JP2017200795A - Vehicle body side part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body side part structure which improves collision performance of an automobile vehicle without lowering performance such as a weight increase and rigidity.SOLUTION: A vehicle body side part structure 1 has a reinforced front pillar roar 10 and a reinforced side sill outer (A)30, where the reinforced front pillar roar 10 has a curved portion 13 of which a lower part is curved to the rear side of the vehicle and a short side portion 15 extending from the rear end of the curved portion 13, a bead-shaped portion 41 is provided on the reinforced side sill outer (A)30, the bead-shaped portion 41 is positioned so that a front end 41a thereof is positioned with a distance L1 to the vehicle body rear side from a front end 10a of the reinforced front pillar roar 10, and the distance L1 satisfies a relationship of 0.5≤L1/L0≤1.2 when a distance between the front end 10a of the reinforced front pillar roar 10 and an R-stop 13a of curving on the vehicle upper side in the curved portion 13 curved on the rear side is represented by L0.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body side structure of an automobile body, and in particular, a reinforcement front pillar lower disposed in a front pillar lower and a reinforcement side sill outer disposed in a side sill extending in a longitudinal direction of the vehicle body. It relates to the combined vehicle body side structure.

With respect to the collision safety performance of automobile vehicles, it is required to satisfy strict collision regulations. For example, with respect to an offset collision or a narrow (small) lap collision that collides from the front of the vehicle, a reinforcement front pillar lower disposed in the front pillar lower extending in the vehicle body vertical direction of the automobile vehicle, and the vehicle longitudinal direction The vehicle body side structure combined with the reinforcement side sill outer disposed in the side sill extending to the front pillar lower and / or the side sill is buckled and bent by a collision load input from the front of the vehicle, It is necessary for the vehicle to be prevented from entering the passenger compartment.
Therefore, at the part where the reinforcement front pillar lower and the reinforcement side sill outer are combined, the collision energy input to the vehicle is absorbed and the collision load is efficiently distributed and transmitted to other components of the automobile body. Therefore, various technologies for improving the collision performance of the vehicle body side structure have been proposed.

  In Patent Document 1, a side sill reinforcement composed of two parts is provided at a portion where a door hinge reinforcement extending in the vertical direction of the vehicle and a side sill strength extending in the front-rear direction of the vehicle are connected. Has been disclosed that deforms while absorbing water and suppresses transmission of a load to the rear of the vehicle.

  Further, Patent Document 2 has a vertical surface portion disposed so as to face the front wheel of the vehicle and a horizontal surface portion extending substantially horizontally at a joint portion between the lower end of the hinge pillar and the front end of the side sill. A technology is disclosed in which a reinforcing part (gusset) having an inclined portion that is inclined toward the vehicle outer side toward the vehicle rear side is installed to suppress deformation of the hinge pillar in the vehicle interior during a small overlap collision.

  Further, Patent Document 3 discloses a rocker portion structure having a rocker reinforcement that extends in the vehicle front-rear direction within a rocker cross section of the vehicle, and a pillar outer reinforcement on a wall portion on the outer side in the vehicle width direction of the rocker reinforcement. A technique for preventing the collapse of the rocker reinforcement cross section and improving the collision performance is disclosed by forming the reinforcing recess closed by.

  Furthermore, Patent Document 4 discloses that the axial compression strength and bending strength of the side sill are increased by forming a bead from the front end to the rear end of the side sill on the upper wall portion of the side sill in which a closed cross section extending in the front and rear direction of the vehicle is formed. A technique for preventing the side sill from collapsing in a frontal collision of a vehicle is disclosed.

JP 2012-96736 A JP 2014-118209 A JP 2000-95151 A JP 2010-137839 A

  The demand to improve weight reduction, handling stability and ride comfort while satisfying the collision safety of automobile vehicles has become stricter year by year, and in recent years, the structure of the side part of the vehicle body that combines the front pillar lower and the side sill has also become stricter. There is a demand for satisfying both weight reduction and steering stability while achieving the collision regulation that is being achieved.

However, since the techniques disclosed in Patent Document 1 and Patent Document 2 require a large number of reinforcing parts, the collision performance is improved, but an increase in weight is inevitable.
The technique disclosed in Patent Document 3 is intended to improve the side impact performance in which a load is input from the side of the vehicle, and in addition, a long reinforcement extending in the vehicle front-rear direction is essential. Similar to the techniques disclosed in Document 1 and Patent Document 2, an increase in the weight of the vehicle body is inevitable.
According to the technique disclosed in Patent Document 4, by adding a U-shape to the vertical wall portion of the side sill, the compressive strength in the axial direction is improved, but the torsional rigidity of the vehicle body is reduced. It was.

  As described above, in the vehicle body side structure, many techniques have been disclosed in order to achieve both the securing of the axial compression strength and the weight reduction at the time of the collision from the front of the vehicle including the minute lap collision. In both cases, it is difficult to significantly reduce the weight, and there is a problem that other important body performance (such as rigidity) is deteriorated. In particular, for heavy load input to narrow areas such as micro lap collisions, if the collision performance required by stricter collision regulation expected in the future has improved, the conventional technology can ensure the required performance. It is extremely difficult.

  Therefore, the need for maintaining the target collision performance has arisen by increasing the tension and thickness of the steel plate used in the vehicle body side structure. However, increasing the tensile strength of the steel sheet hinders productivity such as press forming, which has been a factor in increasing costs.

Furthermore, increasing the thickness of the steel sheet not only increases the weight of the car body, but also increases the forming load during press forming of the parts, and in combination with the increased tension of the steel sheet exceeds the forming load capacity of the press machine. In some cases, molding was impossible.
Therefore, in order to apply the thickened high-tensile steel plate to the vehicle body side structure, for example, one part used for the vehicle body side structure is divided into two parts and formed separately. It becomes necessary to assemble parts, and this causes a significant cost increase due to an increase in the number of molds and an increase in the number of assembly steps.

  The present invention has been made to solve the above-described problems, and in a vehicle body side structure having a reinforcement front pillar lower and a reinforcement side sill outer, without reducing performance such as weight increase and rigidity. Another object of the present invention is to provide a vehicle body side structure that improves the collision performance of a vehicle without increasing the manufacturing cost.

  Specifically, the present invention comprises the following configuration.

(1) A vehicle body side structure according to the present invention is disposed in a reinforcement front pillar lower disposed in a front pillar lower extending in the vertical direction of the vehicle body and a side sill extending in the vehicle longitudinal direction. The reinforcement front pillar lower has a curved portion whose lower portion curves toward the rear side of the vehicle body and a short side portion extending from the rear end of the curved portion. The reinforcement side sill outer has a hat cross-sectional shape having wall portions on the vehicle body upper side, the vehicle body side side, and the vehicle body lower side, respectively, and the reinforcement front pillar lower and the reinforcement side sill outer The curved portion and the short side portion of the reinforcement front pillar lower are attached to and joined to the front end portion of the side sill outer, Reinforcement means is provided in the side sill outer, and the front end of the reinforcement means is located at a distance L1 from the front end of the reinforcement front pillar lower to the vehicle body rear side, and the distance L1 is equal to the reinforcement front pillar lower. When the distance from the front end of the vehicle to the R-end of the curve on the upper side of the vehicle body at the curved portion that curves to the rear side is L0, the relationship of 0.5 ≦ L1 / L0 ≦ 1.2 is satisfied.

