JP6540591B2 - Body side structure - Google Patents

Description

  The present invention relates to a vehicle body side structure of an automobile body, and in particular, a reinforcement front pillar lower disposed in a front pillar lower and a reinforcement side sila out disposed in a side sill extending in the vehicle longitudinal direction. The present invention relates to a coupled vehicle body side structure.

With regard to the collision safety performance of a motor vehicle, it is required to meet strict collision regulation. For example, a reinforcement front pillar lower disposed in a front pillar lower extending in the vertical direction of the vehicle body against an offset collision or a narrow (minute) lap collision which collides from the front of the vehicle, and a vehicle longitudinal direction In the vehicle body side structure combined with the reinforcement side sill outer disposed in the side sill extending to the front, the front pillar lower and / or the side sill are buckled and bent due to the collision load inputted from the front of the vehicle. It is necessary that the entry into the passenger compartment be deterred.
Therefore, in a portion where the reinforcement front pillar lower and reinforcement side sill outer are combined, the collision load is efficiently dispersed and transmitted to the other components of the car body while absorbing the collision energy input to the vehicle. Therefore, various techniques for improving the collision performance of the vehicle body side structure have been proposed.

  In Patent Document 1, the side sill force is a load by providing a side sill linforce consisting of two parts at a portion where a door hinge reinforcement extending in the vertical direction of the vehicle and a side sill strength extending in the front and rear direction of the vehicle are connected. Discloses a technique for absorbing and deforming to suppress the transfer of load to the rear of the vehicle.

  Further, in Patent Document 2, at the joining portion between the lower end of the hinge pillar and the front end of the side sill, there is provided a lateral surface portion extending substantially horizontally with the longitudinal surface portion disposed opposite to the front wheel of the vehicle. A technique is disclosed that suppresses deformation of the hinge pillar in the inward direction at the time of a small overlap collision by installing a reinforcing part (gusset) having an inclined portion that inclines toward the vehicle outer side toward the vehicle rear side.

  Further, according to Patent Document 3, in the rocker portion structure having rocker reinforcements extending along the longitudinal direction of the vehicle within the rocker cross section of the vehicle, the pillar outer reinforcement is provided on the outer side wall portion of the rocker reinforcements in the vehicle width direction. By forming the reinforcement recessed part obstruct | occluded by this, the technique of preventing the cross-section collapse of rock reinforcement reinforcement and improving a collision performance is disclosed.

  Furthermore, in Patent Document 4, the axial compressive strength and bending strength of the side sill are enhanced by forming a bead from the front end to the rear end of the side sill on the upper wall of the side sill having a closed cross section extending in the front and rear of the vehicle. There is disclosed a technique for preventing the cross section of the side sill from collapsing at the time of a frontal collision of a vehicle.

JP 2012-96736 A JP, 2014-118009, A JP 2000-95151 A JP, 2010-137839, A

  Demands for weight reduction, steering stability, and ride comfort have been increasing year by year while satisfying the collision safety of automobile vehicles, and in the vehicle body side structure where the front pillar lower and the side sill are combined, the recent years At the same time, it is required to satisfy the weight reduction and the steering stability while achieving the collision regulation which is being carried out.

However, since the techniques disclosed in Patent Document 1 and Patent Document 2 require a large number of reinforcing parts, although the collision performance is improved, an increase in weight can not be avoided.
The technology disclosed in Patent Document 3 aims to improve the side collision performance in which a load is input from the side of the vehicle, and in addition, since a long reinforcement extending in the longitudinal direction of the vehicle is essential, the patent Similar to the techniques disclosed in the document 1 and the patent document 2, an increase in the weight of the vehicle body is inevitable.
According to the technology disclosed in Patent Document 4, by giving a U-shape to the vertical wall of the side sill, although the compressive strength in the axial direction is improved, there is a problem that the torsional rigidity of the vehicle body is reduced. The

  As described above, in the vehicle body side structure, many techniques have been disclosed in order to achieve both the securing of the axial compressive strength and the weight reduction at the time of a collision from the front of the vehicle including a minute lap collision, In addition to difficulty in significant weight reduction in any of the above, there was a problem that other important vehicle performance (such as rigidity) would be reduced. In particular, for a large load input to a narrow area such as a small lap collision, if the required collision performance is improved by tightening of the collision regulation expected in the future, it is necessary to secure the necessary performance in the prior art. It is extremely difficult.

  Therefore, it has become necessary to maintain the target collision performance by increasing the tension and thickness of the steel plate used for the vehicle body side structure. However, increasing the tension of the steel sheet has hindered productivity of press forming and the like, and has been a factor of cost increase.

Furthermore, thickening of the steel plate not only causes an increase in the weight of the vehicle body, but also increases the forming load at the time of press forming of the part and exceeds the forming load capacity of the press machine in the case of using a high tension of the steel plate in combination. , Could not be molded.
Therefore, in order to apply the thickened high-tensile steel plate to the vehicle body side structure, for example, one part used for the vehicle body side structure is divided into two parts and separately formed, and two parts are post-processed. It becomes necessary to assemble parts, which causes a significant cost increase due to an increase in the number of molds and an increase in the number of assembling processes.

  The present invention has been made to solve the problems as described above, and in a vehicle body side structure having a reinforcement front pillar lower and a reinforcement side sill outer, without degrading performance such as weight increase and rigidity. Another object of the present invention is to provide a vehicle body side structure that improves the collision performance of a vehicle without increasing the manufacturing cost.

  Specifically, the present invention comprises the following configuration.

The vehicle body side structure according to the present invention includes a reinforcement front pillar lower disposed in a front pillar lower extending in the vertical direction of the vehicle and a reinforcement disposed in a side sill extending in the vehicle longitudinal direction. have a side sill outer, a 25mm or less vertical direction of the vehicle body deformation amount when obtained by a small overlap collision from the front of the vehicle body at a speed of 56km, the helix angle of the reinforcement side sill outer and a vehicle body side structure to suppress the 0.7 ° or less ,
The reinforcement front pillar lower has a curved portion whose lower portion curves to the rear side of the vehicle body, and a short side portion extending from the rear end of the curved portion,
The reinforcement side silt outer has a hat cross-sectional shape having wall portions on the upper side, the side side and the lower side of the vehicle body,
The reinforcement front pillar lower and the reinforcement side sill outer are formed by coupling the curved portion and the short side portion of the reinforcement front pillar lower to the front end of the reinforcement side sill outer.
A bead-shaped portion as a reinforcing means is provided on the side wall of the reinforcement side sill outer side of the vehicle body ,
The bead-shaped portion has a front end at a distance L1 from the front end of the reinforcement front pillar lower to the rear side of the vehicle body, and the distance L1 is a curve that curves from the front end of the reinforcement front pillar lower to the rear when the distance to the R blind curvature of the vehicle body upper side and L0 in part, to satisfy the relationship of 0.8 ≦ L1 / L0 ≦ 1.2,
The bead shaped portion extends in the longitudinal direction of the vehicle of the reinforcement side sill outer, and the distance L2 to the rear end position of the bead shaped portion is 1.31 ≦ L2 / L0 ≦ 2.98,
In the bead-shaped portion, the bead width is 3% to 30% of the height of the side wall of the vehicle side, and the bead depth is 3% to 15% of the height of the side wall of the vehicle side And
The position of the bead-shaped portion is in the range of 10% to 50% of the height of the side wall of the vehicle side,
The bead shaped portion is formed in a straight line toward the rear of the vehicle of the reinforcement side sill outer .

