JP2018030584A - Vehicle body structure of vehicle and manufacturing method of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body structure of a vehicle which achieves better collision safety performance than a conventional vehicle body structure, and to provide a manufacturing method of a vehicle body.SOLUTION: A vehicle body structure of a vehicle includes: a division panel 13 which extends in a width direction in a vehicle body pivotally supporting wheels FT of the vehicle and divides a front chamber or a rear chamber of the vehicle body from a passenger compartment 3; and side panels, each of which is joined to the division plate at a position in a side part of the vehicle body that is located at a front corner or a rear corner of the passenger compartment. The division panel includes an inner flange part 31 extending in a vertical direction of the vehicle body at an end part in the width direction. The side panel includes an outer flange part 32 extending in the vertical direction of the vehicle body. The vehicle body structure of the vehicle includes joint parts 37, each of which is formed of the inner flange part and the outer flange part being joined to each other, and which protrude forward from surfaces of the division panel and the side panel. A structure 381 is provided at the passenger compartment side of the division panel. The structure extends in the width direction, from an inner side of the joint parts toward the joint parts.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a vehicle body structure of a vehicle and a method for manufacturing the vehicle body.

Patent documents 1-3 have disclosed the body structure about the front part of a car.
In these documents, a pair of A pillars are joined to both sides in the width direction of a dash panel as a toe board panel that partitions the front chamber of the vehicle body and the passenger compartment. The passenger compartment can be defined by joining the toe board panel and the pair of A pillars.
By joining a pair of A pillars to the left and right of the toe board panel, the side structure of the vehicle body having the A pillar can be overlapped and joined to the side surface of the center structure of the vehicle body having the toe board panel, and the manufacture of the vehicle body becomes easy. .

JP 2004-299633 A JP 2012-096717 A JP 2011-235688 A

However, in order to overlap and join the toe board panel and the A pillar, first, an inner flange part is provided at the width direction end part of the toe board panel. Further, an outer flange portion is provided on the side panel of the A pillar. Next, the inner flange portion and the outer flange portion need to be overlapped and joined by spot welding or the like. As a result, the joined portion of the joined inner flange portion and outer flange portion protrudes forward from the surface by the toe board panel and the A pillar.
By the way, although it is not a test object in the current collision safety standards, for example, a vehicle such as an automobile may collide with an oncoming vehicle that travels at a high speed. In such a collision, the front wheel of the vehicle may drop off from the vehicle body due to a strong impact, and the dropped front wheel may be pushed into the toe board panel and the riding space.
When the dropped front wheel is pushed into the toe board panel and the riding space from the front, the toe board panel is deformed, and the force to peel off the joint between the inner flange part and the outer flange part protruding forward acts there's a possibility that.
If the outer flange portion is peeled off from the inner flange portion, the joined state between the toe board panel and the A pillar is released, and a gap is generated.

As described above, in the vehicle, the peeling force is less likely to act on the joint portion formed by joining the partition panel such as the toe board panel and the side panel such as the A pillar, and the collision safety performance is further improved. It has been demanded.
Therefore, the problem to be solved by the present invention is to provide a vehicle body structure and a vehicle body manufacturing method having a better collision safety performance than conventional ones.

  As a means for solving the above-mentioned problems, a vehicle body structure according to the present invention includes a vehicle body that can support the wheels of the vehicle and extends in the width direction to include a front chamber or a rear chamber of the vehicle body and a passenger compartment. A partition panel for partitioning, and a side panel joined to the partition panel at a position that is a front corner or a rear corner of the passenger compartment at a side portion of the vehicle body, the partition panel at an end portion in the width direction. The vehicle body has an inner flange portion extending in the vertical direction, and the side panel has an outer flange portion extending in the vertical direction, and the inner flange portion and the outer flange portion are joined to each other. The partition panel and the side panel have a joint protruding forward from the surface, and a structure is provided on the passenger compartment side of the partition panel, and the structure is from the inside of the joint in the width direction. Extending toward the serial junction.

  In the vehicle body structure according to the present invention, it is preferable that the structure body is positioned in the front-rear direction of the wheel in the width direction.

  In the vehicle body structure according to the present invention, it is preferable that the structure is positioned at least in the front-rear direction with respect to the rotation center of the wheel in the width direction.

  In the vehicle body structure according to the present invention, it is preferable that the structure abuts on or is joined to a surface on the passenger compartment side of the partition panel.

  In the vehicle body structure of the vehicle according to the present invention, it is preferable that the structure is disposed inside the joint in the width direction.

  In the vehicle body structure according to the present invention, it is preferable that the structure is disposed on the passenger compartment side of the joint portion and along the side panel.

  In the vehicle body structure according to the present invention, it is preferable that the structure is connected to a lateral bone member extending in the left-right direction in the passenger compartment.

  In the vehicle body structure according to the present invention, the structure includes a buffer portion and a support portion, the buffer portion extends from the transverse bone member, and the support portion is a tip of the buffer portion. It is preferable that it extends forward from the part toward the partition panel and extends toward the passenger compartment of the partition panel.

  In the vehicle body structure of the vehicle according to the present invention, the structure body has a front end portion on the partition panel side that is in contact with a surface on the passenger compartment side of the partition panel and a surface on the passenger compartment side of the side panel. preferable.

  A vehicle body manufacturing method according to the present invention is a vehicle body manufacturing method capable of pivotally supporting a vehicle wheel, the center structure having a partition panel that partitions a front chamber or a rear chamber of the vehicle body and a passenger compartment, and the partition An inner flange portion formed so as to protrude in the front-rear direction at the end portion in the width direction of the partition panel in order to join the side structure having the side panel that defines the passenger compartment by being joined to the panel. And an outer flange portion formed at a portion corresponding to a front corner or a rear corner of the passenger compartment in the side panel, and a step of projecting forward from the surface by the partition panel and the side panel, On the passenger compartment side of the partition panel joined to the side panel, the inner side of the joint between the partition panel and the side panel in the width direction of the vehicle body And a step of placing the structure so as to extend toward the joint from.

  A vehicle body manufacturing method according to the present invention is a vehicle body manufacturing method capable of pivotally supporting a vehicle wheel, the center structure having a partition panel that partitions a front chamber or a rear chamber of the vehicle body and a passenger compartment, and the partition A step of arranging a structure on the passenger compartment side of the partition panel to join a side structure having a side panel defining the passenger compartment by being joined to the panel; and the structure on the passenger compartment side An inner flange portion formed so as to protrude in the front-rear direction at an end portion in the width direction of the partition panel, and a portion corresponding to the front corner or the rear corner of the passenger compartment in the side panel. And a step of projecting the outer flange portion forward from the surface of the partition panel and the side panel, and the structure is arranged in the width direction of the vehicle body. Te extending toward the joint from the inside of the junction between the partition panel and the side panels.

