JP5672209B2 - Car body side structure - Google Patents

Description

  The present invention relates to a vehicle body side structure, and more particularly to a vehicle body side structure that connects a front pillar inner panel and a side outer panel.

  In the vehicle body front structure described in Patent Document 1 below, the apron upper member is provided with a partition wall that divides the upper and lower two layers of closed cross sections. The rear end portion of the closed cross-sectional portion below the apron upper member has a shape that expands rearward. And the rear-end part of the said apron upper member is formed in the vertical rectangular shape, and is couple | bonded with the front surface of the front pillar. As a result, the rigidity against the lateral vibration acting from the suspension is enhanced.

  Moreover, in the vehicle body side part structure described in Patent Document 2, a part of the apron member or fender apron coupling portion with respect to the front pillar is bent and reinforced. As a result, stress concentration is prevented from occurring in a part of the connecting portion.

JP 2002-145119 A Japanese Patent Laid-Open No. 10-218028

  For example, when the front pillar and the apron upper member are joined by spot welding or the like, there is an automobile in which the distance between the hit points is increased at the spot weld points. On the other hand, when a thrust load from the road surface is input to the suspension, the apron upper member is greatly displaced in the vehicle height direction, and the distance between the hitting portions of the apron upper member and the front pillar is shortened. For this reason, in the above prior art, the front pillar inner panel and the side outer panel may be deformed by opening from the hitting point, and high stress may be generated at the hitting point.

  In view of the above fact, an object of the present invention is to obtain a vehicle body side structure that can suppress or prevent opening deformation between a front pillar inner panel and a side outer panel.

  The vehicle body side structure of the present invention according to claim 1 includes a side outer panel provided on a vehicle side, and a cowl top side provided on a center side in the vehicle height direction on the vehicle front side of the side outer panel. A panel, a lower joint portion to which the side outer panel is joined together with the cowl top side panel, and an upper joint portion that is located above the lower joint portion and is joined to the side outer panel. A front pillar inner panel having a closed cross-section therebetween, and a concave bead that is formed between the upper joint portion and the lower joint portion of the front pillar inner panel and is recessed toward the side outer panel. ,have.

  In the vehicle body side part structure according to the first aspect of the present invention, the cowl top side panel is provided on the center side in the vehicle height direction on the vehicle front side of the side outer panel provided on the vehicle side part. . The side outer panel is joined to the front pillar inner panel, and a closed cross section is formed between the front pillar inner panel and the side outer panel. Furthermore, the side outer panel is joined to the front pillar inner panel together with the cowl top side panel at the lower joint of the front pillar inner panel, and the side outer panel is joined to the front pillar inner panel at the upper joint located above the lower joint. Has been.

  Here, since a closed cross section is formed between the front pillar inner panel and the side outer panel, at least one of the front pillar inner panel and the side outer panel is swelled in a direction away from the other. In the present invention, a concave bead that is recessed toward the side outer panel is formed between the upper joint portion and the lower joint portion of the front pillar inner panel.

  The cowl top side panel is generally joined to an apron upper member to which a suspension tower is joined. Therefore, when a thrust load from the road surface is input to the suspension, the cowl top side panel is displaced upward via the apron upper member. As a result, the concave bead is deformed in a direction in which the amount of the dent increases, and the concave bead is further dented to the side outer panel side.

  That is, by providing the concave bead on the front pillar inner panel, the front pillar inner panel can follow the movement of the side outer panel even if the cowl top side panel is displaced upward. Thereby, the amount of deformation of the mouth opening generated between the front pillar inner panel and the side outer panel can be reduced, and the stress generated in the lower joint portion can be reduced.

