged at a position that does not overlap the long part.

  As described above, the vehicle skeleton structure according to the first aspect of the present invention has an excellent effect that the joint portion between the skeleton constituent member and the reinforcing member hardly breaks at the time of a side collision.

  The skeleton structure for a vehicle according to the second aspect of the present invention has an excellent effect that the cross-sectional rigidity of the skeleton including the reinforcing member can be maintained longer during a side collision.

  The skeleton structure for a vehicle according to the third aspect of the present invention has an excellent effect of being able to effectively suppress or prevent the occurrence of breakage due to a tensile force during bending deformation of the skeleton including the reinforcing member. .

  The framework structure for a vehicle according to the present invention described in claim 4 has an excellent effect that it is possible to improve the yield strength and reduce the number of parts at the time of a side collision.

It is a perspective view which expands and shows the center pillar to which the frame structure for vehicles concerning this embodiment was applied. FIG. 2 is a plan sectional view of a center pillar showing a sectional shape when the center pillar shown in FIG. 1 is cut in a horizontal direction together with a stress distribution diagram. It is the perspective view which showed the vehicle body of the motor vehicle to which the skeleton structure for vehicles concerning this embodiment was applied centering on the vehicle body front part. (A) is the outline which showed the state before and behind a deformation | transformation when the shearing force (tau) acted on the 1st flange part and the 2nd flange part at the time of a side collision in the proportionality in which the 2nd extra length part is not formed. FIG. 5B is a cross-sectional view of the embodiment in which the second surplus length portion is formed, and before and after extension deformation when a shearing force τ acts on the first flange portion and the second flange portion in the extension direction at the time of a side collision. It is the schematic sectional drawing which showed this state. (A) is the outline which showed the state before and behind a deformation | transformation when the shearing force (tau) acted on the 1st flange part and the 2nd flange part at the time of a side collision in the contrast with which the 2nd extra length part is not formed. It is sectional drawing, (B) is before and after contraction deformation when shearing force (tau) acts on the 1st flange part and the 2nd flange part in the contraction direction at the time of side collision in this embodiment in which the 2nd extra length part was formed. It is the schematic sectional drawing which showed this state. (A) is a fragmentary perspective view which shows the state before a deformation | transformation of a pillar outer reinforcement, (B) is a fragmentary perspective view which shows the state after the extension deformation | transformation of a pillar outer reinforcement. It is a fragmentary perspective view of the pillar outer reinforcement corresponding to FIG. 6 (A) which shows other embodiment of a 1st surplus length part. It is a fragmentary perspective view of the pillar outer panel which shows other embodiment (the 1st) of the 2nd extra length part. (A) is a fragmentary perspective view of the pillar outer panel which shows other embodiment (the 2nd) of the 2nd surplus length part, (B) is along the 9 (B) -9 (B) line of (A). FIG. (A) is a partial perspective view of a pillar inner panel and a pillar outer panel showing another embodiment (third) of the second extra length portion, and (B) is (A) 10 (B) -10 (B ) Is a cross-sectional view along the line.

  Hereinafter, some embodiments of the skeleton structure for a vehicle according to the present invention will be described with reference to FIGS. Note that an arrow FR appropriately shown in each figure indicates the vehicle front side, and an arrow UP indicates the vehicle upper side. Furthermore, the arrow IN indicates the inner side in the vehicle width direction.

  FIG. 3 is a perspective view of the vehicle body 14 centered on the vehicle body side portion 12 of the automobile (vehicle) 10. As shown in this figure, a rocker 16 is disposed at the lower end portion of the vehicle body side portion 12 along the vehicle front-rear direction. The rocker 16 is a long body frame member having a closed cross-sectional structure, and is disposed at the end of the vehicle body floor 20 constituting the lower portion of the cabin 18 in the vehicle width direction outer side with the vehicle longitudinal direction being the longitudinal direction. .

