JP5440157B2 - Vehicle frame structure - Google Patents

Description

  The present invention relates to a structure of a vehicle frame that constitutes a part of a vehicle body in a vehicle such as an automobile, and more particularly to a vehicle frame structure having a coupling portion in which a center pillar and a side sill are coupled.

  As is well known, a vehicle frame (body frame) such as a center pillar or side sill that constitutes a part of a vehicle body of a vehicle such as an automobile is required to have high strength and high rigidity and to improve fuel efficiency. There is a need for weight reduction. For this reason, the body frame is often configured by forming a metal plate-like material into a tubular shape. In addition, a body frame that is reinforced by attaching a reinforcing plate to the inside of a tubular frame body is generally known.

  For example, in Patent Document 1, a lower vertical wall extending vertically along the outer panel of the side sill, and an upper wall of the side sill are inclined inward from the upper end of the vertical wall. There is disclosed a structure in which a reinforcing plate having an upper inclined wall that rises and extends is attached, and the upper corner portion of the side sill is reinforced by being stretched by the upper inclined wall.

  Further, for example, in Patent Document 2, a reinforcing plate that forms a plurality of closed cross sections extending in the longitudinal direction of the side sill between the inner panel and the inner panel is provided near the upper corner of the inner sill. There is disclosed a structure in which the bending rigidity of a side sill is increased by a cross-sectional portion.

JP 2007-191008 A JP 2009-1113766 A

  By the way, in a vehicle body frame having a coupling portion in which a center pillar that is positioned between front and rear door openings provided on the side surface of the vehicle body and extends in the vertical direction of the vehicle body and a side sill that extends in the vehicle body longitudinal direction at the lower portion of the vehicle body are coupled. For example, in order to ensure the safety of the occupant when receiving a collision from the side of the vehicle body (so-called side collision), the side sill does not bend and deform at the joint with the center pillar even if a load is applied from the outside during the side collision. It is required to ensure sufficient bending resistance.

  The inventors of the present application have conducted various test studies, and as will be described in detail later, when a load is applied to the tubular body frame from the outside and bending deformation occurs, the force in the compression direction is applied when the load is applied. The acting first surface portion starts to deform inward of the vehicle body frame along the load input direction, and the third surface portion adjacent to the first surface portion bulges outward of the vehicle body frame along with this deformation. It has been found that the second surface portion on which a force in the tensile direction acts when a load is applied is displaced while the second surface portion is displaced inwardly of the body frame, and the body frame is bent and deformed to buckle.

  According to such knowledge, when a side sill undergoes a bending deformation due to a load acting on the side sill during a side collision, the upper and lower surfaces of the side sill are removed along with the inward bending deformation of the side sill. If the side sill's upper surface part and lower surface part deform in accordance with the bending deformation of the side sill, the side sill bending deformation is effective. It is considered that the bending resistance of the side sill can be increased.

  In particular, in the joint portion between the center pillar and the side sill, the upper surface portion of the side sill is coupled to the center pillar and the out-of-plane deformation of the upper surface portion is suppressed, so that the out-of-plane deformation of the lower surface portion of the side sill is suppressed. If possible, it is considered that the bending deformation of the side sill can be effectively suppressed and the bending resistance of the side sill can be increased.

  Accordingly, an object of the present invention is to provide a vehicle frame structure that can suppress out-of-plane deformation of the lower surface portion of the side sill at the joint portion between the center pillar and the side sill and increase the bending resistance of the side sill. And

  For this reason, the vehicle frame structure according to claim 1 of the present application is located between the front and rear door openings provided on the side surface of the vehicle body and extends in the vertical direction of the vehicle body, and is formed by the center pillar inner and the center pillar rain. The coupling portion in which the center pillar having the first closed cross-section portion and the side sill having the second closed cross-section portion formed by the side sill inner and the side sill rain are coupled to each other at the lower portion of the vehicle body. A lower part of the center pillar inner, the lower part of the center pillar inner being extended into the side sill to divide the second closed cross section into an inner side and an outer side of the vehicle, A third closed cross-section is formed by the side silraine, and a first reinforcing plate is attached in the third closed cross-section, The first reinforcing plate includes a base portion extending in the vehicle body front-rear direction along the lower surface portion in a state of being separated from the lower surface portion of the side sillein, and a plurality of first reinforcing plates formed integrally with the base portion in the vehicle body front-rear direction and the vehicle width direction. A plurality of convex portions that are disposed and project from the base portion toward the lower surface portion and are in contact with and coupled to the lower surface portion, and are attached to the lower surface portion of the side silrain. It is what.

  The invention according to claim 2 of the present application is the invention according to claim 1, wherein the first reinforcing plate is an upper flange portion extending upward at an outer end portion in the vehicle width direction of the first reinforcing plate. The upper flange portion of the first reinforcing plate is coupled to a side wall portion of the side sill lane that extends upward from the lower surface portion of the side sill lane.

  Furthermore, the invention according to claim 3 of the present application is the invention according to claim 1 or claim 2, wherein the first reinforcing plate is located downward at an inner end portion in the vehicle width direction of the first reinforcing plate. It has a lower flange portion that extends, and the lower flange portion of the first reinforcing plate is coupled to the lower flange portion of the side sill rain that extends downward from the lower surface portion of the side sill rain. It is.

  Still further, the invention according to claim 4 of the present application is the invention according to any one of claims 1 to 3, wherein a second reinforcing plate is attached in the third closed cross section, and the first The two reinforcing plates are spaced apart from the upper surface portion of the side sill rain and extend in the vehicle body longitudinal direction along the upper surface portion, and are formed integrally with the base portion and arranged in the vehicle body longitudinal direction and the vehicle width direction. A plurality of convex portions protruding from the base portion toward the upper surface portion and coupled in contact with the upper surface portion, and attached to the upper surface portion of the side sillein. Is.

  Furthermore, the invention according to claim 5 of the present application is the invention according to claim 4, wherein the second reinforcing plate is an upper flange extending upward at an inner end portion in the vehicle width direction of the second reinforcing plate. And the upper flange portion of the second reinforcing plate is coupled to the upper flange portion of the side sill rain extending upward from the upper surface portion of the side sill rain.

  Still further, the invention according to claim 6 of the present application is the invention according to claim 4 or 5, wherein the second reinforcing plate has a binding force with the upper surface portion as it moves away from the coupling portion in the longitudinal direction of the vehicle body. It is attached to the upper surface part of the said side sillein so that may become small.