  Further, by providing a concave bead on the front pillar inner panel, the front pillar inner panel is provided with a lateral wall along the substantially vehicle front-rear direction (L-axis direction), and substantially along the vehicle height direction (H-axis direction). A vertical wall will be provided. Thereby, the rigidity with respect to the bending around the L axis and the H axis is improved. As described above, the front pillar inner panel is improved in rigidity against bending around the L axis, so that the collision safety in the vehicle front collision / offset collision is also improved. In addition, since the rigidity against bending around the H axis is improved, the steering stability at the time of lane change and turning is also improved.

  Here, the “substantially vehicle height direction” includes not only the vehicle height direction but also a slight angle with respect to the vehicle height direction. Further, the “substantially vehicle front-rear direction” includes a case where the vehicle has a slight angle with respect to the vehicle front-rear direction as well as the vehicle front-rear direction. Further, since it is only necessary to be provided “almost along the vehicle front-rear direction” or “almost along the vehicle height direction”, the horizontal wall and the vertical wall are not necessarily formed linearly.

  According to a second aspect of the present invention, there is provided a vehicle body side part structure according to the first aspect of the present invention, wherein the concave bead is arranged along at least one of a vehicle upper side and a vehicle lower side of the concave bead along the vehicle longitudinal direction. A laterally convex bead that extends and swells in a direction away from the side outer panel is formed.

  In the vehicle body side part structure according to the second aspect of the present invention, a laterally convex bead extending along the vehicle front-rear direction is formed on at least one of the concave bead on the vehicle upper side and the vehicle lower side. The laterally convex bead swells in a direction away from the side outer panel and swells in a direction opposite to the concave bead. By providing a laterally convex bead in this way, the tensile force along the vehicle front-rear direction is further strengthened, and the load acting on the concave bead when a vehicle frontal collision load (front collision load) is input is reduced. be able to.

  The vehicle body side part structure of the present invention according to claim 3 is the vehicle body side part structure according to claim 1 or 2, wherein at least one of the concave bead on the vehicle front side and the vehicle rear side is provided with a vehicle height. A vertically convex bead is formed that extends along the vertical direction and swells in a direction away from the side outer panel.

  In the vehicle body side structure according to the third aspect of the present invention, at least one of the concave bead on the vehicle front side and the vehicle rear side is formed with a vertical convex bead extending along the vehicle front-rear direction. The vertically convex bead swells in a direction away from the side outer panel, and swells in a direction opposite to the concave bead. By providing the vertical convex bead in this way, the tensile force along the vehicle height direction is further strengthened, and the load acting on the concave bead when a thrust load from the road surface is input can be reduced. .

  As described above, the vehicle body side part structure of the present invention according to the first aspect of the present invention has an excellent effect that the opening deformation between the front pillar inner panel and the side outer panel can be suppressed or prevented.

  The vehicle body side structure of the present invention according to claim 2 has an excellent effect that the collision safety in the vehicle front collision / offset collision can be further improved.

  The vehicle body side structure of the present invention according to claim 3 has an excellent effect that the steering stability at the time of lane change / turning can be further improved.

It is the side view seen from the vehicle width direction outer side which shows the front pillar etc. to which the vehicle body side part structure of the motor vehicle concerning this Embodiment was applied. It is a disassembled side view which shows the principal part of FIG. FIG. 3 is an enlarged side view of a main part of the front pillar inner panel shown in FIG. 2 in an enlarged manner. FIG. 4 is a cross-sectional view (end view) showing a state cut along line 4-4 in FIG. 3. It is sectional drawing (end view) which shows the comparative example corresponding to FIG. FIGS. 6A and 6B show a first modification of the present embodiment, FIG. 6A is an enlarged side view of a main part corresponding to FIG. 3, and FIG. It is sectional drawing (end view) which shows the state cut | disconnected along the (B) -6 (B) line. It is a principal part expanded side view corresponding to FIG. 3 which shows the 2nd modification of this embodiment.

  Next, the vehicle body side part structure of the automobile according to the present embodiment will be described with reference to FIGS. In the figure, the arrow FR indicates the forward direction of the vehicle, and the arrow UP indicates the upward direction of the vehicle. An arrow OUT indicates the outside in the vehicle width direction.