  On the other hand, a roof side rail 22 is disposed at the upper end portion of the vehicle body side portion 12 along the vehicle front-rear direction. The roof side rail 22 is a long vehicle body skeleton member having a closed cross-sectional structure, and is arranged at the end of the roof panel (not shown) constituting the upper portion of the cabin 18 in the vehicle width direction outer side with the vehicle longitudinal direction as the longitudinal direction. It is installed.

  The rocker 16 and the roof side rail 22 described above are connected in the vehicle vertical direction by three pillars such as a front pillar 24, a center pillar 26, and a rear pillar 28. The front pillar 24 is an elongated (columnar) body frame member having a closed cross-sectional structure, and connects the front end of the rocker 16 and the front end of the roof side rail 22 in the vehicle vertical direction. A dash panel 32 that separates the power unit chamber 30 and the cabin 18 is disposed between the left and right front pillars 24. An upper end portion of the dash panel 32 is coupled to a bowl-shaped cowl 34 disposed in the vehicle width direction along a lower end portion of a windshield glass (not shown). On the other hand, the rear pillar 28 is also a long (columnar) body frame member having a closed cross-sectional structure, and connects the rear end portion of the rocker 16 and the rear end portion of the roof side rail 22 in the vehicle vertical direction.

The center pillar 26 is a long (columnar) body frame member having a closed cross-sectional structure, and connects the longitudinal intermediate portion of the rocker 16 and the longitudinal intermediate portion of the roof side rail 22 in the vehicle vertical direction. doing. Since the center pillar 26 is disposed, the vehicle body side portion 12 is formed with a front door opening portion 36 that is opened and closed by a front side door (not shown) and a rear door opening portion 38 that is opened and closed by a rear side door (not shown). Yes.

  The above is the outline of the skeleton structure of the vehicle body side portion 12 in the vehicle body 14 of the automobile 10. Next, the structure of the center pillar 26 will be described in more detail.

  As shown in FIGS. 1 and 2, the center pillar 26 is an elongated center pillar inner panel (hereinafter simply referred to as “pillar inner panel”) 40 disposed on the vehicle interior side of the vehicle body side portion 12. A center pillar outer panel (hereinafter simply referred to as a “pillar outer panel”) 44 that is disposed outside the passenger compartment of the pillar inner panel 40 and is joined to the pillar inner panel 40 to form a skeleton 42 together with the pillar inner panel 40. Center pillar outer reinforcement (hereinafter referred to as “longitudinal reinforcement member”) that is disposed outside the passenger compartment of the pillar outer panel 44 and is reinforced to the pillar outer panel 44 by being joined to the pillar outer panel 44 at a plurality of locations along the longitudinal direction. Simply called "pillar outer reinforcement") 46).The pillar inner panel 40, the pillar outer panel 44, and the pillar outer reinforcement 46 are all made of high-strength steel plates (High Tensile Strength Steel Sheets). A side outer panel 48 (see FIG. 2) that constitutes an outer plate of the vehicle body side portion 12 is disposed outside the passenger compartment of the pillar outer reinforcement 46. Supplementally, in the present specification, “high-strength steel plate” means a steel plate having a higher tensile strength than a normal steel plate, and mainly refers to a high-tensile steel plate having a tensile strength of 440 MPa to 790 MPa. This does not exclude ultra-high strength steel sheets having a strength of 980 MPa or more.

  More specifically, the pillar inner panel 40 has a substantially hat shape with a shallow cross section when cut in a direction orthogonal to the longitudinal direction, and includes a bottom wall portion 40A and a pair of front and rear vertical walls. It is comprised by the part 40B and the 1st flange part 40C of a pair of front and back. The bottom wall portion 40A is disposed along the vehicle front-rear direction and the vehicle vertical direction, and a convex portion 50 that bulges outward in the vehicle width direction is integrally formed at an intermediate portion in the vehicle front-rear direction. Further, a pair of front and rear vertical wall portions 40B is formed by bending from the end portion of the bottom wall portion 40A in the vehicle front-rear direction to the vehicle width direction outer side. Further, end portions on the vehicle width direction outer side of the pair of front and rear vertical wall portions 40B are bent toward the vehicle front side and the vehicle rear side, respectively, to form a first flange portion 40C.