(2) In the above-described (1), the reinforcing means extends in the longitudinal direction of the reinforcement side sill outer, and a distance L2 to the rear end position of the reinforcing means is 1.3 ≦ L2. /L0≦3.2.

(3) In the above (1) or (2), the reinforcing means is a bead-shaped part formed on a wall part on the side of a vehicle body of the reinforcement side sill. It is.

(4) In the above-described (3), the bead shape portion has a bead width of 3% to 30% of the height of the wall portion on the side of the vehicle body, and a bead depth of the side of the vehicle body side. It is characterized by being 3% or more and 15% or less of the height of the wall part.

(5) In the above (3) or (4), the position of the bead-shaped portion is in the range of 10% to 90% of the height of the wall portion on the side of the vehicle body. It is characterized by.

(6) In the device according to any one of (3) to (5), the bead-shaped portion has an angle formed between a longitudinal central axis and a longitudinal axis of the reinforcement side sill outer is 0 °. The angle is 30 ° or less.

The present invention has a reinforcement front pillar lower disposed in a front pillar lower extending in the vertical direction of the vehicle body and a reinforcement side sill outer disposed in a side sill extending in the vehicle longitudinal direction. The reinforcement front pillar lower has a curved portion whose lower portion is curved toward the rear side of the vehicle body and a short side portion extending from a rear end of the curved portion, and the reinforcement side sill outer is A hat cross-sectional shape having walls on the vehicle body upper side, the vehicle body side side, and the vehicle body lower side, and the reinforcement front pillar lower and the reinforcement side sill outer are arranged on the front end portion of the reinforcement side sill outer. The curved side sill of the force front pillar lower is formed by covering and joining the curved portion and the short side portion. Uta is provided with reinforcing means, and the front end of the reinforcing means is located at a distance L1 from the front end of the reinforcement front pillar lower to the vehicle body rear side, and the distance L1 is from the front end of the reinforcement front pillar lower. When the distance to the R-stop of the curve at the upper curved portion of the vehicle body that curves to the rear side is L0, by satisfying the relationship of 0.5L0 ≦ L1 ≦ 1.2L0, The input collision energy is absorbed on the front side of the vehicle with respect to the reinforcing means, and the buckling strength of the reinforcement side sill outer in the vertical direction of the vehicle is improved, so that the vehicle's collision performance without reducing the torsional rigidity of the vehicle. Can be improved.
Furthermore, by forming a bead-shaped portion on the side wall of the reinforcement side sill as a reinforcing means, the weight can be reduced without increasing the manufacturing cost and maintaining the collision performance of the vehicle body.

It is an external view of the vehicle body side part structure which concerns on embodiment of this invention (the 1). It is explanatory drawing explaining the structure of the vehicle body side part structure which concerns on embodiment of this invention (the 1). It is a side view in the state where a reinforcement front pillar lower was removed in a vehicle body side part structure concerning an embodiment of the invention, and is a figure explaining a position of a bead shape part. It is an external view of the vehicle body side part structure which concerns on embodiment of this invention (the 2). It is explanatory drawing explaining the structure of the vehicle body side part structure which concerns on embodiment of this invention (the 2). It is explanatory drawing (the 1) of the analysis model used for CAE analysis of the deformation | transformation behavior of the vehicle body side part structure in Example 1 and 2, and a collision condition. It is explanatory drawing of the analysis model used for CAE analysis of the deformation | transformation behavior of the vehicle body side part structure in Example 1 and 2, and a collision condition (the 2). It is a figure of the analysis result of the deformation | transformation behavior of the vehicle body side part structure which concerns on this invention in Example 1 (the 1). It is a figure of the analysis result of the deformation | transformation behavior of the conventional vehicle body side part structure in Example 1 (the 1). It is a figure of the analysis result of the deformation | transformation behavior of the vehicle body side part structure based on this invention in Example 1 (the 2). It is a figure of the analysis result of the deformation behavior of the conventional vehicle body side part structure in Example 1 (the 2). In Example 1, it is a figure of the analysis result of the deformation | transformation behavior of a reinforcement side sill outer (A). 5 is a graph showing the influence of the presence or absence of a bead-shaped portion and the thickness of a reinforcement side sill outer on the deformation amount in a collision analysis of a vehicle body side structure in Example 1. It is explanatory drawing of the analysis model and analysis conditions in torsional rigidity analysis of the vehicle body side part structure in Example 2. FIG. It is a graph which shows the analysis result of the influence of the bead length which acts on the torsion angle of the vehicle body side part structure in Example 2. It is explanatory drawing for demonstrating the subject of this invention, Comprising: It is a graph which shows the analysis result of the load which arose in the side sill front-end | tip of a vehicle body side part structure in the micro lap collision of a vehicle. It is explanatory drawing for demonstrating the subject of this invention, Comprising: It is a figure explaining the buckling deformation of the reinforcement side sill outer of the conventional vehicle body side part structure in the micro lap collision of a vehicle (the 1). It is explanatory drawing for demonstrating the subject of this invention, Comprising: It is a figure explaining the buckling deformation of the reinforcement side sill outer of the conventional vehicle body side part structure in the micro lap collision of a vehicle (the 2).

  In order to examine the vehicle body side structure having a reinforcement front pillar lower and a reinforcement side sill outer that satisfy the collision performance without adding parts or increasing the thickness of the steel plate, The load generated in the car body and the deformation behavior of the car body were investigated. In the investigation, CAE analysis was performed for a minute lap collision that collided from the front of the vehicle and a large load was input to a narrow region of the vehicle body.

FIG. 16 shows an analysis result of a load generated at the lower front end portion of the reinforcement front pillar lower 110 at the time of a minute lap collision. FIG. 16A is a schematic diagram of the vehicle body side structure that is the object of analysis, and shows the vicinity of the joint between the lower part of the reinforcement front pillar lower 110 and the front end of the reinforcement side sill outer 120. Wheels W are provided in front.
FIGS. 16B to 16D show the vehicle longitudinal direction (X direction), the vehicle vertical direction (Y direction), and the vehicle body at the lower front end (point P in FIG. 16A) of the reinforcement front pillar lower 110. This is the time change of load at the time of collision in the width direction (Z direction).

  From this result, at the lower front end of the reinforcement front pillar lower 110, the load becomes maximum at about 0.07 ms after the collision, and the ratio of the maximum load in the X direction, the Y direction, and the Z direction is about 25: 7: 1. For this reason, it was found that the load in the vertical direction of the vehicle body (Y direction) was the second highest in the longitudinal direction of the vehicle body (X direction) in the case of a small lap collision.

