JP5720619B2 - Front pillar structure - Google Patents

Description

  The present invention relates to a front pillar structure.

  In the front pillar, an inner panel and an outer panel form a closed section, a reinforcement panel is provided at the rear of the closed section, and an easily deformable section is provided at the front of the inner panel and the front of the outer panel. (For example, refer to Patent Document 1).

Japanese Patent No. 3324493

  However, in such a structure, there is room for improvement in terms of facilitating the setting of deforming the front part of the front pillar after the front side member of the front pillar is deformed by the load at the time of a frontal collision.

  In view of the above facts, the present invention provides a front pillar structure that can facilitate the setting of deforming the front part of the front pillar after the front side member of the front pillar is deformed by the load at the time of a frontal collision. Is the purpose.

  The front pillar structure of the present invention described in claim 1 is arranged on both sides of the front end portion of the passenger compartment with the vehicle vertical direction as a longitudinal direction, and a front pillar body that forms a closed cross-sectional portion with an inner panel and an outer panel; It is arranged at the rear part in the vehicle longitudinal direction in the closed cross section of the front pillar body, and is arranged at the front pillar reinforcement in the longitudinal direction of the vehicle vertical direction and at the front part in the vehicle longitudinal direction in the closed cross section of the front pillar body. A pair of opposed wall portions that are interposed between the front vertical wall portion of the closed cross-section portion and the front pillar reinforcement and that are formed in an open cross-sectional shape that faces the opening in a direction orthogonal to the vehicle longitudinal direction, and face each other. And a connecting wall portion that integrally connects the ends of the pair of opposing wall portions, and a small number of the pair of opposing wall portions and the connecting wall portion. Both have a ridge line portion with the longitudinal direction in the vehicle longitudinal direction, and a bulkhead formed with a fragile portion whose rigidity is set lower than other parts at a position that does not overlap the ridge line portion. .

  According to the front pillar structure of the present invention described in claim 1, the front pillar reinforcement is disposed at the rear portion in the vehicle longitudinal direction and the bulkhead is disposed at the front portion in the vehicle longitudinal direction within the closed cross section of the front pillar body. The bulkhead is interposed between the front vertical wall portion of the closed section and the front pillar reinforcement. For this reason, the rigidity of the front part of the front pillar can be changed by setting the rigidity of the bulkhead separate from the front pillar body.

  Here, since at least one of the pair of opposing wall portions and the connecting wall portion in the bulkhead is formed with a ridge line portion having a longitudinal direction in the vehicle front-rear direction, the rigidity against a load from the front side of the vehicle is thereby increased. Enhanced. On the other hand, at least one of the pair of opposing wall portions and the connecting wall portion in the bulkhead is formed with a weakened portion having a rigidity set lower than that of other portions at a position not overlapping the ridge line portion. For this reason, the bulkhead is deformed starting from the fragile portion with respect to a load of a predetermined value or more while maintaining the rigidity increased by the ridge line portion. The bulkhead is formed in an open cross-sectional shape with the opening directed in a direction orthogonal to the vehicle longitudinal direction, and integrally connects a pair of opposed wall portions facing each other and ends of the pair of opposed wall portions. Since the connecting wall portion is provided, the amount of deformation before the start of deformation of the front pillar reinforcement is easily secured.

  The front pillar structure according to a second aspect of the present invention is the front pillar structure according to the first aspect, wherein the weakened portion is formed at an edge of the pair of opposing wall portions opposite to the side of the connecting wall portion. In the middle part in the vehicle front-rear direction, a sudden change part in which the extension length from the connection wall part is abruptly changed.

  According to the front pillar structure of the present invention as set forth in claim 2, the fragile portion is formed at the edge of the pair of opposing wall portions opposite to the connecting wall portion side, and is connected at the intermediate portion in the vehicle longitudinal direction. Since it is a sudden change part in which the extension length from the wall part is suddenly changed, stress concentrates on these sudden change parts at the time of frontal collision. For this reason, at the time of a frontal collision, the edge sides of the pair of opposing wall portions are each deformed starting from the sudden change portion at the intermediate portion in the vehicle front-rear direction, so the deformation amount of the bulkhead as a whole is increased and the deformation mode is also stabilized. Easy to plan.

