JP5714967B2 - Body shock absorbing structure - Google Patents

Description

  The present invention has a shock-absorbing structure for a vehicle body, particularly, left and right roof side rails extending in the front-rear direction of the vehicle body on which a roof brace is installed, and left and right center pillars coupled to the left and right roof side rails. The present invention relates to a shock absorbing structure for a vehicle body.

  Between the left and right roof side rails extending in the front-rear direction of the vehicle body to which the upper end of the center pillar is coupled, a roof brace extending in the vehicle width direction on a substantially straight line corresponding to the position of the upper end of the center pillar. It is erected. Various techniques for buffering an impact load when an impact load is input to a side portion of a vehicle body having such a structure have been proposed.

  Patent Document 1 discloses a vehicle body structure that suppresses deformation of a roof brace during a side collision. The vehicle body structure of Patent Document 1 will be described with reference to FIGS. 6 and 7, the arrow line IN indicates the vehicle interior, the arrow line OUT indicates the vehicle exterior, the arrow H indicates the vehicle body upper side, and the arrow line L indicates the vehicle body lower side.

  FIG. 6 shows a conventional vehicle body structure disclosed in Patent Document 1, and includes a center pillar 110, a roof side rail 120, and a roof brace 130.

  The center pillar 110 includes a pillar inner 111 on the inner side of the vehicle body and a pillar outer 112 on the outer side of the vehicle body, and the pillar inner 111 and the pillar outer 112 form a hollow closed cross-sectional shape extending in the vertical direction of the vehicle body. A pillar outer reinforcement 113 that reinforces the pillar outer 112 side is interposed between the pillar inner 111 and the pillar outer 112.

  The roof side rail 120 includes a side rail inner 121 on the inner side of the vehicle body and a side rail outer 122 on the outer side of the vehicle body, and the side rail inner 121 and the side rail outer 122 are formed in a hollow closed cross-sectional shape extending in the longitudinal direction of the vehicle body. The The side rail inner 121 and the end edge of the side rail outer 122 are joined to form a first flange 123 on the vehicle interior IN side, and a second flange 124 on the vehicle exterior OUT side.

  On the second flange 124 side of the roof side rail 120, the upper end portion 111 a of the pillar inner 111 is joined to the lower portion of the side rail inner 121, and the upper end portion 113 a of the pillar outer reinforcement 113 is joined to the intermediate region of the side rail outer 122. The center pillar 110 is attached to the roof side rail 120.

  As a result, when an impact load F is input from the side of the vehicle body, the second flange 124 side of the roof side rail 120 is displaced toward the vehicle interior IN side as shown in FIG. The first flange 123 of the roof side rail 120 and the mounting flange 131 of the roof brace 130 are bent and deformed so that 130 is displaced relative to the second flange 124 of the roof side rail 120 toward the outer side OUT side. Thus, the impact load F is absorbed.

JP2008-132923

  According to Patent Document 1, the impact load F transmitted from the center pillar 110 to the roof side rail 120 during a side collision is equal to the impact load F1 transmitted from the upper end portion 111a on the pillar inner 111 side and the pillar outer force. It is distributed and transmitted to the impact load F2 transmitted from the upper end portion 113a on the 113 side. The input load center point P of the dispersed impact load F is below the center of gravity O of the roof side rail 120.

  Therefore, an impact load F having an input load center point P is input from the center pillar 110 to the roof side rail 120 due to a side collision, and a rotational moment M about the center of gravity O acts on the roof side rail 120. Become. As a result, it is feared that the impact load F cannot be transmitted to the roof brace 130 via the roof side rail 120 and the roof brace 130 cannot be crushed, and the impact load F cannot be absorbed efficiently.

  Further, the hollow closed cross-sectional shape formed by the side rail inner 121 and the side rail outer 122 is crushed and deformed by the impact load F. As a result, there is a concern that the impact load F is efficiently transmitted to the roof brace 130 via the roof side rail 120, and the impact load F cannot be efficiently absorbed by the portion.

