JP5681820B2 - Car body welded structure - Google Patents

Description

  According to the present invention, at least two steel plates having a joining flange along an edge are superposed on the joining flange, and a pair of welding rollers sandwiching the superposed part are moved along a welding line to thereby form one of the superposed parts. The present invention relates to a welded structure of a vehicle body that seam welds a part.

  For example, as described in Patent Document 1 below, conventionally well-known seam welding is performed by sandwiching and pressing the surface of a superposed steel plate with a pair of rollers and supplying current to both rollers. By rolling along, the steel plates sandwiched between both rollers are melted by Joule heat and continuously welded.

  Further, in Patent Document 2 below, two reinforcement flanges of an outer member and two joint flanges of an inner member are provided when a reinforcement is disposed between the outer member and the inner member to form two closed cross sections. In addition to laser welding with two welding lines, two welding flanges of the outer member and both side edges of the reinforcement are laser-welded with the other two welding lines.

JP 2007-167895 A JP 2009-255800 A

  Among resistance welding, spot welding welds steel plates in a spot shape, while seam welding welds steel plates in a line shape, so that not only the efficiency of welding work is improved, but also the durability against peeling of the welded parts There is an advantage that it becomes higher. However, in the conventional seam welding, it was possible to weld two or three thin steel plates in a superposed state, but three or four steel plates including a thick plate were welded in a superposed state. It was difficult.

  In order to solve this problem, by forming notches alternately in one of three or four steel plates including thick plates, the number of superposed steel plates is suppressed to two or three that can be welded. And seam welding. However, when this is done, a notch is necessarily formed in any one of the three or four steel plates including the thick plate, so that it is inevitable that the welding strength is lowered at that portion. There is.

  Further, the invention described in the above-mentioned Patent Document 2 is applied to seam welding, and three or four steel plates including thick plates are shifted and overlapped so that the number of superposed sheets can be suppressed to a number that can be welded. It is conceivable to weld two steel plates with two parallel welding lines. However, this does not only double the number of man-hours required for seam welding, but also requires two parallel welding lines, which increases the width of the welding flange, and one welding line. However, there is a problem that the separation rigidity of the welded portion is lowered due to the position far from the closed cross section.

  Also, especially in the periphery of the door opening, the connection part of the center pillar and the roof side rail has an acute angle, so it is not possible to secure a space for changing the direction of the welding roller, and that part cannot be seam welded. It is necessary to prevent the strength of the portion from decreasing.

  This invention is made | formed in view of the above-mentioned situation, and it aims at enabling it to weld with high intensity | strength the welding part which at least 2 steel plate superposes | polymerizes.

  In order to achieve the above object, according to the invention described in claim 1, at least two steel plates having a joining flange along the edge of the door opening of the vehicle body are superposed at the joining flange, and the superposed part A welding structure for a vehicle body for seam welding a part of the overlapped portion by moving both welding rollers along a welding line while supplying a current to a pair of welding rollers sandwiching each other. The overlapping part of the joint flange is welded only by spot welding without the seam welding at the connection part that forms an acute angle between the center pillar and the roof side rail in the edge part of the door opening. A welding structure for a vehicle body is proposed in which seam welding is performed along the welding line from a welding start position to a welding end position on the other side of the connecting portion.

  According to the invention described in claim 2, in addition to the structure of claim 1, a welded structure for a vehicle body is proposed in which seam welding is performed along the root portion of the joint flange.

  According to the invention described in claim 3, in addition to the structure of claim 1 or claim 2, the at least two steel plates include a side sill outer, a side sill inner, a center pillar outer, a center pillar upper of a vehicle body. An inner, a front pillar lower outer and a front pillar lower inner, the overlapping portion of the joint flange between the side sill outer and the side sill inner, and the overlapping portion of the joint flange between the center pillar outer and the center pillar upper inner, A welded structure for a vehicle body is proposed in which the front pillar lower outer and the overlapping portion of the joint flange of the front pillar lower inner are seam welded respectively.