  Still further, the invention according to claim 7 of the present application is the invention according to any one of claims 4 to 6, wherein the second reinforcing plate is moved away from the coupling portion in the longitudinal direction of the vehicle body. The strength of the reinforcing plate 2 is small.

  According to the vehicle frame structure according to claim 1 of the present application, the first reinforcing plate is attached to the third closed cross-section portion formed by the lower portion of the center pillar inner and the side sill rain. Is a base portion extending in the vehicle longitudinal direction along the lower surface portion in a state of being separated from the lower surface portion of the side sill lane, and a plurality of the base portions are arranged in the vehicle longitudinal direction and the vehicle width direction, and projecting from the base portion toward the lower surface portion. A plurality of convex portions that are in contact with each other and are attached to the lower surface portion of the side sill rain so that a closed cross-section portion is provided between the lower surface portion and the base portion of the side sill rain in the vehicle longitudinal direction and the vehicle width direction. Can be formed to increase the rigidity of the lower surface portion of the side sill lane and prevent the lower surface portion from bulging outward and being deformed out of the plane. It is possible to suppress the out-of-plane deformation of the lower surface portion of the Le, it is possible to increase the bending force of the side sill.

  According to the invention of claim 2 of the present application, the first reinforcing plate has an upper flange portion extending upward at the vehicle width direction outer end portion of the first reinforcing plate, and the upper flange Since the portion is coupled to the side wall portion of the side sillain that extends upward from the lower surface portion of the side sillain, the first reinforcing plate can be prevented from coming off the side sillain, and the above effects can be stabilized. Can be obtained.

  Furthermore, according to the invention according to claim 3 of the present application, the first reinforcing plate has a lower flange portion extending downward at an inner end portion in the vehicle width direction of the first reinforcing plate, and the lower flange The portion is coupled to the lower flange portion of the side sill rain that extends downward from the lower surface of the side sill rain, so that the first reinforcing plate can be prevented from coming off from the side sill rain, and the above-described effect can be stabilized. Can be obtained.

  Still further, according to the invention according to claim 4 of the present application, the second reinforcing plate is attached in the third closed cross-sectional portion, and the second reinforcing plate is separated from the upper surface portion of the side silrain. A plurality of base portions extending in the vehicle body front-rear direction and the vehicle body front-rear direction and the vehicle width direction, projecting from the base portion toward the upper surface portion and coming into contact with the upper surface portion. By attaching to the upper surface of the side sill rain, a closed cross-section is formed between the upper surface and the base of the side sill rain in the vehicle longitudinal direction and the vehicle width direction to increase the rigidity of the upper surface of the side sill rain. Since the upper surface portion can be prevented from bulging outward and being deformed out of the plane, the out-of-plane deformation of the upper surface portion of the side sill can be suppressed at the joint portion between the center pillar and the side sill, and the bending resistance of the side sill can be reduced. It is possible to increase in La.

  Furthermore, according to the invention according to claim 5 of the present application, the second reinforcing plate has an upper flange portion extending upward at an inner end portion in the vehicle width direction of the second reinforcing plate. The flange portion is coupled to the upper flange portion of the side sillain that extends upward from the upper surface portion of the side sillain, so that the second reinforcing plate can be prevented from coming off from the side sillain, and the above effect can be stabilized. Can be obtained.

  Furthermore, according to the invention according to claim 6 of the present application, the second reinforcing plate is attached so that the coupling force with the upper surface portion becomes smaller as the distance from the coupling portion increases in the longitudinal direction of the vehicle body. Therefore, the side sill can be prevented from being bent and deformed near the end of the second reinforcing plate when a load is applied.

  Furthermore, according to the invention according to claim 7 of the present application, the second reinforcing plate is formed so that the strength of the second reinforcing plate decreases as the distance from the coupling portion increases in the longitudinal direction of the vehicle body. It is possible to suppress the side sill from being bent and deformed in the vicinity of the end portion of the second reinforcing plate at the time of acting.

It is the schematic which shows roughly the vehicle body side part of the vehicle body frame to which the vehicle frame structure which concerns on embodiment of this invention is applied. It is sectional drawing of the vehicle body side part along the Y2-Y2 line | wire in FIG. It is sectional drawing of the vehicle body side part along the Y3-Y3 line | wire in FIG. FIG. 2 is a schematic view schematically showing a vehicle body on the rear side of the vehicle body from a cross section taken along line Y3-Y3 in FIG. It is the perspective view which looked at the vehicle body side part near the coupling | bond part of a center pillar and a side sill from the vehicle body outer side. It is the perspective view which looked at the vehicle body side part near the coupling | bond part of a center pillar and a side sill from the vehicle body inner side. It is the top view which looked at the side sill rain and the reinforcement board from the vehicle body upper side. It is the bottom view which looked at the side sill rain and the reinforcement board from the vehicle body lower side. It is explanatory drawing for demonstrating the arrangement | sequence of the convex part of a reinforcement board. It is explanatory drawing for demonstrating the structure comprised by the side sill rain and the reinforcement board. It is explanatory drawing for demonstrating the simulation for analyzing the bending deformation behavior of a vehicle body frame. It is a perspective view which shows the result of having analyzed the bending deformation behavior of the vehicle body frame by simulation. It is sectional drawing which shows the cross section of the bending part of the vehicle body frame in FIG. It is a graph which shows the relationship between the downward stroke of the indenter which loads a vehicle body frame, and the reaction force with respect to this load, and the relationship between the downward stroke of an indenter, and energy absorption amount.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. In the following description, terms that mean a specific direction such as “up”, “down”, “right”, “left” and other terms including those terms are used. In order to facilitate understanding of the referenced invention, the technical scope of the present invention is not limited by the meaning of these terms.

  The inventors of the present application first developed a vehicle frame structure capable of increasing the bending resistance of the side sill at the joint between the center pillar and the side sill. About the deformation | transformation behavior at the time of carrying out, the simulation analysis by CAE (Computer Aided Engineering) was performed.