  The pillar outer panel 44 has a substantially hat-shaped cross section when cut in a direction orthogonal to the longitudinal direction, and includes a bottom wall portion 44A, a pair of front and rear vertical wall portions 44B, and a pair of front and rear portions. And the second flange portion 44C. The bottom wall portion 44A is disposed along the vehicle longitudinal direction and the vehicle vertical direction. Further, a pair of front and rear vertical wall portions 44B are formed by bending from the end portion of the bottom wall portion 44A in the vehicle front-rear direction to the vehicle width direction inner side. Further, end portions on the inner side in the vehicle width direction of the pair of front and rear vertical wall portions 44B are bent toward the vehicle front side and the vehicle rear side, respectively, to form a second flange portion 44C.

  The first flange portion 40 </ b> C includes a plurality of first seat surface portions 52 for bonding arranged at a predetermined pitch along the longitudinal direction of the pillar inner panel 40, and a first seat surface portion 52 formed between the adjacent first seat surface portions 52. One concave bead 54 is repeatedly formed continuously in the longitudinal direction of the first flange portion 40C. The first seat surface portion 52 is formed in a rectangular flat plate shape, and the first concave bead 54 is formed in a trapezoidal shape.

  Correspondingly, the second flange portion 44 </ b> C is adjacent to a plurality of second seating surface portions 56 for joining arranged at the same pitch as the first seating surface portion 52 along the longitudinal direction of the pillar outer panel 44. A second concave bead 58 formed between the second seat surface portions 56 is formed repeatedly and continuously in the longitudinal direction of the second flange portion 44C. The second seat surface portion 56 is formed in a rectangular flat plate shape that overlaps the first seat surface portion 52, and the second concave bead 58 is formed in a trapezoidal shape that overlaps the first concave bead 54.

  The first seat surface portion 52 and the second seat surface portion 56 described above are joined by welding (spot welding). Hereinafter, a joint portion between the first seat surface portion 52 and the second seat surface portion 56 is referred to as a “first joint portion 60”. Thereby, the pillar inner panel 40 and the pillar outer panel 44 are integrated, and the frame | skeleton 42 of a substantially rectangular closed cross-section structure is formed.

  Further, the first concave bead 54 and the second concave bead 58 are not joined to each other and are in contact with each other. Further, the first concave bead 54 and the second concave bead 58 are deformed in the plate thickness direction with respect to the first flange portion 40C and the second flange portion 44C, and the adjacent first joint portion 60 (or the first joint portion 60) 2 has a surplus length in the direction connecting the two joint portions 62) (the direction of the dashed line P in FIG. 1). Hereinafter, the first concave bead 54 and the second concave bead 58 are collectively referred to as “second extra length portion 64”. The extra length is formed by the inclined portion 54A of the first concave bead 54 and the inclined portion 58A of the second concave bead 58 overlapping therewith. Therefore, in that sense, the inclined portions 54A and 58A are elements that are grasped as surplus length forming portions. Furthermore, supplementally, “having a surplus length in the direction connecting the joints” in the second surplus length part has a detoured portion that does not ride on the line (P line) connecting the joints. I mean.

  On the other hand, the pillar outer reinforcement 46 has a substantially U-shaped cross section when cut in a direction perpendicular to the longitudinal direction, and includes a bottom wall portion 46A and a pair of front and rear vertical wall portions 46B. And is composed of. The pillar outer reinforcement 46 is fitted on the pillar outer panel 44 from the outside of the passenger compartment. Moreover, the width direction dimension along the vehicle width direction of the vertical wall portion 46 </ b> B is set to be shorter than the width direction dimension along the vehicle width direction of the vertical wall portion 44 </ b> B of the pillar outer panel 44. The end of the vertical wall portion 46B on the vehicle interior side is joined to the vertical wall portion 44B of the pillar outer panel 44 by welding (spot welding) at the same pitch as the first joint portion 60. Hereinafter, the joint portion between the pillar outer reinforcement 46 and the pillar outer panel 44 is referred to as a “second joint portion 62”. Thereby, the pillar outer reinforcement 46 is integrated with the outer side of the passenger compartment of the pillar outer panel 44 to reinforce the pillar outer panel 44.