  Further, when the rotational moment M acts on the roof side rail 120, the joint between the roof side rail 120 and the roof brace 130 may be separated, and the roof side rail 120 and the roof brace 130 may be separated. As a result, it is feared that the impact load F cannot be transmitted to the roof brace 130 via the roof side rail 120 and the roof brace 130 cannot be crushed, and the impact load F cannot be absorbed efficiently.

  As described above, when the rotational moment M acts on the roof side rail 120 or the roof side rail 120 and the roof brace 130 are separated, there is a possibility that the occupant is affected by the input of the impact load F. .

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an impact buffering structure for a vehicle body that ensures the safety of an occupant when an impact load is input due to a collision from the side of the vehicle body.

  According to a first aspect of the present invention for solving the above-described problems, a shock absorbing structure for a vehicle body includes left and right roof side rails having a hollow closed cross-sectional shape extending in the longitudinal direction of the vehicle body along both upper sides of the passenger compartment. Left and right center pillars that are attached to the roof side rails and extend in the vehicle body vertical direction, and extend between the left and right roof side rails corresponding to the upper end positions of the left and right center pillars and extend in the vehicle width direction. In the shock-absorbing structure of the vehicle body provided with the roof brace, the left and right center pillars are mounted so that when the shock load is input from the side of the vehicle body, the input load center point is the height of the center of gravity of each of the left and right roof side rails. The inner surface of the left and right roof side rails is mounted at a position set at a position higher than the position and between the roof brace and the left and right center pillars. Is fixed, characterized in that it comprises a load transmission member for transmitting the impact load to the roof brace.

  According to the present invention, the input load center point of the impact load input from the side of the vehicle body is set at a position above the height position of the center of gravity of the roof side rail. Accordingly, an impact load is input from a position above the height of the center of gravity of the roof side rail, and this impact load is transmitted from the upper side of the roof side rail to a load transmission member fixed to the inner side surface of the roof side rail. . This impact load is distributed and transmitted to the roof brace via the load transmitting member.

  As a result, the rotation of the roof side rail around the center of gravity of the roof side rail is suppressed, and the roof brace collapses in the extending direction due to the impact load distributed and transmitted to the roof brace. Thus, the impact load is efficiently absorbed.

  A vehicle body shock absorbing structure according to a second aspect of the present invention is the vehicle body shock absorbing structure according to the first aspect, wherein the load transmitting member is a front load transmitting member disposed on the front side of the vehicle body. And a rear load transmission member disposed on the rear side of the vehicle body via a gap with the front load transmission member.

  According to the present invention, since the load transmitting member that distributes and transmits the impact load transmitted to the roof side rail to the roof brace is provided on each of the vehicle body front side and the rear side, the impact input from the vehicle body side is provided. The load can be distributed and transmitted to the roof brace more efficiently.

  According to a third aspect of the present invention, there is provided a shock absorbing structure for a vehicle body according to the first or second aspect, wherein the roof side rail is positioned on the inner side of the vehicle body and on the outer side of the vehicle body. A side rail outer reinforcement that is provided between the side rail outer and the side rail inner and that overlaps the side rail inner and reinforces the side rail outer side. The roof brace is joined to a joint portion where a rail outer ring force and the side rail inner are overlapped, and a bead portion having resistance to the impact load transmitted to the joint portion is formed in the side rail inner. It is characterized by that.

  According to the present invention, since the bead portion having resistance against the impact load transmitted to the joint portion is formed on the side rail inner, the resistance of the roof side rail against the impact load input from the side of the vehicle body increases. . Accordingly, breakage of the joint portion of the side rail outer force, the side rail inner and the roof brace is suppressed, and the impact load can be efficiently distributed and transmitted to the roof brace.

