JP2021066268A - Side sill structure of automobile - Google Patents

Abstract

To prevent deformation of a center pillar to an indoor side by suppressing collapse of the closed cross-sectional structure of a side sill, which is formed by butting of a side sill stiffener and a side sill inner.SOLUTION: A side sill structure of an automobile includes a side sill 11 in which a stiffener 15 and an inner 16 are joined at upper and lower flanges 15a, 16a, 15b, 16b to form a closed cross section extending in the front-rear direction, a center pillar 12 having a lower end (center pillar outer 12c) joined (x mark 28) to a side wall of the stiffener 15, and a reinforcement plate 21 that is provided inside the side sill 11 to extend in the front-rear direction and is joined (joining portion 23) to an upper wall 15c of the stiffener 15. The side sill 11 has a welded portion in which an upper flange 15a of the stiffener 15 and an upper flange 16a of the inner 16 are welded to each other at a position where the upper wall 15c of the stiffener 15 is higher than an upper wall 16c of the inner 16. The reinforcement plate 21 is configured to have a side collision interference portion 21b that interferes with the upper wall 16c of the inner 16 in a side collision state.SELECTED DRAWING: Figure 4

Description

The present invention relates to a side sill structure of an automobile that suppresses the collapse of a closed cross section of the side sill when an object such as a vehicle collides with a side sill extending to the lower sides of both sides of the vehicle.

Conventionally, in the structure of the side sill extending in the front-rear direction straddling the base of the center pillar erected near the center in the front-rear direction of the vehicle, the reinforcing plate is joined in the U-shaped cross section of the side sill stiffener on the outside in the vehicle width direction. There is a side sill structure. As this structure, for example, there is one described in Patent Document 1.

In the structure of Patent Document 1, the upper wall of the side sill stiffener (also referred to as stiffener) to which the reinforcing plate is fixed inside is arranged at a position lower than the upper flange of the side sill inner (also referred to as inner), and both the stiffener and the inner are arranged. The upper flange is spot welded in contact. By fixing the reinforcing plate inside the stiffener, the lateral impact strength is improved.

Further, there is a structure of Patent Document 2 as this kind of side sill structure. In this structure, the upper flanges of both the stiffener and the inner are spot welded at the same height, and the lateral impact strength is formed by forming an inclined bending portion at the upper corner of the reinforcing plate fixed to the inside of the stiffener. Has been improved.

Japanese Unexamined Patent Publication No. 2008-239026 Japanese Unexamined Patent Publication No. 2007-191008

By the way, in addition to Patent Documents 1 and 2, depending on the side sill, there is a structure in which the upper wall of the stiffener is at a position higher than the upper wall of the inner and both upper flanges are joined. In the case of this structure, the upper flange of the stiffener is joined by spot welding at a position higher than the upper flange of the inner.

In the case of this side sill structure, when there is a side collision with the side sill, the upper flange of the high stiffener on the outside of the vehicle falls to the upper flange side of the lower inner of the vehicle, and both upper flanges tilt. At the time of this tilting, a shear load is applied in which the high upper flange moves upward with respect to the lower upper flange. Since spot welding is easily peeled off by a shearing force, the spot welding of both upper flanges will be peeled off when a shear load is applied. When the spot weld is peeled off, there is a problem that the closed cross-sectional structure of the side sill due to the butt of the stiffener and the inner collapses, and the center pillar tilts toward the indoor side and deforms.

The present invention has been made in view of such circumstances, and is capable of suppressing the collapse of the closed cross-sectional structure of the side sill due to the butting of the side sill stiffener and the side sill inner, and preventing the center pillar from being deformed to the indoor side. It is intended to provide a side sill structure.

In order to achieve the above object, the side sill structure of the automobile of the present invention includes a side sill in which the side sill stiffener and the side sill inner are joined by upper and lower flanges to form a closed cross section extending back and forth, and a lower end on the side wall of the side sill stiffener. The side sill includes a combined center pillar and a reinforcing plate extending in the front-rear direction inside the side sill and bonded to the upper wall of the side sill stiffener. The side sill has an upper wall of the side sill stiffener of the side sill inner. At a position higher than the upper wall, the upper flange of the side sill stiffener and the upper flange of the side sill inner have a welded portion, and the reinforcing plate interferes with the upper wall of the side sill inner in a lateral collision state. It is characterized by having a side collision interference portion.