  According to a third aspect of the present invention, in the configuration of the second aspect, the front pillar structure of the present invention extends in a direction away from the end edges of the pair of opposed wall portions opposite to the connection wall portion side. A protruding flange portion is formed, and the flange portion is formed with a shape changing portion which is adjacent to the sudden change portion and whose extension length from the end edge is suddenly changed.

  According to the front pillar structure of the present invention described in claim 3, the flange portion extending in a direction away from each other from the end of the pair of opposing wall portions opposite to the connection wall portion side has a sudden change portion. Since the shape changing portion in which the extension length from the end edge is abruptly changed is formed adjacent to the front edge, the stress is further concentrated toward the sudden changing portion side at the time of a frontal collision. For this reason, the bulkhead is deformed in a more stable deformation mode at the time of frontal collision.

  The front pillar structure according to a fourth aspect of the present invention is the structure according to any one of the first to third aspects, wherein the bulkhead has a portion adjacent to the weakened portion coupled to the vehicle body side member. It is considered to be a part.

  According to the front pillar structure of the present invention described in claim 4, since the adjacent portion of the fragile portion is a connecting portion to the vehicle body side member, the bulkhead has an adjacent portion of the fragile portion (to the vehicle body side member). The rigidity difference between the joint portion and the fragile portion is increased. For this reason, the stress tends to concentrate on the fragile portion at the time of frontal collision, and the bulkhead is deformed in a more stable deformation mode starting from the fragile portion.

  A front pillar structure according to a fifth aspect of the present invention is the structure according to any one of the first to fourth aspects, wherein at least one of the pair of opposed wall portions and the connecting wall portion is the same. A stepped portion having a height difference in the thickness direction of the wall portion and including the two ridge line portions is formed.

  Note that “the wall portion” in claim 5 means a wall portion of “at least one of the pair of opposing wall portions and the connecting wall portion”.

  According to the front pillar structure of the present invention described in claim 5, at least one of the pair of opposing wall portions and the connecting wall portion is set to have a height difference in the thickness direction of the wall portion, and the two ridge line portions Since the step portion provided with is formed, it is easy to suppress the remaining amount of crushing after deformation while ensuring a predetermined rigidity with respect to the input load from the front side of the vehicle with a simple configuration.

  A front pillar structure according to a sixth aspect of the present invention is the structure according to any one of the first to fifth aspects, wherein at least one of the pair of opposing wall portions and the connecting wall portion is the A weakening through hole is formed at a position shifted in the longitudinal direction of the vehicle with respect to the fragile portion, and the formation portion of the through hole is a load at which the fragile portion starts to deform with respect to an input load from the vehicle front side. It is set to start deformation at a value higher than the value.

  According to the front pillar structure of the present invention described in claim 6, at least one of the pair of opposing wall portions and the connecting wall portion is weakened which is set at a position shifted in the vehicle front-rear direction with respect to the fragile portion. Through-holes are formed, and the formation part of the through-hole is set to start deformation at a value higher than the load value at which the fragile part starts to deform with respect to the input load from the front side of the vehicle. Yes. For this reason, at the time of a frontal collision, the bulkhead is deformed at the fragile portion, and then further deformed at a portion shifted in the vehicle front-rear direction with respect to the fragile portion, so that the remaining crush is suppressed.

  As described above, according to the front pillar structure according to the present invention, it is possible to facilitate the setting of deforming the front part of the front pillar after the front side member of the front pillar is deformed by the load at the time of frontal collision. It has an excellent effect.

1 is a perspective view showing a state in which a side portion of a vehicle to which a front pillar structure according to an embodiment of the present invention is applied is partially cut away. FIG. 2 is a horizontal cross-sectional view corresponding to an enlarged cross section taken along line 2-2 in FIG. 1. It is a perspective view which shows the bulkhead which comprises some front pillar structures which concern on one Embodiment of this invention. It is a side view which shows the deformation | transformation state at the time of front collision. FIG. 4A shows a state where the cowl top side starts to deform. FIG. 4B shows a state where the bulkhead has started to deform. FIG. 4C shows a state where the bulkhead is further deformed.

(Configuration of the embodiment)
A front pillar structure according to an embodiment of the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow IN indicates the vehicle width direction inner side.