  Further, in the vertical wall portion 46B of the pillar outer reinforcement 46 described above, a first semi-elliptical first extra length portion 66 is formed between the adjacent second joint portions 62. The first surplus length portion 66 bulges toward the outer side of the cross section of the pillar outer reinforcement 46, and is formed from the end of the vertical wall portion 46B on the vehicle interior side to the middle position of the vertical wall portion 46B. The first surplus length portion 66 is also deformed in the plate thickness direction of the vertical wall portion 46B in the same manner as the second surplus length portion 64 described above, and the direction in which the adjacent second joining portions 62 are connected (the one-dot chain line in FIG. 1). (Q direction) has a surplus length. The extra length is created by the inclined portion 66 </ b> A that forms the outer periphery of the first extra length portion 66. Therefore, in this sense, the inclined portion 66A is an element grasped as an extra length forming portion. Furthermore, supplementally, “having a surplus length in the direction connecting the joints” in the first surplus length part has a detoured portion that does not ride on a line (Q line) connecting the joints. I mean.

  Furthermore, the first surplus length portion 66 described above is disposed at a position overlapping the second surplus length portion 64 when viewed from the vehicle width direction. Further, the second joint portion 62 and the first extra length portion 66 between the pillar outer reinforcement 46 and the pillar outer panel 44 are wider than the neutral axis n of the skeleton 42 constituted by the pillar inner panel 40 and the pillar outer panel 44. It arrange | positions in the direction inner side (refer FIG. 2).

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

  When a collision load is input to the vehicle body side portion 12 of the automobile 10 to which the vehicle skeleton structure according to the present embodiment is applied at a relatively high speed (for example, 60 km / h) from the outside in the vehicle width direction, the center pillar 26 skeletons 42 tend to bend and deform inward in the vehicle width direction. For this reason, as shown in the comparative example of FIG. 4A schematically drawn, a shear force τ is generated between the first flange portion 40C of the pillar inner panel 40 and the second flange portion 44C of the pillar outer panel 44. It is conceivable that the first joint portion 60 that is the joint portion between the first joint portion 60 of the first flange portion 40C and the second joint portion 62 of the second flange portion 44C is broken.

  However, in the present embodiment, since the second surplus length portion 64 is set in the first flange portion 40C and the second flange portion 44C, the second surplus length portion 64 is formed as shown in FIG. By extending and deforming, stress concentration on the first joint 60 is alleviated. As shown in FIG. 5A, when the first flange portion 40C and the second flange portion 44C receive a shearing force τ in the compression direction, as shown in FIG. As the surplus length portion 64 shrinks and deforms, the stress concentration on the first joint portion 60 is alleviated.

  The above is the deformation behavior when paying attention to the skeleton 42 of the center pillar 26. When the pillar outer panel 44 is bent and deformed, the pillar outer reinforcement 46 joined to the outside of the passenger compartment of the pillar outer panel 44 follows this. Try to bend and deform.

  Here, in the present embodiment, the second joints 62 are connected to each other between the second joints 62 that are joints between the pillar outer reinforcement 46 and the pillar outer panel (the one-dot chain line Q direction in FIG. 1). A first surplus length portion 66 having a surplus length is provided. For this reason, when the pillar outer reinforcement 46 shown in FIG. 6 (A) tries to deform following the bending deformation of the pillar outer panel 44, the first extra length portion 66 is loaded as shown in FIG. 6 (B). Deforms extending in the direction of action. Therefore, excessive stress is suppressed from concentrating on the second joint portion 62 between the pillar outer reinforcement 46 and the pillar outer panel 44. In the above description, the case where the tensile force acts on the first surplus length portion 66 and deforms in the extending direction has been described as an example, but if the compressive force acts on the first surplus length portion 66, the first surplus length portion 66 It is suppressed that 66 deform | transforms in a shrinking direction and an excessive stress concentrates on the 2nd junction part 62 of the pillar outer reinforcement 46 and the pillar outer panel 44. FIG.