FIG. 11 is an explanatory diagram for explaining a simulation for analyzing the bending deformation behavior of the tubular body frame. FIG. 11A shows a model used for analyzing the bending deformation behavior of the body frame. FIG. 11B is a diagram showing a state in which a load is applied to the vehicle body frame and the vehicle body frame is bent, and FIG. 12 is a perspective view showing a result of simulation analysis of the bending deformation behavior of the vehicle body frame. FIG. 13 is a cross-sectional view showing a cross section of a bent portion of the vehicle body frame in FIG. 12. In FIG. 12, the amount of deformation of each part of the body frame is represented by shades of color, and the larger the amount of deformation, the darker the color. 12 and 13 show the progress of bending deformation of the body frame in the order of (a), (b), (c), and (d), and the descending stroke of the indenter shown in FIG. The cases of S ₀ , S ₁ , S ₂ and S ₃ are shown in order.

  In this simulation, as shown in FIGS. 12 and 13, as a tubular body frame 200, an upper surface portion 200a, a lower surface portion 200b provided in parallel with the upper surface portion 200a in a state of being separated from the upper surface portion 200a, and an upper surface portion 200a. The side surface portions 200c on both sides adjacent to the lower surface portion 200b and located between the upper surface portion 200a and the lower surface portion 200b, that is, the right end portion of the upper surface portion 200a and the right end portion of the lower surface portion 200b in FIGS. A model having a right side surface portion 200c and a left side surface portion 200c positioned between the left end portion of the upper surface portion 200a and the left end portion of the lower surface portion 200b, and having a substantially rectangular closed cross section. The deformation behavior when the vehicle body frame is bent and deformed by applying a bending load from the outside to the vehicle body frame 200 was analyzed by simulation.

  Specifically, as shown in FIG. 11 (a), a vehicle body frame 200 having a predetermined length X1 is supported by two fixed points 201 separated by a predetermined distance X2 shorter than the length X1. The indenter 202 is lowered at a constant speed from above to the central portion P1 in the longitudinal direction of the upper surface portion 200a of the vehicle body frame 200 corresponding to the intermediate position of the fixed point 201, and is acted from the outside via the indenter 202 when the vehicle collides. A load F simulating the load was applied to the body frame 200, and the bending deformation behavior of the body frame was examined.

  When the bending load F is applied to the vehicle body frame 200 from the outside in this way, as shown in FIG. 11 (b), the vehicle body frame 200 is bent and deformed in a convex shape downward, and the vehicle body frame 200 is In the upper surface portion 200a, a compressive stress is generated from both ends in the longitudinal direction to generate a compressive stress, and in the lower surface portion 200b, a tensile force is applied from both ends in the longitudinal direction to generate a tensile stress. Further, in the side surface portion 200c, compressive stress is generated on the upper surface portion 200a side from the neutral shaft 210, and tensile stress is generated on the lower surface portion 200b side from the neutral shaft 210.

  FIG. 14 is a graph showing the relationship between the descending stroke of the indenter that applies a load to the vehicle body frame and the reaction force against the load, and the relationship between the descending stroke of the indenter and the amount of energy absorption. In FIG. The descending stroke of the indenter 202 descending with bending deformation of the body frame 200 from the position in contact with the upper surface portion 200a of the body frame 200 is shown on the horizontal axis, the reaction force F ′ against the load F is displayed on the left vertical axis, and the energy absorption amount EA Is shown on the right vertical axis. The energy absorption amount EA is energy that can be absorbed when the body frame 200 is bent and deformed, and is represented by the product of the reaction force F ′ with respect to the load F and the descending stroke of the indenter 202.

  The bending deformation behavior of the vehicle body frame by simulation analysis will be described with reference to FIGS.

As shown in (a) of FIG. 12 and FIG. 13, the indenter 202 is lowered from above the vehicle body frame 200, when downward stroke of the indenter indenter 202 is positioned in contact with the upper surface portion 200a is _{S 0,} the vehicle body frame 200, the vertex P2 of the corner portion 200d formed between the upper surface portion 200a and the side surface portion 200c is substantially above the vertex P3 of the corner portion 200e formed between the lower surface portion 200b and the side surface portion 200c. Located on the side. The vertices P2 and P3 represent the vertices of the corner portions 200d and 200e in the cross section having the bent portion, that is, the central portion P1, when the body frame 200 is bent and deformed.

  When the indenter 202 is moved downward from this state and a load F is applied to the vehicle body frame 200, the reaction force F ′ against the load F increases as the descending stroke of the indenter 202 increases as shown in FIG. The vehicle body frame 200 is deformed by being curved downwardly, and the vehicle body frame 200 is subjected to a compressive force on the upper surface portion 200a and a tensile force on the lower surface portion 200b, and a load F is applied to the center. It is bent and deformed from the part P1.

Then, the reaction force F 'is maximized with respect to the load F when downward stroke of the indenter 202 is S _1, as shown in (b) of FIG. 12 and FIG. 13, the body frame 200 is curved in a convex shape on the lower side And is deformed inwardly of the tubular body frame 200, and along with this deformation, the side surface portion 200c adjacent to the upper surface portion 200a swells outward in the cross-sectional direction to cause out-of-plane deformation. The vertex P2 of the corner portion 200d is inclined outward from the substantially vertical direction with respect to the vertex P3 of 200e, and a portion having a large deformation amount is generated in the corner portion 200d as indicated by a deformation portion α in FIG. Further, as shown in FIG. 13B, the lower surface portion 200b is displaced inward of the vehicle body frame 200 along with this deformation. Note that the maximum load F′max that maximizes the reaction force F ′ with respect to the load F represents the degree of bending resistance.

  When the descending stroke of the indenter 202 is further increased, as shown in FIG. 14, the reaction force F ′ with respect to the load F is decreased along with the descending stroke of the indenter 202, and as shown in (c) and (d) of FIGS. As shown, the vehicle body frame 200 is further bent and deformed, and the upper surface portion 200a is further deformed inwardly of the vehicle body frame 200. With this deformation, the side surface portion 200c is outside in the direction perpendicular to the longitudinal direction of the vehicle body frame 200. Further inflating toward the side and causing out-of-plane deformation, the lower surface portion 200d is further displaced inward of the body frame 200, and the body frame 200 is bent and deformed to buckle.

  From this simulation analysis result, the inventors of the present application have found that when a bending load is applied to the tubular body frame from the outside to bend and deform, a first surface portion (upper surface portion) on which a force in the compression direction acts when the bending load is applied. Begins to deform inward of the vehicle body frame along the load input direction, and the third surface portion (side surface portion) adjacent to the first surface portion swells outward of the vehicle body frame along with this deformation. It has been found that the second surface portion (lower surface portion) on which a force in the tensile direction acts when a load is applied is displaced and the body frame is bent and deformed to buckle.