  According to the present invention, for example, when a dropped wheel or the like is pushed into the joint, even if the joint is crushed, the partition panel has the structure on the passenger compartment side. The structure is pressed by a wheel or the like through the panel. That is, the stress acting on the partition panel is received by the structure. Accordingly, the partition panel is prevented from being greatly deformed and broken toward the passenger compartment side, and the passenger compartment is not or is hardly opened from the joint. Accordingly, it is possible to provide a vehicle body structure and a vehicle body manufacturing method that have a better collision safety performance than conventional ones.

FIG. 1 is a perspective view showing a vehicle body of an automobile to which the present invention is applied. FIG. 2 is a partially exploded perspective view of a center structure used for manufacturing the vehicle body of FIG. FIG. 3 is a partially exploded perspective view of a side structure used for manufacturing a vehicle body. FIG. 4 is a schematic cross-sectional view showing a manufacturing process for joining the center structure and the side structure in the vehicle body of FIG. FIG. 5 is a partially enlarged perspective view showing a joined state between the center structure and the side structure, which has a joined portion provided with a structure. FIG. 6 is a schematic cross-sectional view showing a toe board panel and peripheral members. FIG. 7 is an explanatory diagram of an example of a collision mode of the vehicle body. FIG. 8 is a schematic cross-sectional view showing a collision state in a vehicle body of a comparative example. FIG. 9 is a schematic cross-sectional view showing a collision state in the vehicle body of FIG. FIG. 10 is a schematic cross-sectional view showing a modification of the structure.

  An embodiment of a vehicle body structure according to the present invention will be described with reference to the drawings.

FIG. 1 shows a vehicle body 1 that can employ the present invention. FIG. 1 is a perspective view showing the vehicle body 1.
A vehicle body 1 shown in FIG. 1 has a front chamber 2 in which an engine or the like is disposed, a passenger chamber 3 in which passengers ride, and a rear chamber 4 in which luggage or the like is loaded. That is, the automobile body 1 has a three-box structure.

  A pair of floor members (not shown) and a floor cross member 12 are provided above and below the floor panel 11 laid below the passenger compartment 3. The pair of floor members are frame-like members extending in the front-rear direction of the vehicle body 1. The floor cross member 12 is a frame-like member extending in the left-right direction of the vehicle body 1. The pair of floor members and the plurality of floor cross members 12 are joined to each other at the intersections. By this bonding, a well structure having a plurality of well shapes is formed. The floor panel 11 of the passenger compartment 3 is stiffened by the well structure.

A toe board panel 13 is erected on the front edge of the floor panel 11. The passenger compartment 3 and the front compartment 2 are partitioned by the toeboard panel 13.
A pair of front side members 14 are joined to the front ends of the pair of floor members. The pair of front side members 14 extends in the front-rear direction in the front chamber 2. In the front chamber 2, a front cross member (not shown) extending in the left-right direction is fixed between the pair of front side members 14 so as to be bridged. An axle (not shown) extending in the left-right direction is attached to the front cross member. The axle is fitted with a pair of front wheels (not shown) at both ends. The pair of front wheels are disposed on the front side of the toe board panel 13. A pair of side sills 15 are joined to the left and right ends of the plurality of floor cross members 12.
A torque box 16 is attached from the left and right end portions of the toe board panel 13 and a pair of side sills 15 and a front lower end portion of a pair of A pillars 17 to be described later to the front lower side of these members.

An A-pillar 17 erected substantially vertically is joined to the front end of the side sill 15. A pair of A pillars 17 are joined to both end portions of the toe board panel 13 in the left-right direction of the vehicle body 1. The A pillar 17 extends substantially in the vertical direction in the vicinity of the joint with the side sill 15, and bends and extends so as to incline backward from the middle of the upper side.
A front upper member 18 is joined to a substantially central portion of the A pillar 17 in the vertical direction. The front upper member 18 extends forward from the A pillar 17. A reinforcement stiffening member 19 is joined to the A pillar 17 and the front upper member 18 below the A pillar 17 and the front upper member 18. The front end of the A pillar 17 is joined to the radiator frame 20 together with the front ends of the pair of front side members 14. A front bumper beam 21 is fixed to the entire surface of the radiator frame 20.

A B pillar 22 erected in a substantially vertical direction is joined to a substantially central portion of the side sill 15 in the front-rear direction. Further, a C pillar 23 standing in a substantially vertical direction is joined to the rear side of the side sill 15 in the front-rear direction. A roof side rail 24 extending in the front-rear direction is joined between the upper end of the A pillar 17 and the upper end of the C pillar 23. The upper end of the B pillar 22 is joined to the substantially central portion of the roof side rail 24. A roof cross member 25 extending in the width direction of the vehicle body 1 is provided between the pair of roof side rails 24.
A front door (not shown) is attached to the A pillar 17 so as to be openable and closable. In the front door, a front door beam, a front door cross member, and the like are provided. A rear door (not shown) is attached to the B pillar 22 so as to be opened and closed. A rear door beam, a rear door cross member, and the like are provided in the rear door.
When the opening / closing mode of the door of the vehicle is a mode in which the front door and the rear door are rotated in opposite directions, that is, when the door is a so-called double door, the rear door is attached to the C pillar 23.

A rear bulkhead panel 26 is erected at the rear end of the floor panel 11. The passenger compartment 3 and the rear compartment 4 are partitioned by the rear bulkhead panel 26. A pair of left and right C pillars 23 are joined to both edge portions of the rear bulkhead panel 26 in the width direction of the vehicle body 1.
A pair of rear side members (not shown) are joined to the rear ends of the pair of side sills 15. The pair of rear side members protrude rearward from the rear bulkhead panel 26. A rear bumper beam (not shown) is fixed to the rear ends of the pair of rear side members.

The vehicle body 1 having the skeleton structure of FIG. 1 is manufactured by joining side structures 7 having A pillars 17 and the like from the left and right sides at both ends in the width direction of the vehicle body 1 in a center structure 6 having a toeboard panel 13 and the like, for example. Can do. Further, the vehicle body 1 of the automobile is completed by joining, for example, an outer plate such as a bonnet hood plate, left and right fender plates, a trunk lid plate, and a roof plate to the vehicle body 1 having the skeleton structure shown in FIG. Thereby, the front room 2, the passenger compartment 3 and the rear room 4 of the automobile are defined.
The plurality of skeleton members in the center structure 6 or the side structure 7 can be joined by spot welding or spot welding by laser welding or the like. For example, the toe board panel 13 and the A pillar 17 are joined by spot welding or laser welding.

FIG. 2 is an exploded perspective view showing a part of the center structure 6 used for manufacturing the vehicle body of FIG.
FIG. 2 shows a toe board panel 13 and a dash panel 27 as members constituting the center structure 6. The dash panel 27 is joined to the upper edge of the toe board panel 13. A joined body of the toeboard panel 13 and the dash panel 27 serves as a wall member that partitions the front chamber 2 and the passenger compartment 3 of the vehicle body 1 shown in FIG. The toe board panel 13 is an example of a partition panel in the present invention.
The center structure 6 is disposed at a substantially central portion in the width direction of the vehicle body 1.