  As described above, the vehicle skeleton structure according to the present embodiment has an effect that the second joint portion 62, which is a joint portion between the pillar outer panel 44 of the center pillar 26 and the pillar outer reinforcement 46, hardly breaks at the time of a side collision. Have.

  The pillar inner panel 40 includes a first flange portion 40C for joining along the longitudinal direction, and the pillar outer panel 44 includes a second flange portion 44C for joining along the longitudinal direction. The first flange portion 40C and the second flange portion 44C are joined at a plurality of locations along the longitudinal direction of the pillar inner panel 40 and the pillar outer panel 44, whereby the skeleton 42 is configured.

  Here, in the present embodiment, the first joint portions 60 are connected between the adjacent first joint portions 60 among the first joint portions 60 joining the first seat surface portion 52 and the second seat surface portion 56. A second extra length portion 64 having an extra length in the vertical direction is formed. Therefore, when the pillar outer panel 44 and the pillar inner panel 40 are bent and deformed, the second extra length portion 64 is deformed in the extending direction or the contracting direction, so that a part of the collision load is absorbed. Thereby, it is suppressed that an excessive stress arises in the 1st junction part 60 of the 1st flange part 40C and the 2nd flange part 44C.

  In addition, since the first surplus length portion 66 is disposed at a position overlapping the second surplus length portion 64 when viewed from the vehicle width direction, it responds to bending deformation of the first flange portion 40C and the second flange portion 44C. Thus, the pillar outer reinforcement 46 can be bent and deformed. For this reason, peeling of the pillar outer reinforcement 46 from the pillar outer panel 44 is suppressed or prevented. Therefore, the cross-sectional shape of the center pillar 26 is difficult to collapse.

  As a result, according to this embodiment, the cross-sectional rigidity of the skeleton 42 including the pillar outer reinforcement 46 can be maintained longer during a side collision.

  Furthermore, in the present embodiment, the second joint portion 62 and the first extra length portion 66 between the pillar outer reinforcement 46 and the pillar outer panel 44 are disposed on the inner side in the vehicle width direction from the neutral axis n of the skeleton 42. Not only the second extra length portion 64 but also the first extra length portion 66 receives a tensile load. For this reason, both the first surplus length portion 66 and the second surplus length portion 64 are extended and deformed by a tensile force. As a result, according to the present embodiment, it is possible to effectively suppress or prevent the occurrence of breakage due to the tensile force during the bending deformation of the skeleton 42 including the pillar outer reinforcement 46.

  Moreover, according to this embodiment, the following effects are obtained. In general, a high-strength steel sheet has high strength, but is brittle and easily cracked or broken. For this reason, when the pillar inner panel 40, the pillar outer panel 44, and the pillar outer reinforcement 46 are made of a high-strength steel plate as in the present embodiment, the first joint portion between the first flange portion 40C and the second flange portion 44C. 60 and the second outer joint portion 46 between the pillar outer reinforcement 46 and the pillar outer panel 44, stress is concentrated and breakage easily occurs. However, in the present embodiment, since the first surplus length portion 66 and the second surplus length portion 64 are provided, it is possible to suppress or prevent the first joint portion 60 and the second joint portion 62 from being broken. Can do. As a result, according to the present embodiment, it is possible to improve the yield strength of the center pillar 26 and reduce the number of parts at the time of a side collision.