  According to the configuration of claim 1, spot welding is performed on the connection portion where the center pillar and the roof side rail form an acute angle in the joining flange along the edge of the door opening, so that it is possible to secure a space for changing the direction of the welding roller. The welded portion (that is, the connecting portion) can be spot welded to prevent strength reduction. Also, since the seam welding is performed along the welding line from the welding start position on one side of the connecting portion to the welding end position on the other side of the connecting portion, the working time is greatly reduced compared to spot welding. The work efficiency is improved and spot welding is performed between the start position and end position of the seam welding, so that the entire circumference of the closed loop joint flange at the edge of the door opening is seamlessly welded to further increase the peeling rigidity. Can be increased.

  According to the configuration of the second aspect, since the seam welding is performed along the root portion of the joining flange, not only the flange width of the joining flange can be reduced, but also the peeling rigidity of the welded portion can be further increased.

  According to the third aspect of the present invention, when seam welding is performed at a high current and a high speed at a portion where the two overlapping portions of the joining flange are joined, the surface penetration increases, but the number of joining flanges is two. Therefore, not only can the welding be performed reliably, and the width of the weld bead can be narrowed to reduce the width of the joint flange, thereby reducing the weight of the vehicle body. You can save.

The disassembled perspective view which looked at the left side outer panel of the vehicle body from the vehicle interior. The perspective view which looked at the circumference | surroundings of the left door opening of a vehicle body from the vehicle interior. FIG. 3 is an enlarged view of part 3 of FIG. 2. FIG. 4 is an enlarged sectional view taken along line 4-4 of FIG. FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. The perspective view which looked at the connection part of the right end of a roof arch and a roof side rail from the vehicle interior. FIG. 7 is an enlarged sectional view taken along line 7-7 in FIG. FIG. 8 is an enlarged sectional view taken along line 8-8 in FIG. 6. Explanatory drawing of the method of seam welding. Explanatory drawing of the welding bead of low current and low speed seam welding and high current and high speed seam welding. The time chart which shows the change of welding speed, welding current, and bead width.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, a side outer panel 11 on the left side of a vehicle body is composed of a side outer panel upper 12 having a front pillar upper outer 12a, a roof side rail outer 12b and a rear quarter panel 12c, a front pillar lower outer 13a and a side sill. A side outer panel lower 13 integrally having an outer 13b, a center pillar outer 14 connecting the roof side rail outer 12b and the side sill outer 13b, and a roof side rail superimposed on the inside of the front pillar upper outer 12a and the roof side rail outer 12b. The stiffener 15 is previously welded to form a subassembly.

  The coupling portion of the roof side rail stiffener 15 to the front pillar upper outer 12a and the roof side rail outer 12b of the side outer panel upper 12, the coupling portion of the center pillar outer 14 to the roof side rail outer 12b of the side outer panel upper 12, and the side outer panel upper Two steel plates overlap each other at the connecting portion of the front pillar lower outer 13 a of the side outer panel lower 13 with respect to the front pillar outer 12 of the twelve and the connecting portion of the center pillar outer 14 with respect to the side sill outer 13 b of the side outer panel lower 13.

  FIG. 2 is a view of the door opening 16 on the left side of the front of the vehicle body as viewed from the inside of the vehicle body, and shows each panel joined to the inner surface of the side outer panel 11. That is, the front pillar lower inner 17 is coupled to the inner surface of the front pillar lower outer 13 a of the side outer panel lower 13, and the side sill inner 18 is coupled to the inner surface of the side sill outer 13 b of the side outer panel lower 13. A center pillar lower inner 19 is coupled to the lower inner surface of the center pillar outer 14, and a center pillar upper inner 20 is coupled to the upper inner surface of the center pillar outer 14. A triangular window frame 22 is coupled to the inner peripheral surface of the triangular window 21 below the front pillar upper outer 12 a of the side outer panel upper 12.