  Further, in the vehicle body side part structure 101 having the reinforcement front pillar lower 130, the reinforcement side sill outer 120, and the center pillar 150 as shown in FIG. 17A, the reinforcement front pillar lower 130 is arranged from the front side of the vehicle body. As a result of performing the CAE analysis on the case where the collision load is input to the lower part, as shown in FIG. 17B, the reinforcement side sill outer 120 is formed with a wall part on the upper side of the vehicle body and a lower part of the reinforcement front pillar lower 130. A behavior of buckling deformation in the vertical direction of the vehicle body was observed starting from the vicinity of the contact point (circle C in FIG. 17).

  Further, in the vehicle body side structure 103 having the reinforcement front pillar lower 140 as shown in FIG. 18 having a lower shape different from that of the reinforcement front pillar lower 130, the lower part of the reinforcement front pillar lower 140 from the front side of the vehicle body. As a result of performing the CAE analysis on the case where a collision load is input to the reinforcement side sill outer 120, the reinforcement side sill outer 120 has a wall portion on the upper side of the vehicle body and a lower portion of the reinforcement front pillar lower 140 as shown in FIG. A behavior of buckling deformation in the vertical direction of the vehicle body was observed starting from the vicinity of the contact position (circle C in FIG. 18).

  As the reinforcement side pillar outer 120 is buckled and deformed, the lower part of the reinforcement front pillar lower 130 or 140 also deforms in the vertical direction of the vehicle body. It was found that there was a high possibility of damage.

  In an actual automobile vehicle, an outer panel or the like is installed on the outer surface of the vehicle body side structure, and a thin mild steel plate is usually used for the outer panel. However, such an outer panel hardly contributes to the collision performance of the vehicle.

  Accordingly, further investigations have been made based on the results shown in FIGS. 16 to 18, and in frontal collisions such as micro-lap collisions, the collision load input from the front side of the reinforcement front pillar lower is below the reinforcement front pillar lower. It is very important to reduce the load transmitted to the reinforcement side sill by absorbing the collision energy by deforming the front end of the body and to improve the buckling strength of the reinforcement side sill outer in the vertical direction of the vehicle body It turns out that.

  Further, in the vehicle body side structure including the reinforcement front pillar lower and the reinforcement side sill outer, it is required to secure vehicle performance other than the collision performance (for example, torsional rigidity that greatly contributes to steering stability). .

  Therefore, the inventor further investigated the vehicle body side structure that improves the collision performance and secures sufficient rigidity as the vehicle performance. As a result, by providing reinforcement means on the reinforcement side sill outer, and by positioning the front end of the reinforcement means at a predetermined distance from the front end of the reinforcement front pillar lower, it is possible to improve the collision performance of the vehicle without reducing the rigidity of the vehicle body. I found.

  An embodiment of a vehicle body side part structure according to the present invention will be described below with reference to FIGS.

  As shown in FIG. 1, the vehicle body side part structure 1 according to the present embodiment includes a reinforcement front pillar lower 10 disposed in a front pillar lower (not shown) extending in the vehicle body vertical direction of an automobile, A reinforcement side sill outer (A) 30 is disposed in a side sill (not shown) extending in the longitudinal direction of the vehicle body. The reinforcement side sill outer (A) 30 includes a reinforcement side sill outer (A). A bead-shaped portion 41 is provided as a reinforcing means for reinforcing 30.

  The reinforcement front pillar lower 10 includes a long side portion 11 extending from the upper side to the lower side of the vehicle body, a curved portion 13 that curves from the lower end of the long side portion 11 to the vehicle body rear side, and a rear end of the curved portion 13 to the vehicle body. It has a hat cross-sectional shape having a short side portion 15 extending rearward and opening toward the vehicle body inner side in the vehicle body width direction.

  Since the curved portion 13 and the short side portion 15 are curved and extended from the upper side of the vehicle body toward the rear of the vehicle body while maintaining the hat cross-sectional shape, the reinforcement front pillar lower 10 is formed in a bag shape as viewed from the rear side of the vehicle body. It has a closed shape.

  As shown in FIG. 2, the vehicle body side part structure 1 shown in FIG. 1 mainly includes a reinforcement front pillar lower inner (A) 21 (see FIG. 2) that mainly closes the opening of the long side portion 11, and a curved portion. 13 and the reinforcement front pillar lower inner (B) 23 (see FIG. 2) that block the opening of the short side portion 15 are joined to form a closed cross section.

  The reinforcement side sill outer (A) 30 is a straight line in which the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 can be mounted from the outside of the vehicle body in the vehicle body width direction, and the wall portion 33 on the vehicle body side side. A wall portion 31 on the upper side of the vehicle body that is continuous from the upper end of the wall portion 33, a wall portion 35 on the lower side of the vehicle body that is continuous from the lower end of the wall portion 33, and a flange portion that is continuous from the wall portion 31 and the wall portion 35, respectively. And a hat cross-sectional shape that opens toward the vehicle inner side in the vehicle body width direction.

  In the vehicle body side structure 1 shown in FIG. 1, a curved portion 13 and a short side portion 15 of the reinforcement front pillar lower 10 are provided at a front end portion 30 a (see FIG. 2) on the vehicle body front side of the reinforcement side sill outer (A) 30. It is mounted and coupled from the outside of the vehicle body in the vehicle body width direction.

  Further, the reinforcement side sill outer (A) 30 is formed by joining the reinforcement side sill inner 51 having a hat cross section and the flange portions to form a closed cross section, and the reinforcement side sill outer (B) 53 is formed inside the closed cross section. (See FIG. 2).

  The bead-shaped portion 41 (length Lb) is formed linearly toward the rear of the vehicle body in the wall portion 33 on the side of the vehicle body of the reinforcement side sill outer (A) 30, and the vehicle body in the vehicle body width direction. It is convex outward.

  The front end 41a of the bead-shaped portion 41 is in a state in which the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 are mounted on the front end portion 30a (see FIG. 2) of the reinforcement side sill outer (A) 30. The reinforcement front pillar lower 10 is located at a distance L1 from the front end 10a to the vehicle body rear side (see FIG. 1).

  The distance L1 is short from the front end 10a of the reinforcement front pillar lower 10 and the curved R-stop 13a (the rear end of the bending portion 13, which is curved to the rear side of the reinforcement front pillar lower 10). When the distance from the side 15 to the upper side of the vehicle body is L0, the relationship of 0.5 ≦ L1 / L0 ≦ 1.2 is satisfied (see FIGS. 1 and 3).

  The rear end 41b of the bead-shaped portion 41 is in a state where the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 are mounted on the front end portion 30a (see FIG. 2) of the reinforcement side sill outer (A) 30. The lower end of the center pillar 80 (the center pillar 80 and the reinforcement side sill outer (A) 30 are in contact with each other at a distance L2 (= L1 + Lb) from the front end 10a of the reinforcement front pillar lower 10 to the rear side of the vehicle body. The position is a distance L3 from the position) to the front side of the vehicle body (see FIG. 3). The distance L2 to the position of the rear end 41b of the bead-shaped portion 41 is preferably 1.3 ≦ L2 / L0 ≦ 3.2.

