JP2018118697A - Side-part vehicle body structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a side-part vehicle body structure for a vehicle, in which an extension member is connected to a base member while a weight increase is restricted.SOLUTION: An extension member 30 has a connection upper-plate part 44, a connection lower-plate part 45, and a connection side-plate part 46, all of which are placed upon a base member 10; at least one of the connection upper-plate part 44 and the connection lower-plate part 45 includes a smaller part 47 or 49, respectively, which decreases in dimension in a vehicle width direction toward a center pillar 105; a longitudinal dimension L1 of an outer-end portion in the vehicle width direction is greater than a longitudinal dimension L2 of an inner-end portion in the vehicle width direction; and the outer-end portion in the vehicle width direction is connected to the upper-end portion or lower-end portion of the connection side-plate part 46 to form a ridge line in a boundary portion between them.SELECTED DRAWING: Figure 3

Description

    The present invention relates to a side body structure of a vehicle.

  A side sill located below the center pillar of an automobile includes a side sill reinforcement as a reinforcing member (see FIG. 5 of Patent Document 1).

JP 2011-88596 A

  By the way, in recent years, there is a need to make the body frame of the base vehicle and the derivative vehicle derived from the base vehicle as common as possible. In order to use it, it is conceivable to extend the side sill reinforcement by connecting an extension member to the base member constituting the side sill reinforcement. In this case, if a part of the base member and a part of the extension member are overlapped and the overlapped overlapping portion is welded, the extension member can be firmly fixed to the base member.

  If another vehicle collides with the side of the vehicle (side collision), a large load is applied to the side sill reinforcement via the center pillar or the like. In this case, the overlap portion where the base member and the extension member overlap has a larger plate thickness than the other portion, and there is a difference in strength between the other portion, so the boundary portion between the overlap portion and the other portion. There is a risk of stress concentration.

  In contrast, for example, if the thickness of the base member other than the overlapped portion is increased, there is no difference in strength between the overlapped portion and the other portion, and stress is concentrated at the boundary portion. Can be prevented. However, in this case, since the thickness of the portion other than the overlapped portion of the base member is increased, a new problem arises in that the weight of the side sill reinforcement increases and consequently the weight of the vehicle increases.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a side body structure of a vehicle in which the extension member is connected to the base member while suppressing an increase in weight.

  A side body structure of a vehicle according to an aspect of the present invention includes a side sill that extends in a vehicle longitudinal direction at a vehicle width direction end portion at a lower portion of the vehicle body, and a center pillar that extends upward from the middle portion of the side sill, The side sill includes a base member that is fixed to a lower portion of the center pillar and extends in the front-rear direction, and an extension member that is connected to the front end portion or the rear end portion of the base member and extends in the front-rear direction. Has a U-shaped basic protrusion that extends in the front-rear direction and protrudes outward in the vehicle width direction, and the extension member extends in the front-rear direction and protrudes outward in the vehicle width direction. And a connecting portion that extends from the extended convex portion toward the center pillar and is superimposed on the basic convex portion from the inside in the vehicle width direction, and the connecting portion is an inner peripheral upper surface of the basic convex portion Connected top plate fixed to A connection lower plate portion fixed to the inner peripheral lower surface of the foundation convex portion, and a connection side plate portion fixed to the inner peripheral side surface of the foundation convex portion, and the connection upper plate portion and the connection lower portion At least one of the plate portions includes a reduced portion whose size in the vehicle width direction decreases as it approaches the center pillar, and the front-rear direction size of the outer end portion in the vehicle width direction is larger than the front-rear direction size of the inner end portion in the vehicle width direction. And the outer end portion in the vehicle width direction is connected to the upper end portion or the lower end portion of the connecting side plate portion, and a ridge line is formed at the boundary portion thereof.

  In this configuration, at least one of the upper connecting plate portion and the lower connecting plate portion includes a reduced portion that becomes smaller in the vehicle width direction as it approaches the center pillar. Thereby, in the part corresponding to the reduction | decrease part in the superposition | polymerization part with which a base member and an extension member overlap, intensity | strength falls gradually as it approaches a center pillar. Therefore, a difference in strength is unlikely to occur at the boundary portion between the overlapped portion and the other portion, and stress can be prevented from concentrating on the boundary portion. This eliminates the need to increase the thickness of the base member other than the overlapped portion.