[Other Embodiments]
Next, some other embodiments will be described. In addition, about the same component as embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  In the embodiment shown in FIG. 7, the first extra length portion 70 bulged into a substantially semi-cylindrical shape so as to include the end edge of the vertical wall portion 46 </ b> B is integrated with the vertical wall portion 46 </ b> B of the pillar outer reinforcement 46. Is formed. The first extra length portions 70 are formed at a predetermined pitch along the longitudinal direction of the pillar outer reinforcement 46. In addition, although not shown in figure, the 2nd junction part by spot welding is set between the 1st extra length parts 70 adjacent. Also according to the above configuration, the first extra length portion 70 extends in the longitudinal direction of the vertical wall portion 46B of the pillar outer reinforcement 46 and can be deformed or compressively deformed. Therefore, the stress generated in the second joint portion can be relieved. .

  On the other hand, in the embodiment shown in FIG. 8, the second concave bead 72 is formed integrally with the second flange portion 44 </ b> C of the pillar outer panel 44. The second concave bead 72 protrudes in a dish shape on the side opposite to the vertical wall portion 44B, and is formed in a substantially semicircular shape when viewed from the outside in the vehicle width direction. A first concave bead having the same shape as the second concave bead 72 is integrally formed on the pillar inner panel side (not shown). A second extra length 74 is formed by the first concave bead and the second concave bead 72. In addition, although not shown in figure, the 1st junction part by spot welding is set between the 2nd surplus length parts 74 adjacent. Also by the second surplus length portion 74, a deformation behavior similar to that of the second surplus length portion 64 shown in FIG. 1 described above can be obtained, and the stress generated in the first joint portion can be relaxed.

  Further, in the embodiment shown in FIGS. 9A and 9B, a circular second concave bead 76 is formed integrally with the second flange portion 44 </ b> C of the pillar outer panel 44 as viewed from the outside in the vehicle width direction. . A first concave bead having the same shape as the second concave bead 76 is integrally formed on the pillar inner panel side (not shown). A second extra length 78 is formed by the first concave bead and the second concave bead 76. Although not shown, a first joint by spot welding is set between adjacent second concave beads 76. Also by the second surplus length portion 78, substantially the same deformation behavior as that of the second surplus length portion 64 shown in FIG. 1 described above can be obtained, and the stress generated in the first joint portion can be relaxed.

  Furthermore, in the embodiment shown in FIGS. 10A and 10B, a first concave bead 54 formed on the second flange portion 44C of the pillar outer panel 44 on the first flange portion 40C side of the pillar inner panel 40, and A convex bead 80 projecting to the opposite side is integrally formed. The convex bead 80 is disposed to face the first concave bead 54 in the plate thickness direction of the first flange portion 40C and the second flange portion 44C. A second extra length portion 82 is formed by the first concave bead 54 and the convex bead 80. The second surplus length portion 82 also provides a deformation behavior substantially similar to that of the second surplus length portion 64 shown in FIG. 1 described above, and can relieve stress generated in the first joint portion.

  In the present embodiment, the present invention is applied to the center pillar 26. However, the present invention is not limited to this, and the present invention may be applied to vehicle frame members such as the front pillar 24 and the rear pillar 28.

  In the present embodiment, all of the pillar inner panel 40, the pillar outer panel 44, and the pillar outer reinforcement 46 are made of high-strength steel plates. However, the present invention is not limited to this, and any one or two of them are made of high-strength steel plates. Alternatively, all of them may be composed of ordinary steel plates that are not high-strength steel plates.

  Furthermore, in the present embodiment, the pillar outer reinforcement 46 is disposed outside the passenger compartment of the pillar outer panel 44, but is not limited thereto, and may be disposed on the passenger compartment side of the pillar outer panel.