  As the shape of the bead shape portion 41, the bead length Lb (see FIGS. 1 and 3) along the longitudinal central axis of the bead shape portion 41, the bead in the direction orthogonal to the central axis on the wall portion 33. The width and the bead depth in the vehicle body width direction can be set as appropriate.

  The bead length Lb of the bead-shaped portion 41 is desirably 5% or more and 35% or less of the length of the reinforcement side sill outer (A) 30 in the longitudinal direction of the vehicle body.

  Further, the bead width of the bead-shaped portion 41 is preferably set to 3% or more and 30% or less of the height of the wall portion 33 of the reinforcement side sill outer (A) 30, and the bead depth is It is desirable to set the height H to 3% to 15%.

  Further, the position of the bead-shaped portion 41 formed on the wall portion 33 in the vertical direction of the vehicle body is preferably within the range of 10% to 90% of the height of the wall portion 33.

  Furthermore, it is desirable that the angle formed by the central axis in the longitudinal direction of the bead-shaped portion 41 and the longitudinal direction of the reinforcement side sill outer (A) 30 is set within a range of 0 ° to 30 °.

  When the angle between the central axis of the bead-shaped portion 41 and the longitudinal direction of the reinforcement side sill outer (A) 30 is 0 °, the bead length Lb is the length of the bead-shaped portion 41 in the longitudinal direction of the vehicle body. The bead width is the width of the bead shape portion 41 in the vertical direction of the vehicle body.

  Further, in the vehicle body side part structure 1 according to the present embodiment shown in FIG. 1, the bead shape part 41 is convex toward the outside in the vehicle body width direction, but the bead shape in the vehicle body side part structure according to the present invention. The portion may have a concave shape that is convex toward the inner side in the vehicle body width direction.

  In addition, it demonstrated in the Example mentioned later that the desirable shape and position of said bead shape part 41 satisfy | fill both the vehicle body up-down direction deformation prevention at the time of a collision, and an improvement of torsional rigidity.

  As described above, in the vehicle body side structure 1 according to the present embodiment, the bead shape portion 41 is provided on the wall portion 33 on the vehicle body side side of the reinforcement side sill outer (A) 30, and the front end 41a of the bead shape portion 41 is provided. Since the front end 10a of the reinforcement front pillar lower 10 is located at a predetermined distance in the longitudinal direction of the vehicle body, when a collision load is input from the front of the vehicle body, the reinforcement side sill on the vehicle body front side relative to the bead shape portion 41 is used. The collision energy is absorbed in the lower part of the outer (A) 30 and the reinforcement front pillar lower 10, and the buckling strength of the reinforcement side sill outer (A) 30 in the vertical direction of the vehicle body is improved. Even without it, the collision performance can be improved.

  Further, since the vehicle body side structure 1 is provided with the bead-shaped portion 41 on the wall portion 33 in the vehicle body width direction of the reinforcement side sill outer (A) 30, the thickness of the steel plate is reduced while maintaining the collision performance. It is possible to reduce the weight.

  Furthermore, the vehicle body side structure 1 can simultaneously form a bead-shaped portion 41 having a certain length when manufacturing the reinforcement side sill outer (A) 30 by, for example, press molding, thereby increasing the manufacturing cost and the number of processes. I will not let you.

  In the above description, the reinforcement front pillar lower 10 has a lower portion formed in a bag shape, but the vehicle body side structure according to the present invention has a reinforcement front pillar as shown in FIGS. The lower part of the curved part 63 and the short side part 65 of the lower 60 may be the vehicle body side part structure 3 having an open shape.

  Also in the vehicle body side structure 3, the bead shape portion 41 is provided on the vehicle body side wall 33 of the reinforcement side sill outer (A) 30, and its shape and position are the same as those of the vehicle body side structure 1. It is prescribed.

  In the above description, the bead shape portion 41 has a convex shape outward in the vehicle body width direction, but may have a concave shape that protrudes inward in the vehicle width direction.

  Further, the reinforcing means provided in the reinforcement side sill outer (A) 30 is not limited to the bead shape portion 41 formed in the wall 33 on the side of the vehicle body side of the reinforcement side sill outer (A) 30. Reinforce (reinforcing member) provided along the cross-sectional shape of the force side sill outer (A) 30, L cross-section reinforcing parts disposed at the corners between the walls of the reinforce side sill outer (A) 30, and installation of the bulkhead It may be a resin filling, a U-shaped reinforcement arrangement, etc., and the portion where these reinforcing means are provided is not limited to the wall portion 33 on the side of the vehicle body, these reinforcing means are What is necessary is just to be provided in the vehicle body rear side rather than the position which left | separated predetermined distance L1 from the front end of the reinforcement front pillar.

Alternatively, a reinforcement front pillar lower inner that reaches the flange portion at the lower end of the reinforcement side sill outer (A) 30 may be used as a reinforcing means, or a bulk head may be provided in the reinforcement front pillar lower 10.
The installation positions of these reinforcing means are desirably 0.5 / L1 ≦ L0 ≦ 1.2 at the front end and 1.3 ≦ L2 / L0 ≦ 3.2 at the rear end.

  By providing the reinforcement means on the reinforcement side sill outer as described above, it is possible to easily deform the reinforcement front pillar lower and the reinforcement side sill outer on the vehicle body front side than the front end of the reinforcement means, thereby absorbing the collision energy, By improving the buckling strength in the vertical direction of the vehicle body in the vicinity of the portion where the reinforcing means is provided, the collision performance of the vehicle body side structure including the reinforcement front pillar lower and the reinforcement side sill outer can be improved.

  A specific experiment for confirming the function and effect of the vehicle body side part structure according to the present invention was performed, and the result will be described below.

  In the first embodiment, regarding the effect of suppressing vehicle body deformation by providing a bead-shaped portion on the side wall of the reinforcement side sill outer, the deformation behavior of the vehicle body side structure assuming a minute lap collision from the front of the vehicle This was verified by CAE analysis.

  6 and 7 show analysis models of the vehicle body side structure in the CAE analysis. 6 shows a vehicle body side structure 1 in which the lower portion has a bag-like reinforcement front pillar lower 10, and FIG. 7 shows a vehicle body side portion structure in which the lower portion has an open shape reinforcement front pillar lower 60. 3, the vehicle body side part structure 1 and the vehicle body side part structure 3 are each composed of components shown in FIGS. 2 and 5.

