JP2018070067A - Vehicle body roof structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body roof structure which can further suitably absorb impact of an in-cabin collision on an occupant head part.SOLUTION: A vehicle body roof structure constituting a roof part RF of a vehicle body comprises an impact absorption member 10 which is arranged in a portion between a roof panel 20 and a roof lining 21 in a state of abutting on the roof panel 20. When setting a distance from a position equivalent to a forehead of an in-cabin collision test dummy head DH regulated in FMVSS201 up to a position equivalent to an eye as L1, and a distance from the position equivalent to the forehead of the dummy head DH up to a position equivalent to a nose as L2, the impact absorption member 10 is arranged so as to abut on the roof lining 21 in a portion abutting on an outer edge RM of an upper roof being an installation position of the impact absorption member 10 of the roof part RF, and an air gap region 23 in which a structure for supporting the roof lining 21 while abutting thereon does not exist is formed in a portion in which the distance from the outer edge RM is L1 to L2.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle body roof structure that constitutes a roof portion of a vehicle body.

  The thing of patent document 1 is known as a vehicle body roof structure which comprises the roof (roof) part in the vehicle body of a motor vehicle. As shown in FIG. 7, the vehicle body roof structure of the same document includes a roof panel 50 that is an outer plate material of the roof portion, and a roof lining 51 that is an interior material of the roof portion, and the roof panel on the roof side portion. A curtain airbag 52 is installed in a portion between 50 and roof lining 51. Further, in the vehicle body roof structure, a foamed resin molded product is provided in a portion between the roof panel 50 and the roof lining 51 in the vehicle width direction inner side and the vehicle width direction outer side than the curtain airbag 52, respectively. Shock absorbing members 53 and 54 made of are provided. The impact absorbing members 53 and 54 are configured to exhibit an impact absorbing effect when an impact load larger than a certain level is applied so that a strong impact assumed at the time of a vehicle collision can be absorbed.

JP 2002-225658 A

However, in such a conventional vehicle body roof structure, there is room for improvement with respect to the absorbability of the impact at the time of collision of the occupant's head as described below.
In the above-described conventional vehicle body roof structure, an occupant's head thrown out of the seat collides with the face facing outward in the vehicle width direction, such as when the vehicle body rolls over due to a collision. Sometimes. On the other hand, the facet joint of the human cervical vertebra has a structure that is highly movable in the direction in which the face is swung vertically. Therefore, as shown in the figure, when the head portion 55 of the occupant collides with the installation location of the shock absorbing member 53 (primary collision) with the face facing outward in the vehicle width direction, as follows: Become. That is, the head 55 in such a case rotates after the primary collision in the direction in which the jaw protrudes forward around the forehead portion as shown by a two-dot chain line in the figure. It collides again (secondary collision) with the installation location of another shock absorbing member 54 located on the outer side in the width direction. In such a case, if a secondary collision occurs at the location where the other shock absorbing member 54 is installed before the shock absorbing member 53 absorbs the impact caused by the primary collision, an impact load is applied to both the shock absorbing members 53 and 54. Dispersion causes the deformation of the shock absorbing member 53 to be suppressed. Therefore, there is a difference in the impact absorbing effect exhibited by the impact absorbing member 53 between the case where only the primary collision occurs and the case where the secondary collision occurs following the primary collision.

  The present invention has been made in view of such circumstances, and the problem to be solved is to provide a vehicle body roof structure that can more suitably absorb the impact of the passenger's head at the time of a vehicle interior collision. is there.

  The vehicle body roof structure that solves the above problems is a structure that constitutes the roof (roof) portion of the vehicle body, and is applied to the roof panel that is the outer plate material of the roof portion, the roof lining that is the interior material of the roof portion, and the roof panel. And an impact absorbing member installed in a portion between the roof panel and the roof lining in a state of contact.