  As shown in FIGS. 6 and 7, the front pillar upper outer 12a of the side outer panel upper 12 is formed of a thin plate, and a thick roof side stiffener 15 and a thick plate front pillar upper inner 23 are respectively paired on the inner surface thereof. Both ends of a thick roof arch 24 extending in the vehicle width direction are respectively inserted between the roof side stiffener 15 and the front pillar upper inner 23 by being joined at the joint flange to form the closed cross section. It is joined by a pair of joining flanges. Further, on the rear side of the roof arch 24, the front pillar upper inner 23 continues to the roof rail inner 25, and the upper end of the center pillar upper inner 20 is coupled to the roof rail inner 25.

  As shown in FIGS. 3 and 4, the side sill 31 below the door opening 16 includes upper and lower joint flanges f1 and f2 of the side sill outer 13b of the outer side outer panel lower 13 and upper and lower joint flanges of the inner side sill inner 18. Two sheets of f3 and f4 are stacked to form a closed section. At this time, the upper flange f1 of the side sill outer 13b along the door opening 16 and the upper flange f3 of the side sill inner 18 are seam-welded W1 (see a part in FIG. 3), but the side sill outer 13b The lower flange f2 and the lower flange f4 of the side sill inner 18 are spot-welded W2.

  As shown in FIGS. 3 and 5, the portion where the side sill 31 is connected to the lower end of the center pillar 32 is spot-welded W5 with the lower outer surface of the center pillar outer 14 superimposed on the upper outer surface of the side sill outer 13b, and the side sill inner 18 The lower inner surface of the center pillar lower inner 19 is overlapped with the upper inner surface of the steel plate, and spot welding W3 is performed. The joining flange f1 of the side sill outer 13b and the joining flange f5 of the center pillar outer 14 are overlapped, and the joining flange f3 of the side sill inner 18 and the joining flange f6 of the center pillar lower inner 19 are overlapped. The portion where the joining flanges f5, f1, f3, and f6 overlap each other is seam-welded W1 (see part b in FIG. 3).

  As shown as part c in FIG. 3, in the lower part of the center pillar 32, the joining flange at the middle part in the vertical direction of the center pillar lower inner 19 is overlapped with the joining flange of the center pillar outer 14, and seam welding is performed by overlapping the joining flanges. W1 is done. As shown as part d in FIG. 3, the joining flange at the upper end of the center pillar lower inner 19 and the joining flange at the lower end of the center pillar upper inner 20 are overlapped with the joining flange of the center pillar outer 14. Seam welding W1 is performed.

  3, the front flange of the center pillar upper inner 20 is overlapped with the front flange of the center pillar outer 14 at the middle portion in the vertical direction of the center pillar 32, and the two are overlapped. Seam welding W1 is performed. As shown as part f in FIG. 2, in the upper part of the center pillar 32, the joint flange on the front side of the center pillar outer 14 and the joint flange on the front side of the roof side rail outer 12 b are the joint flange on the front side of the center pillar upper inner 20. They are overlapped, and seam welding W1 is performed by overlapping the three sheets.

  As shown in FIG. 3, the portion where the side sill 31 is connected to the lower end of the front pillar lower 33 is spot-welded W4 with the front sill inner 18 being overlapped with the lower portion of the front pillar lower inner 17. 2 and 3, the joint flange of the front pillar lower inner 17 is superimposed on the joint flange on the rear side of the front pillar lower outer 13 a of the side outer panel lower 13, and seam welding is performed by overlapping the two. W1 is done. However, only the portion where the upper and lower door hinge stiffeners 34, 34 of the front door are sandwiched between the front pillar lower outer 13a and the front pillar lower inner 17 is seam welded W1 in three layers including the door hinge stiffeners 34, 34. The

  As shown as h in FIG. 2, at the lower part of the triangular window 21, the joining flange on the rear side of the front pillar lower inner 17 and the joining flange on the rear side of the triangular window frame 22 are the front pillar lower outer of the side outer panel lower 13. 13a is superposed on the joining flange on the rear side, and seam welding W1 is performed by superimposing three of them. As shown as part i in FIG. 2, the joining flange on the rear side of the triangular window frame 22 is overlapped with the joining flange on the rear side of the front pillar upper outer 12 a of the side outer panel upper 12 in the middle portion in the vertical direction of the triangular window 21. Then, seam welding W1 is performed by overlapping two sheets. As shown as j in FIG. 2, in the upper part of the triangular window 21, the rear flange of the triangular window frame 22 is the lower flange of the front pillar upper outer 12 a of the side outer panel upper 12 and the roof side rail stiffener 15. And the seam welding W1 is performed by superimposing three sheets.