In the present invention, the reinforcement front pillar lower disposed in the front pillar lower extending in the vertical direction of the vehicle body and the reinforcement side sill outer disposed in the side sill extending in the vehicle longitudinal direction The reinforcement front pillar lower has a curved portion whose lower portion curves to the rear side of the vehicle body, and a short side portion extending from the rear end of the curved portion, and the reinforcement side sill A hat cross section having a wall on the upper side of the vehicle body, the side of the vehicle side, and the lower side of the vehicle body, and the reinforcement front pillar lower and the reinforcement side sill The curved portion and the short side portion of the force front pillar lower are covered and coupled, and the reinforcement side sill is formed. The Uta is provided with reinforcing means whose front end is located at a distance L1 from the front end of the reinforcement front pillar lower to the rear side of the vehicle body, and the distance L1 is from the front end of the reinforcement front pillar lower When the distance to the R stop of the curve in the curved portion on the upper side of the vehicle body curved to the rear side is L0, the vehicle body collides with the vehicle body from the front by satisfying the relationship of 0.5L0 ≦ L1 ≦ 1.2L0. The input collision energy is absorbed on the front side of the vehicle than the reinforcing means, and the buckling resistance of the reinforcement side sill outer in the vertical direction of the vehicle is improved, and the collision performance of the vehicle is not reduced without degrading the performance such as torsional rigidity of the vehicle. Can be improved.
Furthermore, by forming a bead shape on the side wall of the reinforcement side sill on the side of the vehicle body of the reinforcement side sill, it is possible to reduce the weight without increasing the manufacturing cost and maintaining the collision performance of the vehicle body.

It is an external view of the vehicle body side structure which concerns on embodiment of this invention (the 1). It is an explanatory view explaining composition of a car body side part structure concerning an embodiment of the invention (the 1). It is a side view in the state where a reinforcement front pillar lower was removed in a vehicle body side part structure concerning an embodiment of the invention, and is a figure explaining a position of a bead shape part. It is an external view of the vehicle body side structure which concerns on embodiment of this invention (the 2). It is an explanatory view explaining composition of a car body side part structure concerning an embodiment of the invention (the 2). FIG. 7 is an explanatory view of an analysis model and a collision condition used for CAE analysis of deformation behavior of a vehicle body side structure in Examples 1 and 2 (part 1). FIG. 7 is an explanatory view of an analysis model and a collision condition used for CAE analysis of deformation behavior of a vehicle body side structure in Examples 1 and 2 (part 2). It is a figure of the analysis result of the deformation | transformation behavior of the vehicle body side structure which concerns on this invention in Example 1 (the 1). It is a figure of the analysis result of the deformation | transformation behavior of the conventional vehicle body side structure in Example 1 (the 1). It is a figure of the analysis result of the deformation | transformation behavior of the vehicle body side structure which concerns on this invention in Example 1 (the 2). It is a figure of the analysis result of the deformation | transformation behavior of the conventional vehicle body side structure in Example 1 (the 2). In Example 1, it is a figure of the analysis result of the deformation | transformation behavior of the reinforcement side siltauta (A). It is a graph which shows the influence of the presence or absence of a bead shape part with respect to the deformation amount in the collision analysis of the vehicle body side structure in Example 1, and the plate thickness of a reinforcement side silt outer. FIG. 13 is an explanatory view of an analysis model and analysis conditions in torsional rigidity analysis of a vehicle body side structure in a second embodiment. 7 is a graph showing an analysis result of the influence of bead length on the twist angle of the vehicle body side structure in Example 2. FIG. It is explanatory drawing for demonstrating the subject of this invention, Comprising: It is a graph which shows the analysis result of the load which arose at the side sill tip of the vehicle body side structure in the micro lap collision of a vehicle. It is an explanatory view for explaining the subject of the present invention, and is a figure explaining the buckling deformation of the reinforcement side sill outer of the conventional car body side part structure in the minute lap collision of vehicles (the 1). It is an explanatory view for explaining the subject of the present invention, and is a figure explaining the buckling deformation of the reinforcement side sill outer of the conventional car body side part structure in the minute lap collision of vehicles (the 2).

  In order to examine the vehicle body side structure having a reinforcement front pillar lower and a reinforcement side sill outer which satisfies the collision performance without adding parts or thickening of steel plates, the present inventor firstly performs the collision of the vehicle. The load generated on the car body and the deformation behavior of the car body were investigated. In the investigation, CAE analysis was performed for a minute lap collision in which a collision occurred from the front of the vehicle and a large load was input to a narrow area of the vehicle body.

FIG. 16 shows the analysis result of the load generated at the lower front end of the reinforcement front pillar lower 110 at the time of the minute wrap collision. FIG. 16 (a) is a schematic view of a vehicle body side structure to be analyzed, showing the vicinity of the joint between the lower portion of the reinforcement front pillar lower 110 and the front end of the reinforcement side sill outer 120. A wheel W is provided at the front.
16 (b) to 16 (d) show the longitudinal direction (X direction), the vertical direction (Y direction) of the vehicle body and the vehicle body at the lower front end (point P in FIG. 16 (a)) of the reinforcement front pillar lower 110. It is a time change of the load at the time of the collision in the width direction (Z direction).

  From this result, at the lower front end of the reinforcement front pillar lower 110, the load is maximum at about 0.07 ms after the collision, and the ratio of the maximum load in the X direction, the Y direction and the Z direction is about 25: 7: 1. From the fact, it was found that the load in the vertical direction (Y direction) of the vehicle body is the second highest in the vehicle longitudinal direction (X direction) in the minute lap collision.

  Further, in the vehicle body side structure 101 having the reinforcement front pillar lower 130, the reinforcement side sill outer 120, and the center pillar 150 as shown in FIG. 17A, the reinforcement front pillar lower 130 is provided from the front of the vehicle body. As a result of performing a CAE analysis on the case where a collision load is input to the lower part, as shown in FIG. 17 (b), the reinforcement side sill outer 120 has a wall on the upper side of the vehicle body and the lower part of the reinforcement front pillar lower 130. The behavior of buckling deformation in the vertical direction of the vehicle body was seen from the vicinity of the contact position (circle C in FIG. 17) as a starting point.