According to the present invention, it is possible to suppress the collapse of the closed cross-sectional structure of the side sill due to the butting of the side sill stiffener and the side sill inner, and prevent the center pillar from being deformed to the indoor side.

It is a side view which shows the whole structure including the side sill structure of the automobile of this embodiment. It is a perspective view which shows the internal structure of a side sill. It is a perspective view of the cross section III-III of FIG. It is sectional drawing which looked at the cross section of FIG. 3 on the rear side. It is an enlarged view which emphasizes the structure in the broken line circle frame shown in FIG. It is a top view which shows the structure of the vicinity of the reinforcing plate on the bottom surface side of a vehicle. FIG. 2 is a sectional view taken along line VII-VII of FIG. FIG. 6 is a sectional view taken along line VIIII-VIIII of FIG. It is a perspective view which shows four bulkheads attached to a reinforcing plate. It is a perspective view which shows the structure of the side collision interference part of the reinforcement plate of the modification 1 of this embodiment. It is a side view which shows the structure of the side collision interference part of the reinforcement plate of the modification 2 of this embodiment.

<Structure of Embodiment>
Embodiments of the present invention will be described in detail with reference to FIGS. 1 to 11. In the description, the same elements are designated by the same reference numerals, and duplicate description will be omitted.

FIG. 1 is a side view showing an overall configuration including a side sill structure of an automobile (vehicle) of the present embodiment.
The vehicle 10 shown in FIG. 1 includes a side sill 11 having this characteristic structure and a center pillar 12. The side sill 11 and the center pillar 12 are arranged symmetrically on the left and right sides of the vehicle 10, and in this example, the right side of the vehicle is represented and the description thereof will be given. The center pillar 12 is erected at the center of the vehicle 10, and a side sill 11 extending in a tubular shape having a predetermined length in the front-rear direction of the vehicle is joined to the lower end of the center pillar 12. A front seat side door opening 13 is provided on the front side of the center pillar 12, and a rear seat side door opening 14 is provided on the rear side.

As shown in FIG. 2, a reinforcing plate 21 straddling the center pillar 12 is arranged inside the side sill 11 as seen through. A perspective view of a section III-III of the side sill 11 is shown in FIG. 3, and a cross-sectional view of the cross-sectional structure of FIG. 3 viewed from the front to the rear is shown in FIG.

As shown in FIGS. 3 and 4, the side sill 11 has a U-shaped cross-sectional side sill stiffener (stiffener) 15 arranged on the outside (right side) of the vehicle in the vehicle width direction and a U-shape arranged inside the stiffener 15. The side sill inners (inners) 16 having a cross-sectional shape are butted against each other to form a square closed cross section.

The stiffener 15 includes an upper flange 15a bent upward from this U-shaped cross-sectional shape and a lower flange 15b bent downward, and the inner 16 also includes an upper flange 16a and a lower flange 16b. The upper flanges 15a and 16a of both the stiffener 15 and the inner 16 are in a state where the upper wall 15c of the stiffener 15 (also referred to as the stiffener upper wall 15c) is higher than the upper wall 16c of the inner 16 (also referred to as the inner upper wall 16c). In the meantime, the center pillar inner 12a is sandwiched between the two, and the center pillar inner 12a is put into contact with the center pillar inner 12a, and spot welded as shown by the cross mark 22. This welded portion is called a spot welded portion (welded portion) 22. At least, the inner end of the stiffener upper wall 15c may be higher than the outer end of the inner upper wall 16c.

Further, both lower flanges 15b and 16b are spot-welded (not shown) with the center pillar panel 12b sandwiched in a state where the lower wall 15e of the stiffener 15 is higher than the lower wall 16e of the inner 16 in the same manner as described above. ing.

However, in FIG. 4, the center pillar panel 12b is not sandwiched between the lower flanges 15b and 16b, but there is a portion where the center pillar panel 12b is sandwiched at another position in the front-rear direction of the vehicle. Further, the lower end portion of the center pillar inner 12a and the upper end portion of the center pillar panel 12b are overlapped and connected, and FIG. 4 shows a state in which only the center pillar inner 12a is sandwiched between the upper flanges 15a and 16a. However, at other positions, there is a portion where both the center pillar inner 12a and the center pillar panel 12b are sandwiched between the upper flanges 15a and 16a of both (see FIG. 3).