  6 and 2, in the front pillar upper 35, the lower flange of the front pillar upper inner 23 overlaps the lower flange of the front pillar upper outer 12 a and the roof side rail stiffener 15. Then, seam welding W1 is performed in three layers. As shown as m in FIGS. 6 and 2, at the rear end of the front pillar upper 35, the joint flange of the roof arch 24 is further overlapped with the k portion, and seam welding W <b> 1 is performed by overlapping the four flanges. 6 and 2, in the roof side rail 36, the lower joint flange of the roof rail inner 25 is superimposed on the lower joint flange of the roof side rail outer 12 b and the roof side rail stiffener 15. There, seam welding W1 is performed in three sheets.

  As described above, in the seam welding W <b> 1 welding line along the periphery of the door opening 16, the number of overlapping flanges varies between 2 and 4 sheets.

  By the way, as shown in FIG. 9, the seam welding W <b> 1 sandwiches the overlapping portion 37 in which a plurality of welding flanges are overlapped by two welding rollers 38 and 38, and supplies current to the welding rollers 38 and 38. It is done by rolling on the welding line. As shown in FIG. 2, the connection part A of the center pillar 32 and the roof side rail 36 has an acute angle α in the periphery of the door opening 16, so that a space for changing the direction of the welding rollers 38, 38 is secured. The seam welding W1 cannot be performed at that portion. Therefore, the seam welding W1 at the periphery of the door opening 16 is set to start from the welding start position P1 on one side of the connection portion A and end at the welding end position P2 on the other side of the connection portion A.

  Thus, by performing seam welding W1 around the door opening 16 along one welding line, the working time is significantly shortened compared with the case where spot welding is performed there, and the working efficiency is improved. However, between the welding start position P1 and the welding end position P2 of the connecting portion A where the seam welding W1 becomes impossible because the center pillar 32 and the roof side rail 36 form an acute angle α, the strength of the portion is prevented from being lowered. Spot welding W6.

  By the way, when seam welding W1 is performed on the overlapping portion 37 of the joining flange, if the high current is applied to the welding rollers 38 and 38, which are a pair of electrodes, the surfaces in contact with the welding rollers 38 and 38 are rapidly heated. As a result, the penetration of the surface increases and the welding rollers 38 move at a high speed, so that the width of the weld bead is reduced as shown in FIG. Conversely, if the welding rollers 38 are moved at a low speed while passing a low current, they are heated from the inside, so that the internal penetration increases and the width of the weld bead becomes large as shown in FIG.

  As shown as m in FIGS. 6 and 2, at the rear end of the front pillar upper 35, the joint flange of the roof arch 24 is further overlapped with the k portion, and seam welding W <b> 1 is performed by overlapping the four flanges. Thus, the part with many superposition | polymerization number is improving the joining strength combining the movement at high speed, supplying a high current, and the movement at low speed, supplying a low current. That is, as shown in FIG. 8, the front pillar upper outer 12a and the roof side rail stiffener are alternately and continuously moved at a high speed while flowing a high current and at a low speed while flowing a low current. 15 is formed intermittently, and internal joints of the roof side rail stiffener 15, the roof arch 24 and the front pillar upper inner 23 are intermittently formed between the plurality of surface joints. By forming the preheated joints by the welding rollers 38, 38 between the internal joints to be performed, a sufficient joint strength is given to the overlapping part (m part) of the joint flange of the roof arch 24 as a whole, and the peeling rigidity is increased. be able to.