  According to a fourth aspect of the present invention, there is provided the vehicle body shock absorbing structure according to the first or second aspect, wherein the roof side rail is positioned on the inner side of the vehicle body and on the outer side of the vehicle body. A side rail outer reinforcement that is provided between the side rail outer and the side rail inner and that overlaps the side rail inner and reinforces the side rail outer side. The roof brace is joined to a joint portion where a rail outer ring force and the side rail inner are overlapped, and a bead portion having a resistance against the impact load transmitted to the joint portion is formed in the side rail outer force. It is characterized by that.

  According to the present invention, the side rail outer force is formed with a bead portion having a resistance against an impact load transmitted to the joint portion, so that the resistance of the roof side rail against the impact load input from the side of the vehicle body is increased. Increase. Accordingly, breakage of the joint portion of the side rail outer force, the side rail inner and the roof brace is suppressed, and the impact load can be efficiently distributed and transmitted to the roof brace.

  According to the impact buffering structure for a vehicle body according to the present invention, the input load center point of the impact load input from the side of the vehicle body is set to a position above the height position of the center of gravity of the roof side rail. Therefore, since the impact load is input to the load transmission member from a position above the height of the center of gravity of the roof side rail, it is possible to suppress the rotation moment about the center of gravity of the roof side rail from acting on the roof side rail. In addition, the impact load is efficiently distributed and transmitted to the roof brace via the load transmitting member. As a result, when the roof brace collapses in the extending direction, the impact load input from the side of the vehicle body is efficiently absorbed, and the safety of the occupant when the impact load is input due to a collision from the side of the vehicle body is ensured. The

It is the II sectional view taken on the line of FIG. 5 explaining the outline of the shock absorbing structure for the vehicle body related to the present embodiment. It is a perspective view of the shock buffering structure of the vehicle body concerning this Embodiment. It is a principal part perspective view of the shock buffering structure of the vehicle body which concerns on this Embodiment. It is a figure explaining the effect | action of the shock buffering structure of the vehicle body which concerns on this Embodiment. It is a figure explaining the outline of the vehicle body to which the shock absorbing structure of the vehicle body of this Embodiment is applied. It is a figure explaining the outline of the impact buffer structure of the conventional vehicle body. Similarly, it is a figure explaining the outline of the impact buffer structure of the conventional vehicle body.

  Next, an embodiment of the present invention will be described with reference to FIGS. 1 to 5, the arrow H indicates the upper side of the vehicle body, the arrow L indicates the lower side of the vehicle body, the arrow line IN indicates the interior of the vehicle, the arrow line OUT indicates the exterior of the vehicle, and the arrow F indicates the front of the vehicle. R indicates the rear of the vehicle body.

  First, based on FIG. 5, the outline of the vehicle body to which the vehicle body shock absorbing structure of the present embodiment is applied will be described. As shown in the figure, the vehicle body 1 is formed with a front door opening 3 serving as an entrance to the vehicle compartment 2. The vehicle body 1 is provided with left and right roof side rails 10 extending in the front-rear direction of the vehicle body 1 along both upper sides of the vehicle compartment 2, and in the front-rear direction of the vehicle body 1 along both lower sides of the vehicle compartment 2. Extending left and right side sills 5 are provided. At the rear end of the front door opening 2, a center pillar 20 is disposed which has an upper end coupled to the roof side rail 10 and a lower end coupled to the side sill 5 and extending in the vertical direction. Corresponding to the position of the upper end of the center pillar 20 coupled to the roof side rail 10, a centab race 30 as a roof brace is installed between the left and right roof side rails 10 and extends in the vehicle width direction.

  Next, the shock absorbing structure for the vehicle body according to the present embodiment will be described. In the present embodiment, the vehicle body shock absorbing structures formed on both side portions of the vehicle body are the same structure, and therefore, the vehicle body shock buffering structure formed on the left side portion of the vehicle body will be described as an example.