  Here, the distance from the position corresponding to the forehead to the position corresponding to the eyes in the dummy head for the vehicle interior collision test prescribed in US Automobile Safety Standard No. 201 is L1, and from the position corresponding to the forehead of the dummy head Let L2 be the distance to the position corresponding to the tip of the nose. At this time, the impact absorbing member is in contact with the roof lining at a portion corresponding to the outer edge of the upper roof defined in the US Automobile Safety Standard No. 201 at the installation location of the impact absorbing member in the roof portion of the vehicle body roof structure. A roof lining is applied to the portion where the distance from the position corresponding to the outer edge of the upper roof to the outer edge side of the roof portion from the position corresponding to the outer edge of the upper roof to the position where the distance is L2 from the position corresponding to the outer edge of the upper roof. A void area is provided in which there is no structure to be in contact with and supported.

  If the head of the occupant collides near the position corresponding to the outer edge of the upper roof at the location where the shock absorbing member is installed on the roof, the head rotates after the first collision (primary collision) with the roof lining depending on how the collision occurred. Then, another collision (secondary collision) may occur. At this time, in the vehicle body roof structure, a gap region where a structure supporting the roof lining does not exist is provided in a portion corresponding to the position where the secondary collision occurs. Therefore, it is difficult for the impact load applied to the impact absorbing member to be dispersed when a secondary collision occurs. Therefore, in the vehicle body roof structure, even when a secondary collision occurs, the impact absorbing effect can be exhibited as in the case where only the primary collision occurs. Therefore, according to the vehicle body roof structure, it is possible to more suitably absorb the impact of the passenger's head at the time of a vehicle interior collision.

The top view of the vehicle body to which the vehicle body roof structure of 1st Embodiment was applied. The top view which shows the frame | skeleton structure of the roof part in the same vehicle body roof structure. Sectional drawing of the said vehicle body roof structure along line 3-3 in FIG. The perspective view of the impact-absorbing member which is a component of the vehicle body roof structure. Sectional drawing which shows the state at the time of the vehicle interior collision of the passenger | crew head of the vehicle body roof structure. Sectional drawing of the vehicle body roof structure of 2nd Embodiment. Sectional drawing of the conventional vehicle body roof structure.

(First embodiment)
Hereinafter, a first embodiment of a vehicle body roof structure will be described in detail with reference to FIGS. In the drawings referred to in the following description, the front side of the vehicle body is indicated by an arrow FR, the rear side of the vehicle body is indicated by an arrow RR, the upper side of the vehicle body is indicated by an arrow UP, the lower side of the vehicle body is indicated by an arrow DW, The direction of the vehicle body in the vehicle width direction is indicated by an arrow IN and indicated by an arrow OUT.

  FIG. 1 shows a planar structure of a vehicle body B in an automobile to which the vehicle body roof structure of the present embodiment is applied. The vehicle body roof structure of the present embodiment is a structure that constitutes the roof (roof) portion RF of such a vehicle body B, in which shock absorbing members 10 are installed on both sides in the vehicle width direction in the front portion of the vehicle body of the roof portion RF. It has become. The portion on the vehicle compartment side of the installation location of the shock absorbing member 10 in the roof portion RF is a location located in front of the vehicle body and outside in the vehicle width direction when viewed from the head of the occupant sitting on the front seat of the vehicle body B, Due to the rollover of the vehicle body B or the like, the head of the occupant thrown out from the front seat is expected to collide.

  In FIG. 2, the structure of the frame | skeleton material which supports roof part RF is shown. Roof side rails 11 extending in the longitudinal direction of the vehicle body are respectively installed on the left and right sides of the roof portion RF. A front header 12 and a rear header 13 extending in the vehicle width direction are installed as skeleton materials at the front end of the roof portion RF and the rear end of the vehicle body. Further, a plurality of (three in FIG. 3) lean reinforcements 14 extending in the vehicle width direction are spanned between the left and right roof side rails 11 at a portion between the front header 12 and the rear header 13 in the roof portion RF. It is installed at intervals.

  By the way, the Federal Motor Vehicle Safety Standards No. 201 (hereinafter referred to as FMVSS201) defines standards for passenger protection against vehicle interior impact. FMVSS201 also defines a protection standard for the passenger's head collision against the interior of the upper roof, which is a portion excluding the outer edge of the roof portion RF of the vehicle body B, as a standard for such passenger protection. ing.