  In addition to the simulation analysis described above, the inventors of the present application also conducted an experiment to examine the deformation behavior when an actual vehicle body frame formed in a tubular shape is subjected to bending deformation by applying a bending load to the vehicle body frame from the outside. In this experiment, the same results as the simulation analysis results described above were obtained.

  Therefore, according to these simulation analysis results and experimental results, when a side sill as a tubular body frame is subjected to bending deformation from a side sill of the side sill during a side collision, the inner side of the side sill of the side sill The upper and lower surfaces of the side sill are deformed in accordance with the bending deformation of the side surface of the side sill. If the out-of-plane deformation of the part can be suppressed, it is considered that the bending deformation of the side sill can be effectively suppressed and the bending resistance of the side sill can be increased.

  In particular, in the joint portion between the center pillar and the side sill, the upper surface portion of the side sill is coupled to the center pillar and the out-of-plane deformation of the upper surface portion is suppressed, so that the out-of-plane deformation of the lower surface portion of the side sill is suppressed. If possible, it is considered that the bending deformation of the side sill can be effectively suppressed and the bending resistance of the side sill can be increased.

Hereinafter, a vehicle frame structure having a coupling portion in which a center pillar and a side sill are coupled according to an embodiment of the present invention will be described.
FIG. 1 is a schematic view schematically showing a vehicle body side surface portion of a vehicle body frame to which a vehicle frame structure according to an embodiment of the present invention is applied, and FIG. 2 is a view of the vehicle body side surface portion along line Y2-Y2 in FIG. 3 is a cross-sectional view of the side surface of the vehicle body along the line Y3-Y3 in FIG. 1, and FIG. 4 is a schematic view of the vehicle body on the rear side of the vehicle body from the cross-section along the line Y3-Y3 in FIG. Schematic view, FIG. 5 is a perspective view of the side surface of the vehicle body in the vicinity of the joint between the center pillar and the side sill as seen from the outside of the vehicle body, and FIG. 6 shows the side surface of the vehicle body in the vicinity of the joint between the center pillar and the side sill. FIG. 7 is a top view of the side sillein and the reinforcing plate as seen from above the vehicle body, and FIG. 8 is a bottom view of the side sillein and the reinforcing plate as seen from below the vehicle body. . FIG. 4 shows a simplified reinforcing plate attached in the side sill, FIGS. 5 and 6 show the side sill outer and the center pillar outer removed, and FIGS. 5 to 8 show the reinforcing plate. The members other than are indicated by a one-dot chain line.

  As shown in FIG. 1, a vehicle body frame 1 to which a vehicle frame structure according to an embodiment of the present invention is applied, a vehicle body side surface portion 2 constituting a vehicle body side surface extends in the vehicle body longitudinal direction at the vehicle body upper portion. A side sill 10 that extends in the longitudinal direction of the vehicle body at a lower portion of the vehicle body, and a center pillar 20 that is positioned between the front and rear door openings 4 and 5 provided in the side surface portion 2 of the vehicle body and extends in the vertical direction of the vehicle body. In the vehicle body frame 1, the center pillar 20 is coupled to the roof side rail 3 at the upper portion thereof and is coupled to the side sill 10 at the lower portion thereof. The vehicle body frame 1 includes the center pillar 20 and the side sill 10 disposed on the vehicle body side surface portion 2. It has the coupling | bond part 6 couple | bonded.

  As shown in FIG. 2, the center pillar 20 includes a substantially planar center pillar inner 21 that forms part of the inner surface of the vehicle body, a center pillar outer 22 that has a cross-sectional hat shape that forms part of the outer surface of the vehicle body, A center pillar rain 23 having a hat-shaped cross section is provided between the center pillar inner 21 and the center pillar outer 22, and both end portions 23 a of the center pillar rain 23 and both end portions 22 a of the center pillar outer 22 are provided. Both are assembled by being overlapped and joined to the center pillar inner 21.

  In this way, in the center pillar 20, the closed section 20 a formed by the center pillar inner 21 and the center pillar outer 22 is divided into the vehicle inner side and the vehicle outer side by the center pillar rain 23. And a closed cross section 20b formed by the center pillar inner 21 and the center pillar rain 23, and a closed cross section 20c formed by the center pillar rain 23 and the center pillar outer 22.

  On the other hand, as shown in FIGS. 3 and 4, the side sill 10 includes a side sill inner 11 that constitutes a part of the inner surface of the vehicle body and extends in the longitudinal direction of the vehicle body, and a side sill that constitutes a part of the outer surface of the vehicle body and extends in the longitudinal direction of the vehicle body. An outer 13 and a side sill rain 12 disposed between the side sill inner 11 and the side sill outer 13 and extending in the longitudinal direction of the vehicle body are provided.

  The side sill inner 11 has an upper surface portion 11a extending in a substantially horizontal direction, a lower surface portion 11b positioned below the upper surface portion 11a and extending in a substantially horizontal direction, and extends substantially vertically from the lower surface portion 11b to the upper surface portion 11a. The side wall part 11c is provided, and it arrange | positions so that the side wall part 11c may bulge inside a vehicle.

  The side sill inner 11 also has an upper flange portion 11d extending upward from the upper surface portion 11a at the outer end portion in the vehicle width direction of the upper surface portion 11a, and a lower surface at the outer end portion in the vehicle width direction of the lower surface portion 11b. A lower flange portion 11e extending downward from the portion 11b is formed, and the side sill inner 11 is formed in a substantially cross-sectional hat shape.

  On the other hand, the side sill rain 12 includes an upper surface portion 12a extending in a substantially horizontal direction, a lower surface portion 12b positioned below the upper surface portion 12a and extending in a substantially horizontal direction, and a substantially vertical direction from the lower surface portion 12b to the upper surface portion 12a. And a side wall 12c extending to the outside of the vehicle.

  Also in the side sill rain 12, an upper flange portion 12d extending upward from the upper surface portion 12a is formed at the inner end portion in the vehicle width direction of the upper surface portion 12a, and a lower surface portion is formed at the inner end portion in the vehicle width direction of the lower surface portion 12b. A lower flange portion 12e extending downward from 12b is formed, and the side sill rain 12 is formed in a substantially cross-sectional hat shape.