  In the CAE analysis in Example 1, as the plate thickness and material of each component of the vehicle body side structure 1 and the vehicle body side structure 3, both the reinforcement front pillar lowers 10 and 60 have a plate thickness of 1.6 mm and a 980 MPa class steel plate. The reinforcement front pillar lower inner (A) 21 and the reinforcement front pillar lower inner (B) 23 are 1.8 mm (or 1.6 mm) thick, 1470 MPa class steel plate, the reinforcement side sill outer (A) 30 is A plate thickness of 1.6 mm and a 1470 MPa class steel plate were used for the 1.6 mm thickness, 1180 MPa class steel plate, the reinforcement side sill inner 51 and the reinforcement side sill outer (B) 53.

  As shown in FIG. 6, the vehicle body side structure 1 includes a curved side portion 13 and a short side portion 15 of the reinforcement front pillar lower 10 that are coupled to the reinforcement side sill outer (A) 30. As shown in FIG. 7, the vehicle body side part structure 3 is formed by attaching a curved portion 63 and a short side portion 65 of a reinforcement front pillar lower 60 to a reinforcement side sill outer (A) 30.

In both the vehicle body side structures 1 and 3, a bead-shaped portion 41 extending toward the rear side of the vehicle body is formed in the wall portion 33 on the vehicle body side side of the reinforcement side sill outer (A) 30.
The shape and position of the bead shape portion in Example 1 (analysis results of FIGS. 8 and 10) are L1 = 310 mm, L2 = 50 mm, and bead width 15 mm.

  In the CAE analysis in the first embodiment, as shown in FIGS. 6 and 7, the rear end portion of the reinforcement side sill outer (A) 30 and a part of the upper end portion of the reinforcement front pillar lower 10 or 60 (see FIGS. 6 and 7). 7 under a condition where the thick broken line portion in FIG. 7 is completely constrained, a deformation punch is obtained by colliding a rigid punch against the lower part of the reinforcement front pillar lower 10 or 60 from the front side of the vehicle body at 56 km / h.

  FIG. 8 shows an analysis result of the deformation behavior of the vehicle body side structure 1. FIG. 8A is a contour before the collision, and FIG. 8B is a contour diagram of the shape and plastic strain in 0.123 msec (the amount of movement of the rigid punch is 200 mm) after the collision.

  Further, as a comparison object, the analysis result of the deformation behavior in the conventional vehicle body side structure 7 formed by combining the reinforcement side sill outer (A) 70 and the reinforcement front pillar lower 10 which are not formed with the bead shape in FIG. Indicates. 9A is a shape before the collision, and FIG. 9B is a contour diagram of the shape and plastic strain of the vehicle body side structure 7 at 0.123 msec after the collision (the moving amount of the rigid punch is 200 mm).

  Circles A and B in FIGS. 8 and 9 are positions for evaluating the amount of deformation in the vertical direction of the vehicle body due to the collision, and the vertical distance of the vehicle body between AB before the collision is 170 mm.

  In the case of the vehicle body side structure 1 provided with the bead shape portion 41 (FIG. 8B), the vehicle body vertical direction distance between AB after the collision is 170 mm, whereas the vehicle body side portion structure without the bead shape portion is provided. 7 (FIG. 9B), the vertical distance between the vehicle bodies AB after the collision is 181 mm. By providing the bead-shaped portion, the buckling strength of the reinforcement side sill outer (A) 30 is improved. It can be seen that the vertical deformation is suppressed.

  FIG. 10 shows an analysis result of the deformation behavior of the vehicle body side structure 3. FIG. 10A is a contour diagram before the collision, and FIG. 10B is a contour diagram of the shape and plastic strain at 0.123 msec (the amount of movement of the rigid punch is 200 mm) after the collision.

  Further, as a comparison object, the analysis result of the deformation behavior in the conventional vehicle body side structure 9 formed by combining the reinforcement side sill outer (A) 70 and the reinforcement front pillar lower 60 which are not formed with the bead-shaped portion in FIG. Indicates. FIG. 11A is a shape before the collision, and FIG. 11B is a contour diagram of the shape and plastic strain of the vehicle body side structure 9 at 0.123 msec (the movement amount of the rigid punch is 200 mm) after the collision.

  Circles A and B in FIGS. 10 and 11 are positions for evaluating the amount of deformation in the vertical direction of the vehicle body due to the collision, and the vertical distance of the vehicle body between AB before the collision is 170 mm.

  In the case of the vehicle body side structure 3 in which the bead shape portion 41 is formed on the wall portion 33 (FIG. 10B), the distance in the vertical direction of the vehicle body between the AB after the collision is 180 mm, but no bead shape portion is provided. In the case of the vehicle body side structure 9 (FIG. 9B), the vehicle body vertical distance between AB after the collision was 192 mm.

  Accordingly, even in the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower portion, by providing the bead shape portion 41 on the wall portion 33 of the reinforcement side sill outer (A) 30, the reinforcement side sill outer ( A) It can be seen that the buckling strength of 30 was improved and the deformation in the vertical direction of the vehicle body was suppressed.

  FIG. 12 shows the shapes of the reinforcement side sill outers (A) 30 and 70 after the collision in the vehicle body side structure 1 according to the present invention and the conventional vehicle body side structure 7. FIG. 12 shows a state in which the reinforcement front pillar lower 10 is removed in order to see the shapes of the reinforcement side sill outers (A) 30 and 70 in detail.

  In the conventional vehicle body side structure 7 (FIG. 12A), the bead-shaped portion is not formed on the wall portion of the reinforcement side side sill outer (A) 70 on the vehicle side, and the reinforcement side sill outer ( A) Buckling occurs in the middle part of 70 (circle C in FIG. 12A).

  On the other hand, in the case of the vehicle body side structure 1 according to the present invention in which the bead-shaped portion 41 is added to the wall portion 33 of the reinforcement side sill outer (A) 30 (FIG. 12B), the reinforcement side sill outer (A) There was no buckling in the middle part of 30.

  Further, when the deformation in the opening on the vehicle body front side of the conventional reinforcement side sill outer (A) 70 and the reinforcement side sill outer (A) 30 according to the present invention is compared, the vicinity of the tip of the reinforcement side sill outer (A) 70 In Fig. 3, three occurrences of buckling were observed (b1 to b3 in Fig. 12 (a)). In the vicinity of the tip of the reinforcement side sill outer (A) 30, four occurrences of buckling were observed (b1 to b4 in FIG. 12B).

  That is, in the vehicle body side structures 1 and 3 according to the present invention, even if the bead-shaped portion 41 is formed in the reinforcement side sill outer (A) 30, the collision occurs due to buckling deformation caused by the collision on the vehicle front side. In addition to energy absorption, the buckling strength in the vicinity of the portion of the reinforcement side sill outer (A) 30 that contacts the curved R-stop 13a in the bending portion 13 of the reinforcement front pillar lower 10 is improved. It was shown that the buckling deformation starting from the starting point was suppressed.