  The lower portion of the reinforcement front pillar lower 140 from the vehicle front side also in the vehicle body side structure 103 having the reinforcement front pillar lower 140 as shown in FIG. 18 having a lower shape different from that of the reinforcement front pillar lower 130. As a result of performing the CAE analysis for the case where the collision load is input to the rear side, as shown in FIG. 18 (b), the reinforcement side sill outer 120 has the wall portion on the upper side of the vehicle body and the lower portion of the reinforcement front pillar lower 140 The behavior of buckling deformation in the vertical direction of the vehicle body was observed starting from around the contact position (circle C in FIG. 18).

  The lower part of the reinforcement front pillar lower 130 or 140 is also deformed in the vertical direction of the vehicle body along with the buckling deformation of the reinforcement side sill outer 120, so that in an actual vehicle, it is near the feet of the crew in the vehicle compartment. It turned out that there is a high possibility of damage.

  In an actual automobile vehicle, an outer panel or the like is installed on the outer surface of the side portion of the vehicle body, and normally, thin mild steel plates are used for the outer panel. However, such an outer panel hardly contributes to the collision performance of the vehicle.

  Therefore, further investigation was conducted based on the results shown in FIGS. 16 to 18. In a frontal collision such as a small lap collision, the collision load inputted from the front side of the reinforcement front pillar lower is lower than the reinforcement front pillar lower. It is very important to reduce the load to be transmitted to the reinforcement side sill by absorbing the collision energy by deforming the front end of the and to improve the buckling resistance of the reinforcement side sill outer to the vertical direction of the vehicle It turned out that it was.

  Furthermore, in the vehicle body side structure provided with the reinforcement front pillar lower and reinforcement side sill outer, it is required to secure the vehicle performance other than the collision performance (for example, the torsional rigidity etc. which greatly contributes to the steering stability). .

  Therefore, the inventors have further studied a vehicle body side structure that improves the collision performance and secures sufficient rigidity as the vehicle body performance. As a result, the collision performance of the vehicle can be improved without reducing the rigidity of the vehicle by providing reinforcement means in the reinforcement side sill outer and positioning the front end of the reinforcement means at a predetermined distance from the front end of the reinforcement front pillar lower. Found out.

  An embodiment of a vehicle body side structure according to the present invention will be described below with reference to FIGS. 1 to 5.

  The vehicle body side structure 1 according to the present embodiment is, as shown in FIG. 1, a reinforcement front pillar lower 10 disposed in a front pillar lower (not shown) extending in the vehicle body vertical direction of the automobile; It has a reinforcement side sill (A) 30 disposed in a side sill (not shown) extending in the longitudinal direction of the vehicle body, and the reinforcement side sill (A) 30 has a reinforcement side sill (A) A bead-shaped portion 41 is provided as a reinforcing means for reinforcing 30.

  The reinforcement front pillar lower 10 includes a long side portion 11 extending downward from above the vehicle body, a bending portion 13 curving from the lower end of the long side portion 11 to the vehicle rear side, and a rear end of the bending portion 13 A hat cross section having a short side portion 15 extending rearward and opening toward the inside of the vehicle in the vehicle width direction.

  Since the curved portion 13 and the short side portion 15 are curved and extended from the upper side of the vehicle body toward the rear of the vehicle body while maintaining the hat cross-sectional shape, the reinforcement front pillar lower 10 has a bag shape seen from the vehicle rear side. It has a closed shape.

  As illustrated in FIG. 2, the vehicle body side structure 1 shown in FIG. 1 mainly includes a reinforcement front pillar lower inner (A) 21 (see FIG. 2) that mainly closes the opening of the long side portion 11 and a curved portion. 13 and a reinforcement front pillar lower inner (B) 23 (see FIG. 2) closing the opening of the short side portion 15 are respectively joined to form a closed cross section.

  The reinforcement side sil-outer (A) 30 has a linear shape in which the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 can be covered from the outside of the vehicle body in the vehicle width direction. A wall 31 on the upper side of the vehicle body continuing from the upper end of the wall 33, a wall 35 on the lower side of the vehicle body continuing from the lower end of the wall 33, and a flange continuing from the wall 31 and the wall 35 It has a hat cross-sectional shape that is open toward the inside of the vehicle in the vehicle width direction.

  In the vehicle body side structure 1 shown in FIG. 1, the curved portion 13 and the short side 15 of the reinforcement front pillar lower 10 are provided at the front end 30a (see FIG. 2) of the reinforcement side sill outer (A) 30 on the vehicle front side. It is covered and connected from the vehicle body outer side in the vehicle body width direction.

  Furthermore, the reinforcement side sill outer (A) 30 has a hat cross sectional shape, and the reinforcement side sill inner 51 and the flange portion are joined to form a closed cross section, and the reinforcement side sill outer (B) 53 is formed inside the closed cross section. Are provided (see FIG. 2).

  The bead shaped portion 41 (length Lb) is formed in a straight line toward the rear of the vehicle body at the side wall 33 of the reinforcement side sill outer (A) 30 on the vehicle body side, and the vehicle body width direction It is convex outward.

  The front end 41a of the bead shaped portion 41 is in a state where the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 are covered with the front end portion 30a (see FIG. 2) of the reinforcement side sill outer (A) 30. It is located at a distance L1 from the front end 10a of the reinforcement front pillar lower 10 to the rear side of the vehicle body (see FIG. 1).

  The distance L1 is the radius R stop 13a of the curve from the front end 10a of the reinforcement front pillar lower 10 (the rear end of the reinforcement front pillar lower 10 and the curved portion 13 and the The relationship of 0.5 ≦ L1 / L0 ≦ 1.2 is satisfied (see FIGS. 1 and 3), where L0 is the distance between the side portion 15 and the upper boundary of the vehicle body).

  The rear end 41b of the bead shaped portion 41 is in a state where the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 are covered with the front end portion 30a (see FIG. 2) of the reinforcement side sill outer (A) 30. The position of distance L2 (= L1 + Lb) from the front end 10a of the reinforcement front pillar lower 10 to the rear side of the vehicle body, and the lower end of the center pillar 80 (the center pillar 80 and the reinforcement side sill outer (A) 30 contact) Position) at a distance L3 on the front side of the vehicle body (see FIG. 3). And as for distance L 2 to the back end 41b position of bead shape part 41, it is desirable to be 1.3 <= L2 / L0 <= 3.2.

  As the shape of the bead shaped portion 41, a bead length Lb along the central axis in the longitudinal direction of the bead shaped portion 41 (see FIGS. 1 and 3), a bead in a direction perpendicular to the central axis on the wall portion 33. The width and the bead depth in the vehicle width direction can be set as appropriate.