  The side sill inner 11 and the side sill rain 12 are joined by overlapping the upper flange portion 11d of the side sill inner 11 and the upper flange portion 12d of the side sill rain 12 together with the lower flange portion 11e of the side sill inner 11 and the side sill rain. 12 and the lower flange portion 12e are overlapped and joined. In the side sill 10, the side sill rain 11 and the side sill rain 12 form a closed cross-sectional portion 10a having a substantially rectangular cross section extending in the vehicle longitudinal direction at the lower portion of the vehicle body. Yes.

  The side sill outer 13 is provided so as to cover the upper surface portion 12a of the side sill rain 12 and the vehicle outer side of the side wall portion 12c, and a lower flange portion 13a formed at a lower portion thereof is joined to the side wall portion 12c of the side sill rain 12, The upper flange portion (not shown) formed on the side sill rain 12 is joined to the upper flange portion 12d. As shown in FIG. 3, in the coupling portion 6 between the center pillar 20 and the side sill 10, the side sill outer 13 is formed integrally with the lower portion of the center pillar outer 22.

  Further, in the joint portion 6 between the center pillar 20 and the side sill 10, the lower portion of the center pillar inner 21 is in the side sill 10, specifically, in a closed cross-sectional portion 10 a formed by the side sill inner 11 and the side sill rain 12. It is extended and it is arrange | positioned between the side sill inner 11 and the side sill lane 12 so that the closed cross-section part 10a may be divided into a vehicle inside and a vehicle outside.

  As described above, the lower portion of the center pillar inner 21 divides the closed cross-section portion 10a into the vehicle inner side and the vehicle outer side, so that the lower portion of the center pillar inner 21 and the side sill inner 11 form a closed cross-sectional portion 10b having a substantially cross-sectional rectangular shape. In addition, a closed cross-sectional portion 10 c having a substantially rectangular cross section is formed by the lower portion of the center pillar inner 21 and the side silrain 12.

  The lower portion of the center pillar inner 21 is also sandwiched and joined between the upper flange portion 11d of the side sill inner 11 and the upper flange portion 12d of the side sill rain 12, and the lower flange portion 11e of the side sill inner 11 and the side sill rain 12 are also joined. The lower flange portion 12e is sandwiched and joined.

  In the vehicle body frame 1 according to the present embodiment, the side sill 10 is reinforced in the closed cross-sectional portion 10 c formed by the lower portion of the center pillar inner 21 and the side sill rain 12 at the coupling portion 6 between the center pillar 20 and the side sill 10. Two reinforcing plates 30 and 40 are attached, the first reinforcing plate 40 is attached to the lower surface portion 12b of the side sill rain 12, and the second reinforcing plate 30 is attached to the upper surface portion 12a of the side sill rain 12. ing.

  The first reinforcing plate 40 extends in the longitudinal direction of the vehicle body along the lower surface portion 12 b of the side sill rain 12, and is provided in a predetermined range in the longitudinal direction of the vehicle body including the coupling portion 6 between the center pillar 20 and the side sill 10. A base 41 extending in the longitudinal direction of the vehicle body in a state of being separated from the lower surface portion 12b and extending along the lower surface portion 12b, and integrally formed with the base portion 41, projecting from the base portion 41 toward the lower surface portion 12b and being a quadrangular pyramid And a plurality of convex portions 42 formed in a shape.

  FIG. 9 is an explanatory diagram for explaining the arrangement of the convex portions of the reinforcing plate, and is a front view showing the main part of the first reinforcing plate 40. As shown in FIG. 9, the plurality of convex portions 42 of the first reinforcing plate 40 are formed in a quadrangular pyramid shape in which the top surface portion 42 a of the convex portion 42 is a quadrangle, and have a period in the vehicle longitudinal direction and the vehicle width direction. Are arranged.

  Each of the plurality of convex portions 42 is arranged such that the rectangular diagonal line of the top surface portion 42a is parallel to the vehicle body front-rear direction and the vehicle width direction, and the convex portions 42 adjacent to each other in the vehicle body front-rear direction overlap each other in the vehicle width direction. The convex portions 42 adjacent to each other in the vehicle width direction overlap each other in the vehicle body front-rear direction and have L2. As shown in FIG. 9, for the convex portion denoted by reference numeral 42, convex portions 42 </ b> A adjacent to the convex portion 42 in the vehicle longitudinal direction overlap each other in the vehicle width direction, and are adjacent to each other in the vehicle width direction. 42B overlaps with each other in the longitudinal direction of the vehicle body and has L2.

  In this way, the plurality of convex portions 42 are arranged in the vehicle longitudinal direction and in the vehicle width direction, and the first reinforcing plate 42 has both ends in the vehicle longitudinal direction as shown in FIGS. Except for the portion, the base 41 that is linearly continuous in the vehicle longitudinal direction and the vehicle width direction is not formed.

  The plurality of convex portions 42 are formed such that the height H1 of the convex portion 42 from the base portion 41 is a constant height in the longitudinal direction of the vehicle body, and the top surface portion 42a of the convex portion 42 is the lower surface portion 12b of the side sill rain 12. Is in contact with. Thereby, the base 41 is provided at a constant distance from the lower surface portion 12b in the longitudinal direction of the vehicle body.

  The plurality of convex portions 42 have top surface portions 42a coupled to the lower surface portions 12b of the side sill rain 12 via an adhesive (not shown), but as shown in FIG. At the end portion, the number of couplings connecting the convex portion 42 and the lower surface portion 12b of the side sill rain 12 is smaller than that at the central portion, and the coupling force with the lower surface portion 12b is reduced. It has been. In FIG. 8, the convex portion 42 coupled to the lower surface portion 12 b is shown with an X mark (reference numeral 45).

  The first reinforcing plate 40 also has a planar upper flange portion 43 extending upward at the outer end in the vehicle width direction, and the upper flange portion 43 of the first reinforcing plate 40 is formed on the side sill rain 12. The side wall portion 12c is joined to the side wall portion 12c by an adhesive (not shown). Thereby, it can prevent that the 1st reinforcement board 40 remove | deviates from the side sillain 12. FIG.