A reinforcing plate 17a (FIG. 3) having an L-shaped cross section is fixed to the upper corner portion inside the U-shaped cross-sectional shape of the inner 16, and a reinforcing plate 17b (FIG. 3) having an L-shaped cross section is fixed to the lower corner portion. ing. The bent corners of the inner 16 are reinforced by these reinforcing plates 17a and 17b.

As shown in FIG. 4, inside the stiffener 15 having a U-shaped cross section, reinforcing plates 21 having a U-shaped cross section are arranged so that the U-shaped cross sections are aligned in the same direction. A predetermined portion of the reinforcing plate 21 is joined (also referred to as a joint portion 23) to the stiffener upper wall 15c by welding as indicated by a cross. Further, the vertical surface of the reinforcing plate 21 is abutted and connected to the inside of the vertical side wall 15d of the stiffener 15, and the lower end side of the center pillar outer 12c is abutted to the outside as shown by the cross mark 28. Is combined with.

The reinforcing plate 21 includes a side collision interference portion 21b. The side collision interference portion 21b extends from the coupling portion 23 (see FIG. 2) to the stiffener upper wall 15c to the inside of the vehicle in the vehicle width direction while being gradually separated and bent with respect to the upper wall 15c. It extends to a position close to the inner upper wall 16c. That is, the side collision interference portion 21b has the same height as the inner upper wall 16c. The side collision interference portion 21b interferes with the inner upper wall 16c via the center pillar panel 12b by only slightly moving to the inner 16 side at the time of side collision with the side sill 11.

As shown in FIG. 5 enlarged to emphasize the inside of the broken line round frame 24 shown in FIG. 2, the side collision interference portion 21b surrounded by the square frame 25 shown in the reinforcing plate 21 includes a recess 21c in which the reinforcing plate 21 is recessed. It is formed. The concave portion 21c is provided between two convex portions 21d and 21d provided apart from each other in the vehicle front-rear direction of the reinforcing plate 21. The convex portions 21d and 21d are connected to the stiffener upper wall 15c (see FIG. 4) as indicated by a cross. Further, on the outer side of the concave portion 21c in the vehicle width direction, a plurality of arranged convex portions 21e are connected to the stiffener upper wall 15c as indicated by a plurality of crosses. The plurality of convex portions 21e may form one longitudinal shape.

As shown in the plan view of the bottom surface of the vehicle in FIG. 6, the front support cross member 19 extending in the vehicle width direction to support the front portion of the front seat and the vehicle adjacent to the center pillar 12 (FIG. 2). It includes a rear support cross member 18 that extends in the width direction and supports the rear portion of the front seat. The reinforcing plate 21 extends at least between the front support cross member 19 and the rear support cross member 18, and the side collision interference portion 21b extends inward in the vehicle width direction at the lower end of the center pillar 12. The configuration is as follows. For example, the reinforcing plate 21 is extended with a length of equal to or greater than the distance L1 between the cross members 18 and 19 on both sides. In the case of this example, the rear end of the reinforcing plate 21 protrudes to the rear side of the rear support cross member 18, and the front end protrudes to the front side of the front support cross member 19.

Further, the side collision interference portion 21b of the reinforcing plate 21 is adjacent to the root portion of the center pillar 12, and is indicated by an arrow Y1 inward in the vehicle width direction from the base end portion 21h having a width W1 in the vehicle width direction as shown in FIG. It is formed by a width W2 which is an extension of the length shown by.

The center pillar outer 12c of the center pillar 12 shown in FIG. 2 has a front seat side door opening edge (also referred to as a door opening edge) 12e on the front seat side door opening 13 side. A second spot welded portion (second welded portion) 26 indicated by a cross is provided at the lower end of the door opening edge 12e of the center pillar outer 12c. A VII-VII cross section cut through the second spot weld 26 is shown in FIG.

In FIG. 7, between the upper flanges 15a and 16a of both the stiffener 15 and the inner 16, there is an overlapping portion spot-welded (spot welded portion 22) with the center pillar inner 12a described above interposed therebetween. The second spot welded portion 26 is an overlapping portion in which the center pillar inner 12a is sandwiched between the upper flange 16a of the inner 16 and the center pillar outer 12c and spot welded. That is, the inner 16 is welded by the spot welded portion 22 and the second spot welded portion 26.