  The upper roof UR is defined as a portion in the following range on the passenger compartment side of the roof portion RF. That is, the upper roof UR is located on the passenger compartment side of the roof portion RF, and is “0” from the rear side of the vehicle body and the rear end of the roof portion RF with respect to a position of “0.15 × D1” from the front end of the roof portion RF. .15 × D1 ”at the front side of the vehicle body and at the inner side in the vehicle width direction from the distance of“ 0.15 × D2 ”from both sides of the roof portion RF. “D1” and “D2” represent the length of the roof portion RF in the longitudinal direction of the vehicle body and the length of the long vehicle in the vehicle width direction, respectively.

  In FIG. 1, a portion surrounded by a two-dot chain line indicates a range of the upper roof UR, and the two-dot chain line indicates an outer edge of the upper roof UR. As shown in the figure, the two impact absorbing members 10 are installed at portions including left and right corners on the front side of the vehicle body of the upper roof UR.

  By the way, FMVSS201 has a vehicle interior crash test using a dummy head that simulates the passenger's head as a method of measuring the head injury value (HIC), which is an evaluation value of the passenger's head protection performance against the vehicle interior impact. The measurement method by is specified. This vehicle interior collision test is performed by causing a dummy head to collide with each impact point in the vehicle interior defined by FMVSS201. FMVSS201 defines the weight, dimensions, and shape of the dummy head for the vehicle interior crash test.

FIG. 3 shows a cross-sectional structure of the vehicle body roof structure along line 3-3 in FIG. In addition, the cross section shown to the figure is a cross section including the installation location of the impact-absorbing member 10 of the vehicle body right side.
As shown in the figure, the vehicle body roof structure of the present embodiment includes a roof panel 20 that is an outer plate material of the roof portion RF, and a roof lining 21 that is an interior material of the roof portion RF. The roof panel 20 is joined to the outside of the vehicle body of each of the skeleton members (11 to 14) of the roof portion RF. In the portion shown in the figure, the roof panel 20 is joined to the roof side rail 11 at the outer end in the vehicle width direction. ing. On the other hand, the roof lining 21 is installed at a distance from the roof panel 20 in a state where the roof lining 21 is stretched to the passenger compartment side of the skeleton members (11 to 14) of the roof portion RF. In the present embodiment, a non-woven fabric molded product is employed as the roof lining 21.

  The impact absorbing member 10 is installed in a portion between the roof panel 20 and the roof lining 21. A curtain airbag 22 for protecting an occupant in the event of a collision with the side portion of the passenger compartment is provided on the roof side of the roof portion RF at a portion on the outer side in the vehicle width direction of the shock absorbing member 10 at the installation location. It is fixed to the rail 11 and is installed in a state where the lower side of the passenger compartment is covered with a roof lining 21.

  FIG. 4 shows a perspective structure of the shock absorbing member 10. Each arrow shown in the figure indicates a direction corresponding to each direction of the vehicle body in the shock absorbing member 10 in a state assembled to the vehicle body. Hereinafter, in the shock absorbing member 10, the front side, the rear side of the vehicle body, the upper side of the vehicle body, and the lower side of the vehicle body when the vehicle body is assembled will be referred to as the front side, the rear side, the upper side, and the lower side, respectively. .

  The shock absorbing member 10 is made of a resin plate and has a flat pressure receiving surface portion 30. In addition, an inclined surface portion 31 inclined toward the upper side of the shock absorbing member 10 is provided in a portion of the shock absorbing member 10 on the front side of the pressure receiving surface portion 30 with respect to the shock absorbing member 10. A support surface portion 32, which is a surface substantially parallel to the pressure receiving surface portion 30, is provided on the front side of the shock absorbing member 10 with respect to the inclined surface portion 31.

  Further, the shock absorbing member 10 is provided with four frustoconical leg portions 33 and 34 protruding toward the upper side of the shock absorbing member 10. The upper end surfaces (hereinafter, referred to as upper end surfaces) of the shock absorbing member 10 in the four leg portions 33 and 34 are located on the same plane as the plane on which the support surface portion 32 is located. Two of these leg portions (leg portions 34) are provided entirely on the pressure receiving surface portion 30. On the other hand, the remaining two leg portions 33 are provided so as to straddle the pressure receiving surface portion 30 and the inclined surface portion 31, and have a shape in which a portion intersecting the inclined surface portion 31 on the side surface of the truncated cone is missing. ing.