  The toe board panel 13 is a molded body having an appropriate shape by press molding a single metal plate, for example. The toe board panel 13 has a pair of inner flange portions 31 at both ends in the width direction of the vehicle body 1, that is, at both left and right end portions. The inner flange portion 31 extends in the vertical direction at the left and right end portions of the toe board panel 13. The inner flange portion 31 projects forward from both ends of the toe board panel 13 in the center structure 6.

FIG. 3 is a partial perspective view of the side structure 7 used for manufacturing the vehicle body 1. FIG. 3 shows an A pillar 17, a side sill 15, a front upper member 18, and a reinforcement stiffening member 19 as members constituting the side structure 7. The A pillar 17 and the side sill 15 are examples of the side panel in the present invention.
An A-pillar 17 erected substantially vertically is joined to the front end of the side sill 15. A front upper member 18 is joined to a substantially central portion of the A pillar 17 in the height direction. A reinforcement stiffening member 19 is joined between the front upper member 18 and the A pillar 17.
The side structure 7 stands up along the left and right edges of the center structure 6 to form a side surface portion of the vehicle body 1.

  The A pillar 17 has an outer flange portion 32. The outer flange portion 32 extends substantially in the vertical direction at the front edge of the A pillar 17 extending in the vertical direction. The outer flange portion 32 projects forward from the front edge of the A pillar 17 in the side structure 7.

Next, a manufacturing process for joining the center structure 6 and the side structure 7 in the vehicle body 1 shown in FIG. 1 will be described with reference to FIG. 4 is a schematic sectional view showing the toe board panel 13 and the A pillar 17 when cut along the XX plane of FIG.
The A pillar 17 in FIG. 4 has an inner side panel 33 and an outer side panel 34. The A pillar 17 becomes a hollow square member by joining the inner side panel 33 and the outer side panel 34 at the rear (not shown).

  The inner side panel 33 is a molded body obtained by molding a single metal plate, for example, and has a first outer flange portion 35. The first outer flange portion 35 is a front edge portion of the inner side panel 33 extending in the vertical direction. Since the first outer flange portion 35 is a part of the inner side panel 33, it extends in the up-down direction.

The outer side panel 34 is a molded body obtained by molding a single metal plate, for example, and has a second outer flange portion 36. The second outer flange portion 36 is a front edge portion of the outer side panel 34 extending in the vertical direction. Since the second outer flange portion 36 is a part of the outer side panel 34, it extends in the up-down direction.
In the A pillar 17 shown in FIG. 4, the outer flange portion 32 of the A pillar 17 is formed by the overlapped first outer flange portion 35 and second outer flange portion 36.

  Note that the inner side panel 33 and the outer side panel 34 may be a single steel plate as long as the rigidity of the side structure 7 does not decrease. Specifically, one steel plate is bent at the rear not shown in FIG. 4, one end edge portion of the steel plate becomes a first outer flange portion, and the other end edge portion becomes a second outer flange portion. Similarly to the outer flange portion 32 of the pillar 17, the outer flange portion may be formed by the overlapped first outer flange portion and second outer flange portion.

  When joining the center structure 6 and the side structure 7, as shown in FIG. 4A, first, the A pillar 17 of the side structure 7 is disposed in the vicinity of the toe board panel 13 of the center structure 6. At this time, the inner flange portion 31 and the outer flange portion 32 are overlapped.

Next, as shown in FIG. 4 (B), the inner flange portion 31 of the toe board panel 13 and the outer flange portion 32 of the A pillar 17 are joined together by spot welding or the like. Thereby, the joint part 37 which joined the inner flange part 31 of the toe board panel 13 and the outer flange part of the A pillar 17 is formed.
In addition, when joining the inner flange part 31 and the outer flange part 32 by spot welding etc., the several joining point by spot welding is discretely formed by the fixed space | interval.

Next, as illustrated in FIG. 4C, the structure body 381 is provided. The structure 381 is disposed on the passenger compartment 3 side of the toeboard panel 13. The structure 381 is a member that suppresses large deformation or breakage of the toeboard panel 13 by supporting the toeboard panel 13 from the rear. The arrangement location of the structure 381 is on the inner side of the joint portion 37 in the width direction of the vehicle body 1. In the vehicle body structure according to the present invention, the arrangement position of the structure is not particularly limited as long as the partition panel such as the toe board panel 13 can be supported from the rear.
FIG. 4C shows a structure 381 that is attached to the left joint 37 of the vehicle body 1. However, a similar structure 381 can be attached to the right joint of the vehicle body 1. That is, in the present embodiment, the structure 381 is a pair of members that can be provided on both the left and right sides of the vehicle body 1.
As described above, the vehicle body 1 is manufactured, in which the center structure 6 and the side structure 7 are joined and the structure 381 is attached, and the collision safety performance is further improved as compared with the related art.

In the present invention, either the step of arranging the structure and the step of joining the inner flange portion and the outer flange portion may be performed first.
When executing the step of arranging the structures first, specifically, the A pillars 17 of the side structures 7 are first arranged close to the toe board panel 13 of the center structure 6. Further, the center structure 6 and the side structure 7 are held in a state where the inner flange portion 31 and the outer flange portion 32 are overlapped. In a state where the inner flange portion 31 and the outer flange portion 32 are not joined, the transverse bone member is attached so as to span the pair of left and right side structures 7. Next, the structure is attached to the transverse bone member. Thereby, since the process of arrange | positioning a structure is completed, the inner flange part 31 and the outer flange part 32 can be joined, and the junction part 37 can be formed.

  The material of the structure 381 is preferably a material that is not easily deformed or broken even when a stress applied to the collision acts on the structure 381 via the toe board panel 13, and has high rigidity. It is good to have. Specifically, among the components of the vehicle body 1 shown in FIG. 1, the structure 381 may be formed of the same material as the skeleton members having high rigidity, such as the A pillar 17 and the side sill 15. .

FIG. 5 is a partially enlarged perspective view of the embodiment shown in FIG.
As shown in FIG. 5, the joint portion 37 between the toe board panel 13 and the A pillar 17 protrudes forward and is exposed at a portion below the reinforcement stiffening member 19. 5 is an external view from the left side of the vehicle body, and thus the structure 381 provided on the passenger compartment 3 side of the toe board panel 13 is not shown.
Since the structure 381 is provided at a position where it does not interfere with the joint 37 and the reinforcement stiffening member 19, the structure 381 affects the joining state of the stiffening member 19 and the A pillar 17. There is nothing. That is, in the present invention, the structure 381 can be attached so as to cover the joint portion 37 that is likely to hit the dropped front wheel without deteriorating the supplementary rigidity ability of the front upper member 18 by the stiffening member 19. .