As shown in FIG. 6, the reinforcing plate 21 having a U-shaped cross section has bulkheads 31a, 31b, 31c, 31d (FIG. 6) connected to three surfaces, an upper and lower surface which is an inner surface thereof and a side surface between the upper and lower surfaces. 9). The bulkheads 31a to 31d are arranged in a portion of the reinforcing plate 21 other than the side collision interference portion 21b formed. That is, the bulkheads 31a and 31b on the front side of the vehicle are arranged adjacent to the front support cross member 19 in the vehicle width direction, and the bulkheads 31c and 31d on the rear side are adjacent to the rear support cross member 18. They are arranged together. In other words, the reinforcing plate 21 is aligned with the front support cross member 19 via the front bulkheads 31a and 31b in the vehicle width direction, and the rear support cross via the rear bulkheads 31c and 31d. Aligned with member 18.

The side surface shapes of the bulkheads 31a to 31d are shown in FIG. 8 on behalf of the bulkheads 31c. FIG. 8 shows the side surface shape of the bulkhead 31c when viewed from the front side to the rear side of the vehicle in the VIII-VIII cross section of FIG. This side surface shape substantially follows the U-shaped cross-sectional shape of the reinforcing plate 21. Further, on the rear side of the side surface shape, there are two corner portions between the upper wall 21d and the side wall 21e of the reinforcing plates 21 located above and below the side wall 21e and the corner portion between the side wall 21e and the lower wall 21f. , It has a slanted shape (trapezoidal slanted shape) with a triangular cross section.

Further, as shown in FIG. 9, the bulkheads 31a to 31d have a vertically arranged plate shape, and the peripheral portion attached to the reinforcing plate 21 is laterally bent toward the front side or the rear side. This bent peripheral portion is joined to the upper wall 15c and the lower wall 15e of the stiffener 15 as shown by x marks 29a and 29b in FIG. 8, and is on the stiffeners abutting against each other as shown by the x mark 29c. It is joined to the wall 15c and the reinforcing plate upper wall 21d, and is joined to the stiffener side wall 15d and the reinforcing plate side wall 21e which are in contact with each other as shown by the cross mark 29d.

Further, as shown in FIG. 9, the two bulkheads 31a and 31b on the front side are connected by the connecting piece 31g, and the two bulkheads 31c and 31d on the rear side are connected by the connecting piece 31h.

As shown in FIG. 8, the rear support cross member 18 is aligned with the lower wall 16e of the inner 16 and is connected by the bracket 18a. Further, the floor panel 33 is placed on the rear support cross member 18, the floor panel 33 is raised upward, and the outer end surface of the floor panel 33 is connected to the side wall 16d of the inner 16. The raised portion is referred to as a raised portion 33a. A fuel tank or the like (not shown) can be stored on the raised portion 33a.

<Effect of embodiment>
As described above, the features of the side sill structure of the automobile of the present embodiment will be described.

(1) The side sill structure of an automobile consists of a side sill 11 that connects the stiffener 15 and the inner 16 with upper and lower flanges 15a, 16a, 15b, 16b to form a closed cross section extending forward and backward, and a lower end (center pillar) on the side wall of the stiffener 15. The center pillar 12 to which the outer 12c) is bonded (x mark 28) and the reinforcing plate 21 extending in the front-rear direction inside the side sill 11 and bonded to the upper wall 15c of the stiffener 15 (joining portion 23) are provided. .. The side sill 11 has a spot welded portion (welded portion) 22 in which the upper flange 15a of the stiffener 15 and the upper flange 16a of the inner 16 are welded at a position where the upper wall 15c of the stiffener 15 is higher than the upper wall 16c of the inner 16. The reinforcing plate 21 is configured to have a side collision interference portion 21b that interferes with the upper wall 16c of the inner 16 in a side collision state.

According to this configuration, at the time of side collision with the side sill 11, the side collision interference portion 21b of the reinforcing plate 21 moves, and the tip of the side collision interference portion 21b interferes with the inner upper wall 16c. Since this interference is performed only by slightly moving the side collision interference portion 21b, the upper flange 15a of the stiffener 15 does not fall and remains in the upright state. Therefore, since the upper flanges 15a and 16a of both the stiffener 15 and the inner 16 remain in the standing state in contact with each other, it is possible to prevent both the upper flanges 15a and 16a from falling over as in the conventional case. By this fall prevention, a shear load is not applied to the spot welds of both upper flanges 15a and 16a and the spot welds do not peel off, so that the spot welded portion 22 can be prevented from breaking.