  Further, with respect to the collision characteristics when the presence or absence of the bead-shaped portion 41 and the thickness of the reinforcement side sill outer (A) 30 are changed, the analysis result of the deformation amount in the vehicle body vertical direction between AB in the vehicle body side structure 1 is shown in FIG. Shown in

FIG. 13 shows that when the thickness of the reinforcement side sill outer (A) 30 is equal (1.2 mm), the result of the presence of the bead-shaped portion 41 and the absence of the bead-shaped portion is compared. It can be seen that the amount of deformation in the vertical direction is greatly reduced.
This result shows that the collision performance is improved by adding the bead-shaped portion 41 to the reinforcement side sill outer (A) 30.

  Moreover, when the plate thickness of the reinforcement side sill outer (A) 30 is 1.5 mm and no bead shape portion is compared with the plate thickness of the reinforcement side sill outer (A) 30 is 1.2 mm and the bead shape portion is present, the deformation amount is the same. It was about.

  This result shows that the thickness of the reinforcement side sill outer (A) 30 can be reduced without degrading the collision performance by providing the bead-shaped portion 41 to the reinforcement side sill outer (A) 30. In some cases, it is suggested that 20% weight reduction can be achieved by reducing the thickness of the reinforcement side sill outer (A) 30 from 1.5 mm to 1.2 mm.

  From the above, it has been demonstrated that by forming a bead-shaped part on the side wall of the reinforcement side sill outer, it is possible to reduce the weight while maintaining the collision performance in addition to improving the collision performance. It was.

  Next, an experiment was performed to confirm the effect of the difference in the shape and position of the bead-shaped portion imparted to the reinforcement side sill outer.

  In Example 2, CAE analysis is performed for two types of deformation behavior when a load assuming a micro lap collision of an automobile vehicle is applied to the vehicle body side structure and torsional rigidity when a torsional load is applied to the reinforcement side sill outer. went.

  In the CAE analysis of the deformation behavior, the vehicle body side part structure 1 and the vehicle body side part structure 3 shown in FIGS. 1 and 4 were analyzed as in the first embodiment. The vehicle body side part structure 1 and the vehicle body side part structure 3 are composed of parts shown in FIGS. 2 and 5, respectively, and the material and plate thickness of each part were set in the same manner as in Example 1.

  6 and 7, the rear end portion of the reinforcement side sill outer (A) 30 and a part of the upper end portion of the reinforcement front pillar lower 10 (the thick broken line portion in FIGS. 6 and 7) are completely restrained. Under these conditions, a rigid punch was made to collide with the curved portion 13 of the reinforcement front pillar lower 10 from the front side of the vehicle body at a speed of 56 km to evaluate the deformation behavior.

  In the second embodiment, the tip of the reinforcement side sill outer (A) 30 after collision (point C in FIG. 6 or FIG. 7) and a specific point on the lower ridge line of the reinforcement side sill outer (A) 30 (FIG. 6 or FIG. 7). The amount of deformation of the vehicle body vertical direction distance from the middle D point) (= (vehicle body vertical direction distance between CDs after collision) − (vehicle body vertical direction distance between CDs before collision)) was calculated. Here, the vehicle body vertical distance between the CDs before the collision was 93 mm.

  By CAE analysis, the shape of the bead shape portion 41 (bead width in the vehicle body vertical direction, bead depth in the vehicle body width direction, bead length in the vehicle body longitudinal direction), position (vehicle body vertical direction, front end in the vehicle longitudinal direction), bead angle And the direction of the convex shape was changed, and the amount of deformation due to collision was evaluated.

On the other hand, for the CAE analysis of torsional rigidity, the specimen 90 shown in FIG. 14 is analyzed, and the specimen 90 has a thickness of 1.6 mm, a length of 900 mm, a density of 7.9 * 10 ⁻³ g / m ³ , a Young's modulus. This is a reinforcement side sill outer made of a member having 210 GPa and a Poisson's ratio of 0.3, and a bead-shaped portion having a predetermined length is formed in the longitudinal direction of the wall portion 91 of the specimen 90.

  Then, when a constant load (moment of 1 kN · m in the direction of the arrow in FIG. 14) is applied to the other end under the condition that one end in the longitudinal direction of the specimen 90 is completely restrained. The torsion angle was determined.

  Table 1 shows the vertical deformation amount of the vehicle body at 13 ms after the collision obtained by the CAE analysis of the deformation behavior and the torsion angle obtained by the CAE analysis of the torsional rigidity.

  Here, in Table 1 and Table 2 described later, the bead width W and the bead depth D of the bead-shaped portion 41 are the height of the wall portion 33 on the side of the vehicle body side of the reinforcement side sill outer (A) 30 (= 100 mm). ), The distance L1 from the front end of the reinforcement front pillar lower 10 or 60 to the front end of the bead shape portion 41 and the distance L2 from the rear end of the bead shape portion 41 are the reinforcement front pillar lower 10 or L1 / L0 or L2 / L0 (see FIG. 3 and FIG. 4) as a relative value based on the distance L0 (= 310 mm) from the front end 10a or 60a of 60 to the R stop 13a or 63a of the curve, the bead length Lb Indicates a relative value based on the length (= 1900 mm) of the reinforcement side sill outer (A) 30 in the longitudinal direction of the vehicle body.

  Inventive Examples 1 to 18 are directed to the vehicle body side structure 1 having a bag-like reinforcement front pillar lower 10 at the bottom, and the vehicle body of the bead-shaped portion 41 is based on the inventive example 1 or the inventive example 8. Bead width W in the vertical direction (Invention Examples 3 to 6), bead depth D in the vehicle body width direction (Invention Examples 7 and 8), bead length Lb in the vehicle body front-rear direction (Invention Examples 9 to 11), bead shape portion 41 The vehicle body vertical direction position relative to the longitudinal central axis (invention example 14), the convex direction of the bead shape portion 41 in the vehicle body width direction (invention example 16), the longitudinal axis of the bead shape portion 41 and the phosphorus Each angle (invention examples 16 to 18) formed with the central axis in the longitudinal direction of the force side sill outer (A) 30 is changed within the preferred range of the present invention, and the front end position of the bead shape portion 41 (invention examples 12 and 13). The scope of the present invention In is modified.

  If the angle between the longitudinal center axis of the bead-shaped portion 41 and the longitudinal center axis of the reinforcement side sill outer (A) 30 is not 0, the longitudinal direction of the reinforcement side sill outer (A) 30 in the bead-shaped portion 41 is a reference. It is preferable that the angle range is as follows.

  Inventive Examples 19 to 29 are directed to the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower portion. The vehicle body of the bead-shaped portion 41 is based on the inventive example 19 or the inventive example 26. Bead width W in the vertical direction (Invention Examples 21 to 23), bead depth D in the vehicle body width direction (Invention Example 24), bead length Lb in the vehicle longitudinal direction (Invention Examples 25 and 26), and the vehicle body of the bead shape portion 41 The convex direction in the width direction (Invention Example 28) and the angle between the longitudinal center axis of the bead-shaped portion 41 and the longitudinal center axis of the reinforcement side sill outer (A) 30 (Invention Examples 28 and 29), respectively. Is changed within the preferable range of the present invention, and the front end position (invention example 27) of the bead shape portion 41 is changed within the range of the present invention.