  As shown in FIG. 3, the shock absorbing member 10 is installed with the pressure receiving surface portion 30 in contact with the roof lining 21 and the upper end surfaces of the support surface portion 32 and the leg portions 33 and 34 in contact with the roof panel 20. Has been. Further, the support surface portion 32 is in contact with the roof panel 20 in the vicinity of the joint portion with the roof side rail 11.

  The point “RM” on the roof lining 21 shown in the figure is the position where the distance from the side outer edge of the roof part RF is “0.15 × D2”, that is, the upper roof in the cross section shown in the figure. A position corresponding to the outer edge of the UR is shown. Further, in the figure, a portion corresponding to the forehead of the dummy head DH is in contact with the position corresponding to the outer edge RM of the upper roof UR in the cross section shown in the figure by the one-dot chain line. Shown in state. In the figure, L1 is the distance from the position corresponding to the forehead to the position corresponding to the eyes in the dummy head DH, and L2 is the distance from the position corresponding to the forehead to the position corresponding to the nose of the dummy head DH. Respectively.

  In the vehicle body roof structure of the present embodiment, the shock absorbing member is in a state where it is in contact with the roof lining 21 at the pressure receiving surface portion 30 at the portion corresponding to the outer edge RM of the upper roof UR at the installation location of the shock absorbing member 10 in the roof portion RF. 10 is installed. On the other hand, in the roof portion RF, the portion from the outer side in the vehicle width direction of the pressure receiving surface portion 30 of the shock absorbing member 10 to the curtain airbag 22 is a region where there is no structure that abuts and supports the roof lining 21 (hereinafter referred to as the roof structure RF). , Described as a void region 23). Here, the distance from the outer edge RM of the upper roof UR to the outer end in the vehicle width direction of the pressure receiving surface portion 30 is shorter than the distance L1 from the position corresponding to the forehead to the position corresponding to the eyes in the dummy head DH. The distance from the outer edge RM of the upper roof UR to the curtain airbag 22 is longer than the distance L2 from the position corresponding to the forehead to the position corresponding to the nose tip in the dummy head DH. Therefore, in the vehicle body roof structure of the present embodiment, the roof lining 21 is provided at a portion from the position where the distance from the outer edge of the upper roof UR toward the outer edge of the roof portion RF is L1 to the position where the distance is L2. A void region 23 is provided, which is a region where there is no structure that abuts and supports the structure.

  Incidentally, a region C in the gap region 23 shown in the figure is a wiring space for cables and wire harnesses. In addition, since a cable and a wire harness are not wired with very high tension, even if it touches the roof lining 21, it does not correspond to the structure which contacts and supports the roof lining 21.

(Operational effects of the first embodiment)
Then, the effect of the vehicle body roof structure of this embodiment comprised as mentioned above is demonstrated.
There is a possibility that the passenger's head thrown out from the front seat may collide with the compartment side portion of the roof portion RF where the shock absorbing member 10 is installed when the vehicle body B rolls over. At this time, in the vehicle body roof structure of the present embodiment, the pressure receiving surface portion 30 of the impact absorbing member 10 installed in contact with the roof lining 21 receives an impact load. The impact load is transmitted to the roof panel 20 via the leg portions 33 and 34 of the impact absorbing member 10, and thereby the roof panel 20 is elastically deformed upward of the vehicle body.

  The contact portions of the roof panel 20 with the leg portions 33 and 34 of the shock absorbing member 10 are portions having high rigidity close to the joint portions with the roof side rail 11 that is a skeleton material. Therefore, the elastic deformation of the roof panel 20 at this time is limited, and the leg portions 33 and 34 and the inclined surface portion 31 of the shock absorbing member 10 are compressed between the roof lining 21 and the roof panel 20. And the leg parts 33 and 34, the inclined surface part 31, etc. deform | transform by the compression, and come to absorb an impact load. As described above, the impact absorbing member 10 is close to the roof side rail 11 and exhibits an impact absorbing effect against a vehicle interior collision of an occupant's head to a portion where the rigidity of the roof panel 20 is high.