Therefore, it is possible to suppress the collapse of the closed cross-sectional structure extending in the front-rear direction of the side sill 11 due to the abutment of the stiffener 15 and the inner 16 and prevent the center pillar 12 from being deformed to the indoor side. As a result, the side collision protection performance can also be increased.

The inner upper wall 15c is located higher than the inner upper wall 16c, and the inner upper wall 16c is arranged at a lower position in the vehicle interior by connecting both upper flanges 15a and 16a at the spot welded portion 22. Therefore, the indoor space can be expanded.

(2) The side collision interference portion 21b has a shape that bends away from the joint portion between the reinforcing plate 21 and the stiffener upper wall 15c at a distance from the upper wall 15c and extends to a position close to the inner upper wall 16c. And said.

According to this configuration, the side collision interference portion 21b can be formed in such a shape that the reinforcing plate 21 is bent and brought close to the inner upper wall 16c. Therefore, the reinforcing plate 21 can be easily manufactured, and the spot welds 22 of the upper flanges 15a and 16a of both the stiffener 15 and the inner 16 can be reinforced without modification.

(3) The side collision interference portion 21b is composed of a recess 21c in which the reinforcing plate 21 is recessed downward. The reinforcing plate 21 has a configuration having a plurality of connecting portions (plural x marks in FIG. 5) for connecting to the upper wall 15c of the stiffener 15 on the front and rear of the recess 21c and on the outside in the vehicle width direction.

According to this configuration, since the side collision interference portion 21b is a recess 21c in which the reinforcing plate 21 is recessed, the rigidity (shape rigidity) is higher than that of the flat surface. Further, it has a plurality of connecting portions for connecting to the upper wall 15c of the stiffener 15 on the front and rear of the recess 21c which is the reinforcing plate 21 and on the outside in the vehicle width direction. Therefore, since the side collision interference portions 21b have high rigidity and a plurality of them are connected to each other, they can reliably interfere with each other without bending when they interfere with the inner upper wall 16c due to the side collision.

(4) A front support cross member 19 that extends in the vehicle width direction to support the front portion of the front seat, and a rear that extends in the vehicle width direction adjacent to the center pillar 12 and supports the rear portion of the front seat. A support cross member 18 is further provided. The reinforcing plate 21 extends at least between the front support cross member 19 and the rear support cross member 18, and the side collision interference portion 21b extends inward in the vehicle width direction at the lower end of the center pillar 12. The configuration is as follows.

That is, the side collision interference portion 21b of the reinforcing plate 21 is adjacent to the root portion of the center pillar 12, and has an arrow Y1 inward in the vehicle width direction from the base end portion 21h having a width W1 (see FIG. 2) in the vehicle width direction. It is formed by a width W2 which is an extension of the length shown by.

According to this configuration, the side collision interference portion 21b can be formed only by extending the reinforcing plate 21 inward in the vehicle width direction (Y1 in FIG. 2), so that the side collision interference portion 21b can be easily formed. Further, since the side collision interference portion 21b has a shape that only extends the reinforcing plate 21 inward in the vehicle width direction, it can be formed with a small amount of material, and therefore the reinforcing plate 21 can be reduced in weight. Further, at the time of a side collision in the direction orthogonal to the vehicle width direction, the reinforcing plate 21 interferes with the cross members 18 and 19, and the side collision interference portion 21b interferes with the lower end of the center pillar 12 via the inner 16. Therefore, the lateral impact load can be greatly suppressed. Therefore, the occupant of the front seat can be protected from the side collision.

(5) The center pillar outer 12c forming the front seat side door opening edge 26 includes a second spot welded portion (second welded portion) 26 to be welded to the upper flange 16a of the inner 16. The side collision interference portion 21b of the reinforcing plate 21 is configured to be close to the lower end of the upper flange 16a of the inner 16 having the second spot welded portion 26.