  The first reinforcing plate 40 has a planar lower flange portion 44 extending downward at the inner end in the vehicle width direction, and the lower flange portion 44 of the first reinforcing plate 40 is centered. It is sandwiched between the lower portion of the pillar inner 21 and the lower flange portion 12e of the side sill rain 12 and is coupled to the lower flange portion 12e. Thereby, it can further prevent that the 1st reinforcement board 40 remove | deviates from the side sillain 12. FIG.

  On the other hand, the second reinforcing plate 30 extends in the longitudinal direction of the vehicle body along the upper surface portion 12 a of the side sill rain 12, and is provided in a predetermined range in the longitudinal direction of the vehicle body including the coupling portion 6 between the center pillar 20 and the side sill 10. . The second reinforcing plate 30 is formed integrally with the base 31 and a base 31 that extends in the longitudinal direction of the vehicle body in a state of being separated from the upper surface 12 a of the side sill rain 12, and extends along the upper surface 12 a. And projecting toward the upper surface portion 12a and having a plurality of convex portions 32 formed in a truncated pyramid shape.

Also in the second reinforcing plate 30, as in the first reinforcing plate 40, the plurality of convex portions 32 are formed in a quadrangular frustum shape in which the top surface portion 32 a of the convex portion 32 is a square, They are arranged periodically in the vehicle width direction. Each of the plurality of convex portions 32 is arranged such that the square diagonal line of the top surface portion 32a is parallel to the vehicle longitudinal direction and the vehicle width direction, and the convex portions 32 adjacent to each other in the vehicle longitudinal direction overlap each other in the vehicle width direction. And a convex portion 3 adjacent in the vehicle width direction
2 overlap each other in the longitudinal direction of the vehicle body.

  In this way, the plurality of convex portions 32 are arranged in the vehicle longitudinal direction and also in the vehicle width direction, and the second reinforcing plate 32 is also arranged in the vehicle longitudinal direction as shown in FIGS. Except for both end portions, the base portion 31 that is linearly continuous in the vehicle longitudinal direction and the vehicle width direction is not formed.

  The plurality of convex portions 32 are formed such that the height H2 of the convex portion 32 from the base portion 31 is a constant height in the longitudinal direction of the vehicle body, and the top surface portion 32a of the convex portion 32 is the upper surface portion 12a of the side silrain 12. Is in contact with. Thereby, the base 31 is provided at a constant distance from the upper surface portion 12a in the longitudinal direction of the vehicle body.

  Also in the second reinforcing plate 30, the plurality of convex portions 32 have a top surface portion 32 a coupled to the upper surface portion 12 a of the side sill rain 12 via an adhesive (not shown). The end of the first reinforcing plate 30 in the direction has a smaller number of couplings for coupling the convex portions 32 and the upper surface portion 12a of the side sill rain 12 than the central portion, and the coupling force with the upper surface portion 12a is reduced. It is attached to the upper surface portion 12 a of the side sill rain 12. In FIG. 7, the convex portion 32 coupled to the upper surface portion 12 a is shown with a cross (reference numeral 35).

  The second reinforcing plate 30 also has a planar lower flange portion 33 extending downward at the outer end in the vehicle width direction. The lower flange portion 33 of the second reinforcing plate 30 is formed on the side sill rain 12. The side wall portion 12c is joined to the side wall portion 12c by an adhesive (not shown). Thereby, it can prevent that the 2nd reinforcement board 30 remove | deviates from the side sillain 12. FIG.

  The second reinforcing plate 30 has a planar upper flange portion 34 extending upward at the inner end in the vehicle width direction, and the upper flange portion 34 of the second reinforcing plate 30 is a center pillar. It is sandwiched between the lower portion of the inner 21 and the upper flange portion 12d of the side sill rain 12 and is coupled to the upper flange portion 12d. Thereby, it can further prevent that the 2nd reinforcement board 30 remove | deviates from the side sillain 12. FIG.

  Thus, in the vehicle frame structure according to the embodiment of the present invention, the first reinforcing plate 40 is attached in the closed cross-sectional portion 10c formed by the lower portion of the center pillar inner 21 and the side sill rain 12, and the first reinforcing plate 40 is attached. A plurality of reinforcing plates 40 are disposed in the vehicle front-rear direction and the vehicle width direction along the lower surface portion 12 b in a state of being separated from the lower surface portion 12 b of the side sill rain 12, and a plurality of reinforcing plates 40 are disposed in the vehicle front-rear direction and the vehicle width direction. A plurality of convex portions 42 projecting toward the lower surface portion 12 b and coming into contact with and coupled to the lower surface portion 12 b are attached to the lower surface portion 12 b of the side sill rain 12.

  As a result, a closed cross section is formed between the lower surface portion 12b of the side sill rain 12 and the base portion 41 in the longitudinal direction of the vehicle body and in the vehicle width direction, and the rigidity of the lower surface portion 12b of the side sill rain 12 is increased so that the lower surface portion 12b is outward. Since it can be suppressed to bulge to the side and deform out-of-plane, out-of-plane deformation of the lower surface portion of the side sill 10 can be suppressed at the joint portion 6 between the center pillar 20 and the side sill 10, and the bending resistance of the side sill 10 is increased. be able to.

  FIG. 10 is an explanatory view for explaining a structure constituted by a side sill lane and a reinforcing plate. In FIG. 10, the side sill 10 in which the first reinforcing plate 40 is attached to the lower surface portion 12 b of the side sill lane 12. 2 is a cross-sectional view of a main part of the side sill 10 in which the second reinforcing plate 30 is attached to the upper surface portion 12a of the side sill rain 12. As shown in FIG. 10, the side sill rain 12 and the first reinforcing plate 40 attached to the lower surface portion 12 b of the side sill rain 12 include a plurality of closed portions between the side sill rain 12 and the first reinforcing plate 40. A structure 47 having a cross section 47a is formed.

  In the structure 47, as shown in FIG. 10, the side sill lane 12 and the first reinforcing plate 40 are disposed apart from the bending neutral shaft 46, so that the side sill lane 12 has a cross section of the structure 47. The structure has an increased secondary moment. Similarly, in the vehicle width direction, a structure having a plurality of closed cross sections is formed between the side sill rain 12 and the first reinforcing plate 40, and the side sill rain 12 has an increased secondary moment of section. It has a structure.