(Car body side structure)
FIG. 1 shows a steel plate front pillar 10, a side outer panel 12, and a cowl top side panel 14 positioned on the vehicle front side to which the vehicle body side part structure according to the present embodiment is applied. The side view seen from is shown. The main members in the vehicle body side structure of the vehicle according to the present embodiment are the front pillar inner panel 20, the side outer panel 12, and the cowl top side inner panel 14A. In FIG. Dots with different densities are inserted so that the arrangement of each member can be understood. In FIG. 2, members that are essential parts in FIG. 1 are individually shown.

  As shown in FIG. 1, the cowl top side panel 14 includes a cowl top side inner panel 14A and a cowl top side outer panel 14B (shown in phantom), and the cowl top side inner panel 14A is a cowl top side. The outer panel 14B is disposed on the inner side in the vehicle width direction.

  The cross-sectional shape of the cowl top side inner panel 14A has, for example, a substantially inverted L shape, and is formed to have a substantially inverted triangular shape when viewed from the inside in the vehicle width direction. On the other hand, the cowl top side outer panel 14 </ b> B has a substantially rectangular wave shape in cross section, and the vehicle width direction inner side is open. A cowl top side inner panel 14A is attached to the upper wall of the cowl top side outer panel 14B by welding or the like.

  A rear end portion of an apron upper member made of a steel plate (not shown) extending along the vehicle front-rear direction is joined to the cowl top side outer panel 14B. A suspension tower is disposed inside the apron upper member in the vehicle width direction, and an upper end portion of the suspension tower is joined to the apron upper member by welding or the like. Thus, when a thrust load from the road surface is input from the vehicle suspension to the suspension tower, the thrust load is transmitted to the cowl top side panel 14 via the suspension tower and the apron upper member.

  On the other hand, a side outer panel 12 is provided on the outer side of the vehicle body. The side outer panel 12 is formed with an opening 12A that is opened and closed by a side door (not shown) and has a substantially frame shape (only the front side of the vehicle is shown here). Reference numerals 16 and 18 denote beads that swell toward the outer side in the vehicle width direction (the rear side in the figure).

  A part of the front pillar 10 is formed by joining the front surface of the side outer panel 12 on the vehicle front side in the vehicle width direction to the front pillar inner panel 20. Here, as shown in FIG. 2, the front pillar inner panel 20 includes a base portion 28 formed along the vehicle height direction. From the upper end portion of the base portion 28, an inclined portion 30 that extends toward the rear of the vehicle as it extends upward is extended. The width of the inclined portion 30 is set to be narrower than the width of the base portion 28.

  A laterally convex bead that extends substantially along the vehicle front-rear direction and swells toward the inner side in the vehicle width direction (the front side in the figure) at the center of the front portion 28 of the front pillar inner panel 20 on the vehicle front side. 32 is formed. Similar to the laterally convex bead 32, the laterally convex bead 34 extends substantially along the vehicle front-rear direction and bulges inward in the vehicle width direction (front side in the figure). Is formed.

  Here, the “substantially vehicle front-rear direction” includes not only the vehicle front-rear direction but also a slight angle with respect to the vehicle front-rear direction. Further, the laterally convex beads 32 and 34 need only be provided “almost along the vehicle front-rear direction”, and therefore do not necessarily have to be formed in a straight line. The other lateral convex beads are the same as the lateral convex beads 32 and 34.

  In addition, the vehicle is extended along the vehicle height direction so as to bridge between the lateral convex bead 32 and the lateral convex bead 34 on the center side of the vehicle front side of the base portion 28, and at the inner side in the vehicle width direction. A vertically convex bead 35 that swells toward the front side in the figure is formed. Like the vertical convex bead 35, the vertical convex bead 35 extends substantially along the vehicle height direction and extends upward toward the inner side in the vehicle width direction (front side in the figure). A bead 36 is formed.