  In the above configuration, a ridge line is formed at the boundary between the outer end portion of at least one of the connecting upper plate portion and the connecting lower plate portion and the upper end portion or the lower end portion of the connecting side plate portion. That is, since the connecting portion has a ridge line at the outer end portion in the vehicle width direction that receives the load from the base member, the strength against the load received from the base member can be efficiently ensured. Therefore, for the purpose of ensuring the strength of the connecting portion, it is not necessary to unnecessarily lengthen the connecting portion in the front-rear direction or increase the plate thickness. As described above, according to the above configuration, there is no need to increase the plate thickness of portions other than the overlapping portion of the base member, and it is not necessary to increase the longitudinal dimension or plate thickness of the connecting portion. An increase in the weight of the structure can be suppressed.

  In the vehicle side part vehicle body structure described above, a bead extending in the front-rear direction may be formed on the connection side plate part.

  According to this configuration, since the bead is formed on the connecting side plate portion to which a large load is applied from the base member at the time of a side collision, the strength against the load received from the base member can be more efficiently ensured. As a result, an increase in the weight of the side body structure of the vehicle can be further suppressed.

  Further, in the vehicle side part vehicle body structure described above, at least one of the connection upper plate portion and the connection lower plate portion is a first welding point that is a welding point with the basic convex portion, and the basic convex portion. A welding point between the second welding point located closer to the center pillar than the first welding point and the base convex portion, and closer to the center pillar than the second welding point. A second welding point, and the second welding point may be located on the inner side in the vehicle width direction than a virtual line connecting the first welding point and the third welding point.

  Here, in the case of a side collision, the load is transmitted to the side sill via the center pillar, so that a large force is applied to the third welding point closest to the center pillar. In particular, when the first welding point, the second welding point, and the third welding point are aligned, the force applied to the third welding point is very large compared to the adjacent second welding point. Therefore, it is necessary to take measures such as increasing the number of welding points and increasing the joint strength, which reduces productivity. On the other hand, in the above configuration, the second welding point is located on the inner side in the vehicle width direction with respect to the imaginary line connecting the first welding point and the third welding point. Therefore, the load on the third welding point can be reduced accordingly. Therefore, according to said structure, the force concerning each welding point can be disperse | distributed and the intensity | strength of a side sill can be improved, without reducing productivity.

  As described above, according to the above configuration, it is possible to provide a side body structure of a vehicle in which an extension member is connected to a base member while suppressing an increase in weight.

FIG. 1 is a perspective view of a side sill reinforcement. 2 is a cross-sectional view taken along the line II-II in FIG. FIG. 3 is an enlarged view of the extension member. FIG. 4 is a plan view of the extension member. FIG. 5 is a bottom view of the extension member.

  Hereinafter, a side body structure of a vehicle according to an embodiment of the present invention will be described focusing on side sill reinforcement. In addition, the concept of the direction in the following description shall correspond with the concept of the direction seen from the driver | operator of the driver's seat. The side sill reinforcements are provided on both the left and right sides of the vehicle, and the left and right side sill reinforcements are formed symmetrically. Therefore, the right side sill reinforcement is described below, and the description of the left side sill reinforcement is omitted.

  FIG. 1 is a perspective view of a side sill reinforcement 100. The direction toward the lower right side of FIG. 1 is the front, the direction toward the upper left side of the paper is the rear, the direction toward the front of the page is outward in the vehicle width direction, and the direction toward the rear of the page is the vehicle width direction. Inward (same for FIG. 3). 2 is a cross-sectional view taken along arrow II-II in a cross section perpendicular to the front-rear direction along the alternate long and short dash line in FIG. The right side of the drawing in FIG. 2 is the outside in the vehicle width direction, and the left side of the drawing is the inside in the vehicle width direction.