  FIG. 1 is a perspective view of a vehicle (automobile) 10 to which a front pillar structure according to an embodiment of the present invention is applied, with a part of the outer plate side removed. In the vehicle 10, the front door side door is a sliding door 12. The sliding door 12 can open and close the side door opening 14 by moving in the vehicle front-rear direction. On the other hand, the lower part of the side door opening 14 is constituted by a rocker 16 (also referred to as “side sill”), and the upper part of the side door opening 14 is constituted by a roof side rail 18. The rocker 16 and the roof side rail 18 are formed in an open cross-sectional shape that opens outward in the vehicle width direction (not shown), and a rail (not shown) that supports the slide door 12 so as to be movable in the vehicle front-rear direction is installed. ing.

  Further, the front portion of the side door opening 14 is constituted by a front pillar 20. The front pillar 20 is disposed on both sides of the front end portion of the passenger compartment with the vehicle vertical direction as a longitudinal direction, and is shown in a state in which the outer plate side is notched in FIG. A detailed configuration of the front pillar 20 will be described later.

  Next, the structure of the vehicle body front portion 10A including the front side of the front pillar 20 will be described. A pair of left and right front side members 22 are arranged on both sides of the vehicle body front portion 10A with the vehicle front-rear direction as a longitudinal direction (only the left side of the vehicle is shown in the figure). A front end portion of the front side member 22 is fixed to a front bumper reinforcement (not shown) via a crash box (not shown). An apron front 26 is fixed to the rear upper side of the front side member 22.

  The apron front 26 is a curved portion 26A whose upper surface from the front end portion to the middle portion in the front-rear direction is curved and is inclined toward the vehicle upper side toward the vehicle rear side, and the upper surface of the rear end portion 26B is disposed substantially horizontally. Thus, the longitudinal direction is substantially the longitudinal direction of the vehicle. The apron front 26 includes a side wall portion (not shown) that hangs down from the inner end in the vehicle width direction of the upper wall portion of the rear end portion 26B.

  The rear end portion of the apron upper member 28 is fixed to the front portion of the upper wall of the rear end portion 26B of the apron front 26. The apron upper member 28 is arranged with the longitudinal direction of the vehicle substantially in the longitudinal direction, and the front end portion is fixed to the radiator support upper 24.

  Although not shown in FIG. 1, a fender panel 48 supported by the apron upper member 28 is provided outside the front side member 22, the apron front 26, and the apron upper member 28 in the vehicle width direction (see FIG. 2). Is disposed.

  A cowl top side 30 (also referred to as “cowl top side panel” or “cowl top side member”) is disposed on the rear end portion 26B side of the apron front 26. The cowl top side 30 is provided on both sides of the front cowl panel 34 and is disposed with the vehicle front-rear direction as the longitudinal direction. The front cowl panel 34 is arranged along the lower edge of the front window 36 with the vehicle width direction as a longitudinal direction, and a plurality of locations are fixed to the vehicle body side by bolt fastening, which is not shown in detail.

  The cowl top side 30 is a metal bent plate member, and includes a side wall portion 30A having a general surface directed in the vehicle width direction, and the upper end portion and the lower end portion are gradually separated from each other toward the vehicle rear side in a side view of the vehicle. It is made into the shape extended so that. The side wall portion 30A of the cowl top side 30 is disposed opposite to the vehicle width direction outer side of the side wall portion (not shown) of the apron front 26. A front portion of an upper flange portion (not shown) that extends inward in the vehicle width direction from the upper end of the side wall portion 30A is joined to the upper wall portion of the rear end portion 26B of the apron front 26. Further, the front end of the side wall portion 30A has an arcuate shape that is inclined toward the vehicle front side toward the vehicle lower side, and extends inward in the vehicle width direction from the front end of the side wall portion 30A (not shown). ) Is joined to the rear side of the curved portion 26 </ b> A of the apron front 26. Furthermore, the rear lower end of the side wall portion 30A is bent in a crank shape inward in the vehicle width direction, and is joined to the lower end side of the side wall portion (not shown) of the apron front 26.