  Here, the “substantially vehicle height direction” includes not only the vehicle height direction but also a slight angle with respect to the vehicle height direction. Further, the longitudinal convex beads 35 and 36 need only be provided “almost along the vehicle height direction”, and thus do not necessarily have to be formed in a straight line. The other vertical convex beads are the same as the vertical convex beads 35 and 36.

  Further, in the central portion of the base portion 28 on the front side of the vehicle, a recess recessed toward the outer side in the vehicle width direction (the rear side in the figure) in the space surrounded by the lateral convex beads 32 and 34 and the longitudinal convex beads 35 and 36. A bead 38 is formed. Here, the laterally convex beads 32, 34 and the longitudinally convex beads 35, 36 constitute a part of the convex bead 37, and the concave bead 38 is provided on the convex bead 37, so that It can also be said that the convex beads 32 and 34 and the vertical convex beads 35 and 36 are formed.

  In addition, FIG. 3 shows a portion of the front pillar inner panel 20 shown in FIG. 2 where the concave beads 38, the lateral convex beads 32, 34, and the vertical convex beads 35, 36 are formed (a part of the convex beads 37). The principal part expansion side view which expanded is shown. As shown in FIG. 3, the laterally convex bead 32 is formed with a lateral wall 40 that forms a part of the laterally convex bead 32 and extends substantially along the vehicle longitudinal direction. Further, the laterally convex bead 34 is formed with a lateral wall 42 that constitutes a part of the laterally convex bead 34 and extends substantially along the vehicle longitudinal direction. Further, the vertical convex bead 35 is formed with a vertical wall 44 that constitutes a part of the vertical convex bead 35 and substantially along the vehicle height direction. Further, the vertical convex bead 36 is formed with a vertical wall 45 that constitutes a part of the vertical convex bead 36 and substantially along the vehicle height direction.

  On the other hand, the concave bead 38 has a substantially square shape. The concave bead 38 includes a lateral wall 38A substantially parallel to the lateral wall 40 of the lateral convex bead 32, a lateral wall 38B substantially parallel to the lateral wall 42 of the lateral convex bead 34, and a longitudinal wall substantially parallel to the longitudinal wall 44 of the longitudinal convex bead 35. The wall 38 </ b> C and the vertical wall 38 </ b> D substantially parallel to the vertical wall 45 of the vertical convex bead 36 are included. Here, “substantially parallel” includes a case where opposing walls have a slight angle with each other. The lateral walls 38A and 38B of the concave bead 38 constitute a part of the lateral convex beads 32 and 34, respectively, and the vertical walls 38C and 38D of the concave bead 38 constitute a part of the longitudinal convex beads 35 and 36, respectively. ing.

  As described above, in the present embodiment, the beads 16 and 18 that swell toward the outer side in the vehicle width direction (the rear side in the figure) are provided on the side outer panel 12 shown in FIG. The front pillar inner panel 20 is provided with a convex bead 37 that swells inward in the vehicle width direction (front side in the figure).

  Therefore, as shown in FIG. 4 (note that FIG. 4 is a cross-sectional view (end view) showing a state cut along line 4-4 of FIG. 3 is shown by a solid line), a front pillar inner panel A closed cross-section 22 is formed between the front pillar inner panel 20 and the side outer panel 12 in a state where the 20 and the side outer panel 12 are joined by, for example, spot welding.

  4, the front pillar inner panel 20 and the side outer panel 12 are joined to each other, and the lower joint portion 26 includes the front pillar inner panel 20 together with the cowl top side inner panel 14A (see FIG. 1). The side outer panel 12 is joined (co-fired). A concave bead 38 is provided between the upper joint 24 and the lower joint 26.

(Operation and effect of the car body side structure)
Next, operations and effects of the vehicle body side part structure according to the present embodiment will be described.