FIG. 6 is a schematic cross-sectional view of the toe board panel 13 and members disposed in the vicinity thereof. As shown in FIG. 6, the toe board panel 13 defines the front chamber 2 in the front and the passenger compartment 3 in the rear.
The front chamber 2 is provided with a front upper member 18 extending forward and a reinforcement stiffening member 19 for reinforcement.
In the passenger compartment 3, a toe board panel 13, an instrument panel 39, a steering support beam 40, a steering wheel 41, a connection member 42, and a structure 381 are provided. On the rear side of the toeboard panel 13, an area for accommodating devices that can be operated by a passenger is provided. The instrument panel 39 is a member that covers the region, and is often molded from resin or the like. The steering support beam 40 is one of the members accommodated inside the instrument panel 39. The steering support beam 40 is a frame-like member that extends in the left-right direction and has a hollow, substantially cylindrical shape. Both ends of the steering support beam 40 are fixedly connected to a pair of A pillars (not shown in FIG. 6) provided on the left and right of the vehicle body 1. The steering wheel 41 is a member that operates the direction when the vehicle moves forward and backward. The steering wheel 41 is connected to the steering support beam 40 via a connecting member 42 formed by combining appropriate members. Although not shown in FIG. 6, when the steering wheel 41 is operated, the operation content is transmitted to the wheel, and various connecting members are assembled so that the wheel is directed in a direction reflecting the operation content.
The steering support beam 40 is an example of a transverse bone member that extends in the left-right direction in the passenger compartment in the present invention.

The structure 381 is connected to the steering support beam 40. The structure 381 includes a buffer portion 43 and a support portion 441. The buffer 43 is suspended from the steering support beam 40. The support portion 441 extends forward from the lower end portion of the buffer portion 43 and supports the toe board panel 13. However, in the present invention, the structure is only required to be fixed to the passenger compartment side, and is preferably connected to a fixed lateral bone member in the passenger compartment as long as there is no problem in driving. The functions of the buffer part 43 and the support part 441 will be described later together with the description of FIG.
6 hangs substantially vertically from the steering support beam 40, but in the present invention, it may extend obliquely forward or backward from the steering support beam. Moreover, although the support part 441 shown in FIG. 6 inclines and extends to the front lower side from the lower end part of the buffer part 43, in this invention, it is a front horizontal direction so that it may branch from a side instead of an edge part. It may extend to. The structure 381 is a bending member that is bent between the buffer portion 43 and the support portion 441. However, in the present invention, the structure body 381 may be a curved member in which the buffer portion and the support portion are connected by a curved surface. . Furthermore, in the present invention, the structure does not have the buffer portion 43, and the rod-like member or the hollow frame that extends linearly from a fixed object such as the steering support beam 40 toward the passenger compartment side surface of the partition panel. It may be a shaped member.
The front end portion of the support portion 441 is in contact with the surface of the toe board panel 13 on the passenger compartment side, that is, the rear surface of the toe board panel 13. Therefore, even if the front wheel FT indicated by the broken line is dropped at the time of collision and is pushed in the direction of the white arrow, the structure 381 supports the toe board panel 13 from the rear.

In the present invention, for example, the end of the structure and the surface on the passenger compartment side of the partition panel may be joined, and a gap may be provided between the end of the structure and the partition panel. In the present invention, it is preferable that the end of the structure and the surface on the passenger compartment side of the partition panel are brought into contact with or joined to each other. For example, as in the embodiment shown in FIG. 6, when the front end portion of the support portion 43 in the structure 381 and the surface on the passenger compartment side of the toeboard panel 13 are brought into contact with each other, the front end portion of the support portion 43 and the occupant of the toeboard panel 13 The room side surface is always in contact. In the contact state, when the wheel FT or the like is pushed into the toe board panel 13, the toe board panel 13 is deformed to the passenger compartment side as compared with the case where the structure 381 is provided with a gap. 381 is not touched with momentum. Therefore, the toe board panel 13 is not subjected to stress, impact, damage, deformation, or the like when the structure 381 is brought into a contact state from a non-contact state. In other words, by placing the structural body 381 in contact with the toe board panel 13 in advance, unintended stress and impact acting on the toe board panel 13 can be reduced. Similarly, when joining the front end portion of the structure and the surface on the passenger compartment side of the partition panel, unintended stress and impact acting on the partition panel can be reduced. Examples of the unintended stress and impact may include stress and impact that may cause the partition panel to be greatly deformed or broken toward the passenger compartment, for example, instead of stress and impact that are generated during normal traveling.
In FIG. 4C and FIG. 6, only the left side structure 381 of the vehicle body 1 is shown, but a similar structure 381 can also be attached to the right side. That is, the structure 381 is a pair of members provided on both the left and right sides.

Furthermore, when the edge part of a structure and the surface by the side of the passenger compartment of a partition panel are joined, the position of the partition panel with respect to a structure is fixed. The structure is basically immovable even when subjected to stress, impact, or the like, whereas the partition panel can be deformed. When the partition panel is deformed, the positional relationship between the end portion of the structure body and the portion of the partition panel where the end portion of the structure body approaches or faces is shifted. When the position of the partition panel with respect to the structure is fixed, this positional relationship is not lost or is difficult to shift. If the positional relationship does not shift or is difficult to shift, the structure suppresses the deformation of the partition panel even if the partition panel is deformed by being pushed into the partition panel by wheels or the like. In addition, when the said positional relationship tends to shift | deviate, a stress acts on the junction part of a structure and a partition panel in a shear direction. A joint portion formed by spot welding, which is often used for manufacturing a vehicle, has good shear resistance. Therefore, when joining a structure and a partition panel, if it joins by spot welding, the difficulty of a deformation | transformation of a partition panel can be improved.
When joining the end of the structure and the passenger compartment side surface of the partition panel, the joint itself between the structure and the partition panel is the joint itself even if stress related to the collision acts on the partition panel and the structure 381. It is preferable that the material has a bonding strength that does not break or is difficult to break.

Next, the collision safety performance of the automobile having the vehicle body 1 shown in FIG. 1 will be described with reference to FIGS.
First, FIG. 7 is an explanatory diagram of an example of a collision mode of the vehicle body 1.
FIG. 7 shows a second automobile 52 together with the first automobile 51 having the vehicle body 1 shown in FIG. In FIG. 7, the outer shape of the first automobile 51 is indicated by a broken line.
For example, the second automobile 52 collides with the first automobile 51 being stopped from the front at a speed of 90 km / h. The second automobile 52 collides with the outside of the pair of front side members 14 of the first automobile 51, and on the left side with respect to the left front side member 14 in the collision example shown in FIG. 7. In such a collision, the second vehicle 52 may cause the front wheel FT of the first vehicle 51 to fall off the axle. When the front wheel FT falls off, the stress acting on the front wheel FT at the time of dropping becomes an inertial force toward the rear. Furthermore, the vehicle body of the second automobile 52 and the parts and front wheels that have fallen from the second automobile 52 may have an inertial force that keeps pushing the front wheels FT of the first automobile 51 backward. The front wheel FT from which the first automobile 51 is dropped may crush the joint portion 37.