  A gusset 32 (also referred to as “side panel to cowl”) is joined and reinforced at the rear end portion of the cowl top side 30. The gusset 32 includes a side wall portion 32A directed in the vehicle width direction, and the front portion of the side wall portion 32A is disposed on the inner side in the vehicle width direction of the rear end portion of the side wall portion 30A of the cowl top side 30 (FIG. 2). reference). In the gusset 32, an upper flange portion (not shown) extending inward in the vehicle width direction from the upper end of the side wall portion 32A is joined to an upper flange portion (not shown) of the cowl top side 30.

  A hood hinge mount bracket 38 is disposed above the cowl top side 30. The hood hinge mount bracket 38 is joined to an upper flange portion (not shown) of the cowl top side 30, and a hinge base of a hood hinge (not shown) is fixed to the top plate-shaped upper wall portion 38 </ b> A. The front wall portion of the hood hinge mount bracket 38 is fixed to the front cowl panel 34 via a connecting member.

  A front pillar 20 is erected on the vehicle rear side of the cowl top side 30 and the gusset 32, and the front pillar 20 includes a front pillar body 20A. As shown in FIG. 2 corresponding to an enlarged cross section taken along line 2-2 in FIG. 1, the front pillar body 20A includes a front pillar inner panel 42 (also referred to as a “cowl side panel”) disposed on the vehicle interior side. In addition, a front pillar outer portion 44 (outer panel) disposed outside the passenger compartment of the front pillar inner panel 42 is provided.

  The front pillar outer portion 44 is a part of a side outer panel (cymen outer) that constitutes a vehicle body outer plate portion. The front pillar outer portion 44 is formed in a substantially hat shape in cross section with an opening toward the inner side in the vehicle width direction, and front and rear ends of the front pillar inner panel 42. It is joined to the part. That is, in the front pillar main body 20A, the front pillar inner panel 42 and the front pillar outer portion 44 form a closed cross section 46, and the closed cross section 46 is arranged with the vehicle vertical direction as a longitudinal direction.

  A portion of the front pillar outer portion 44 on the outer side in the vehicle width direction is an outer wall portion 44A in which a general surface is arranged with a surface including a vehicle front-rear direction and a vehicle vertical direction as a surface direction. The front portion of the outer wall portion 44A in the vehicle front-rear direction has a stepped shape, and the front portion 44A1 in the vehicle front-rear direction is offset inward in the vehicle width direction with respect to the intermediate portion 44A2 and the rear portion 44A3 in the vehicle front-rear direction. The front portion 44A1 of the outer wall portion 44A is disposed on the inner side in the vehicle width direction at the rear portion of the gusset 32, and is joined to the rear portion of the gusset 32 by welding.

  Further, the front pillar outer portion 44 is formed with a front vertical wall portion 44B that is bent substantially inward in the vehicle width direction from the front end in the vehicle front-rear direction of the outer wall portion 44A, and an end portion on the vehicle width direction inner side of the front vertical wall portion 44B. A front end flange portion 44D extends substantially forward of the vehicle. The front end flange portion 44D is joined to the front pillar inner panel 42. Further, a rear vertical wall portion 44C that is bent substantially inward in the vehicle width direction is formed from the rear end of the outer wall portion 44A in the vehicle front-rear direction, and rearward from the end portion of the rear vertical wall portion 44C in the vehicle width direction. An end flange portion 44E extends substantially rearward of the vehicle. The rear end flange portion 44E is joined to the front pillar inner panel 42.

  A front pillar reinforcement 40 is disposed with the vehicle vertical direction approximately in the longitudinal direction at the rear part in the vehicle longitudinal direction within the closed cross section of the front pillar body 20A. The front pillar reinforcement 40 is formed in a substantially hat shape with an opening facing inward in the vehicle width direction, and the front and rear ends are joined to the front pillar inner panel 42 to form a closed sectional structure together with the front pillar inner panel 42. ing.

  As shown in FIG. 1, a bulkhead 50 is disposed between the cowl top side 30 and the front pillar reinforcement 40. That is, the bulkhead 50 is disposed at the front portion in the vehicle front-rear direction within the closed cross section of the front pillar body 20A, and the front vertical wall portion 44B of the front pillar main body 20A illustrated in FIG. Wall) and the front pillar reinforcement 40. As shown in FIG. 1, the bulkhead 50 is a bent metal plate and is formed in an open cross-sectional shape (cross-sectional U-shape) with the opening facing outward in the vehicle width direction (direction perpendicular to the vehicle front-rear direction). Has been. More specifically, the bulkhead 50 integrally connects a pair of upper and lower opposed wall portions 52 facing each other and ends of the pair of opposed wall portions 52 on the inner side in the vehicle width direction (opposite the opening side). And a connecting wall portion 54. The rigidity of the bulkhead 50 is set to be lower than that of the front pillar reinforcement 40 with respect to the input load from the front side of the vehicle.