  It is desirable that the bead length Lb of the bead shaped portion 41 is 5% or more and 35% or less of the length of the reinforcement side silt outer (A) 30 in the vehicle longitudinal direction.

  Furthermore, it is desirable to set the bead width of the bead shaped portion 41 to 3% or more and 30% or less of the height of the wall portion 33 of the reinforcement side sill outer (A) 30, and the bead depth is It is desirable to set the height H to 3% or more and 15% or less.

  Further, it is preferable that the position in the vehicle body vertical direction of the bead-shaped portion 41 formed on the wall portion 33 is in the range of 10% to 90% of the height of the wall portion 33.

  Furthermore, it is desirable that the angle between the longitudinal central axis of the bead shaped portion 41 and the longitudinal direction of the reinforcement side sill outer (A) 30 be set in the range of 0 ° or more and 30 ° or less.

  When the angle between the central axis of the bead shaped portion 41 and the longitudinal direction of the reinforcement side sill outer (A) 30 is 0 °, the bead length Lb is the length of the bead shaped portion 41 in the longitudinal direction of the vehicle body. The bead width is the width of the bead shaped portion 41 in the vertical direction of the vehicle body.

  Further, in the vehicle body side portion structure 1 according to the present embodiment shown in FIG. 1, the bead shaped portion 41 is convex toward the outside in the vehicle body width direction, but the bead shape in the vehicle body side portion structure according to the present invention The portion may have a concave shape that is convex toward the inside in the vehicle body width direction.

  The desirable shape and position of the bead-shaped portion 41 described above have been demonstrated in Examples described later to simultaneously achieve the prevention of deformation in the vertical direction of the vehicle body at the time of a collision and the improvement of the torsional rigidity.

  From the above, in the vehicle body side portion structure 1 according to the present embodiment, the bead shaped portion 41 is provided on the side wall portion 33 of the reinforcement side sill outer (A) 30 on the vehicle body side, and the front end 41 a of the bead shaped portion 41 is Since a predetermined distance from the front end 10a of the reinforcement front pillar lower 10 is apart from the front end 10a of the vehicle body, the reinforcement side sill on the vehicle front side of the bead shaped portion 41 when a collision load is input from the front of the vehicle. The impact energy is absorbed in the lower part of the outer (A) 30 and the reinforcement front pillar lower 10, and the buckling resistance of the reinforcement side sill outer (A) 30 is improved, so reinforcement parts etc. are added. Even if it is not, it is possible to improve the collision performance.

  Further, since the vehicle body side structure 1 is provided with the bead-shaped portion 41 on the wall portion 33 in the vehicle body width direction of the reinforcement side sill outer (A) 30, the thickness of the steel plate is reduced while maintaining the collision performance. It is possible to reduce the weight.

  Furthermore, since the vehicle body side structure 1 can simultaneously form the bead-shaped portion 41 having a predetermined length when manufacturing the reinforcement side sill outer (A) 30 by press molding, for example, the manufacturing cost and the number of steps are increased. There is no need to

  In the above description, the lower part of the reinforcement front pillar lower 10 is formed in a bag shape, but the vehicle body side structure according to the present invention is a reinforcement front pillar as shown in FIGS. 4 and 5. The lower portion of the curved portion 63 and the short side portion 65 of the lower 60 may be the vehicle body side structure 3 having an open shape.

  Also in the vehicle body side structure 3, the bead-shaped portion 41 is provided on the wall portion 33 of the reinforcement side sill outer (A) 30 on the vehicle body side, and its shape and position are the same as the vehicle body side structure 1. It is prescribed.

  In the above description, the bead-shaped portion 41 is convex outward in the vehicle width direction, but may be concave inward in the vehicle width direction.

  Furthermore, the reinforcing means provided in the reinforcement side sill outer (A) 30 is not limited to the bead shaped portion 41 formed on the wall portion 33 on the vehicle body side of the reinforcement side sill outer (A) 30, for example, phosphorus Installation of reinforcement (reinforcement member) provided along the cross-sectional shape of force-side sill outer (A) 30, L-section reinforcement part disposed at the corner between walls of reinforcement side sill outer (A) 30, installation of bulkhead It may be resin filling, arrangement of a U-shaped reinforcement, etc. The site for providing these reinforcing means is not limited to the side wall 33 of the vehicle body side, and these reinforcing means are What is necessary is just to be provided in the vehicle body rear side rather than the position left predetermined distance L1 from the front end of reinforcement front pillar.

Alternatively, as a reinforcing means, a reinforcement front pillar lower inner that reaches the flange portion at the lower end of the reinforcement side silt outer (A) 30 may be used, or a bulkhead may be provided in the reinforcement front pillar lower 10.
As for the installation positions of these reinforcing means, it is desirable that the front end be 0.5 / L1 ≦ L0 ≦ 1.2 and the rear end be 1.3 ≦ L2 / L0 ≦ 3.2.

  As described above, the reinforcement means is provided in the reinforcement side sill outer to absorb the collision energy by making it easier to deform the reinforcement front pillar lower and reinforcement side sill outer on the vehicle body front side than the front end of the reinforcement. By improving the buckling resistance in the vertical direction of the vehicle body in the vicinity of the portion where the reinforcing means is provided, it is possible to improve the collision performance of the vehicle body side structure having the reinforcement front pillar lower and reinforcement side sill outer.

  Since specific experiments were conducted to confirm the function and effect of the vehicle body side structure according to the present invention, the results will be described below.

  In the first embodiment, the deformation behavior of the vehicle body side structure assuming a minute lap collision from the front of the vehicle with respect to the vehicle body deformation suppressing effect by providing the bead shape portion on the vehicle body side wall of the reinforcement side sill outer It verified by CAE analysis.

  6 and 7 show an analysis model of a vehicle body side structure in CAE analysis. 6 shows the vehicle body side structure 1 having the lower portion of the bag-like reinforcement front pillar lower 10, and FIG. 7 shows the vehicle body side structure having the lower portion of the reinforcement front pillar lower 60 having the open shape. 3 and the vehicle body side structure 1 and the vehicle body side structure 3 are respectively composed of the parts shown in FIG. 2 and FIG.

  In the CAE analysis in the first embodiment, the reinforcement front pillar lowers 10 and 60 each have a plate thickness of 1.6 mm and a 980 MPa class steel plate as the plate thickness and material of each component of the vehicle body side structure 1 and the vehicle body side structure 3. For the reinforcement front pillar lower inner (A) 21 and reinforcement front pillar lower inner (B) 23, the thickness 1.8 mm (or 1.6 mm), 1470 MPa class steel plate, reinforcement side sill A 1.6 mm thick, 1470 MPa grade steel plate was used as a 1.6 mm thick steel plate, a 1180 MPa grade steel plate, a reinforcement side sill 51 and a reinforcement side sill outer (B) 53.