  2, the side sill reinforcement 100 includes a side sill inner 101 (not shown in FIG. 1) that covers the side sill reinforcement 100 from the inside in the vehicle width direction and a side sill outer 102 (not shown in FIG. 1) that covers the side sill reinforcement 100 from the outside in the vehicle width direction. The side sill 103 is configured together with the unillustrated). The side sill reinforcement 100 has a function as a reinforcing member of the side sill 103. The side sill 103 is a portion of the side body structure of the vehicle that extends in the longitudinal direction of the vehicle body at the vehicle width direction end of the lower portion of the vehicle body.

  As shown in FIG. 1, the side sill reinforcement 100 includes a base member 10 and an extension member 30 connected to a rear end portion of the base member 10. The base member 10 is a member used in a base vehicle (not shown). By connecting an extension member 30 to the base member 10, the base member 10 has a longer wheel base than the base vehicle (the vehicle of the present embodiment). ) Can be used. In this embodiment, the extension member 30 is connected to the rear end portion of the base member 10, but may be connected to the front end portion of the base member 10, and the extension member 30 may be connected to the front end portion and the rear end portion of the base member 10. It may be connected to both. Hereinafter, the base member 10 and the extension member 30 will be described in order.

<Base material>
The base member 10 is fixed to a lower portion of the center pillar reinforcement 104. The base member 10 extends in the front-rear direction, and a tip portion of the base member 10 is fixed to a lower portion of a front pillar reinforcement (not shown). The center pillar reinforcement 104 is a reinforcing member that forms a part of the center pillar 105 and is provided inside the center pillar 105. The front pillar reinforcement is a reinforcing member that forms part of the front pillar and is provided inside the front pillar. The center pillar 105 is a portion that extends upward from the middle portion of the side sill 103 in the side body structure of the vehicle.

  The base member 10 is formed by pressing a plate material. The base upper flange portion 11 is located in the upper portion and extends in the front-rear direction. The base lower flange portion 12 is located in the lower portion and extends in the front-rear direction. It has the base convex part 13 which is located between the upper flange part 11 and the base lower flange part 12, and extends in the front-back direction. The foundation upper flange portion 11 and the foundation lower flange portion 12 are located on the same plane perpendicular to the vehicle width direction, and both are fixed to the side sill inner 101 (see FIG. 2).

  As shown in FIG. 2, the basic convex portion 13 protrudes outward in the vehicle width direction and has a U-shaped cross section that opens in the vehicle width direction. The base convex portion 13 is positioned at an upper portion and extends substantially horizontally, a base upper plate portion 14 positioned at a lower portion and extends substantially horizontally, and is positioned at an outer portion in the vehicle width direction. And a foundation side plate portion 16 extending vertically. As shown in FIG. 1, a notch 17 is formed at the rear end of the base side plate portion 16, and an opening 18 is formed in front of the notch 17.

<Extension member>
The extension member 30 has a front portion fixed to the base member 10 and a rear portion fixed to a lower portion of the rear pillar reinforcement 106. The rear pillar reinforcement 106 described above constitutes a part of the rear pillar 107 and is a reinforcing member provided inside the rear pillar 107.

  The extension member 30 is formed by pressing a plate material in the same manner as the base member 10. The extension member 30 includes an extended upper flange portion 31 positioned in the upper portion and extending in the front-rear direction, an extended lower flange portion 32 positioned in the lower portion and extending in the front-rear direction, an extended upper flange portion 31 and an extended lower flange portion 32. And an extended convex portion 33 that is positioned between and extends in the front-rear direction. The extended upper flange portion 31 and the extended lower flange portion 32 are located on the same plane perpendicular to the vehicle width direction, and both are fixed to the side sill inner 101 (see FIG. 2).

  The extended convex portion 33 has the same shape as the basic convex portion 13. That is, the extended convex part 33 protrudes outward in the vehicle width direction, and has a U-shaped cross section that opens in the vehicle width direction. The extension convex portion 33 is positioned at the upper portion and extends substantially horizontally, the extension upper plate portion 34 is positioned at the lower portion and extends substantially horizontally and is positioned at the outer portion in the vehicle width direction. And an extended side plate portion 36 extending vertically.