  In FIG. 3, the bulkhead 50 is shown in a perspective view. As shown in FIG. 3, a front flange portion 66 extending in a direction away from each other is formed from the front ends (front end portions in the vehicle front-rear direction) of the pair of opposing wall portions 52 in the bulkhead 50. As shown in FIG. 2, the front flange portion 66 is abutted against the rear surface of the front vertical wall portion 44B of the front pillar outer portion 44 and joined by spot welding. In FIG. 2, the upper position of the bulkhead 50 and the upper end position of the rear end of the gusset 32 are indicated by a two-dot chain line, and the spot hitting position of the bulkhead 50 indicated by the two-dot chain line is indicated by “X”. In FIG. 3, the spot hitting position of the bulkhead 50 is indicated by “X”.

  As shown in FIG. 3, a rear flange portion 68 is formed extending from the rear ends (the rear end portions in the vehicle front-rear direction) of the pair of opposing wall portions 52 in directions away from each other. As shown in FIG. 2, the rear flange portion 68 is abutted against the front surface of the front vertical wall portion 40A of the front pillar reinforcement 40 and joined by spot welding.

  Further, the rear end portion of the connecting wall portion 54 in the bulkhead 50 is joined to the front end flange portion 40B of the front pillar reinforcement 40 by spot welding (spot spot is indicated by “X”). Further, the middle portion of the connecting wall portion 54 in the vehicle longitudinal direction is bolted to the front pillar inner panel 42 and the bracket 70. The bracket 70 is a member joined to an instrument panel reinforcement (not shown).

  On the other hand, as shown in FIG. 3, the pair of opposing wall portions 52 of the bulkhead 50 have two heights that are set to have a height difference in the thickness direction of the opposing wall portion 52 and have the longitudinal direction in the vehicle front-rear direction. A step portion 56 having a ridge line portion 56A is formed. The bulkhead 50 is set to have higher rigidity than the cowl top side 30 (see FIG. 1) with respect to an input load from the front side of the vehicle by forming the step portion 56 (two ridge line portions 56A). Yes.

  The pair of opposing wall portions 52 in the bulkhead 50 has an extension length from the connection wall portion 54 in the rear portion 52B in the vehicle front-rear direction that is longer than an extension length from the connection wall portion 54 in the front portion 52A in the vehicle front-rear direction. Is set. And in the pair of opposing wall parts 52, the sudden change part 58 as a weak part is formed in the edge 52C on the opposite side to the connection wall part 54 side. The sudden change portion 58 is a portion where the extension length from the connecting wall portion 54 is suddenly changed in the intermediate portion in the vehicle front-rear direction (in the present embodiment, the front intermediate portion) and does not overlap the ridge line portion 56A. The rigidity is set lower than the other parts of the bulkhead 50 with respect to the input load from the front side of the vehicle.

  The bulkhead 50 is deformed at a load value that causes the cowl top side 30 (see FIG. 1) to be deformed by a predetermined amount in the vehicle front-rear direction with respect to the input load from the front side of the vehicle by forming the sudden change portion 58. It is set to be.

  Further, in the present embodiment, a flange portion 60 is formed that extends in a direction away from each other from the end edge 52 </ b> C opposite to the connection wall portion 54 side of the pair of opposing wall portions 52. The flange portion 60 is formed with a shape changing portion 62 adjacent to the sudden change portion 58 and having the extension length from the end edge 52C changed suddenly. In the present embodiment, in the flange portion 60, the proximity portion 60 </ b> A on the vehicle front side of the shape changing portion 62 is set to extend longer from the end edge 52 </ b> C than the proximity portion 60 </ b> B on the vehicle rear side of the shape changing portion 62. ing.