  The impact absorbing member 10 is installed in a state of being in contact with the roof panel 20 at the support surface portion 32 in addition to the upper end surfaces of the leg portions 33 and 34. The contact portion of the roof panel 20 with the support surface portion 32 is closer to the joint portion with the roof side rail 11 than the contact portion with the upper end surfaces of the leg portions 33 and 34, and is a portion having higher rigidity. . Therefore, when an impact load is input to the pressure receiving surface portion 30, the impact absorbing member 10 is firmly supported on the roof panel 20 side, and the deformation of the impact absorbing member 10 at the time of a vehicle interior collision is eventually affected by the deformation. Load absorption will be promoted.

  By the way, as shown in FIG. 5, an occupant's head MH collides with an installation location of the shock absorbing member 10 located on the outer side in the vehicle width direction from the front seat, with the face facing outward in the vehicle direction. Sometimes. The figure shows a state where the forehead portion of the passenger's head MH collides with a position corresponding to the outer edge RM of the upper roof UR.

  In such a case, first, the forehead portion of the head MH collides with the roof lining 21. Hereinafter, the collision of the head MH at the forehead portion at this time will be referred to as a primary collision. Incidentally, since the primary collision of the head MH to the roof portion RF occurs after a time from the collision of the vehicle body B, the curtain airbag 22 has already been deployed when the primary collision occurs.

  The impact load due to the primary collision of the head MH is transmitted from the roof lining 21 with which the head MH collides to the impact absorbing member 10 through the pressure receiving surface portion 30 in contact with the roof lining 21, and further through the impact absorbing member 10. It is transmitted to the panel 20. Then, the roof panel 20 to which the impact load is transmitted is elastically deformed as shown by a one-dot chain line in FIG.

  After that, if the head MH advances in the collision direction while maintaining the posture, the elastic deformation of the roof panel 20 eventually reaches its limit, and the shock absorbing member 10 is compressed between the roof panel 20 and the roof lining 21. The leg portions 33, 34 and the like are deformed to absorb the impact load.

  However, the facet joint of the cervical vertebra of the human body has a structure that is highly movable in the direction of swinging the face vertically. Therefore, after the primary collision, as shown by a two-dot chain line in the drawing, the head MH rotates around the forehead in the direction of protruding the jaw forward. Then, the rotation causes the head MH to collide with the roof lining 21 again at a portion below the forehead. Hereinafter, the re-collision of the head MH at this time is referred to as a secondary collision. In many cases, such a secondary collision is considered to occur in the portion from the eyes to the nose of the head MH.

  Here, consider the case where the shock absorbing member 10 is configured such that the pressure-receiving surface portion 30 is extended to the position where the secondary collision occurs, as indicated by a broken line in FIG. In this case, when the secondary collision occurs earlier than the deformation of the impact absorbing member 10 due to the impact of the primary collision, the impact load is dispersed at the location where the primary collision occurs and the location where the secondary collision occurs, thereby absorbing the impact. Deformation of the portion corresponding to the occurrence of the primary collision in the member 10 is suppressed. Thus, if there is a structure that abuts and supports the roof lining 21 at the position where the secondary collision occurs in the roof portion RF, only the primary collision occurs and the secondary collision follows the secondary collision. A difference occurs in the impact absorbing effect exhibited by the impact absorbing member 10 when the next collision occurs.

  By the way, when a primary collision occurs at a portion outside the vehicle width direction for a certain distance from the point RM in the roof portion RF, the chin portion is moved to the vehicle before the secondary collision to the roof lining 21 occurs. Collides with the side of the room. Further, at a portion inside the vehicle width direction at a certain distance or more than the point RM, the head MH collides near the top of the head at an angle close to the head of the occupant seated on the front seat and near the vertical. Therefore, the secondary collision due to the rotation of the head MH as described above hardly occurs except when the primary collision occurs in a limited range in the vicinity of the outer edge RM of the upper roof UR.