  The cowl top side panel 14 shown in FIG. 1 is generally joined to an apron upper member (not shown) to which a suspension tower (not shown) is joined. On the other hand, as shown in FIG. 4, a closed cross section 22 is formed between the front pillar inner panel 20 and the side outer panel 12 in a state where the front pillar inner panel 20 and the side outer panel 12 are joined.

  For this reason, when the distance between the upper joint portion 24 and the lower joint portion 26 of the front pillar inner panel 20 is large, when the thrust load (arrow F) from the road surface is input to the suspension, the apron upper member It is displaced greatly upward along the vehicle height direction. As a result, the cowl top side panel 14 (see FIG. 1) joined to the apron upper member is displaced upward, and the distance between the lower joint portion 26 and the upper joint portion 24 is shortened (indicated by an imaginary line).

  In FIG. 5, a front pillar inner panel 100 to which the vehicle body side part structure according to the present embodiment is not applied is indicated by a solid line. When the front pillar inner panel 100 is used, when the cowl top side panel 14 is displaced upward by a thrust load (arrow F) from the road surface, the front pillar inner panel 100 and the side outer panel 12 are indicated by phantom lines. The distance between them increases. That is, opening deformation is performed starting from the lower joint portion 26. As a result, a high stress is generated in the lower joint portion 26 in the direction in which the front pillar inner panel 100 is peeled from the side outer panel 12.

  However, in the present embodiment, as indicated by a solid line in FIG. 4, a convex bead 37 that swells inward in the vehicle width direction is provided between the upper joint portion 24 and the lower joint portion 26 in the front pillar inner panel 20. A concave bead 38 is formed on the convex bead 37. The recessed bead 38 bulges outward in the vehicle width direction and is recessed in a direction approaching the side outer panel 12. For this reason, when the cowl top side panel 14 (see FIG. 1) is displaced upward by the thrust load (arrow F) from the road surface, the concave bead 38 is deformed in the direction in which the amount of dent increases, as indicated by the phantom line, The recessed bead 38 is further recessed toward the side outer panel 12 side.

  That is, by providing the concave bead 38 on the front pillar inner panel 20, the front pillar inner panel 20 can follow the movement of the side outer panel 12 even if the cowl top side panel 14 is displaced upward. Thereby, the deformation of the mouth opening can be reduced, and the stress generated in the lower joint portion 26 can be reduced. Depending on the shape of the concave bead 38 and the magnitude of the push-up load (arrow F), the mouth opening deformation may be prevented.

  As shown in FIG. 3, in the present embodiment, a substantially bead-shaped concave bead 38 is provided on the convex bead 37 provided on the front pillar inner panel 20. Thus, laterally convex beads 32 and 34 are provided around the concave bead 38 of the front pillar inner panel 20 along the substantially vehicle front-rear direction (L-axis direction), and substantially in the vehicle height direction (H-axis direction). Longitudinal convex beads 35, 36 are provided along.

  In this way, by providing the laterally convex beads 32 and 34 around the concave bead 38, the front pillar inner panel 20 is further strengthened in the thrust force along the L-axis direction, and also has a vehicle front collision load (front The load acting on the concave bead 38 when the (impact load) is input can be reduced. Thereby, the collision safety in the vehicle front collision / offset collision is also improved. Further, by providing the vertical convex beads 35 and 36 around the concave bead 38, the front pillar inner panel 20 is further strengthened in the thrust force along the H-axis direction, and also has a thrust load (arrow F) from the road surface. ) Can be reduced, the load acting on the concave bead 38 can be reduced. This also improves handling stability during lane changes and turns.

(Supplementary explanation of the above embodiment)
Here, although the laterally convex bead 32 and the laterally convex bead 34 are formed around the concave bead 38, only the laterally convex bead 32 or the laterally convex bead 34 may be formed. The vertical convex beads 35 and 36 are the same as the horizontal convex beads 32 and 34. Further, only a laterally convex bead or a longitudinally convex bead may be formed around the concave bead 38.