  When a load is applied to the side sill 10 to cause bending deformation, the lower surface portion 12b of the side sill rain 12 bulges outward to cause out-of-plane deformation, and the structure 47 undergoes bending deformation as shown in FIG. Although it may occur in the vehicle longitudinal direction and the vehicle width direction, the structure 47 having the closed cross-sectional portion 47a increases the rigidity of the lower surface portion 12b of the side sill rain 12, and the lower surface portion 12b bulges outward and deforms out of plane. Since it can suppress, in the coupling | bond part 6 of the center pillar 20 and the side sill 10, the out-of-plane deformation | transformation of the lower surface part of the side sill 10 can be suppressed, and the bending resistance of the side sill 10 can be raised.

  In particular, in the joint portion 6 between the center pillar 20 and the side sill 10, the upper surface portion of the side sill 10 is coupled to the center pillar 20 to suppress out-of-plane deformation of the upper surface portion. By suppressing the out-of-plane deformation, the bending deformation of the side sill 10 can be effectively suppressed, and the bending resistance of the side sill 10 can be increased.

  In addition, the first reinforcing plate 40 has a plurality of convex portions 42 attached to the lower surface portion 12b of the side silrain 12 so that a line connecting the connecting portions of the convex portion 42 and the lower surface portion 12b of the side silrain 12 is connected. A plurality of partitioned virtual areas 47b (areas hatched in FIG. 9) are formed. When the side sill 10 is subjected to a load from the outside to bend and deform, the load can be received at each joint portion of the virtual region 47b composed of the lower surface portion 12b of the side sill lane 12 and the first reinforcing plate 40. Out-of-plane deformation of the lower surface portion 12b of the rain 12 can be more effectively suppressed.

  In addition, the convex portions 42 of the first reinforcing plate 40 are such that the convex portions 42 adjacent to each other in the vehicle longitudinal direction have an overlap L1 in the vehicle width direction, and the convex portions 42 adjacent to each other in the vehicle width direction are mutually in the vehicle longitudinal direction. Since the base portion 41 that is linearly continuous in the longitudinal direction of the vehicle body and the vehicle width direction is not formed, the vehicle body longitudinal direction and the vehicle It is possible to prevent a fold by the base portion 41 of the first reinforcing plate 40 from being formed in the width direction and to promote the out-of-plane deformation of the lower surface portion 12 b of the side sill rain 12.

  In the vehicle frame structure according to the embodiment of the present invention, the second reinforcing plate 30 is attached in the closed cross section 10c formed by the lower portion of the center pillar inner 21 and the side sill rain 12, and the second reinforcing plate 30 is attached. A plurality of reinforcing plates 30 are arranged in the vehicle longitudinal direction along the upper surface 12a in a state of being separated from the upper surface 12a of the side sill rain 12, and a plurality of reinforcing plates 30 are disposed in the vehicle longitudinal direction and the vehicle width direction. And a plurality of convex portions 32 that come into contact with and are connected to the upper surface portion 12 a and are attached to the upper surface portion 12 a of the side sill rain 12.

  As a result, a closed cross section is formed between the upper surface portion 12a and the base portion 31 of the side sill rain 12 in the vehicle longitudinal direction and the vehicle width direction, and the rigidity of the upper surface portion 12a of the side sill rain 12 is increased so that the upper surface portion 12a is outward. Since it is possible to suppress the bulging to the side and deformation outside the plane, it is possible to suppress the out-of-plane deformation of the upper surface portion of the side sill 10 at the joint portion 6 between the center pillar 20 and the side sill 10, and further increase the bending resistance of the side sill 10. Can be increased.

  Similarly to the first reinforcing plate 40, the second reinforcing plate 30 includes a side sill rain 12 and a second reinforcing plate 30 attached to the upper surface portion 12 a of the side sill rain 12, as shown in FIG. 10. A structure 37 having a plurality of closed cross sections 37 a is formed between the side silrain 12 and the second reinforcing plate 30.

  In the structure 37, as shown in FIG. 10, the side sill lane 12 and the second reinforcing plate 30 are arranged apart from the bending neutral shaft 36, whereby the side sill lane 12 has a cross-section thereof. The structure has an increased secondary moment. Similarly, in the vehicle width direction, a structure having a plurality of closed cross sections is formed between the side sill rain 12 and the second reinforcing plate 30, and the side sill lane 12 has an increased secondary moment of section. It has a structure.

  When a load is applied to the side sill 10 to cause bending deformation, the upper surface portion 12a of the side sill rain 12 of the side sill 10 swells outward to cause out-of-plane deformation, and the structure 37 has a structure as shown in FIG. Although bending deformation can occur in the longitudinal direction of the vehicle body and in the vehicle width direction, the structure 37 having the closed cross-sectional portion 37a increases the rigidity of the upper surface portion 12a of the side sill rain 12, and the upper surface portion 12a bulges outward to cause out-of-plane deformation. Therefore, in the joint portion 6 between the center pillar 20 and the side sill 10, out-of-plane deformation of the upper surface portion of the side sill 10 can be suppressed, and the bending resistance of the side sill 10 can be further increased. .

  Also, in the second reinforcing plate 30, similarly to the first reinforcing plate 40, the plurality of convex portions 32 are attached to the upper surface portion 12 a of the side silrain 12, so When a plurality of virtual regions defined by lines connecting the coupling portions of the lower surface portion 12b are formed and the side sill 10 is bent and deformed by an external load, the upper surface portion 12a of the side sill rain 12 and the second reinforcing plate Thus, the load can be received at each joint portion of the virtual region consisting of 30 and the out-of-plane deformation of the upper surface portion 12a of the side sill rain 12 can be more effectively suppressed.

  In addition, also in the convex portion 32 of the second reinforcing plate 30, the convex portions 32 adjacent to each other in the vehicle longitudinal direction overlap each other in the vehicle width direction, and the convex portions 32 adjacent to each other in the vehicle width direction are mutually in the vehicle longitudinal direction. Since the base portion 31 that is linearly continuous in the vehicle body longitudinal direction and the vehicle width direction is not formed, the vehicle body longitudinal direction and the vehicle width when the load is applied to cause bending deformation. A fold is formed in the direction by the base portion 31 of the second reinforcing plate 30, and it is possible to prevent the out-of-plane deformation of the upper surface portion 12 a of the side sill rain 12 from being promoted.