  On the other hand, in the vehicle body roof structure of the present embodiment, the roof lining 21 is brought into contact with the portion where the secondary collision occurs when the primary collision occurs in the vicinity of the outer edge RM of the upper roof UR. A void region 23 is provided in which there is no supporting structure. Therefore, a larger rotation of the head MH after the primary collision is allowed, and accordingly, a time margin for the shock absorbing member 10 to absorb the impact of the primary collision is created. Therefore, in the vehicle body roof structure of the present embodiment, even when a secondary collision as described above occurs, it is possible to more suitably absorb the impact of the passenger's head at the time of a vehicle interior collision.

  In addition, according to rotation of the head MH after a primary collision, the part which receives the impact load from the head MH in the pressure receiving surface part 30 of the impact-absorbing member 10 will gradually move to the vehicle width direction outer side. On the other hand, in the shock absorbing member 10, the leg portion 33 provided on the outer side in the vehicle width direction among the four leg portions 33 and 34 has a shape in which the side circumferential surface on the outer side in the vehicle width direction is partially missing. Thus, the shock absorbing member 10 is easily deformed with respect to the input of the load to the outer side in the vehicle width direction of the pressure receiving surface portion 30. Therefore, when the head MH collides with the rotation after the primary collision, the deformation of the impact absorbing member 10 is promoted, and the impact load can be absorbed more effectively.

  As described above, in this embodiment, by providing the gap region 23 having an appropriate width outside the shock absorbing member 10 in the roof portion RF, the protection performance of the passenger's head against a vehicle interior collision is enhanced. As described above, the gap region 23 can also be used as a wiring space for cables and wire harnesses.

(Second Embodiment)
Next, a second embodiment of the vehicle body roof structure will be described in detail with reference to FIG. In addition, in this embodiment, about the structure which is common in the said embodiment, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  In the first embodiment, the shock absorbing member is configured by the resin plate material provided with the legs 33 and 34. However, if the member can absorb the shock, the other members are employed as the shock absorbing member. can do. The vehicle body roof structure of the present embodiment employs a foamed resin molded product as an impact absorbing member.

  As shown in FIG. 6, the vehicle body roof structure of the present embodiment has the same configuration as that of the first embodiment except for the configuration of the impact absorbing member. The shock absorbing member 40 employed in the vehicle body roof structure of the present embodiment is a foamed resin molded product as described above, and has the following shape.

  That is, the shock absorbing member 40 has a substantially block shape in which two opposing surfaces are a panel contact surface 41 that contacts the roof panel 20 and a lining contact surface 42 that contacts the roof lining 21. Note that a stepped portion 43 that is recessed from the lining contact surface 42 side to the panel contact surface 41 side is provided at the end of the shock absorbing member 40 that is on the outer side in the vehicle width direction when assembled to the roof portion RF. Is provided.

  In the vehicle body roof structure of the present embodiment, the shock absorbing member 40 made of such a foamed resin molded product is in contact with the roof panel 20 at the panel contact surface 41, and between the roof panel 20 and the roof lining 21. It is installed in the part of. At a position corresponding to the outer edge RM of the upper roof UR in the roof portion RF, the impact absorbing member 40 is installed in a state of being in contact with the roof lining 21 at the lining contact surface 42. On the other hand, in the shock absorbing member 40 assembled to the roof portion RF, the distance from the position corresponding to the outer edge RM of the upper roof UR to the outer end in the vehicle width direction of the lining contact surface 42 corresponds to the forehead of the dummy head DH. It is shorter than the distance L1 from the position to the position corresponding to the eyes. Similarly to the vehicle roof structure of the first embodiment, the distance in the vehicle width direction from the position corresponding to the outer edge RM of the upper roof to the curtain airbag 22 is from the position corresponding to the forehead to the position corresponding to the nose tip in the dummy head DH. Is longer than the distance L2. Therefore, also in the vehicle body roof structure of the present embodiment, the distance from the outer edge RM of the upper roof UR to the outer edge side of the roof portion RF from the position where the shock absorbing member 40 is installed in the roof portion RF is L1. In a portion up to a position where the distance becomes L2, a gap region 44 is provided, which is a region where the structure supporting the roof lining 21 is not present.