  Here, FIG. 3 is an enlarged view of the extension member 30. FIG. 4 is a plan view of the extension member 30, and FIG. 5 is a bottom view of the extension member 30. 3 to 5, the base member 10 is omitted so that the front portion of the extension member 30 appears. In FIG. 4, the upper side in the drawing is the inner side in the vehicle width direction, the lower side in the drawing is the outer side in the vehicle width direction, the right side is the front side, and the left side is the rear side. 5 is the vehicle width direction outward, the paper lower is the vehicle width direction inward, the paper right side is the front, and the paper left side is the rear.

  As shown in FIG. 3, the extending member 30 has a connecting portion 40. As shown in FIG. 2, the connecting portion 40 is a portion fixed to the base member 10, and is located on the inner side in the vehicle width direction than the base convex portion 13, and overlaps the base convex portion 13 from the inner side in the vehicle width direction. It is matched.

  The connection portion 40 includes a connection upper flange portion 41, a connection lower flange portion 42, a connection upper plate portion 44, a connection lower plate portion 45, and a connection side plate portion 46.

  The connected upper flange portion 41 is continuous from the extended upper flange portion 31 and extends from the extended upper flange portion 31 toward the center pillar 105 (center pillar reinforcement 104). Further, the lower end portion of the connection upper flange portion 41 and the inner end portion in the vehicle width direction of the connection upper plate portion 44 are connected. The connection upper flange part 41 is fixed to the inner side surface in the vehicle width direction of the foundation upper flange part 11 by welding. 3 to 5 indicate welding points between the connecting portion 40 of the extension member 30 and the base member 10.

  The connecting lower flange portion 42 is continuous from the extended lower flange portion 32 and extends from the extended lower flange portion 32 toward the center pillar 105. Further, the upper end portion of the connection lower flange portion 42 and the inner end portion of the connection lower plate portion 45 in the vehicle width direction are connected. The connection lower flange part 42 is fixed to the inner side surface in the vehicle width direction of the foundation lower flange part 12 by welding.

  The connecting upper plate portion 44 is continuous from the extended upper plate portion 34 and extends from the extended upper plate portion 34 toward the center pillar 105. The outer end portion of the connecting upper plate portion 44 in the vehicle width direction and the upper end portion of the connecting side plate portion 46 are connected, and a ridge line is formed at the boundary portion between them. As shown in FIG. 4, the connection upper plate portion 44 has a substantially triangular shape in plan view, and the front-rear dimension L1 of the outer end portion in the vehicle width direction is the front-rear dimension of the inner end portion in the vehicle width direction. It is formed so as to be larger than L2.

  Further, the connection upper plate portion 44 includes an upper plate reduction portion 47 whose size in the vehicle width direction decreases as it approaches the center pillar 105. The outer edge forming the upper plate reduction portion 47 includes a linear upper plate inclined side 48 that is inclined so as to approach the outer end portion in the vehicle width direction of the connection upper plate portion 44 as it approaches the center pillar 105. .

  The connection upper plate portion 44 is fixed to the lower surface of the base upper plate portion 14, that is, the inner peripheral upper surface of the base convex portion 13 by welding. Here, the connection upper board part 44 of this embodiment has the 1st welding point 61, the 2nd welding point 62, and the 3rd welding point 63 as a welding point with the inner peripheral upper surface of the base convex part 13. FIG. .

  The first welding point 61 is located farthest from the center pillar 105 among the three welding points and in the vicinity of the outer end portion of the connection upper plate portion 44 in the vehicle width direction. The second welding point 62 is located closer to the center pillar 105 than the first welding point 61 and in the vicinity of the upper plate inclined side 48. The third welding point 63 is located closer to the center pillar 105 than the second welding point 62 and in the vicinity of the upper plate inclined side 48 in the vicinity of the outer end portion of the connection upper plate portion 44 in the vehicle width direction. Thus, in this embodiment, the welding points are not arranged in a line, and the second welding point 62 is located on the inner side in the vehicle width direction than the virtual line 108 that connects the first welding point 61 and the third welding point 63. doing.