  FIG. 1 is a cross-sectional view taken along the line II of FIG. 5 for explaining an outline of the shock-absorbing structure for a vehicle body according to the present embodiment, and FIG. 2 is a perspective view of the shock-absorbing structure for a vehicle body according to the present embodiment. . As illustrated, in the present embodiment, the input load center point P of the impact load input from the side of the vehicle body 1 is located at a position above the center of gravity O of the roof side rail 10 extending in the vehicle longitudinal direction. The center pillar 20 is coupled to the roof side rail 10 as set. Further, in the present embodiment, the centab race 30 is installed between the left and right roof side rails 10 at a position on the vehicle cabin IN side of the roof side rail 10 and above the input load center point P. A separator 40 serving as a load transmission member extending across the vehicle width direction intersecting the extending direction of the roof side rail 10 between the center race 30 and the roof side rail 10 is provided on the inner surface of the roof side rail 10. It is arranged.

  Next, a specific configuration of each part of the present embodiment will be described.

  The roof side rail 10 includes a side rail inner 11 and a side rail outer 12, and also includes a side rail outer ring force 13 that is overlapped with the side rail inner 11, and is formed by the side rail inner 11 and the side rail outer ring force 13. A separator 40 is disposed in the hollow closed cross-sectional shape.

  The side rail inner 11 includes an inner base portion 11a extending in the longitudinal direction of the vehicle body, a side portion 11b formed by bending the inner base portion 11a from the end of the inner base portion 11a toward the vehicle interior IN side H, and a side portion 11b. A continuous portion 11c that is formed by being inclined and bent toward the inward direction IN, and a mounting flange 11d that serves as a joint portion that is further bent from the continuous portion 11c toward the inward direction of the vehicle interior IN. The side portion 11b, the continuous portion 11c, and the mounting flange 11d form a bead portion 14A having a concave cross-sectional shape in the vehicle width direction and extending in the vehicle body front-rear direction.

  The side rail inner 11 is further inclined toward the vehicle body lower side L from the side portion 11e formed by bending the end portion of the inner base portion 11a on the vehicle outer side OUT side to the vehicle outer side OUT side. The mounting flange 11f is bent. The side rail inner 11 includes the inner base portion 11a, the side portion 11b, the continuous portion 11c, the mounting flange 11d, the side portion 11e, and the mounting flange 11f, and is integrally formed in a substantially hat-shaped cross section.

  The side rail outer 12 has an outer base portion 12a extending in the longitudinal direction of the vehicle body, and both side portions 12b bent from both ends of the outer base portion 12a toward the vehicle body lower side L, and is integrally formed in a substantially hat-shaped cross section.

  The side rail outer reinforcement 13 extends in the longitudinal direction of the vehicle body and faces the inner base portion 11a of the side rail inner 11 from the end of the reinforcement base portion 13a and the reinforcement base portion 13a on the vehicle interior direction IN side to the vehicle body lower side L. The side portion 13b is formed by being inclined and bent, and is formed by bending the side portion 13b toward the vehicle interior IN and is connected to the mounting flange 11d of the side rail inner 11. A mounting flange 13c is provided. A bead portion 14B having a convex cross-sectional shape in the vehicle width direction is formed on the side portion 13b.

  The side rail outer reinforcement 13 further includes a side portion 13d formed by bending the end portion of the reinforcement base portion 13a toward the vehicle body outer side L from the end portion on the vehicle body outer side OUT side, and the side portion 13d to the vehicle compartment outer side OUT side. And a mounting flange 13e which is formed by being bent at an angle and is continuous with a pillar inner 21 which will be described later and which is coupled to the mounting flange 11f of the side rail inner 11. The side rail outer reinforcement 13 includes the reinforcement base portion 13a, the side portion 13b, the attachment flange 13c, the side portion 13d, and the attachment flange 13e, and is integrally formed in a substantially hat-shaped cross section.

  FIG. 3 is a perspective view of a main part of the vehicle body shock absorbing structure according to the present embodiment. As shown in FIGS. 3 and 2, the separator 40 includes a front separator 41 serving as a front load transmitting member disposed on the vehicle body front F side in the roof side rail 10, and a vehicle body rear side in the roof side rail 10. A rear separator 42 serving as a rear load transmitting member disposed on the R side is provided.