  In the vehicle body side structure 1, as shown in FIG. 6, the curved portion 13 and the short side portion 15 of the reinforcement front pillar lower 10 are covered and coupled to the reinforcement side sill outer (A) 30, and As shown in FIG. 7, in the vehicle body side structure 3, the curved portion 63 and the short side portion 65 of the reinforcement front pillar lower 60 are covered and connected to the reinforcement side sill outer (A) 30.

Further, in both of the vehicle body side structures 1 and 3, a bead-shaped portion 41 extending toward the rear side of the vehicle body is formed on the wall portion 33 of the reinforcement side sill outer (A) 30 on the vehicle body side.
The shape and position of the bead-shaped portion in Example 1 (analysis results in FIG. 8 and FIG. 10) are L1 = 310 mm, L2 = 50 mm, and a bead width of 15 mm.

  In the CAE analysis in the first embodiment, as shown in FIGS. 6 and 7, the rear end portion of the reinforcement side silt (A) 30 and a part of the upper end portion of the reinforcement front pillar lower 10 or 60 (FIGS. The deformation behavior was determined by causing a rigid body punch to collide with the lower part of the reinforcement front pillar lower 10 or 60 from the front side of the vehicle at a velocity of 56 km under the condition that the thick broken line in 7) is completely restrained.

  The analysis result of the deformation | transformation behavior of the vehicle body side structure 1 is shown in FIG. FIG. 8 (a) is a shape before collision, and FIG. 8 (b) is a contour diagram of the shape and plastic strain at 0.123 msec (the moving amount of the rigid punch 200 mm) after the collision.

  Further, as a comparison object, analysis results of deformation behavior in the conventional vehicle body side structure 7 formed by combining the reinforcement side sill outer (A) 70 and the reinforcement front pillar lower 10 in which the bead shape portion is not formed in FIG. Indicates FIG. 9 (a) is a shape before collision, and FIG. 9 (b) is a contour diagram of the shape and plastic strain of the vehicle body side structure 7 at 0.123 msec (the moving amount of the rigid body punch 200 mm) after the collision.

  Circles A and B in FIGS. 8 and 9 are positions for evaluating the amount of deformation in the vehicle body vertical direction due to a collision, and the vehicle body vertical distance between AB before the collision is 170 mm.

  In the case of the vehicle body side portion structure 1 provided with the bead shaped portion 41 (FIG. 8 (b)), the vehicle body side portion structure in which the bead shaped portion is not provided while the vertical distance between the AB and AB after collision is 170 mm. In the case of No. 7 (FIG. 9 (b)), the vertical distance between ABs after the collision is 181 mm, and by providing the bead-shaped portion, the buckling resistance of the reinforcement side silt (A) 30 is improved and the vehicle body It can be seen that the deformation in the vertical direction is suppressed.

  The analysis result of the deformation | transformation behavior of the vehicle body side structure 3 is shown in FIG. FIG. 10 (a) is a shape before the collision, and FIG. 10 (b) is a contour diagram of the shape and plastic strain at 0.123 msec (the moving amount of the rigid punch 200 mm) after the collision.

  Further, as a comparative object, analysis results of deformation behavior in the conventional vehicle body side structure 9 formed by combining the reinforcement side sill outer (A) 70 and the reinforcement front pillar lower 60 in which the bead shape portion is not formed in FIG. Indicates 11 (a) is a shape before the collision, and FIG. 11 (b) is a contour diagram of the shape and plastic strain of the vehicle body side structure 9 at 0.123 msec (the moving amount of the rigid body punch 200 mm) after the collision.

  Circles A and B in FIG. 10 and FIG. 11 are positions for evaluating the amount of deformation in the vehicle body vertical direction due to a collision, and the vehicle body vertical distance between AB before the collision is 170 mm.

  In the case of the vehicle body side structure 3 in which the bead shaped portion 41 is formed in the wall portion 33 (FIG. 10 (b)), the bead shaped portion is not provided while the distance in the vehicle body vertical direction between AB after the collision is 180 mm. In the case of the vehicle body side structure 9 (FIG. 9 (b)), the vertical distance between the vehicle bodies AB after the collision was 192 mm.

  From this, also in the vehicle body side structure 3 having the reinforcement front pillar lower 60 having the open shape at the lower part, by providing the bead shape portion 41 on the wall portion 33 of the reinforcement side sill (A) 30, reinforcement side sill ( A) It can be seen that the buckling resistance of 30 was improved, and the deformation in the vertical direction of the vehicle body was suppressed.

  FIG. 12 shows the shapes of reinforcement side silts (A) 30 and 70 after collision in the vehicle body side structure 1 and the conventional vehicle body side structure 7 according to the present invention. FIG. 12 is a state in which the reinforcement front pillar lower 10 is removed in order to see the shapes of the reinforcement side sil-outers (A) 30 and 70 in detail.

  In the conventional vehicle body side structure 7 (FIG. 12 (a)), no bead-shaped portion is formed on the side wall of the reinforcement side side sill outer (A) 70 on the side of the vehicle side. A) A buckling occurs in the middle part of 70 (circle C in FIG. 12 (a)).

  On the other hand, in the case of the vehicle body side structure 1 according to the present invention in which the bead shape portion 41 is added to the wall portion 33 of the reinforcement side sill outer (A) 30 (FIG. 12 (b)), the reinforcement side sill out (A) There was no buckling in the middle of 30.

  Further, when the deformation at the opening on the vehicle body front side of the conventional reinforcement side sill outer (A) 70 and the reinforcement side sill outer (A) 30 according to the present invention is compared, the vicinity of the tip of the reinforcement side sill outer (A) 70 In three cases, occurrence of buckling was observed at three places (b1 to b3 in FIG. 12 (a)). Four occurrences of buckling were also observed in the vicinity of the tip of the reinforcement side silt (A) 30 (b1 to b4 in FIG. 12 (b)).

  That is, in the vehicle body side structures 1 and 3 according to the present invention, even if the bead shape portion 41 is formed on the reinforcement side sill outer (A) 30, the collision deformation is caused by the collision on the front side of the vehicle body. In addition to the energy being absorbed, the buckling resistance in the vicinity of the portion of the reinforcement side sil-outer (A) 30 in contact with the R-stop 13a of the curvature in the curved portion 13 of the reinforcement front pillar lower 10 is improved. It was shown that the buckling deformation as the starting point is suppressed.

  Further, with regard to the presence or absence of the bead shaped portion 41 and the collision characteristics when the plate thickness of the reinforcement side sill outer (A) 30 is changed, the analysis results of the deformation amount in the vehicle body vertical direction between AB in the vehicle body side structure 1 are shown in FIG. Shown in.