  As shown in FIG. 2, the proximity portion 60A on the vehicle front side of the shape changing portion 62 in the bulkhead 50 (in other words, the adjacent portion of the sudden change portion 58) is coupled to the front pillar outer portion 44 as a vehicle body side member. It is part A. More specifically, the proximity portion 60A on the vehicle front side of the shape changing portion 62 in the bulkhead 50 is overlapped with the inner surface in the vehicle width direction of the outer wall portion 44A (front portion 44A1) of the front pillar outer portion 44. The outer wall portion 44A of the pillar outer portion 44 and the side wall portion 32A of the gusset 32 are joined by spot welding in a three-layer manner.

  Further, as shown in FIG. 3, weakening through holes 64 are formed in the rear portions 52 </ b> B of the pair of opposing wall portions 52. In other words, the through hole 64 is formed at a position shifted from the sudden change portion 58 toward the vehicle rear side (vehicle longitudinal direction). The rear portion 52B of the facing wall portion 52, which is the formation site of the through hole 64, is set so as to start deformation at a value higher than the load value at which the sudden change portion 58 starts deformation with respect to the input load from the vehicle front side. ing.

(Operation and effect of the embodiment)
Next, the operation and effect of the above embodiment will be described.

  In the front pillar structure according to the present embodiment, as shown in FIG. 2, a front pillar reinforcement 40 is disposed in the rear part of the vehicle front-rear direction within the closed cross section of the front pillar body 20 </ b> A, and A bulkhead 50 is disposed, and the bulkhead 50 is interposed between the front vertical wall portion 44B of the front pillar body 20A and the front pillar reinforcement 40. For this reason, the rigidity of the front part of the front pillar 20 is changed by setting the rigidity of the bulkhead 50 that is separate from the front pillar body 20A.

  Here, as shown in FIG. 3, the pair of opposing wall portions 52 in the bulkhead 50 are formed with ridge line portions 56A whose longitudinal direction is the vehicle front-rear direction. The rigidity against is increased.

  In the present embodiment, two ridge lines 56 </ b> A are provided on each facing wall 52 by the stepped portion 56 having a height difference in the thickness direction of the facing wall 52. For this reason, it is easy to suppress the remaining amount of crushing after deformation while ensuring a predetermined rigidity with respect to the input load from the front side of the vehicle with a simple configuration.

  On the other hand, the pair of opposing wall portions 52 in the bulkhead 50 are formed with suddenly changing portions 58 that are set to have lower rigidity than other portions at positions that do not overlap with the ridge portion 56A. For this reason, the bulkhead 50 is deformed starting from the sudden change portion 58 with respect to a load of a predetermined value or more while maintaining the rigidity increased by the ridge line portion 56A (see FIG. 4B).

  More specifically, the sudden change portion 58 is formed at an end edge 52C of the pair of opposing wall portions 52 opposite to the connection wall portion 54 side, and from the connection wall portion 54 at an intermediate portion in the vehicle longitudinal direction. Since the extension length is a portion that is suddenly changed, stress concentrates on these sudden change portions 58 at the time of a frontal collision such as an offset collision. For this reason, at the time of a frontal collision, the edge 52C side of the pair of opposed wall portions 52 is deformed starting from the sudden change portion 58 at the middle portion in the vehicle front-rear direction. Therefore, the amount of deformation of the bulkhead 50 as a whole is increased, and the deformation mode is easily stabilized.

  Further, in the present embodiment, the flange portion 60 extending in a direction away from the end edge 52C opposite to the connection wall portion 54 side of the pair of opposing wall portions 52 is adjacent to the sudden change portion 58. Since the shape changing portion 62 in which the extension length from the end edge 52C is suddenly changed is formed, stress is further concentrated toward the sudden change portion 58 side at the time of a frontal collision. For this reason, the bulkhead 50 is deformed in a more stable deformation mode at the time of a frontal collision.

  Further, in the present embodiment, as shown in FIG. 2, in the bulkhead 50, the adjacent portion of the sudden change portion 58 is the connecting portion A to the front pillar outer portion 44, so the adjacent portion of the sudden change portion 58 ( The rigidity difference between the coupling portion A) to the front pillar outer portion 44 and the sudden change portion 58 is increased. For this reason, stress easily concentrates on the sudden change portion 58 at the time of a frontal collision, and the bulkhead 50 is deformed in a more stable deformation mode starting from the sudden change portion 58.