  The front separator 41 extends in the vehicle width direction from the upper edge of the base portion 41a and the base portion 41a formed in a substantially double shape in a side view, and extends along the upper edge of the base portion 41a. A gap is formed between the continuous portion 41b and the continuous portion 41b toward the vehicle body rear R side from the continuous portion 41b to the vehicle interior rear IN side, the vehicle interior outward OUT side, and the vehicle interior outward IN side. The first flange 41c, the second flange 41d, and the third flange 41e project through the first flange 41c. Furthermore, it has the contact flange 41f extended in the vehicle width direction along the lower edge of the base 41a, and bent to the vehicle body front F side.

  On the other hand, the rear separator 42 has a base part 42a formed in a substantially trapezoidal shape in side view extending in the vehicle width direction, and curves toward the vehicle body rear R side along the upper edge of the base part 42a on the vehicle interior IN side of the base part 42a. First continuous portion 42b extending from the first continuous portion 42b toward the outer side OUT of the vehicle compartment, and extending along the upper edge of the base portion 42a, the first continuous portion 42b. The projecting portion side surface 42d that is formed in a substantially triangular shape protruding from the vehicle body upper H side, the upper edge of the projecting portion side surface 42d, and the upper edge of the second continuous portion 42c projects toward the vehicle body rearward R side to protrude from the vehicle interior. The first flange 42e extends from the side IN toward the vehicle exterior OUT side, and the second flange 42f is formed through a gap with the first flange 42e. Furthermore, it has the contact flange 42g extended in the vehicle width direction along the lower edge of the base 42a, and bent to the vehicle body front F side.

  The first flange 41c, the second flange 41d, and the third flange 41e of the front separator 41 are coupled to the inner side surface of the side rail outer reinforcement 13 by spot welding or the like, and on the vehicle body rear R side with respect to the front separator 41. The first flange 42e and the second flange 42f of the rear separator 42 are coupled to the inner side surface of the side rail outer reinforcement 13 by spot welding or the like.

  As shown in FIGS. 1 and 2 again, the side rail inner 11 and the side rail outer force 13 having the above-described configuration are combined to form a side rail member 10A, and mounting flanges 11f and 13e of the side rail member 10A are formed. The side rail outer 12 is attached so as to cover the outer surface in the vicinity of the outer surface of the side rail outer reinforcement 13 and the roof side rail 10 is formed. Is done. The center of gravity of the roof side rail 10 having such a configuration is substantially set to the center of gravity O of the side rail member 10A.

  On the other hand, a front separator 41 and a rear separator 42 are disposed on the inner surface of the side rail outer force 13 of the side rail member 10A, and in the side rail member 10A formed in a hollow closed cross-sectional shape, the front separator The abutting flange 41f of 41 and the abutting flange 42g of the rear separator 42 face the side rail inner 11 through a gap with the inner surface of the side rail inner 11.

  The center pillar 20 includes a pillar inner 21 and a pillar outer (not shown), and a pillar outer reinforcement 23 that is overlapped with the pillar inner 21. The pillar inner 21 is formed extending continuously from the mounting flange 13e of the side rail outer ring force 13 in the vertical direction of the vehicle body.

  The pillar outer reinforcement 23 has a reinforcement base portion 23a extending in the vertical direction of the vehicle body, and a side portion 23b formed by bending from both ends of the reinforcement base portion 23a toward the vehicle interior IN side. Are integrally formed.

  An upper end flange 24 is formed at the upper end of the pillar outer force 23. The upper end flange 24 includes an upper flange 24b extending in the longitudinal direction of the vehicle body via a ridge line 24a formed by bending from the upper end of the reinforcement base 23a toward the vehicle interior IN side, and a side portion on the vehicle body front F side. The side flange 24c formed by bending in the direction away from the side portion 23b at the upper end of 23b, and formed by bending in the direction away from the side portion 23b at the upper end of the side portion 23b on the vehicle body rear R side. A side flange 24d is provided, and the upper flange 24b and the side flanges 24c and 24d are integrally formed continuously.