  Further, Table 2 shows the conventional vehicle body side structures 7 and 9 that do not have a bead shape portion as a conventional example, and the vehicle body side structure 1 or 3 in which the shape or position of the bead shape portion 41 is outside the preferred range as a comparative example. For the deformation behavior in Fig. 4, the vehicle body vertical direction deformation amount at 13 ms after the collision obtained by CAE analysis and the torsion angle obtained by CAE analysis of torsional rigidity are shown.

  As in Table 1, in Table 2, the bead width W and the bead depth D of the bead-shaped portion 41 are the height (= 100 mm) of the wall portion 33 on the side of the vehicle body of the reinforcement side sill outer (A) 30. The reference relative value, the distance L1 from the front end 10a or 60a of the reinforcement front pillar lower 10 or 60 to the front end 41a of the bead-shaped portion 41, is from the front end of the reinforcement front pillar lower 10 or 60 to the R end of the curve. L1 / L0 or L2 / L0 as a relative value based on the distance L0 (see FIGS. 3 and 4), the bead length Lb is based on the length of the reinforcement side sill outer (A) 30 in the longitudinal direction of the vehicle body Relative value.

  Comparative Examples 1 to 7 are directed to the vehicle body side structure 1 having the bag-shaped reinforcement front pillar lower 10 at the lower portion. Width W (Comparative Examples 1 and 2), bead depth D in the vehicle body width direction (Comparative Examples 3 and 4), bead length Lb in the vehicle body longitudinal direction (Comparative Example 5), and central axis in the longitudinal direction of the bead shape portion 41 And the angle formed by the longitudinal center axis of the reinforcement side sill outer (A) 30 (Comparative Example 7) are changed outside the preferred range of the present invention. The relationship L1 / L0 of the distance from the front end 60a of the pillar lower 60 to the front end 41a of the bead-shaped portion 41 is outside the scope of the present invention.

  The comparative examples 8 to 10 are directed to the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower portion, and the bead shape portion 41 in the vertical direction of the vehicle body is based on the invention example 1. The width W (Comparative Examples 8 and 9), the convex direction in the vehicle body width direction of the bead shape portion 41 and the bead length Lb (Comparative Example 10) are each changed within the preferred range of the present invention. 10, the distance L1 from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 is outside the scope of the present invention.

  The results of the vehicle body vertical direction deformation amount and the torsion angle in the example of the present invention shown in Table 1 will be described as follows.

  In Invention Examples 3 to 6, the bead width W is within the preferred range of the present invention (from 3% to 30% of the height of the wall portion 33 on the side of the vehicle body), compared to the conventional example (see Table 2). The amount of deformation in the vertical direction of the vehicle body was greatly reduced, and the twist angle was almost the same.

  In Invention Examples 7 and 8, the bead depth D is within the preferred range of the present invention (from 3% to 15% of the height of the wall 33 on the side of the vehicle body). The amount of deformation was greatly reduced, and the torsion angle was almost the same.

  In Invention Examples 9 to 11, the bead length Lb is within the preferred range of the present invention (5% or more and 35% or less of the length of the reinforcement side sill outer (A) 30 in the longitudinal direction of the vehicle body). The amount of deformation in the vertical direction of the vehicle body was greatly reduced, and the torsion angle was almost the same.

  In Invention Examples 12 and 13, the relationship L1 / L0 of the distance from the front end 10a of the reinforcement front pillar lower 10 to the front end 41a of the bead-shaped portion 41 is within the range of the present invention (curved from the front end 10a of the reinforcement front pillar lower 10). 0.5 ≦ L1 / L0 ≦ 1.2) when the distance to the R stop 13a of the curve at the portion 13 is L0. Compared to the conventional example, the amount of deformation in the vertical direction of the vehicle body is greatly reduced, and the twist angle is almost It was about the same.

  In Invention Example 14, the position of the bead-shaped portion 41 in the vertical direction of the vehicle body is within the preferred range of the present invention (10% or more and 90% or less of the height of the wall portion 33 on the side of the vehicle body). The amount of deformation in the vertical direction of the vehicle body was greatly reduced, and the torsion angle was almost the same.

  The invention example 15 is such that the rear end 41b of the bead-shaped portion 41 is positioned in the vicinity of the front end of the center pillar, and the relationship between the front end 60a of the reinforcement front pillar lower 60 and the front end 41a of the bead-shaped portion 41 is L1. / L0 is within the range of the present invention and the distance relationship L2 / L0 to the rear end 41b of the bead-shaped portion 41 is within the preferred range of the present invention (the curvature of the curved portion 13 from the front end 10a of the reinforcement front pillar lower 10). When the distance to the R stop 13a is L0, 1.3 ≦ L2 / L0 ≦ 3.2). Compared with the conventional example, the amount of deformation in the vertical direction of the vehicle body is greatly reduced, and the twist angle is almost the same. .

  In Invention Example 16, the convex shape of the bead-shaped portion 41 is inward in the vehicle width direction, and the amount of deformation in the vertical direction of the vehicle body is greatly reduced compared to the conventional example, and the twist angle is substantially the same. there were.

  In Invention Examples 17 and 18, the angle formed by the central axis in the longitudinal direction of the bead-shaped portion 41 and the central axis in the longitudinal direction of the reinforcement side sill outer (A) 30 is within the scope of the present invention. The amount of deformation in the vertical direction of the vehicle body was greatly reduced, and the torsion angle was almost the same.

  Further, the invention examples 21 to 29 for the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower part have a bead width (invention examples 21 to 23) and a bead depth (invention examples 24 and 25). ), The bead length (Invention Example 26), the direction of the convex shape in the vehicle body width direction of the bead shape portion 41 (Invention Example 28), and the bead angle (Invention Example 29) are changed within the preferable range of the present invention. Moreover, since the relationship L1 / L0 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 including the invention example 27 is changed within the scope of the present invention, any result is obtained. However, as compared with the conventional example shown in Table 2, the amount of deformation in the vertical direction of the vehicle body was greatly reduced without reducing the torsional rigidity.

  Next, the results of the vehicle body deformation amount and the torsion angle in the comparative example shown in Table 2 will be described as follows.

  In Comparative Examples 1 and 8, the bead width W is smaller than the preferred range of the present invention, the torsion angle is almost the same as that of the conventional example, and the amount of deformation in the vertical direction of the vehicle body is smaller than that of the conventional example. It was larger than Invention Examples 3-6.

  In Comparative Examples 2 and 9, the bead width W was larger than the preferred range of the present invention, and the amount of deformation in the vertical direction of the vehicle body was greatly reduced to the same extent as that of Invention Examples 3 to 6, but compared with the conventional examples. The torsion angle increased.

  In Comparative Example 3, the bead depth D is smaller than the preferred range of the present invention, the torsion angle is almost the same as that of the conventional example, and the amount of deformation in the vertical direction of the vehicle body is smaller than that of the conventional example. Larger compared to Examples 7 and 8.