  The connection lower plate portion 45 is configured in the same manner as the connection upper plate portion 44. That is, the connecting lower plate portion 45 is continuous from the extended lower plate portion 35 and extends from the extended lower plate portion 35 toward the center pillar 105. A vehicle width direction outer end portion of the connecting lower plate portion 45 and a lower end portion of the connecting side plate portion 46 are connected, and a ridge line is formed at the boundary portion thereof. As shown in FIG. 5, the connecting lower plate portion 45 has a substantially triangular shape in plan view, and the front-rear dimension L1 of the outer end portion in the vehicle width direction is the front-rear dimension of the inner end portion in the vehicle width direction. It is formed so as to be larger than L2.

  Further, the connecting lower plate portion 45 includes a lower plate reducing portion 49 whose size in the vehicle width direction becomes smaller as the center pillar 105 is approached. The outer edge forming the lower plate reducing portion 49 includes a linear lower plate inclined side 50 that is inclined so as to approach the outer end portion in the vehicle width direction of the connecting lower plate portion 45 as the center pillar 105 is approached. .

  The connecting lower plate portion 45 is fixed to the upper surface of the base lower plate portion 15, that is, the inner peripheral lower surface of the basic convex portion 13 by welding. Further, similarly to the connection upper plate portion 44, the connection lower plate portion 45 includes a first welding point 61, a second welding point 62, and a third welding point 63 as welding points with the inner peripheral lower surface of the base convex portion 13. Among these, the second welding point 62 is located on the inner side in the vehicle width direction with respect to the virtual line 108 connecting the first welding point 61 and the third welding point 63.

  As shown in FIG. 3, the connecting side plate portion 46 is continuous from the extended side plate portion 36 and extends from the extended side plate portion 36 toward the center pillar 105. The connection side plate portion 46 is formed so as to connect the vehicle width direction outer end portion of the connection upper plate portion 44 and the vehicle width direction outer end portion of the connection lower plate portion 45. The connection side plate portion 46 is formed in a rectangular shape in a side view, and a bead 51 extending in the front-rear direction is formed at a central portion in the vertical direction. The bead 51 has a groove shape recessed inward in the vehicle width direction, and can increase the strength of the connecting side plate portion 46.

  The connecting side plate portion 46 is fixed to the inner side surface of the base side plate portion 16 in the vehicle width direction, that is, the inner peripheral side surface of the base convex portion 13 by welding. The welding points for welding the inner peripheral side surfaces of the connecting side plate portion 46 and the base convex portion 13 are located on both sides of the upper portion and the lower portion of the bead 51 so as to sandwich the bead 51. Note that the notches 17 and the openings 18 formed in the base side plate portion 16 of the base convex portion 13 described above are located in a portion facing the bead 51 of the base side plate portion 16.

<Effects>
As described above, in the side body structure of the vehicle according to the present embodiment, the connection upper plate portion 44 of the extension member 30 has the upper plate reduction portion 47 and the connection lower plate portion 45 has the lower plate reduction portion 49. ing. Therefore, the overlapping portion where the base member 10 and the extension member 30 overlap has a lower strength as it approaches the center pillar 105, so that a large strength difference does not occur at the boundary portion with the portion closer to the center pillar 105 than the overlapping portion. It is possible to prevent stress from concentrating on the boundary portion in the case of a side collision. Accordingly, in order to eliminate the difference in strength, it is not necessary to increase the thickness of the portion closer to the center pillar 105 than the overlapped portion of the base member 10, so that an increase in the weight of the side body structure of the vehicle can be suppressed.

  In the present embodiment, ridge lines are formed at the boundary portion between the connection upper plate portion 44 and the connection side plate portion 46 and at the boundary portion between the connection lower plate portion 45 and the connection side plate portion 46. That is, the connecting portion 40 has a ridge line at the outer end portion in the vehicle width direction that receives a load from the base member 10. Therefore, the strength against the load received from the foundation member 10 is efficiently secured. As a result, in the present embodiment, it is not necessary to unnecessarily lengthen the connecting portion 40 in the front-rear direction or increase the plate thickness, and thus it is possible to suppress an increase in the weight of the side body structure of the vehicle.

  Furthermore, in this embodiment, since the bead 51 is formed in the connection side plate part 46, the strength with respect to the load received from the base member 10 of the connection part 40 can be ensured efficiently, and as a result, the side body structure of the vehicle side part can be ensured. The increase in weight can be further suppressed.