  The upper flange 24b of the upper end flange 24 of the pillar outer reinforcement 23 abuts on the outer surface of the reinforcement base 13a of the side rail outer reinforcement 13, and the side flanges 24c and 24d are provided on the side rail outer reinforcement 13 side. It contacts the part 13d. Thereby, the ridgeline 24a extending in the vehicle longitudinal direction through the input load center point P of the impact load F input to the roof side rail 10 via the center pillar 20 is extended in the vehicle longitudinal direction. It is set to be located above the center of gravity O of ten.

  The center race 30 is attached to the attachment flanges 11d and 13c of the roof side rail 10 at the attachment portion 30a so that the attachment position is higher than the input load center point P. A brace bracket 31 is disposed below the center tab race 30, and a roof panel 32 is disposed above the center tab race 30.

  Next, the operation of the shock absorbing structure of the vehicle body when another vehicle body collides from the side of the vehicle body 1 will be described with reference to FIGS.

  When another vehicle body collides from the side of the vehicle body 1, an impact load F is input to the center pillar 20 through the front door. The impact load F input to the center pillar 20 is transmitted to the side rail member 10A of the roof side rail 10 via the input load center point P and the ridge line 24a extending in the vehicle longitudinal direction. At this time, the input load center point P of the impact load F input to the roof side rail 10 is located above the center of gravity O of the roof side rail 10 extending in the longitudinal direction of the vehicle body.

  Therefore, even if an impact load F is input from the upper end flange 24 to the side rail member 10A, a rotational moment having the center of gravity O as the rotation axis is extremely suppressed from acting on the side rail member 10A. After the rotation moment is suppressed from acting on the side rail member 10A, the side rail member 10A having a hollow closed cross-sectional shape is crushed in the direction intersecting with the extending direction of the side rail member 10A by the input of the impact load F. To do. That is, the impact load F is absorbed when the side rail member 10A formed in the hollow closed cross-sectional shape is crushed and deformed.

  On the other hand, since the front separator 41 and the rear separator 42 are disposed inside the hollow closed cross-sectional shape of the side rail member 10A, when the deformation of the side rail member 10A progresses, The contact flange 41f contacts the inner surface of the side rail inner 11, and the contact flange 42g of the rear separator 42 contacts the inner surface of the side rail inner 11.

  Thereby, the impact load F input from the upper end flange 24 to the side rail outer force 13 is transmitted to the side rail inner 11 via the base 41a of the front separator 41 and the base 42a of the rear separator 42. The impact load F transmitted to the side rail inner 11 is distributed and transmitted to the brace bracket 31 and the center tab race 30, and the impact load F causes the brace bracket 31 and the center tab race 30 extending in the vehicle width direction to extend in the extension direction. The impact load F is efficiently absorbed by the crushing deformation.

  In particular, the abutting flange 41f of the front separator 41 and the abutting flange 42g of the rear separator 42 are opposed to the inner surface of the side rail inner 11 with a gap therebetween. The deformation is not hindered and the impact load F can be absorbed. On the other hand, when the side rail member 10A is crushed and deformed, the contact flanges 41f and 42g come into contact with the inner surface of the side rail inner 11, so that the impact load F is transmitted to the center race 30 and its extending direction. The impact load F can be absorbed efficiently by crushing to.

  Since the side rail inner 11 is formed with a bead portion 14A having a concave cross-sectional shape in the vehicle width direction by the side portion 11b, the continuous portion 11c, and the mounting flange 11d, the side rail member with respect to the input of the impact load F is formed. The drag in the vehicle width direction of 10A is increased. Accordingly, since the mounting flange 11d constituting the bead portion 14A is restrained from being deformed at the bending point, the mounting flange 13c coupled by spot welding or the like and the mounting portion 30a of the centab race 30 may be broken. It is suppressed. Thereby, the impact load F is efficiently transmitted to the center race 30.