  Even in the vehicle body roof structure of the present embodiment, the roof lining 21 is applied to the portion where the secondary collision occurs when the primary collision of the occupant's head occurs at a position near the outer edge RM of the upper roof UR. It is a void area 44 where there is no structure that is in contact with and supporting. Therefore, even when a secondary collision of the head MH with the roof lining 21 occurs, it is possible to more suitably absorb the impact of the passenger's head at the time of the vehicle interior collision.

  Further, in the impact absorbing member 40, the panel contact surface 41 extends to the vicinity of the joint portion of the roof panel 20 with the roof side rail 11. Therefore, in the roof panel 20, it is possible to receive an impact load at a portion having high rigidity near the roof side rail 11, and it is possible to absorb the deformation of the impact absorbing member 10 at the time of a vehicle interior collision, and thus absorb the impact load due to the deformation. Can be promoted.

  In the impact absorbing member 40 having the stepped portion 43 as described above, the stepped portion 43 whose cross-sectional area changes when an impact load of a certain level or more is input to the outer portion of the lining contact surface 42 in the vehicle width direction. Stress concentrates on the base part of the shock absorbing member 40 at the base part. The impact load is absorbed even by the breakage. For this reason, when the head MH collides with the rotation after the primary collision, the impact load can be absorbed more effectively.

In addition, the said embodiment can also be changed and implemented as follows.
In the above embodiment, the shock absorbing member is provided on the outer side of the roof portion RF in the vehicle width direction. However, the shock absorbing member is provided on the front portion of the front seat of the vehicle body on the roof portion RF. May be installed in a portion of the roof portion RF different from the above-described embodiment. In any case, if the impact absorbing member is installed so as to satisfy both of the following (a) and (b), even if a secondary collision occurs due to the rotation of the head after the primary collision, The applied impact can be suitably mitigated. (A) The impact absorbing member is installed in contact with the roof lining 21 at a position corresponding to the outer edge RM of the upper roof UR in the installation location of the impact absorbing member in the roof portion RF. (B) A portion from the position where the distance from the outer edge RM of the upper roof UR to the outer edge side of the roof RF is L1 to the position where the distance is L2 in the installation place of the shock absorbing member in the roof RF In the following, a secondary collision occurrence region) is provided with a void region where there is no structure that abuts and supports the roof lining 21.

  In the roof portion RF, the range of the portion where the impact absorbing member is installed in contact with the roof lining 21 includes a position corresponding to the outer edge RM of the upper roof UR, and as long as a gap region is provided in the secondary collision occurrence region It may be changed as appropriate. In addition, the range of the portion where the gap region is provided in the roof portion RF includes the secondary collision occurrence region, and an impact absorbing member is installed in contact with the roof lining 21 at a position corresponding to the outer edge RM of the upper roof UR. As long as it is, it may be changed appropriately.

  DESCRIPTION OF SYMBOLS 10,40 ... Shock absorbing member, 20 ... Roof panel, 21 ... Roof lining, 23, 44 ... Gap area, RF ... Roof part, UR ... Upper roof, DH ... Dummy head, MH ... Crew head, RM ... Upper roof Outer edge.

Claims (1)

A structure that constitutes a roof portion of a vehicle body, the roof panel being an outer plate material of the roof portion, the roof lining that is an interior material of the roof portion, and the roof panel in contact with the roof panel and the roof panel In a vehicle body roof structure comprising an impact absorbing member installed in a portion between roof linings,
L1 is the distance from the position corresponding to the forehead to the position corresponding to the eyes in the dummy head for the vehicle interior crash test prescribed in US Automobile Safety Standard No. 201, and corresponds to the tip of the nose from the position corresponding to the forehead of the dummy head When the distance to the position to do is L2,
The impact absorbing member is installed in contact with the roof lining at a portion of the roof portion where the impact absorbing member is installed and which corresponds to the outer edge of the upper roof defined in the US Automobile Safety Standard No. 201. And
In addition, the roof lining is in contact with a portion from the position where the distance from the position corresponding to the outer edge of the upper roof to the outer edge side of the roof portion is L1 to the position where the distance is L2 in the installation location. A vehicle body roof structure characterized in that a void area is provided in which no supporting structure exists.

Images