According to this configuration, the following effects can be obtained. The root portion where the door opening edge 12e of the center pillar 12 is formed is a portion where the maximum stress acts at the time of lateral collision with the side sill 11. Therefore, if a second spot welded portion 26 in which the center pillar outer 12c is welded to the upper flange 15a of the inner 16 welded by the stiffener 15 and the spot welded portion 22 is provided, the spot welding breakage at the time of side collision can be further improved. Can be suppressed. As a result, the lateral collision performance can be improved more effectively.

(6) The reinforcing plate 21 has a U-shaped cross-sectional shape when viewed from the front-rear direction of the vehicle, and includes bulkheads 31a and 31b coupled to the inside of the reinforcing plate 21 having a U-shaped cross-sectional shape. The reinforcing plate 21 is arranged in the vehicle width direction with the front support cross member 19 via the bulkheads 31a and 31b.

According to this configuration, the reinforcing plate 21, the bulkheads 31a and 31b, and the front support cross member 19 are aligned in the vehicle width direction orthogonal to the vehicle front-rear direction. Therefore, as shown in FIG. 2, even if the spot welded portion 22 (FIG. 4) breaks from the root of the center pillar 12 and the break extends forward of the vehicle as shown by the arrow Y2, it is orthogonal to the extending direction. The three members aligned in the state work together to absorb the energy of elongation fracture. This can prevent the elongation of the fracture.

(7) In addition to the configuration of (6) above, the rear support cross member 18 is provided with bulkheads 31c and 31d coupled to the inside of the reinforcing plate 21 so as to be aligned in the vehicle width direction.

According to this configuration, the reinforcing plates 21 are arranged on the rear support cross member 18 adjacent to the center pillar 12 via the bulkheads 31c and 31d so as to be aligned in the vehicle width direction. 12 root side sill cross-section collapse can be suppressed.

(8) A configuration in which the rear support cross member 18 of the front seat is aligned and connected to the lower wall 16e of the inner 16 and the floor panel 33 is connected to the side wall 16d of the inner 16 while being raised upward (raised portion 33a). And said.

According to this configuration, the floor panel 33 below the front seat is connected to the inner side wall 16d in which the rear support cross member 18 is aligned and connected to the inner lower wall 16e. That is, the floor panel 33 is coupled to a strong portion (inner 16) to which the reinforcing plate 21, the bulkhead 31c, the inner 16 and the rear support cross member 18 are combined and bonded. Therefore, even if the floor panel 33 is formed with a raised portion 33a capable of accommodating a fuel tank or the like (not shown), the lateral collision performance can be improved.

<Modification 1 of the embodiment>
FIG. 10 is a perspective view showing the configuration of the side collision interference portion 21b of the reinforcing plate 21 of the modified example 1 of the embodiment.
The side collision interference portion 21bA shown in FIG. 10 is configured to include a plurality of recesses 21i formed apart from each other in the front-rear direction of the vehicle. Each convex portion 21g constituting each concave portion 21i is connected to the stiffener upper wall 15c (FIG. 4) as shown by a cross.

That is, the side collision interference portions 21bA of the reinforcing plate 21 are configured to include a plurality of recesses 21i formed apart from each other in the front-rear direction of the vehicle.

According to this configuration, the side collision interference portion 21bA has a shape in which a plurality of recesses 21i are formed apart from each other, so that the rigidity is further higher than that of one recess 21c. Therefore, the side collision interference portion 21b can more reliably interfere with the inner upper wall 16c.

<Modification 2 of the embodiment>
FIG. 11 is a side view showing the configuration of the side collision interference portion 21bB of the reinforcing plate 21 of the modified example 2 of the embodiment.
The side collision interference portion 21bB shown in FIG. 11 has an overhanging portion 21b1 in which the end portion of the upper wall 21bB of the reinforcing plate 21 is bent upward. Since the overhanging portion 21b1 is bent in a state orthogonal to the upper wall 21bB of the substantially horizontal reinforcing plate 21, the interference area with the inner upper wall 16c is widened. The overhanging portion 21b1 may be bent downward as long as it interferes with the inner upper wall 16c.

That is, the side collision interference portion 21bB has a configuration in which the overhanging portion 21b1 is provided by bending the end portion of the upper wall 21bB of the reinforcing plate 21.

According to this configuration, the side collision interference portion 21bB forms the overhanging portion 21b1 by bending the end portion of the upper wall 21bB of the reinforcing plate 21 upward or downward, so that the area that can interfere with the substantially horizontal inner upper wall 16c. Is widened, and the side collision interference portion 21b can be more reliably interfered with.