  In Comparative Example 4, the bead depth D was larger than the preferred range of the present invention, and the amount of deformation in the vertical direction of the vehicle body was greatly reduced to the same extent as that of Inventive Examples 3-6. The horn increased.

  In Comparative Examples 5 and 10, the bead length Lb is larger than the preferred range of the present invention, and the distance relationship L1 / L0 from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 is Although it is out of the scope of the invention and the amount of deformation in the vertical direction of the vehicle body is somewhat reduced as compared with the conventional example, the torsion angle is increased. In particular, Comparative Example 10 has a shape corresponding to Patent Documents 3 and 4, The twist angle was significantly increased, which was a problem.

  In Comparative Example 6, the relationship L1 / L0 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 is outside the scope of the present invention, and the twist angle is almost the same as the conventional example. However, the amount of deformation in the up-and-down direction of the vehicle body is large as compared with Invention Examples 9 to 11.

  In Comparative Example 7, the angle formed by the central axis in the longitudinal direction of the bead-shaped portion 41 and the central axis in the longitudinal direction of the reinforcement side sill outer (A) 30 is outside the preferred range of the present invention. However, the amount of deformation in the up-and-down direction of the vehicle body is large as compared with Invention Examples 17 and 18.

  Inventive Examples 1 to 29 are formed by merely forming a bead-shaped portion 41 as a reinforcing means on the wall portion 33 on the side of the vehicle body of the reinforcement side sill outer (A) 30. It is self-evident that it does not increase.

  Further, the bead length of the bead-shaped portion 41 as the reinforcing means is set at a predetermined ratio with respect to the length of the reinforcement side sill outer (A) 30 in the longitudinal direction of the vehicle body, and when the reinforcement side sill outer (A ) CAE analysis of torsional rigidity was performed for the case where the entire length was set to 30). FIG. 15 shows the results of torsion angles obtained by CAE analysis.

  Compared with the torsion angle without the bead-shaped part, the relationship L2 / L0 between the bead-shaped part provided on the specimen 90 and the rear end 41b of the bead is almost the same torsion angle when L2 / L0 ≦ 3.2. However, when the relationship L2 / L0 of the distance from the bead-shaped portion to the rear end 41b of the bead is L2 / L0> 3.2 (Comparative Examples 5 and 10), the torsion angle greatly increased with the bead length.

  From the above analysis results, the relationship L1 / L0 of the bead-shaped portion 41 to the front end 41a is set to 0.5 ≦ L1 / L0 ≦ 1.2, and the relationship L2 / L0 to the rear end 41b is set to 1.3 ≦ L2 / L0 ≦ It is suggested that setting to 3.2 can prevent a decrease in torsional rigidity.

  As described above, from the results shown in Tables 1 and 2 and FIG. 15, the distance relationship L1 / L0 to the front end 41a of the bead-shaped portion 41 and the distance relationship L2 / L0 to the rear end 41b are within the scope of the present invention. In addition, the preferred range of the present invention relating to the shape (bead width W, bead depth D, bead length Lb) and position (bead angle, vertical position of the vehicle body) of the bead shape portion 41 has been demonstrated.

  Therefore, in the vehicle body side structure having the reinforcement front pillar lower and the reinforcement side sill outer, the reinforcement side sill outer is provided with a bead shape portion as a reinforcing means, and the shape and position of the bead shape portion are appropriately set, thereby reducing the weight. It has been shown that the buckling strength of the reinforcement side sill outer in the vertical direction of the vehicle body can be improved without increasing the traction force, and the collision performance of the vehicle can be improved without reducing the torsional rigidity of the vehicle body.

1 Car body side structure (present invention)
3 Car body side structure (present invention)
7 Car body side structure (prior art)
9 Body side structure (prior art)
DESCRIPTION OF SYMBOLS 10 Reinforce front pillar lower 10a Front end 11 Long side part 13 Curved part 13a R stop of curvature 15 Short side part 21 Reinforce front pillar lower inner (A)
23 Reinforce Front Pillar Inner (B)
30 Reinforce Side Sill Outer (A)
30a Front end portion 31 Vehicle body upper side wall portion 33 Vehicle body side wall portion 35 Vehicle body lower side wall portion 41 Bead shape portion 41a Front end 41b Rear end 51 Reinforce side sill inner 53 Reinforce side sill outer (B)
60 Reinforce front pillar lower 63 Curved portion 63a R stop of curve 65 Short side portion 70 Reinforce side sill outer (A)
80 Center pillar 90 Specimen 91 Wall part 101 Car body side structure 103 Car body side part structure 110 Reinforce front pillar lower 120 Reinforce side sill outer 130 Reinforce front pillar lower 140 Reinforce front pillar lower 150 Center pillar

Claims (6)

The vehicle body side structure has a reinforcement front pillar lower disposed in a front pillar lower extending in the vertical direction of the vehicle body and a reinforcement side sill outer disposed in a side sill extending in the vehicle longitudinal direction. And
The reinforcement front pillar lower has a curved portion whose lower portion is curved toward the rear side of the vehicle body, and a short side portion extending from the rear end of the curved portion,
The reinforcement side sill outer is a hat cross-sectional shape having walls on the vehicle body upper side, the vehicle body side side, and the vehicle body lower side,
The reinforcement front pillar lower and the reinforcement side sill outer are formed by connecting the curved portion and the short side portion of the reinforcement front pillar lower to the front end portion of the reinforcement side sill outer,
Reinforcement means is provided in the reinforcement side sill outer,
The reinforcing means has a front end located at a distance L1 from the front end of the reinforcement front pillar lower to the vehicle body rear side, and the distance L1 is a curved portion that curves from the front end of the reinforcement front pillar lower to the rear side. A vehicle body side structure characterized by satisfying the relationship of 0.5 ≦ L1 / L0 ≦ 1.2, where L0 is the distance from the R-end of the curve on the vehicle body upper side to L0.   The reinforcing means extends in the vehicle longitudinal direction of the reinforcement side sill outer, and a distance L2 to the rear end position of the reinforcing means is 1.3 ≦ L2 / L0 ≦ 3.2. The vehicle body side structure according to claim 1.   The vehicle body side part structure according to claim 1 or 2, wherein the reinforcing means is a bead-shaped part formed on a wall part of the reinforcement side sill on the side of the vehicle body.   The bead shape portion has a bead width of 3% or more and 30% or less of the height of the wall portion on the side of the vehicle body, and a bead depth of 3% or more and 15% or less of the height of the wall portion on the side of the vehicle body side. The vehicle body side part structure according to claim 3, wherein   5. The vehicle body side part structure according to claim 3, wherein a position of the bead-shaped portion is within a range of 10% to 90% of a height of a wall portion on a side of the vehicle body.   6. The bead-shaped portion according to claim 3, wherein an angle formed by a central axis in the longitudinal direction and a longitudinal axis of the reinforcement side sill outer is 0 ° or more and 30 ° or less. Car body side structure as described in the section.