From FIG. 13, when the plate thickness of reinforcement side sill outer (A) 30 is equal (1.2 mm), comparing the result of the presence of the bead shape part 41 and the absence of the bead shape part, the vehicle shape is provided by applying the bead shape part 41. It can be seen that the amount of deformation in the vertical direction is significantly reduced.
This result shows that the collision performance is improved by providing the bead-shaped portion 41 to the reinforcement side silt outer (A) 30.

  Also, comparing the thickness of the reinforcement side sill outer (A) 30 with 1.5 mm and without the bead shape, and comparing the thickness of the reinforcement side sill outer (A) 30 with the bead shape with 1.2 mm, the deformation is the same. It was a degree.

  This result shows that the thickness of the reinforcement side silt outer (A) 30 can be reduced without lowering the collision performance by giving the bead shape portion 41 to the reinforcement side silt outer (A) 30, In some cases, it is suggested that a weight reduction of 20% can be achieved by reducing the thickness of the reinforcement side sill outer (A) 30 from 1.5 mm to 1.2 mm.

  From the above, it is proved that weight reduction is possible while maintaining the collision performance, in addition to the improvement of the collision performance, by forming the bead shape portion on the side wall of the reinforcement side sill outer side of the vehicle body. The

  Next, an experiment was conducted to confirm the effect of the difference in the shape and position of the bead-shaped portion to be applied to the reinforcement side sill outer.

  In Example 2, CAE analysis is performed on the deformation behavior when a load assuming a small lap collision of an automobile vehicle acts on the side part of the vehicle body, and the torsional rigidity when a torsional load acts on the reinforcement side silt outer. went.

  The CAE analysis of the deformation behavior, as in the first embodiment described above, targets the vehicle body side structure 1 and the vehicle body side structure 3 shown in FIGS. 1 and 4 as an analysis target. The car body side structure 1 and the car body side structure 3 are composed of the parts shown in FIGS. 2 and 5, respectively, and the material and thickness of each part were set in the same manner as in Example 1.

  Then, as shown in FIGS. 6 and 7, the rear end of the reinforcement side sill outer (A) 30 and a part of the upper end of the reinforcement front pillar lower 10 (thick broken line in FIGS. 6 and 7) are completely restrained. Under the above conditions, the deformation behavior was evaluated by causing a rigid body punch to collide with the curved portion 13 of the reinforcement front pillar lower 10 from the front side of the vehicle at a velocity of 56 km per hour.

  In Example 2, specific points (FIG. 6 or FIG. 7) on the tip of the reinforcement side sila (A) 30 (point C in FIG. 6 or FIG. 7) and the lower ridge line of the reinforcement side silta (A) 30 after collision. The amount of deformation of the vertical distance between the vehicle and the middle point D) (= (distance between the CDs after collision in the vertical direction of the vehicle)-(distance between the CDs before the collision in the vertical direction of the vehicle)) was calculated. Here, the vertical distance between the CDs before the collision was 93 mm.

  According to CAE analysis, the shape of the bead shaped portion 41 (the bead width in the vertical direction of the vehicle body, the bead depth in the vehicle width direction, the bead length in the vehicle longitudinal direction), the position (vehicle vertical direction, front end in the vehicle longitudinal direction), bead angle And the direction of the convex shape was changed, and the amount of deformation due to the collision was evaluated.

On the other hand, CAE analysis of torsional rigidity targets the analysis of the test material 90 shown in FIG. 14, and the test material 90 has a thickness of 1.6 mm, a length of 900 mm, a density of 7.9 * 10 ^-3 g / m ³ , Young's modulus It is a reinforcement side siltauta which consists of a member of 210 GPa and Poisson's ratio 0.3, and a bead-shaped portion of a predetermined length is formed on the wall portion 91 of the test material 90 in the longitudinal direction.

  Then, under the condition that one end in the longitudinal direction of the test material 90 is completely restrained, a constant load (a moment of 1 kN · m in the direction of the arrow in FIG. 14) is applied to the other end. The twist angle was determined.

  Table 1 shows the vertical displacement of the vehicle body at 13 ms after collision obtained by CAE analysis of deformation behavior and the twist angle obtained by CAE analysis of torsional rigidity.

  Here, in Table 1 and Table 2 described later, the bead width W and the bead depth D of the bead shaped portion 41 are the height (= 100 mm) of the wall portion 33 on the vehicle side of the reinforcement side sill outer (A) 30 The distance L1 from the front end of the reinforcement front pillar lower 10 or 60 to the front end of the bead-shaped portion 41 and the distance L2 from the rear end of the bead-shaped portion 41 L1 / L0 or L2 / L0 (see FIGS. 3 and 4) as a relative value based on the distance L0 (= 310 mm) from the front end 10a or 60a of 60 to the R stop 13a or 63a of the curve, bead length Lb Indicates a relative value based on the length (= 1900 mm) of the reinforcement side sill outer (A) 30 in the vehicle longitudinal direction.

  Invention Examples 1 to 18 are directed to the vehicle body side structure 1 having the reinforcement front pillar lower 10 having a bag-like lower portion, and the vehicle body of the bead shaped portion 41 is based on Invention Example 1 or Invention Example 8. Bead width W in the vertical direction (Inventions 3 to 6), bead depth D in the vehicle width direction (Inventions 7 and 8), bead length Lb in the vehicle longitudinal direction (Inventions 9 to 11), bead shape portion 41 Position of the bead shape 41 in the vehicle body width direction (Invention 16), central axis of the bead shape 41 in the longitudinal direction and phosphorus Each of the angles (inventive examples 16 to 18) with the longitudinal central axis of the force side sill outer (A) 30 is changed within the preferable range of the present invention, and the front end position of the bead shaped portion 41 (inventive examples 12 and 13) The scope of the present invention In is modified.

  When the angle between the longitudinal central axis of the bead shaped portion 41 and the longitudinal central axis of the reinforcement side sill outer (A) 30 is not 0, the longitudinal direction of the phosphorous side sil out (A) 30 in the bead shaped portion 41 is taken as a reference It is preferable to make the angle range to be suitable.

  Invention Examples 19 to 29 are directed to the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower portion, and the vehicle body of the bead shaped portion 41 is based on Invention Example 19 or Invention Example 26. Bead width W (inventive examples 21 to 23) in the vertical direction, bead depth D (inventive example 24) in the vehicle width direction, bead length Lb (inventive examples 25 and 26) in the longitudinal direction of the vehicle body Convex orientation in the width direction (Invention Example 28), an angle (Invention Examples 28 and 29) between the central axis of the bead-shaped portion 41 in the longitudinal direction and the central axis of the reinforcement side sill outer (A) 30 in the longitudinal direction. Are modified within the preferred range of the present invention, and the front end position (inventive example 27) of the bead shaped portion 41 is modified within the scope of the present invention.