  In the present embodiment, the first welding point 61, the second welding point 62, and the third welding point 63 described above are not aligned on a straight line. Therefore, in the case of a side collision, compared with the case where each welding point is located in a straight line, a force is easily applied to the second welding point 62, and the burden on the third welding point 63 can be reduced. Therefore, it is not necessary to increase the number of welding points or increase the bonding strength, and productivity can be improved.

<Modifications>
The connecting portion 40 of the present embodiment extends from the extended upper flange portion 31, the extended lower flange portion 32, and the extended convex portion 33 toward the center pillar 105, but only from the extended convex portion 33 toward the center pillar 105. You may be comprised so that it may extend. That is, the connection part 40 does not need to have the connection upper flange part 41 and the connection lower flange part 42.

  Further, in the above, both the connection upper plate portion 44 and the connection lower plate portion 45 include the reduction portions 47 and 49, and any outer end portion in the vehicle width direction is connected to the connection side plate portion 46, and the boundary therebetween The case where the ridgeline was formed in the part was demonstrated. However, one of the connection upper plate portion 44 and the connection lower plate portion 45 includes the reduction portions 47 and 49, and one vehicle width direction outer end portion of the connection upper plate portion 44 and the connection lower plate portion 45. May be connected to the connecting side plate portion 46, and a ridgeline may be formed at these boundary portions.

  Moreover, in the above, when both the connection upper board part 44 and the connection lower board part 45 have the 1st welding point 61, the 2nd welding point 62, and the 3rd welding point 63 which are not located in a straight line. However, only one of the connection upper plate portion 44 and the connection lower plate portion 45 may have the welding points arranged in this way.

DESCRIPTION OF SYMBOLS 10 Base member 13 Base convex part 30 Extension member 33 Extension convex part 40 Connection part 44 Connection upper board part 45 Connection lower board part 46 Connection side board part 47 Upper board reduction part 49 Lower board reduction part 51 Bead 61 1st welding point 62 1st 2 welding points 63 3rd welding point 100 Side sill reinforcement 104 Center pillar reinforcement 105 Center pillar 108 Virtual line

Claims (3)

A side sill extending in the longitudinal direction of the vehicle body at the vehicle width direction end at the bottom of the vehicle body,
A center pillar extending upward from the middle part of the side sill, and
The side sill is
A base member fixed to the lower part of the center pillar and extending in the front-rear direction;
An extension member connected to the front end portion or the rear end portion of the base member and extending in the front-rear direction,
The base member has a base convex portion having a U-shaped cross section that extends in the front-rear direction and protrudes outward in the vehicle width direction.
The extension member extends in the front-rear direction and protrudes outward in the vehicle width direction, and has a U-shaped cross section, and extends from the extension protrusion toward the center pillar. A connecting portion that is overlapped,
The connection portion includes a connection upper plate portion fixed to the inner peripheral upper surface of the base convex portion, a connection lower plate portion fixed to the inner peripheral lower surface of the base convex portion, and an inner peripheral side surface of the base convex portion. A coupling side plate portion to be fixed,
At least one of the connection upper plate portion and the connection lower plate portion includes a reduced portion that decreases in the vehicle width direction as it approaches the center pillar, and the front-rear direction size of the outer end portion in the vehicle width direction is the vehicle width. A vehicle that is larger than the front-rear dimension of the inner end portion in the direction, and that the outer end portion in the vehicle width direction is connected to the upper end portion or the lower end portion of the connecting side plate portion, and a ridge line is formed at the boundary portion thereof. Side car body structure.   The side body structure of a vehicle according to claim 1, wherein a bead extending in the front-rear direction is formed on the connecting side plate portion. At least one of the connection upper plate portion and the connection lower plate portion is:
A first welding point which is a welding point with the basic convex part,
A second welding point that is a welding point with the base convex portion and is located closer to the center pillar than the first welding point;
A welding point with the base convex part, and a third welding point located closer to the center pillar than the second welding point,
The side body structure of a vehicle according to claim 1 or 2, wherein the second welding point is located on an inner side in a vehicle width direction than an imaginary line connecting the first welding point and the third welding point.

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