  Next, FIG. 8 is a schematic cross-sectional view at the time of a vehicle body collision shown as a comparative example. In FIG. 8, the structure 381 illustrated in FIG. 4C is not provided. Except that the structural body 381 is not provided, the same members as those in the embodiment shown in FIG. 4C are used. Therefore, the same reference numerals are assigned, and the detailed description of the common members is omitted. The collision form shown in FIG. 8 is an example in the case where the conventional vehicle collides with the form shown in FIG.

  First, as shown in FIG. 8A, the dropped front wheel FT moves in the direction of the white arrow, that is, backward. The dropped front wheel FT moves toward the joint portion 37 between the inner flange portion 31 and the outer flange portion 32. Since the joining portion 37 protrudes forward and no separate member is provided, when an interference object interferes with the joining portion 37, the stress from the interference object acts directly on the joining portion 37.

Next, as shown in FIG. 8B, the dropped front wheel FT breaks the joint portion 37. When the joint portion 37 is broken, the joint state between the inner flange portion 31 and the outer flange portion 32 is released. Specifically, in spot welding generally used for manufacturing a vehicle, when a force to peel off is applied to members joined by spot welding, the joint breaks. Furthermore, when one joint location is peeled off and broken, the other adjacent joint locations are also often peeled apart and broken. The dropped front wheel FT crushes the joint portion 37 by applying a stress to the joint portion 37 in the backward direction. When the joint portion 37 is crushed, a stress that peels off the inner flange portion 31 and the outer flange portion 32 acts on the joint portion 37. As a result, the joint portion 37 is broken.
The A pillar 17 having the inner side panel 33 and the outer side panel 34 formed with the outer flange portion 32 is a member having high rigidity because it is one of the skeleton members of the vehicle body 1. Therefore, even if the outer flange portion 32 is deformed and broken due to the interference of the front wheel FT, the entire A pillar 17 is hardly deformed or broken, or does not occur. For example, as shown in FIG. 8 (B), the A pillar 17 may remain in such a deformation that the front surface of the outer side panel 34 is slightly pushed backward.
Even if the joint portion 37 is deformed and broken, and the A pillar 17 is further deformed, the front wheel FT may be pushed into the toeboard panel 13 if the force pushed behind the dropped front wheel FT is maintained. Specifically, as shown in FIG. 8B, the dropped front wheel FT moves so that the toe board panel 13 is pushed into the passenger compartment 3. The front wheel FT moves rearward while deforming or breaking the inner flange portion 31 and deforms the toeboard panel 13 by pushing it backward. When the force toward the rear of the dropped front wheel FT is large, a part of the front wheel FT may enter the passenger compartment 3 as shown in FIG.

Thus, for example, in the case of the collision mode as shown in FIG. 7, the dropped front wheel FT breaks the joint portion 37, deforms the toeboard panel 13 toward the passenger compartment 3, and further enters the passenger compartment 3. May invade.
When the joint portion 37 is broken, the passenger compartment 3 is hardly maintained in a sealed box shape. When the joint portion 37 is broken and the toeboard panel 13 is further deformed, the passenger compartment 3 and the front compartment 2 are communicated with each other, and the passenger compartment 3 is not maintained in a sealed box shape.

  Here, the case where the vehicle body 1 of FIG. 1 collides, which is an embodiment of the vehicle body structure of the vehicle according to the present invention, will be described with reference to FIG. The collision form shown in FIG. 9 is an example in the case where the vehicle according to the present invention collides with the form shown in FIG. FIG. 9 is a schematic cross-sectional view showing the joint body 37 of the toe board panel 13 and the left A pillar 17 and the structure 381 when the vehicle body 1 shown in FIG. 1 collides.

FIG. 9A is a schematic cross-sectional view when the dropped front wheel FT is pushed into the joint portion 37 between the inner flange portion 31 and the outer flange portion 32.
When the dropped front wheel FT moves in the direction of the white arrow due to the inertial force, the pressing force of the collision object, etc., the front wheel FT may be pushed into the joint portion 37 as shown in FIG. There is.
As shown in FIG. 4C, in the present embodiment, a structure 381 is provided behind the toe board panel 13. Specifically, the front end portion of the support portion 441 in the structure 381 is in contact with the rear surface of the toeboard panel 13.

FIG. 9B is a schematic cross-sectional view when the dropped front wheel FT starts to contact the joint portion 37.
As shown in FIG. 9, no separate member is attached to the joint portion 37, and the joint portion 37 is exposed. Therefore, when the dropped front wheel FT moves rearward, the front wheel FT comes into direct contact with the joint portion 37. Therefore, the joint portion 37 directly receives stress from the front wheel FT. When the front wheel FT is pushed in with a large stress, the joint portion 37 that directly receives the stress may be compressed backward and crushed.

  Here, even if the dropped front wheel FT contacts or crushes the joint portion 37, the pushed front wheel FT may not stop. That is, even if the front wheel FT comes into contact with the joint portion 37 and a backward stress is applied to the joint portion 37, the front wheel FT may still have a backward stress. In this case, a mode in which the front wheel FT to be pushed changes the traveling direction greatly and a mode in which the front wheel FT does not change can be considered.

As a mode in which the front wheel FT greatly changes the traveling direction, for example, when the front wheel FT does not exert stress on the toe board panel 13 and the A pillar 17 by deviating to the left side of the vehicle body 1 in FIG. It can be roughly divided into the case of going to the toeboard panel 13 by deviating to.
When the front wheel FT deviates to the outside, it is preferable because the stress related to the collision does not act on the vehicle body 1.
Further, when the front wheel FT deviates to the inside, in the conventional case, as shown in FIG. 8B, the joint portion 37 may be broken, and the toe board panel 13 may be pushed toward the passenger compartment 3. In the present embodiment, the structure 381 supports the toe board panel 13 from the passenger compartment 3 side. Therefore, the stress acting on the toe board panel 13 from the front wheel FT toward the passenger compartment 3 is received by the structure 381 behind the toe board panel 13.
When stress acts on the structure 381, as shown in FIG. 6, the support portion 441 that is close to or in contact with the toe board panel 13 receives stress. When the support portion 441 receives stress, the stress is transmitted to the buffer portion 43 extending upward from the rear end portion of the support portion 441. The direction of the stress acting on the support portion 441 is parallel or substantially parallel to the axis of the support portion 441. On the other hand, the direction of the stress acting on the buffer part 43 is orthogonal or substantially orthogonal to the axis of the buffer part 43 and is not at least parallel. In other words, the direction of the stress acting on the buffer part 43 is a direction in which the buffer part 43 bends backward. Therefore, the structure 381 can receive a part of the stress acting on the support portion 441 as a direction in which the buffer portion 43 bends because the support portion 441 and the buffer portion 43 have different extending directions. If the buffer part 43 has a property of bending, the stress acting on the support part 441 is attenuated by the backward bending of the buffer part 43 and transmitted to a fixed object such as the steering support beam 40. The In many cases, the steering support beam 40 is fixedly attached to the pair of left and right A pillars 17. Stress acting on the steering support beam 40 from the buffer 43 is transmitted to the A pillar 17. Therefore, in the present embodiment, the stress received by the structure 381 is attenuated by the buffer portion 43 by the support portion 441 and further distributed to the steering support beam 40 and the A pillar 17.
Therefore, even if the joint portion 37 is crushed by the front wheel FT, the toe board panel 13 is not greatly deformed or broken to the passenger compartment 3 side. In other words, even if the joint portion 37 itself is crushed and broken, the structure 381 can prevent a large deformation or breakage of the toeboard panel 13 in particular, so the passenger compartment 3 can be joined. An open state starting from the portion 37 is not or is unlikely to occur.