  Further, here, the laterally convex beads 32 and 34 and the longitudinally convex beads 35 and 36 around the concave bead 38 have been described. However, the front pillar inner panel 20 has a laterally convex bead and a longitudinally convex in the convex bead 37. Convex beads are formed, and the same effects as the lateral convex beads 32 and 34 or the longitudinal convex beads 35 and 36 can be obtained by the lateral convex beads and the longitudinal convex beads.

  Moreover, in the said embodiment, although the spot welding was mentioned as an example and demonstrated about joining of the front pillar inner panel 20 and the side outer panel 12, this invention is applicable also to welding joining other than spot welding, bolt joining, etc. is there. Further, the shape of the front pillar inner panel 20 is not limited to the shape according to the above embodiment.

(Other embodiments)
In the above embodiment, as shown in FIG. 4, in the shape of the concave bead 38, there is one step which is the bottom of the concave bead 38, but as shown in FIGS. 6A and 6B. In addition, two step portions 46 </ b> A and 46 </ b> B may be formed on the concave bead 46. 6A is a modification shown corresponding to FIG. 3, and FIG. 6B is cut along the line 6 (B) -6 (B) shown in FIG. 6A. It is sectional drawing (end view) which shows the state which carried out.

  According to this, as shown in FIG. 6B, the front pillar inner panel 48 can be further brought closer to the side outer panel 12 side. For this reason, when the cowl top side panel 14 (see FIG. 1) is displaced upward by a thrust load (arrow F) from the road surface, the front pillar inner panel 48 can be made to follow the movement of the side outer panel 12 further. That is, the deformation of the mouth opening can be further reduced.

  On the other hand, as shown in FIG. 7, a flange portion 52 that is bent from the vehicle width direction inner side (the front side in the drawing) toward the vehicle width direction outer side is formed at the center of the vehicle front portion of the front pillar inner panel 50. ing. The ridge line of the flange portion 52 is formed along the vehicle height direction, and the concave bead 54 may be formed so as to hang over the flange portion 52.

  Here, by providing the concave beads 54, the lateral walls 54 </ b> A and 54 </ b> B constituting the concave beads 54 are provided, and the lateral walls 54 </ b> A and 54 </ b> B are connected to the flange portion 52. For this reason, in the front pillar inner panel 20, the tension force is further strengthened substantially along the vehicle front-rear direction (L-axis direction), and the rigidity against bending around the L-axis is further improved.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and other various modifications can be made without departing from the spirit of the present invention. It is.

10 Front pillar 12 Side outer panel 14A Cowl top side inner panel (Cowl top side outer panel)
14 cowl top side panel 20 front pillar inner panel 22 closed cross section 24 upper joint 26 lower joint 32 lateral convex bead 34 lateral convex bead 35 longitudinal convex bead 36 longitudinal convex bead 37 convex bead 38 concave bead 46 concave bead 48 front pillar Inner panel 50 Front pillar inner panel 54 Concave bead

Claims (3)

A side outer panel provided on the side of the vehicle;
A cowl top side panel provided on the center side in the vehicle height direction on the vehicle front side of the side outer panel;
A lower joint portion to which the side outer panel is joined together with the cowl top side panel, and an upper joint portion that is located above the lower joint portion and to which the side outer panel is joined. A front pillar inner panel having a closed cross-section formed by
A concave bead that is formed between the upper joint and the lower joint in the front pillar inner panel and is recessed toward the side outer panel;
A vehicle body side structure having an automobile.   2. The automobile according to claim 1, wherein a laterally convex bead extending along a vehicle front-rear direction and bulging in a direction away from the side outer panel is formed on at least one of a vehicle upper side and a vehicle lower side of the concave bead. Car body side structure.   3. A vertically convex bead extending along a vehicle height direction and bulging in a direction away from the side outer panel is formed on at least one of a vehicle front side and a vehicle rear side of the concave bead. Vehicle body side structure as described.