10 Automobile (vehicle)
12 Car body side 16 Rocker (vehicle framework)
22 Roof side rail (vehicle framework)
24 Front pillar (vehicle framework)
26 Center pillar (vehicle framework)
28 Rear pillar (vehicle framework)
40 Pillar inner panel (inner panel)
40C 1st flange part 42 Frame 44 Pillar outer panel (outer panel)
44C Second flange 46 Pillar outer reinforcement (reinforcing member)
60 First joint 62 62 Second joint 64 Second extra length 66 First extra length 70 First extra length 74 Second extra length 78 Second extra length 82 Second extra length n Neutral shaft P Direction connecting joints Q Direction connecting joints

Claims (7)

An inner pillar that connects a rocker disposed along the vehicle longitudinal direction at the lower end portion of the vehicle body side portion and a roof side rail disposed along the vehicle longitudinal direction at the upper end portion of the vehicle body side portion in the vehicle vertical direction. A panel,
A long outer panel that is disposed outside the inner panel of the inner panel and forms a skeleton together with the inner panel by being joined to the inner panel;
A long reinforcing member that is disposed on the outer side of the outer panel or on the inner side of the outer panel and is joined to the outer panel at a plurality of locations along the longitudinal direction to reinforce the outer panel;
A first surplus part having a surplus length in a direction in which the joints are formed in a joint between the reinforcing member and the outer panel and adjacent to each other in the longitudinal direction of the reinforcing member; and
A vehicle skeleton structure comprising: The inner panel includes a first flange portion for joining along its longitudinal direction, and the outer panel includes a second flange portion for joining along its longitudinal direction, and the first flange portion and the first flange portion The two flange portions are joined at a plurality of locations along the longitudinal direction of the inner panel and the outer panel, and a second surplus portion having a surplus length is formed between adjacent joint portions in a direction connecting the joint portions. And
The first surplus length portion is disposed at a position overlapping the second surplus length portion when viewed from the vehicle width direction.
The vehicle skeleton structure according to claim 1. The joint portion between the reinforcing member and the outer panel and the first extra length portion are disposed on the inner side in the vehicle width direction from the neutral axis of the skeleton formed by the inner panel and the outer panel.
The skeleton structure for a vehicle according to claim 1 or 2. The inner panel, the outer panel, and the reinforcing member are each made of a high-strength steel plate,
The skeleton structure for a vehicle according to any one of claims 1 to 3. The joint portion between the first flange portion and the second flange portion is disposed at a position that does not overlap the first extra length portion when viewed from the vehicle width direction.
The framework structure for a vehicle according to any one of claims 4 and 4, wherein the claim 2 is referred to as the claim 3, the claim 3 is referred to as the claim 2, and the claim 3 is referred to as the claim 3. A pillar vehicle that connects a rocker disposed along the vehicle longitudinal direction at the lower end portion of the vehicle body side portion and a roof side rail disposed along the vehicle longitudinal direction at the upper end portion of the vehicle body side portion in the vehicle vertical direction. A long inner panel arranged on the indoor side;
The second flange portion formed along the longitudinal direction of the inner flange panel is joined to the first flange portion disposed along the longitudinal direction of the inner panel at a plurality of locations in the longitudinal direction. A long outer panel that constitutes the skeleton together with the inner panel,
A long reinforcing member that is disposed on the outer side of the outer panel or on the inner side of the outer panel and is joined to the outer panel at a plurality of locations along the longitudinal direction to reinforce the outer panel;
A first surplus part having a surplus length in a direction in which the joints are formed in a joint between the reinforcing member and the outer panel and adjacent to each other in the longitudinal direction of the reinforcing member; and
A second surplus portion formed between adjacent joint portions of the first flange portion and the second flange portion, and having a surplus length in a direction connecting the joint portions;
With
Flat first seat surfaces are formed at a plurality of locations in the longitudinal direction of the first flange portion, and flat second seat surfaces are formed at a plurality of locations in the longitudinal direction of the second flange portion. And
The first seat surface portion and the second seat surface portion, each of which has a flat plate shape, are welded and joined, and the inner panel and the outer panel are integrated.
Skeletal structure for vehicles. The joint portion between the first flange portion and the second flange portion is disposed at a position that does not overlap the first extra length portion when viewed from the vehicle width direction.
The vehicle skeleton structure according to claim 6.