Further, as an aspect in which the front wheel FT described above does not change the traveling direction, for example, a state shown in FIG. 9C can be considered. FIG. 9C is a schematic cross-sectional view when the dropped front wheel FT starts to contact the toe board panel 13 and the A pillar 17. That is, the front wheel FT is a mode in which the joint portion 37 is crushed and further moved in the direction in which the joint portion 37 is crushed. In this case, the front wheel FT applies stress to the toe board panel 13 and the A pillar 17. Since the A pillar 17 is a skeletal member having high rigidity, it is difficult to greatly deform or break. Since the toe board panel 13 on which the stress can act is supported by the structure 381 from the rear, the toe board panel 13 is not greatly deformed or broken on the passenger compartment 3 side or is difficult to do. Even in this case, as in the case where the front wheel FT is pushed into the toeboard panel 13 described above, the stress received by the structure 381 is received by the support portion 441 and is attenuated by the buffer portion 43, and further the steering support beam 40. And A pillars 17 are dispersed.
Therefore, even if the joint portion 37 is crushed by the front wheel FT, the toe board panel 13 does not greatly deform or break toward the passenger compartment 3 side. Therefore, even if the joint portion 37 itself is crushed or broken, the structure 381 can prevent a large deformation or breakage of the toe board panel 13 from the rear, so that the joint portion 37 is the starting point. The passenger compartment 3 is not or will not be greatly open. In other words, by providing the structural body 381, even when the front wheel FT is directly pushed into the joint portion 37, the joint portion 37 remains in a state where it is crushed, and further damage to the large vehicle body 1 can be prevented. .

  The joint portion 37 is provided on the rear side of the front wheel FT that is pivotally supported by the vehicle body 1. Moreover, the junction part 37 is provided so that it may be located in the back side at least about the rotation center of the front wheel FT. In the present invention, the joint portion is provided not only in the above-described front wheel FT but also in the vicinity of the rear wheel (not shown). Therefore, as a position of a junction part, it becomes the front or back of a wheel, the front or back of the rotation center of a wheel at least. Such a position of the joint with respect to the wheel is a position where the wheel is likely to be pushed in with a strong impact when the wheel falls off. In the present embodiment, the structural body 381 is provided so that members extending from the joint portion 37, particularly the toe board panel 13, are not greatly deformed or broken. The structure 381 can effectively prevent the toe board panel 13 from being greatly deformed or broken toward the passenger compartment 3 to open the passenger compartment 3.

  The large deformation or breakage of the toeboard panel 13 is one of the major causes that the passenger compartment 3 is opened from the joint 37. In the present embodiment, the structure 381 can prevent a large deformation or breakage of the toe board panel 13. As a result, the passenger compartment 3 is easily maintained in a sealed box shape.

As described above, in the vehicle body structure of the present embodiment, it is possible to effectively suppress the deformation and breakage of the toe board panel 13 and to further enhance the collision safety performance of the vehicle.
In this embodiment, the welding operation of the joint portion 37 and the attachment operation of the structure 381 do not require a special large-sized dedicated device, and employ a welding device or the like used during a normal vehicle manufacturing process. be able to. In particular, the attachment work of the structure 381 is merely the attachment of the structure 381 to the steering support beam 40 formed by assembling various members, so that a large work process change is not necessary. Moreover, since the structure 381 is installed in the vacant area | region around the instrument panel 39 and the toe board panel 13, the big change of a vehicle body structure is also unnecessary. Therefore, this embodiment can use the existing vehicle body production line as it is. In addition, changes in the manufacturing process can be minimized.

The above-described embodiment is an example in which the present invention is applied to the toe board panel 13 of the center structure 6.
In addition, for example, the present invention may be applied to the rear bulkhead panel 26 of the center structure 6. By providing the structure on the passenger compartment side, even when the rear bulkhead panel 26 and the C pillar 23 are joined at the rear part of the vehicle body 1, the rear wheel or the collision object is pushed in. The passenger compartment 3 becomes difficult to be opened.

[Modification of structure]
In the above-described embodiment, the structure 381 is disposed on the inner side of the joint portion 37 in the width direction of the vehicle body 1. In the vehicle body structure according to the present invention, the structure can adopt various shapes and attachment positions as long as the partition panel is supported from the passenger compartment side. 10A to 10C show a modification of the structure in the vehicle body structure of the vehicle according to the present invention.
The differences between the embodiments shown in FIGS. 10A to 10C and the embodiment shown in FIG. 4C are the shape of the structure and the mounting position. Since the same members as those in the embodiment shown in FIG. 4C are used except for the differences, the same reference numerals are given, and detailed description thereof is omitted.

FIG. 10A shows an embodiment in which a structure 382 is attached.
Specifically, the structure 382 illustrated in FIG. 10A and the structure 381 illustrated in FIG. 4C have substantially the same shape. A difference between the structure body 382 and the structure body 381 is a position where the structure body 382 is provided. The structural body 381 is provided on the inner side of the joint portion 37 in the width direction of the vehicle body 1, whereas the structural body 382 is behind the joint portion 37 of the vehicle body 1 and on the inner side panel 33 of the A pillar 17. It is provided in contact with the inner side surface.
In the present invention, the structure employs at least one of a mode in which the structure is disposed on the inner side of the joint in the width direction of the vehicle body and a mode of being disposed along the side panel on the passenger compartment side of the joint. be able to. The embodiment shown in FIG. 10A is an example of an aspect in which the structure is on the passenger compartment side of the joint and is disposed along the side panel. In the present invention, the embodiment in which the structure is arranged along the side panel includes an embodiment in which a part of the structure and a part of the side panel are in contact with or joined to each other. .
The support portion 442 in the structure 382 extends along the inner side panel 33 and is in contact with the surface of the inner side panel 33 on the passenger compartment 3 side. A buffer portion is connected to the rear of the structure 382 (not shown in FIG. 10A), particularly the rear end portion of the support portion 442, as in the embodiment shown in FIG. Installed on a fixed object. The front end portion of the support portion 442 in the structure 382 is in contact with the surface of the toe board panel 13 on the passenger compartment 3 side.