  Furthermore, in Table 2, the conventional vehicle body side structures 7 and 9 which do not have a bead shape as a conventional example, and the shape or position of the bead shape 41 as a comparative example are out of the preferable range. For the deformation behavior in, the vertical deformation of the vehicle body at 13 ms after collision determined by CAE analysis and the twist angle determined by CAE analysis of torsional rigidity are shown.

  Similar to Table 1, in Table 2, the bead width W and the bead depth D of the bead-shaped portion 41 are the height (= 100 mm) of the wall portion 33 of the reinforcement side sill outer (A) 30 on the vehicle side. The relative value as a reference, the distance L1 from the front end 10a or 60a of the reinforcement front pillar lower 10 or 60 to the front end 41a of the bead shaped portion 41 is from the front end of the reinforcement front pillar lower 10 or 60 to the R stop of the curve L1 / L0 or L2 / L0 as a relative value based on the distance L0 (see FIGS. 3 and 4), and the bead length Lb is based on the length of the reinforcement side sill outer (A) 30 in the vehicle longitudinal direction It is a relative value.

  Comparative Examples 1 to 7 are directed to the vehicle body side structure 1 having the reinforcement front pillar lower 10 having a bag-like lower portion, and based on the invention example 1, the bead of the bead shaped portion 41 in the vehicle vertical direction Width W (comparative examples 1 and 2), bead depth D in the vehicle width direction (comparative examples 3 and 4), bead length Lb in the vehicle longitudinal direction (comparative example 5), central axis of bead shape 41 in the longitudinal direction And the angle with the central axis in the longitudinal direction of the reinforcement side sill outer (A) 30 (comparative example 7) are respectively changed outside the preferred range of the present invention, and in the case of comparative examples 5 and 6, The relationship L1 / L0 of the distance from the front end 60a of the pillar lower 60 to the front end 41a of the bead-shaped portion 41 is out of the scope of the present invention.

  The comparative examples 8 to 10 are directed to the vehicle body side structure 3 having the reinforcement front pillar lower 60 having an open lower portion, and the bead of the bead shaped portion 41 in the vehicle vertical direction based on the invention example 1 The width W (comparative examples 8 and 9), the convex direction of the bead-shaped portion 41 in the vehicle width direction, and the bead length Lb (comparative example 10) are respectively changed within the preferable range of the present invention. As for 10, the distance L1 from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead shaped portion 41 is out of the scope of the present invention.

  The results of the deformation amount in the vertical direction of the vehicle body and the twist angle in the example of the present invention shown in Table 1 will be described as follows.

  In the invention examples 3 to 6, the bead width W is within the preferable range of the present invention (3% or more and 30% or less of the height of the side wall 33 of the vehicle body side), compared with the conventional example (see Table 2). The amount of deformation in the vertical direction of the vehicle significantly decreased, and the twist angle was substantially the same.

  In the invention examples 7 and 8, the bead depth D is within the preferred range of the present invention (3% or more and 15% or less of the height of the side wall 33 of the vehicle body side). The amount of deformation of was significantly reduced, and the twist angle was about the same.

  In the invention examples 9 to 11, the bead length Lb is within the preferable range of the present invention (5% or more and 35% or less of the length of the reinforcement side silt outer (A) 30 in the longitudinal direction of the vehicle). The amount of deformation in the vertical direction of the vehicle significantly decreased, and the twist angle was substantially the same.

  In the invention examples 12 and 13, the relationship L1 / L0 of the distance from the front end 10a of the reinforcement front pillar lower 10 to the front end 41a of the bead shaped portion 41 is within the scope of the present invention (curved from the front end 10a of the reinforcement front pillar lower 10 Assuming that the distance to the R-stop 13a of the curve in the portion 13 is L0, 0.5 ≦ L1 / L0 ≦ 1.2), and the amount of deformation in the vertical direction of the vehicle is significantly reduced and the twist angle is substantially reduced. It was comparable.

  In the invention example 14, the position of the bead shaped portion 41 in the vertical direction of the vehicle body is within the preferred range of the present invention (10% or more and 90% or less of the height of the wall portion 33 on the side of the vehicle). The amount of deformation in the vertical direction of the vehicle significantly decreased, and the twist angle was substantially the same.

  Invention Example 15 is the relationship L1 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead shaped portion 41 where the rear end 41b of the bead shaped portion 41 is located near the front end of the center pillar. / L0 is within the range of the present invention, and the relationship L2 / L0 of the distance to the rear end 41b of the bead-shaped portion 41 is within the preferred range of the present invention (from the front end 10a of the reinforcement front pillar lower 10 to the curved portion 13 Assuming that the distance to the R stop 13a is L0, 1.3 ≦ L2 / L0 ≦ 3.2), and the amount of deformation in the vertical direction of the vehicle significantly decreases and the twist angle is substantially the same as in the conventional example. .

  In the invention example 16, the convex shape of the bead shaped portion 41 is on the inner side in the vehicle body width direction, and the amount of deformation in the vehicle body vertical direction is significantly reduced and the twist angle is substantially the same as in the conventional example. there were.

  In the invention examples 17 and 18, the angle between the central axis in the longitudinal direction of the bead-shaped portion 41 and the central axis in the longitudinal direction of the reinforcement side silt outer (A) 30 is within the scope of the present invention. The amount of deformation in the vertical direction of the vehicle significantly decreased, and the twist angle was substantially the same.

  Furthermore, the invention examples 21 to 29 for the vehicle body side structure 3 having the reinforcement front pillar lower 60 having the open lower shape at the lower part have a bead width (invention examples 21 to 23) and a bead depth (invention examples 24 and 25). ), The bead length (Invention Example 26), the direction of the convex shape of the bead-shaped portion 41 in the vehicle body width direction (Invention Example 28), and the bead angle (Invention Example 29) are modified within the preferred range of the present invention Also, since the relationship L1 / L0 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 including the invention example 27 is changed within the scope of the present invention Also, as compared with the conventional example shown in Table 2, the amount of deformation in the vertical direction of the vehicle body was significantly reduced without reducing the torsional rigidity.

  Next, results of the vehicle body deformation amount and the twist angle in the comparative example shown in Table 2 will be described as follows.

  In Comparative Examples 1 and 8, the bead width W was smaller than the preferred range of the present invention, and the twist angle was almost the same as in the conventional example, and the amount of deformation in the vertical direction of the vehicle body was smaller than that in the conventional example. It was larger than invention examples 3 to 6.

  In Comparative Examples 2 and 9, the bead width W was larger than the preferred range of the present invention, and the amount of deformation in the vertical direction of the vehicle body was substantially reduced and was similar to that of Inventive Examples 3 to 6, compared to the conventional example. The twist angle has increased.

  In Comparative Example 3, the bead depth D was smaller than the preferred range of the present invention, and the twist angle was substantially the same as that of the conventional example, and the amount of deformation in the vertical direction of the vehicle body was smaller than that of the conventional example. It was large compared to Examples 7 and 8.