  Further, as shown in FIG. 3, the bulkhead 50 is formed in an open cross-sectional shape with an opening directed outward in the vehicle width direction (a direction orthogonal to the vehicle front-rear direction), and a pair of opposed wall portions 52 facing each other. And the connecting wall part 54 which connects the edge parts of a pair of opposing wall part 52 integrally is provided, Therefore The deformation amount before the deformation | transformation start of the front pillar reinforcement 40 (refer FIG. 2) is easy to be ensured.

  In addition, a weakening through hole 64 is formed in the pair of opposing wall portions 52 at a position shifted to the vehicle rear side with respect to the sudden change portion 58. The formation portion of the through hole 64 is the front of the vehicle. With respect to the input load from the side, the sudden change portion 58 is set to start deformation at a value higher than the load value at which deformation starts. For this reason, at the time of a frontal collision, the bulkhead 50 is deformed by the sudden change portion 58 and then further deformed at a portion shifted to the rear side of the vehicle with respect to the sudden change portion 58, and the remaining crushing is suppressed.

  Here, with reference to FIG. 4, the deformation of the vehicle body front portion 10A and the front pillar 20 during a frontal collision such as an offset collision will be described. As shown in FIG. 4A, when the apron upper member 28, the front side member 22, the apron front 26, etc. are deformed by a collision load at the time of a frontal collision, the upper end side of the middle part of the cowl top side 30 in the vehicle front-rear direction is It begins to deform into a V shape. At this time, deformation of the bulkhead 50 is suppressed while transmitting a load to the front pillar reinforcement 40 at the step portion 56 (ridge line portion 56A (see FIG. 3)).

  Thereafter, as shown in FIG. 4B, when the cowl top side 30 is further deformed, the bulkhead 50 starts to deform with the sudden change portion 58 as a starting point. The rigidity of the bulkhead 50 is preferably set so that the bulkhead 50 starts to deform after the cowl top side 30 is completely deformed.

  Furthermore, as shown in FIG. 4C, when the bulkhead 50 is deformed to some extent starting from the sudden change portion 58, the portion where the through hole 64 is formed is crushed. Thereby, the remaining amount of crushing of the bulkhead 50 is suppressed.

  As described above, when the cowl top side 30 and the bulkhead 50 are sequentially deformed from the vehicle front side, the collision energy is efficiently absorbed.

  As described above, according to the front pillar structure according to the present embodiment, the front portion of the front pillar 20 is deformed after the cowl top side 30 (the front side member of the front pillar 20) is deformed by the load at the time of a frontal collision. It is possible to facilitate the setting.

(Supplementary explanation of the embodiment)
In the above embodiment, the bulkhead 50 shown in FIG. 3 has an open cross-sectional shape with the opening facing outward in the vehicle width direction, but the bulkhead includes the vehicle head in the vehicle width direction, the vehicle upper side, and the vehicle. You may be made into the open cross-sectional shape which orient | assigned the opening to directions other than the vehicle width direction outer side (direction orthogonal to a vehicle front-back direction) like a downward side.

  Moreover, in the said embodiment, as FIG. 2 shows, although the bulkhead 50 has the connection wall part 54 which is a site | part of the vehicle width direction inner side couple | bonded with the front pillar inner panel 42, a bulkhead is vehicle The structure where the site | part of the width direction inner side is not couple | bonded with the front pillar inner panel (42) may be sufficient.

  In the above embodiment, the bulkhead 50 has the flange portion 60 that is the outer portion in the vehicle width direction coupled to the front pillar outer portion 44. However, the bulkhead has the outer portion in the vehicle width direction at the front pillar outer portion. The structure which is not couple | bonded with a part (44) may be sufficient.

  Further, in the above embodiment, the bulkhead 50 has the adjacent portion of the suddenly changing portion 58 as the weak portion as the connecting portion A to the front pillar outer portion 44 as the vehicle body side member, and such a configuration is preferable. In the bulkhead, the adjacent portion of the fragile portion may not be a connecting portion to the vehicle body side member.

  As a modification of the above embodiment, instead of the stepped portion 56 shown in FIG. 3, a bead having a ridge line portion whose longitudinal direction is the vehicle front-rear direction may be set.