Since the structural body 382 is in contact with not only the toe board panel 13 but also the inner side panel 33 of the A pillar 17, the structural body 382 causes large deformation and breakage of the toe board panel 13 and the inner side panel 33 toward the passenger compartment 3. Can be prevented.
Furthermore, like the structure 381, the structure 382 is preferably formed of a material that does not easily deform and break. That is, the structure 382 is a highly rigid member that abuts along the inner side panel 33. As described above, since the A pillar 17 is a skeleton member of the vehicle body 1, it has high rigidity. Thus, the inner end surface of the structure 382, particularly the right side surface of the support portion 442, to the outer end surface of the A pillar 17, particularly the left side surface of the outer side panel 34, can be regarded as one highly rigid member. That is, the embodiment shown in FIG. 10A is an embodiment in which the A pillar that is enlarged inward by the size in the left-right direction in the support portion 442 is arranged, for example, with respect to the embodiment shown in FIG. Can be considered. This embodiment will be in the state by which the junction part 37 is arrange | positioned in the front front of the A pillar expanded inside. Therefore, in this embodiment, for example, when the front wheel that has fallen off with respect to the joint portion 37 is directly pushed, the A-pillar expanded inward receives stress. When the A pillar 17 and the structure 382 having high rigidity are subjected to stress, most of the stress is dispersed and absorbed by the A pillar 17 and the structure 382. This is preferable because a large open state of the passenger compartment 3 starting from the joint portion 37 does not occur or hardly occurs.
In FIG. 10A, only the left side structure 382 of the vehicle body 1 is shown, but a similar structure 382 can be attached to the right side. That is, the structure 382 is a pair of members provided on both the left and right sides.
The embodiment shown in FIG. 10 (A) is particularly suitable when a collision mode in which a wheel such as a front wheel to be dropped is pushed directly into the joint is mainly assumed.

FIG. 10B shows an embodiment in which a structure 383 is attached.
Specifically, a difference between the structure body 383 illustrated in FIG. 10B and the structure body 381 illustrated in FIG. 4C is a position and a shape provided. Whereas the structural body 381 is provided on the inner side of the joint portion 37 in the width direction of the vehicle body 1, the structural body 383 is behind the joint portion 37 and the inner side surface of the inner side panel 33 of the A pillar 17. It is provided in contact with. Further, the extending direction of the support part and the tip shape of the support part are also different.
The embodiment illustrated in FIG. 10B is an example of a mode in which the structure is on the passenger compartment side of the joint and is disposed along the side panel.
The support portion 443 in the structure 383 extends from the inner side of the joint portion 37 toward the joint portion 37 in the width direction of the vehicle body 1. A second support portion 453 is attached to the distal end portion of the support portion 443. The second support portion 453 is a plate member having a substantially L-shaped cross section, and is fixedly attached to the front end portion of the support portion 443. The second support portion 453 is in contact with the surface of the toe board panel 13 on the passenger compartment 3 side and the surface of the inner side panel 33 on the passenger compartment 3 side. Since the joint portion 37 extends in the vertical direction, it is preferable that the second support portion 443 extends in the vertical direction along the joint portion 37 on the passenger compartment 3 side. As a result, the structural body 383 can be subjected to stress via the second support portion 453 regardless of where the dropped front wheel or the like is pushed in any position in the vertical direction of the joint portion 37. A buffer portion is connected to the rear of the structure 383 (not shown in FIG. 10B), particularly the rear end portion of the support portion 443, as in the embodiment shown in FIG. Installed on a fixed object.

Since the structural body 383 is in contact with not only the toe board panel 13 but also the inner side panel 33 of the A pillar 17, the structural body 383 causes large deformation and breakage of the toe board panel 13 and the inner side panel 33 toward the passenger compartment 3. Can be prevented.
Furthermore, when stress acts on the joint portion 37 from the front wheel or the like, the support portion 443 of the structure 383 can also function as a buffer portion. More specifically, the support portion 443 extending rearward of the second support portion 453 extends from the inside of the joint portion 37 toward the joint portion 37 in the width direction of the vehicle body 1 as described above. That is, the support portion 443 is inclined with respect to the front-rear direction and extends outward. Therefore, when the front wheel or the like is directly pushed into the joint portion 37, first, the second support portion 453 receives stress in the passenger compartment 3. When the second support part 453 receives stress, the stress is transmitted to the support part 443 formed by fixedly attaching the second support part 453. At this time, stress substantially parallel to the front-rear direction is transmitted from the second support portion 453 to the support portion 443. Since the support portion 443 is inclined with respect to the front-rear direction, the stress transmitted to the support portion 443 includes a stress acting in a direction in which the support portion 443 bends backward and a direction in which the support portion 443 is pushed backward. It works by dividing into acting stress. Therefore, if the support part 443 has a property to bend, the buffer part connected to the rear end part of the support part 443 in a state where the stress acting in the direction in which the support part 443 is bent backward is attenuated (see FIG. Stress is transmitted to 10 (B) (not shown). Therefore, in the embodiment shown in FIG. 10B, the support portion 443 exhibits the same function as the buffer portion, and stress can be attenuated also in the buffer portion connected to the support portion 443. The stress acting on the second support part 453 is transmitted to a fixed object such as the steering support beam 40 after being attenuated by the backward bending of the support part 443 and the buffer part 43. This is preferable because a large open state of the passenger compartment 3 starting from the joint portion 37 does not occur or hardly occurs.
In FIG. 10B, only the left side structure 383 of the vehicle body 1 is shown, but a similar structure 383 can also be attached to the right side. That is, the structure 383 is a pair of members provided on both the left and right sides.
The embodiment shown in FIG. 10B is particularly suitable when a collision mode in which a wheel such as a front wheel to be dropped is pushed directly into the joint is mainly assumed.