  In Comparative Example 4, the bead depth D was larger than the preferred range of the present invention, and the amount of deformation in the vertical direction of the vehicle body was substantially reduced and was similar to those of Inventive Examples 3 to 6, but compared to the conventional example. The horns have increased.

  In Comparative Examples 5 and 10, the bead length Lb is larger than the preferred range of the present invention, and the relationship L1 / L0 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead shaped portion 41 Although the amount of deformation in the vertical direction of the vehicle is reduced somewhat as compared with the prior art, the twist angle is increased, and in particular, Comparative Example 10 has a shape corresponding to Patent Documents 3 and 4, The twist angle was a significant increase.

  In Comparative Example 6, the relationship L1 / L0 of the distance from the front end 60a of the reinforcement front pillar lower 60 to the front end 41a of the bead-shaped portion 41 is out of the range of the present invention, and the twist angle is substantially the same as that of the conventional example. However, the amount of deformation in the vertical direction of the vehicle body is large as compared with the ninth to eleventh inventions.

  In Comparative Example 7, the angle between the central axis in the longitudinal direction of the bead-shaped portion 41 and the central axis in the longitudinal direction of the reinforcement side sill outer (A) 30 is out of the preferred range of the present invention. However, compared with the invention examples 17 and 18, the amount of deformation in the vertical direction of the vehicle body is large.

  In the invention examples 1 to 29, since only the bead shaped portion 41 is formed as a reinforcing means on the wall portion 33 on the vehicle body side of the reinforcement side sill outer (A) 30, the weight is higher than that of the conventional example. It is self-evident that it does not increase the

  Furthermore, the bead length of the bead-shaped portion 41 which is the reinforcing means is set to a predetermined ratio with respect to the length of the reinforcement side sill outer (A) 30 in the vehicle longitudinal direction, and the reinforcement side sill outer (A CAE analysis of torsional stiffness was performed for the case of setting over the entire length of 30). The result of the twist angle obtained by FIG. 15 by CAE analysis is shown.

  As compared with the twist angle in the case without the bead shape portion, the relationship L2 / L0 of the distance to the bead back end 41b of the bead shape portion provided in the test material 90 is substantially the same twist angle when L2 / L0 ≦ 3.2. However, when the relationship L2 / L0 of the distance to the bead rear end 41b of the bead shape portion is L2 / L0> 3.2 (comparative examples 5 and 10), the result is that the twist angle greatly increases with the bead length.

  From the above analysis results, the relationship L1 / L0 of the distance to the front end 41a of the bead shape portion 41 is 0.5 ≦ L1 / L0 ≦ 1.2, and the relationship L2 / L0 of the distance to the rear end 41b is 1.3 ≦ L2 / L0 ≦ By setting it to 3.2, it is suggested that the fall of torsional rigidity can be prevented.

  From the results shown in Table 1, Table 2 and FIG. 15, within the scope of the present invention according to the relationship L1 / L0 of the distance to the front end 41a of the bead shape 41 and the relationship L2 / L0 of the distance to the rear end 41b. And, the preferred range of the present invention relating to the shape (bead width W, bead depth D, bead length Lb) and position (bead angle, position in the vertical direction of the vehicle body) of the bead shaped portion 41 was demonstrated.

  Therefore, in the vehicle body side structure having the reinforcement front pillar lower and reinforcement side sill outer, the reinforcement side sill outer is provided with a bead shaped portion as a reinforcing means, and the shape and position of the bead shaped portion are appropriately set, It has been shown that the buckling resistance of the reinforcement side silt outer in the vertical direction of the vehicle body can be improved without increasing the c, and the collision performance of the vehicle can be improved without reducing the performance such as the torsional rigidity of the vehicle body.

1 Body side structure (invention)
3 Body side structure (invention)
7 Body side structure (prior art)
9 Body side structure (prior art)
DESCRIPTION OF SYMBOLS 10 reinforcement front pillar lower 10a front end 11 long side part 13 curved part 13a curvature R stop 15 short side part 21 reinforcement front pillar lower inner (A)
23 reinforcement front pillar lower inner (B)
30 Linus Side Siluta (A)
Reference Signs List 30a front end portion 31 vehicle body upper side wall 33 vehicle body side side wall 35 vehicle body lower side wall 41 bead shape portion 41a front end 41b rear end 51 reinforcement side silna 53 reinforcement side sill (B)
60 reinforcement front pillar lower 63 curved portion 63 a R-end of curvature 65 short side portion 70 reinforcement side silt (A)
Reference Signs List 80 center pillar 90 test material 91 wall portion 101 vehicle body side structure 103 vehicle body side structure 110 reinforcement front pillar lower 120 reinforcement side sill outer 130 reinforcement front pillar lower 140 reinforcement front pillar lower 150 center pillar

Claims (1)

Possess a reinforcement lower front pillar disposed in the front pillar lower that extends in the vehicle body in the vertical direction, the reinforcement side sill outer which is disposed within a side sill extending in the longitudinal direction of the vehicle body, the vehicle body at a speed of 56km the vertical direction of the vehicle body deformation amount when obtained by a small overlap collision from the front 25mm or less, a twist angle of the reinforcement side sill outer and a vehicle body side structure to suppress the 0.7 ° or less,
The reinforcement front pillar lower has a curved portion whose lower portion curves to the rear side of the vehicle body, and a short side portion extending from the rear end of the curved portion,
The reinforcement side silt outer has a hat cross-sectional shape having wall portions on the upper side, the side side and the lower side of the vehicle body,
The reinforcement front pillar lower and the reinforcement side sill outer are formed by coupling the curved portion and the short side portion of the reinforcement front pillar lower to the front end of the reinforcement side sill outer.
A bead-shaped portion as a reinforcing means is provided on the side wall of the reinforcement side sill outer side of the vehicle body ,
The bead-shaped portion has a front end at a distance L1 from the front end of the reinforcement front pillar lower to the rear side of the vehicle body, and the distance L1 is a curve that curves from the front end of the reinforcement front pillar lower to the rear when the distance to the R blind curvature of the vehicle body upper side and L0 in part, to satisfy the relationship of 0.8 ≦ L1 / L0 ≦ 1.2,
The bead shaped portion extends in the longitudinal direction of the vehicle of the reinforcement side sill outer, and the distance L2 to the rear end position of the bead shaped portion is 1.31 ≦ L2 / L0 ≦ 2.98,
In the bead-shaped portion, the bead width is 3% to 30% of the height of the side wall of the vehicle side, and the bead depth is 3% to 15% of the height of the side wall of the vehicle side And
The position of the bead-shaped portion is in the range of 10% to 50% of the height of the side wall of the vehicle side,
The vehicle side portion structure , wherein the bead shaped portion is formed in a straight line toward the rear of the vehicle of the reinforcement side sill outer .