  As described with reference to FIG. 10 (A), when the seam welding W1 is performed at a high current and a high speed, the surface of the two-joint portion excluding the overlapping portion (m portion) of the joining flange of the roof arch 24 is melted on the surface. Although it increases, since the number of superposed flange flanges is as small as two, it can be reliably welded. Further, since the width of the weld bead is reduced, not only can the width of the joint flange be reduced to contribute to the reduction of the weight of the vehicle body, but also the welding time can be saved due to the high welding speed.

  In addition, internal joining / remaining heat joining of the adjacent plate materials is performed at the f portion, d portion, b portion, j portion, k portion, n portion, etc., which are partially or partially overlapped with the adjacent plate material. In the important area, as explained with reference to FIG. 10 (B), when seam welding W1 is performed at low current and low speed, internal penetration increases, so that the second and third inner joint flanges can be secured. It can be melted and welded. In addition, since the width of the weld bead is increased, it is necessary to increase the width of the joint flange accordingly. However, since the number of overlapped sheets is small as viewed from the whole, the increase in the weight of the vehicle becomes a problem. There is nothing. Further, since the welding speed is low, the welding time becomes long. However, since the number of overlapped sheets is 3 or 4 as a whole, the increase in welding time becomes a problem.

  In addition, it is desirable that the width of the joining flange of each member is narrow in order to reduce the weight. In this embodiment, in order to minimize the width of the joining flange, the position of the welding line is positioned so as to be in contact with the root portion (folded portion) of the joining flange.

  The graph of FIG. 11 shows changes in the current and speed of the seam weld W1 at the joint of the roof arch 24, and seam welding of a four-layer joint flange from one end of the joint of the roof arch 24 at time t1. W1 is started, and seam welding W1 of the four-layered joining flange is finished at time t5.

  From time t1 to time t2, the current and speed are increased in a slope shape, so that the bead width is kept constant during the period from time t1 to time t2. From time t2 to time t3, seam welding W1 for surface bonding is performed while maintaining a high current and a high speed. The bead width at this time is constant and narrow. At time t3, the current and speed are decreased, and from time t3 to time t4, the low current and low speed are maintained, and the seam welding W1 for internal joining and preheat joining is performed. The bead width at this time is constant and wide. These surface joining, internal joining and preheating joining are repeated as necessary alternately according to the length of the four-layer joining flange, and thereafter, from time t4 to time t5, the current and speed are reduced in a slope shape, As a result, the bead width is kept constant during the period of time t4 to t5.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

A Connection portions f1 to f6 Joint flange P1 Seam welding start position P2 Seam welding end position W1 Seam welding W6 Spot welding α Acute angle 13a Front pillar lower outer 13b Side sill outer 14 Center pillar outer 16 Door opening 17 Front pillar lower inner 18 Side sill Inner 20 Center pillar upper inner 24 Roof arch 32 Center pillar 36 Roof side rail 37 Superposition part 38 Welding roller

Claims (3)

At least two steel plates having a joining flange along the edge of the door opening of the vehicle body are superposed at the joining flange, and both welding rollers are supplied while supplying current to a pair of welding rollers sandwiching the overlapped portion therebetween. Is a welded structure of a vehicle body that seams welds a part of the overlapped portion by moving the
In the edge part of the door opening, the overlapping part of the joint flange is welded only by spot welding without the seam welding in the connection part forming the acute angle between the center pillar and the roof side rail,
A welding structure for a vehicle body, wherein seam welding is performed along the welding line from a welding start position on one side of the connection portion to a welding end position on the other side of the connection portion.   The vehicle body welding structure according to claim 1, wherein the seam welding is performed along a root portion of the joint flange. The at least two steel sheets include a side sill outer, a side sill inner, a center pillar outer, a center pillar upper inner, a front pillar lower outer, and a front pillar lower inner of the vehicle body,
The overlapping portion of the joining flange between the side sill outer and the side sill inner, the overlapping portion of the joining flange between the center pillar outer and the center pillar upper inner, and the joining flange between the front pillar lower outer and the front pillar lower inner The welded structure for a vehicle body according to claim 1, wherein each of the overlapping portions is seam welded.

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