FIG. 10C shows an embodiment in which a structure 384 is attached.
Specifically, the structure 384 illustrated in FIG. 10C and the structure 381 illustrated in FIG. 4C are different in shape. Whereas the support portion 441 in which the structure body 381 has a rod shape is in direct contact with the toe board panel 13, the structure body 384 has a plate-like second support portion 454 between the support portion 444 and the toe board panel 13. It is installed.
In the embodiment shown in FIG. 10C, the structure is in contact with or joined to the passenger compartment side surface of the partition panel, and is located along the side panel on the passenger compartment side of the joint portion. It is an example of an aspect.
The support portion 444 in the structure body 384 is disposed on the inner side of the joint portion 37 in the width direction of the vehicle body 1 and is parallel or substantially parallel to the front-rear direction, like the support portion 441 of the structure body 381. A second support portion 454 extending along the toe board panel 13 in the vertical direction and the horizontal direction is attached to the front end portion of the support portion 444. The second support portion 454 is in contact with the surface of the toe board panel 13 on the passenger compartment 3 side, from a portion inside the joint portion 37 in the width direction of the vehicle body 1 to the rear of the joint portion 37. Therefore, when the front wheel FT or the like that has fallen into the range where the second support portion 454 is in contact with the toe board panel 13 is pushed, the second support portion 454 can receive stress. The stress received by the second support part 454 is transmitted to the support part 444. The stress received by the support portion 444 is transmitted to a buffer portion (not shown in FIG. 10C) connected to the rear end portion of the support portion 444. Similar to the structure 381 shown in FIGS. 4C and 6, the stress received by the buffer portion of the structure 384 is transmitted to the fixed object such as the steering support beam 40 and the stress that the buffer portion bends backward. The stress is dispersed. Therefore, the structural body 384 can receive stress in a wide range in the toe board panel 13 as compared with the embodiment shown in FIG. Thereby, the possibility that the toe board panel 13 is greatly deformed and broken toward the passenger compartment 3 can be further reduced as compared with the embodiment shown in FIG. That is, it is preferable because a large open state of the passenger compartment 3 starting from the joint portion 37 does not occur or hardly occurs.
In FIG. 10C, only the structure 384 on the left side of the vehicle body 1 is shown, but a similar structure 384 can be attached on the right side. That is, the structure 384 is a pair of members provided on both the left and right sides.
The embodiment shown in FIG. 10C is particularly suitable when a collision mode in which a wheel such as a front wheel to be dropped is pushed directly into the joint is mainly assumed.

Each embodiment described above is an example in which the present invention is applied to a vehicle body 1 of a three-box structure automobile.
In addition, for example, the present invention can be applied to vehicles such as a one-box structure automobile, a two-box structure automobile, a truck, a bus, a train, and an aircraft. In particular, the present invention can be suitably applied to a vehicle manufactured by joining a pair of side structures 7 on both sides in the width direction of the center structure 6 of the vehicle body 1.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was described, this invention is not limited by the description and drawing which make a part of indication of this invention by this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

1: body, 2: front compartment, 3: passenger compartment, 4: rear compartment, 6: center structure, 7: side structure, 11: floor panel, 12: floor cross member, 13: toe board panel (partition panel), 14 : Front side member, 15: Side sill (side panel), 16: Torque box, 17: A pillar (side panel), 18: Front upper member, 19: Stiffening member, 20: Radiator frame, 21: Front bumper beam, 22: B pillar, 23: C pillar, 24: Roof side rail, 25: Roof cross member, 26: Rear bulkhead panel, 27: Dash panel, 31: Inner flange, 32: Outer flange, 33: Inner side Panel, 34: Outer side panel, 35: First outer flange portion, 36: Second outer flange portion, 37 Joint, 381, 382, 383, 384: Structure, 39: Instrument panel, 40: Steering support beam (horizontal bone member), 41: Steering wheel, 42: Connection member, 43: Buffer, 441, 442, 443, 444: support part, 453, 454: second support part, 51: first car, 52: second car, E1, E2: electrode, FT: front wheel

Claims (11)

A partition panel extending in the width direction in a vehicle body capable of supporting the wheels of the vehicle and partitioning the front or rear chamber of the vehicle body and the passenger compartment;
A side panel joined to the partition panel at a position that becomes a front angle or a rear angle of the passenger compartment in a side portion of the vehicle body,
The partition panel has an inner flange portion extending in a vertical direction of the vehicle body at an end portion in the width direction,
The side panel has an outer flange portion extending in the vertical direction,
The inner flange portion and the outer flange portion are joined to each other, and have a joint portion that protrudes forward from the surface by the partition panel and the side panel,
A structure is provided on the passenger compartment side of the partition panel,
The structure extends from the inside of the joint portion toward the joint portion in the width direction.
Vehicle body structure. In the width direction, the structure is located in the front-rear direction of the wheel,
The vehicle body structure according to claim 1. In the width direction, the structure is located in the front-rear direction at least about the center of rotation of the wheel,
The vehicle body structure according to claim 1. The structure is in contact with or joined to the passenger compartment side surface of the partition panel,
The vehicle body structure according to any one of claims 1 to 3. The structure is arranged inside the joint in the width direction.
The vehicle body structure according to any one of claims 1 to 4. The structure is on the passenger compartment side of the joint, and is disposed along the side panel.
The vehicle body structure according to any one of claims 1 to 5. The structure is connected to a lateral bone member extending in the left-right direction in the passenger compartment,
The vehicle body structure according to any one of claims 1 to 6. The structure includes a buffer portion and a support portion,
The buffer portion extends from the transverse bone member,
The support portion extends forward from the tip portion of the buffer portion toward the partition panel, and extends toward the passenger compartment of the partition panel.
The vehicle body structure according to claim 7. In the structure, a front end of the partition panel is in contact with a surface on the passenger compartment side of the partition panel and a surface on the passenger compartment side of the side panel.
The vehicle body structure according to any one of claims 1 to 8. A vehicle body manufacturing method capable of pivoting a vehicle wheel,
To join a center structure having a partition panel that partitions the front or rear chamber of the vehicle body and the passenger compartment, and a side structure having a side panel that defines the passenger compartment by being joined to the partition panel. ,
An inner flange portion formed so as to protrude in the front-rear direction at an end portion in the width direction of the partition panel; and an outer flange portion formed in a portion corresponding to the front corner or the rear corner of the passenger compartment in the side panel; Projecting forward from the surface of the partition panel and the side panel, and joining,
On the passenger compartment side of the partition panel joined to the side panel, a structure is provided so as to extend from the inside to the joint from the inside of the joint between the partition panel and the side panel in the width direction of the vehicle body. And arranging
A method for manufacturing a car body. A vehicle body manufacturing method capable of pivoting a vehicle wheel,
To join a center structure having a partition panel that partitions the front or rear chamber of the vehicle body and the passenger compartment, and a side structure having a side panel that defines the passenger compartment by being joined to the partition panel. ,
Arranging the structure on the passenger compartment side of the partition panel;
An inner flange portion formed so as to protrude in the front-rear direction at an end in the width direction of the partition panel in which the structure is disposed on the passenger compartment side, and a front corner or a rear of the passenger compartment in the side panel A step of projecting forward from the surface by the partition panel and the side panel and joining an outer flange portion formed at a portion corresponding to a corner, and
The structure extends from the inner side to the joint part from the joint part between the partition panel and the side panel in the width direction of the vehicle body.
A method for manufacturing a car body.

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