  Further, the second reinforcing plate 30 is attached so that the coupling force with the upper surface portion 12b of the side sill rain 12 decreases as the distance from the coupling portion 6 between the center pillar 20 and the side sill 10 increases in the longitudinal direction of the vehicle body. The reinforcing effect of the reinforcing plate 30 can be reduced at the end of the second reinforcing plate 30, and the side sill 10 is bent and deformed near the end of the second reinforcing plate 30 when a load is applied from the outside. Can be suppressed.

  In the present embodiment, the second reinforcing plate 30 is formed such that the height H2 of the convex portion 32 from the base portion 31 is constant in the longitudinal direction of the vehicle body, but the center pillar 20 and the side sill 10 in the longitudinal direction of the vehicle body. It is also possible to make the height H2 of the convex portion 32 lower as the distance from the coupling portion 6 increases, so that the reinforcing strength by the second reinforcing plate 30 becomes lower.

  As described above, the second reinforcing plate 30 is formed such that the strength of the second reinforcing plate 30 decreases as the distance from the connecting portion 6 between the center pillar 20 and the side sill 10 increases in the vehicle longitudinal direction. The reinforcing effect of the reinforcing plate 30 can be reduced at the end portion of 30, and the side sill 10 can be prevented from being bent and deformed near the end portion of the second reinforcing plate 30 when a load is applied from the outside. .

  In the present embodiment, the reinforcing plates 30 and 40 are adhesively bonded to the convex portions 32 and 42 and the side sill rain 12 by an adhesive (not shown), but may be bonded by spot welding or the like. Moreover, although the convex parts 32 and 42 of the reinforcing plates 30 and 40 are formed in a quadrangular frustum shape, they may be formed in other truncated pyramid shapes, or may be formed in a frustum shape. .

  The closed cross section 20b formed by the center pillar inner 21 and the center pillar rain 23 corresponds to the first closed cross section described in the claims of the present application, and is formed by the side sill inner 11 and the side sill rain 12. The closed cross section 10a corresponds to a second closed cross section described in the claims of the present application, and a closed cross section 10c formed by the lower portion of the center pillar inner 21 and the side sill rain 12 is described in the claims of the present application. This corresponds to the third closed cross section.

  As described above, the present invention is not limited to the illustrated embodiments, and it goes without saying that various improvements and design changes can be made without departing from the gist of the present invention.

  INDUSTRIAL APPLICABILITY The present invention can provide a vehicle frame structure that can increase the bending resistance of the side sill at the joint between the center pillar and the side sill, and is widely used in a vehicle body frame having a joint between the center pillar and the side sill. There is a possibility.

DESCRIPTION OF SYMBOLS 1 Body frame 2 Car body side surface part 4, 5 Door opening part 6 Coupling part 10 Side sill 10a 2nd closed cross-section part 10c 3rd closed cross-section part 11 Side sill inner 12 Side sill rain 12a Side sill lane upper surface part 12b 12c Side Sill Rain Side Wall 12d Side Sill Rain Upper Flange 12e Side Sill Rain Lower Flange 20 Center Pillar 20b First Closed Section 21 Center Pillar Inner 23 Center Pillar Rain 30 Second Reinforcement Plate 31 Second Reinforcement Plate Base part of the second reinforcing plate 34 Upper flange part of the second reinforcing plate 40 First reinforcing plate 41 Base part of the first reinforcing plate 42 Projecting part of the first reinforcing plate 43 First reinforcing plate Upper flange portion 44 Lower flange portion of the first reinforcing plate

Claims (7)

A center pillar having a first closed cross section formed by a center pillar inner and a center pillar rain, which is located between front and rear door openings provided on a side surface of the vehicle body and extends in the vertical direction of the vehicle body; A vehicle frame structure having a coupling portion that extends in the longitudinal direction of the vehicle body and has a side sill having a second closed cross section formed by a side sill inner and a side sill rain,
A lower portion of the center pillar inner is extended into the side sill to divide the second closed cross section into a vehicle inner side and a vehicle outer side, whereby a third closed cross section is formed by the lower portion of the center pillar inner and the side sill rain. And a first reinforcing plate is attached in the third closed cross section,
The first reinforcing plate is separated from the lower surface portion of the side sill rain and extends in the vehicle longitudinal direction along the lower surface portion. The first reinforcing plate is integrally formed with the base portion in the vehicle longitudinal direction and the vehicle width direction. A plurality of convex portions that are arranged and project from the base portion toward the lower surface portion and are in contact with and coupled to the lower surface portion, and are attached to the lower surface portion of the side sillein,
A vehicle frame structure characterized by that. The first reinforcing plate has an upper flange portion extending upward at an outer end portion in the vehicle width direction of the first reinforcing plate,
An upper flange portion of the first reinforcing plate is coupled to a side wall portion of the side silrain that extends upward from a lower surface portion of the side silrain.
The vehicle frame structure according to claim 1. The first reinforcing plate has a lower flange portion extending downward at an inner end in the vehicle width direction of the first reinforcing plate,
The lower flange portion of the first reinforcing plate is coupled to the lower flange portion of the side sill lane extending downward from the lower surface portion of the side sill lane.
The vehicle frame structure according to claim 1 or claim 2, wherein A second reinforcing plate is attached in the third closed cross section,
The second reinforcing plate is separated from the upper surface portion of the side sill rain and extends in the vehicle longitudinal direction along the upper surface portion. The second reinforcing plate is formed integrally with the base portion and extends in the vehicle longitudinal direction and the vehicle width direction. A plurality of convex portions that are arranged and project from the base portion toward the upper surface portion and are in contact with and coupled to the upper surface portion, and are attached to the upper surface portion of the side sillein,
The vehicle frame structure according to claim 1, wherein the vehicle frame structure is a vehicle frame structure. The second reinforcing plate has an upper flange portion extending upward at an inner end portion in the vehicle width direction of the second reinforcing plate,
The upper flange portion of the second reinforcing plate is coupled to the upper flange portion of the side sill lane extending upward from the upper surface portion of the side sill lane.
The vehicle frame structure according to claim 4. The second reinforcing plate is attached to the upper surface portion of the side sill rain so that the coupling force with the upper surface portion decreases as the distance from the coupling portion increases in the vehicle longitudinal direction.
The vehicle frame structure according to claim 4 or claim 5, wherein The second reinforcing plate is formed such that the strength of the second reinforcing plate decreases as the distance from the coupling portion increases in the vehicle longitudinal direction.
The vehicle frame structure according to claim 4, wherein the vehicle frame structure is a vehicle frame structure.