  Similarly, the side rail outer force 13 is formed with a bead portion 14B having a convex cross-sectional shape in the vehicle width direction, so that the resistance of the side rail member 10A in the vehicle width direction against the input of the impact load F is Has been increased. Accordingly, since the mounting flange 13c constituting the bead portion 14B is restrained from being deformed at the bending point, the mounting flange 13c coupled by spot welding or the like and the mounting portion 30a of the centab race 30 are broken. Is suppressed. Thereby, the impact load F is efficiently transmitted to the center race 30.

  In addition, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of invention. In the above embodiment, when the bead portion 14A is formed on the side rail inner 11 by the side portion 11b, the continuous portion 11c, and the mounting flange 11d, and the bead portion 14B is formed on the side portion 13b of the side rail outer reinforcement 13 As an example, a bead portion extending in the longitudinal direction of the vehicle body may be formed in the inner base portion 11a of the side rail inner 11. That is, a bead portion can be appropriately formed in a portion of the roof side rail 10 where rigidity is required.

  In the above embodiment, the case where the separator 40 includes the front separator 41 and the rear separator 42 has been described as an example. However, only one of the front part and the rear part may be used, or two or more separators may be provided. Also good.

DESCRIPTION OF SYMBOLS 1 Car body 10 Roof side rail 10A Side rail member 11 Side rail inner 11a Inner base 12 Side rail outer 13 Side rail outer reinforcement 13a Reinforce base 14A, 14B Bead part 20 Center pillar 21 Pillar inner 23 Pillar outer reinforcement 23a Reinforce base 24 Upper end flange 24a Ridge line 30 Centab race (roof brace)
40 Separator (Load transmission member)
41 Front separator (front load transmission member)
42 Rear separator (rear load transmission member)
F Impact load O Center of gravity P Input load center point

Claims (4)

Left and right roof side rails with a hollow closed cross-sectional shape extending in the longitudinal direction of the vehicle body along both upper and lower sides of the passenger compartment, left and right center pillars extending in the vertical direction of the vehicle body attached to the left and right roof side rails, In a shock-absorbing structure for a vehicle body provided with a roof brace extending between the left and right roof side rails and extending in the vehicle width direction corresponding to the upper end position of the center pillar,
Installation of the left and right center pillars is as follows:
When an impact load is input from the side of the vehicle body, the input load center point is attached at a position set at a position above the center of gravity height of each of the left and right roof side rails.
An impact buffer for a vehicle body comprising a load transmitting member that is fixed to an inner surface of the left and right roof side rails between the roof brace and the left and right center pillars and transmits the impact load to the roof brace. Construction. The load transmitting member is
A front load transmitting member disposed on the front side of the vehicle body;
A rear load transmission member disposed on the rear side of the vehicle body via a gap with the front load transmission member;
The shock-absorbing structure for a vehicle body according to claim 1, comprising: The roof side rail is
A side rail inner located on the inner side of the vehicle body, a side rail outer located on the outer side of the vehicle body, and provided between the side rail outer and the side rail inner so as to overlap with the side rail inner side. With side rail outer ring force to reinforce,
The roof brace is joined to a joint portion where the side rail outer force and the side rail inner are overlapped,
The shock absorbing structure for a vehicle body according to claim 1 or 2, wherein a bead portion having a resistance against the impact load transmitted to the joint portion is formed in the side rail inner. The roof side rail is
A side rail inner located on the inner side of the vehicle body, a side rail outer located on the outer side of the vehicle body, and provided between the side rail outer and the side rail inner so as to overlap with the side rail inner side. With side rail outer ring force to reinforce,
The roof brace is joined to a joint portion where the side rail outer force and the side rail inner are overlapped,
The shock absorbing structure for a vehicle body according to claim 1 or 2, wherein a bead portion having a resistance against the impact load transmitted to the joint portion is formed in the side rail outer reinforcement.

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