Although the side sill structure of the automobile according to the present embodiment has been described above, the present invention is not limited to this, and can be appropriately changed without departing from the gist of the present invention.

10 Vehicles (automobiles)
11 Side sill 12 Center pillar 12a Center pillar inner 12b Center pillar panel 13 Front seat side door opening 14 Rear seat side door opening 15 Side sill stiffener 15a Side sill stiffener upper flange 15b Side sill stiffener lower flange 15c Side sill stiffener upper wall 15e Lower wall 16 Side sill inner 16a Upper flange of side sill inner 16b Lower flange of side sill inner 16c Upper wall of side sill inner 16e Lower wall of side sill inner 17a, 17b Reinforcing plate 18 Cross member for rear support of front seat 19 Front support of front seat Cross member 21 Reinforcing plate 21b, 21bA, 21bB Side collision interference part of reinforcing plate 21b1 Overhanging part 21c, 21i Recessed part 21d, 21g Convex part 21d Upper wall of reinforcing plate 21e Side wall of reinforcing plate 21f Lower wall of reinforcing plate 21h Reinforcing plate Base end part 22 Spot welded part 23 Joint part 26 Second spot welded part 31a to 31d Bulkhead 31g, 31h Connecting piece 33 Floor panel 33a Raised part

Claims (10)

Side sill The side sill that connects the stiffener and the side sill inner with the upper and lower flanges to form a closed cross section that extends back and forth,
A center pillar with the lower end connected to the side wall of the side silstifuna,
It is provided with a reinforcing plate extending in the front-rear direction inside the side sill and bonded to the upper wall of the side sill stiffener.
The side sill has a welded portion in which the upper flange of the side sill stiffener and the upper flange of the side sill innerr are welded at a position where the upper wall of the side sill stiffener is higher than the upper wall of the side sill innerr.
The reinforcing plate has a side sill structure of an automobile, which has a side collision interfering portion that interferes with the upper wall of the side sill inner in a side collision state. The side collision interference portion has a shape that bends away from the upper wall from the joint portion between the reinforcing plate and the upper wall of the side sill stiffener and extends to a position close to the upper wall of the side sill innerr. The side sill structure of an automobile according to claim 1. The side collision interference portion is composed of a recess in which the reinforcing plate is recessed downward.
The side sill structure for an automobile according to claim 1, wherein the reinforcing plate has a plurality of connecting portions to be connected to the upper wall of the side sill stiffener in front of and behind the recess and outside in the vehicle width direction. A cross member for front support that extends in the vehicle width direction and supports the front part of the front seat,
It is further provided with a rear support cross member that extends in the vehicle width direction adjacent to the center pillar and supports the rear portion of the front seat.
The reinforcing plate extends at least between the front support cross member and the rear support cross member.
The side sill structure of an automobile according to claim 2, wherein the side collision interference portion extends inward in the vehicle width direction at the lower end of the center pillar. The center pillar outer forming the front seat side door opening edge is provided with a second weld to be welded to the upper flange of the side sill inner.
The side sill structure of an automobile according to claim 2, wherein the side collision interference portion is close to the lower end of the upper flange of the side sill inner having the second welded portion. The reinforcing plate has a U-shaped cross section when viewed from the front and rear of the vehicle.
A bulkhead coupled to the inside of the U-shaped cross-sectional reinforcing plate
The side sill structure of an automobile according to claim 4, wherein the reinforcing plate is aligned with the front support cross member of the front seat via the bulkhead in the vehicle width direction. The side sill structure of an automobile according to claim 6, further comprising a bulkhead coupled to the inside of the reinforcing plate so as to be aligned with the rear support cross member of the front seat in the vehicle width direction. The sixth aspect of claim 6, wherein the rear support cross member of the front seat is aligned and connected to the lower wall of the side sill inner, and the floor panel is connected to the side wall of the side sill inner while being raised upward. Car side sill structure. The side sill structure of an automobile according to claim 3, wherein a plurality of the recesses are formed in the reinforcing plate so as to be separated from each other in the front-rear direction of the vehicle. The side sill structure of an automobile according to claim 2, wherein the side collision interference portion has an overhanging portion in which an end portion of an upper wall of the reinforcing plate is bent.

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