  Moreover, in the said embodiment, although the weak part of the bulkhead 50 is made into the sudden change part 58, the weak part of a bulkhead is a weakening bead extended in the direction orthogonal to the vehicle front-back direction, a through-hole part, etc., for example. Such other weak parts may be used.

  Further, as a modification of the above embodiment, the ridge line part (56A), the step part (56), the weak part (such as the sudden change part 58) of the bulkhead, and the weakening through-hole (64) each have a pair of It may be formed on only one of the opposing wall portions (52) or only on the connecting wall portion (54), or on one of the pair of opposing wall portions (52) and the connecting wall portion (54). Alternatively, both of the pair of opposing wall portions (52) and the connecting wall portion (54) may be formed.

  Moreover, in the said embodiment, although the shape change part 62 is formed in the flange part 60 of the bulkhead 50 and such a structure is preferable, the shape change part 62 is not formed in the flange part 60 of the bulkhead 50. It is good also as a structure.

  In the above embodiment, the weakening through-holes 64 are formed in both the pair of opposing wall portions 52. However, the weakening through-holes may not be formed in the bulkhead. .

  Moreover, in the said embodiment, although the through-hole 64 for weakening is formed in the position shifted | deviated to the vehicle rear side with respect to the sudden change part 58 (fragile part), a pair of opposing wall part and a connection wall part The weakening through-hole formed in at least one of the weakened portions may be formed at a position shifted toward the vehicle front side.

  In addition, the said embodiment and the above-mentioned some modification can be implemented combining suitably.

20 Front pillar 20A Front pillar body 40 Front pillar reinforcement 42 Front pillar inner panel 44 Front pillar outer part (outer panel)
44B Front vertical wall of closed section 46 Closed section 50 Bulkhead 52 Opposite wall 52C Edge 54 Connecting wall 56 Stepped section 56A Ridge section 58 Sudden change section (fragile section)
60 Flange part 62 Shape change part 64 Through hole A Connection part to front pillar outer part (connection part to vehicle body side member)

Claims (6)

A front pillar body that is disposed on both sides of the front end portion of the passenger compartment with the vehicle vertical direction as a longitudinal direction, and forms a closed cross-section with an inner panel and an outer panel;
A front pillar reinforcement disposed in a rear part of the vehicle front-rear direction in the closed cross section of the front pillar body, and having a longitudinal direction substantially in the vehicle vertical direction;
The front pillar body is disposed at the front portion in the vehicle front-rear direction within the closed cross section of the front pillar body, interposed between the front vertical wall portion of the closed cross section portion and the front pillar reinforcement, and has an opening in a direction perpendicular to the vehicle front-rear direction. A pair of opposing wall portions that are formed in an open cross-sectional shape facing each other and a connecting wall portion that integrally connects the ends of the pair of opposing wall portions, and the pair of opposing wall portions And at least one of the connection wall portions is formed with a ridge line portion whose longitudinal direction is the vehicle front-rear direction, and a fragile portion whose rigidity is set lower than other portions at a position not overlapping the ridge line portion. Bulkhead,
Front pillar structure with.   The fragile portion is formed at an edge of the pair of opposing wall portions opposite to the connection wall portion side, and the extension length from the connection wall portion is suddenly changed at an intermediate portion in the vehicle front-rear direction. The front pillar structure according to claim 1, wherein the front pillar structure is a sudden change portion.   A flange portion extending in a direction away from each other is formed from an edge of the pair of opposing wall portions opposite to the connection wall portion side, and the flange portion is adjacent to the sudden change portion. The front pillar structure according to claim 2, wherein a shape changing portion in which an extension length from the end edge is abruptly changed is formed.   The front pillar structure according to any one of claims 1 to 3, wherein the bulkhead includes a portion adjacent to the fragile portion as a coupling portion to a vehicle body side member.   At least one of the pair of opposing wall portions and the connecting wall portion is formed with a step portion having a height difference in the thickness direction of the wall portion and having two ridge lines. The front pillar structure according to any one of claims 1 to 4. At least one of the pair of opposing wall portions and the connecting wall portion is formed with a weakening through hole at a position shifted in the vehicle front-rear direction with respect to the fragile portion,
The formation part of the said through-hole is set so that a deformation | transformation may be started with a value higher than the load value from which the said weak part starts a deformation | transformation with respect to the input load from the vehicle front side. The front pillar structure according to any one of 5.

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