JP7375422B2 - Vehicle body structure and vehicle manufacturing method - Google Patents

Description

The present invention relates to a vehicle body structure in which a joint member is provided in a closed cross section of a side sill, and a method for manufacturing a vehicle having the vehicle body structure.

Conventionally, in the body structure of vehicles such as automobiles, a hollow structure frame has been adopted to reduce the weight of the vehicle body, and in order to further improve the rigidity of the frame, a reinforcing body has been installed inside the closed section of the frame. A structure is known in which a node member is provided to partition a closed cross section.

For example, the vehicle body structure described in Patent Document 1 has side sills extending in the longitudinal direction of the vehicle on both sides in the vehicle width direction as parts constituting the frame, and a substantially box-shaped knot is formed inside the closed cross-section of the side sills. There is a structure in which the rigidity of the side sill is improved by providing a member (bulkhead).

In this vehicle body structure, when the side sill receives a side impact load due to a side collision of the vehicle (a collision on the side of the vehicle), the side impact load is transmitted to the inside in the vehicle width direction via the joint member. A bead is formed that extends continuously in the vehicle width direction. This bead that extends continuously in the vehicle width direction has higher rigidity than other parts of the joint member, so that it is possible to transmit the side collision load to the inside in the vehicle width direction. This transmits the side collision load to the cross member disposed on the inside of the side sill in the vehicle width direction, thereby suppressing deformation and damage of the side sill.

Japanese Patent Application Publication No. 2015-113061

In recent years, for various reasons such as improving the ease of assembling the joint member, structures in which a joint member is divided into two constituent parts (or three or more constituent parts) have been adopted. For example, it is conceivable that the joint member is composed of two vertically divided parts: an inner part in the vehicle width direction and an outer part. With joint members having such a split structure, it is not possible to form a bead that extends continuously in the vehicle width direction as described above, so it is difficult to transmit the side collision load to the cross member on the inside in the vehicle width direction, and the side sill It is difficult to prevent deformation and damage.

The present invention has been made in view of the above circumstances, and provides a vehicle body structure that is capable of suppressing deformation and damage of the side sill in the event of a side collision of the vehicle in a configuration in which the reinforcing body has a split structure. The purpose is to

In order to solve the above problems, the vehicle body structure of the present invention has a side sill that has a closed cross section and extends in the longitudinal direction of the vehicle along the side part of the vehicle body floor, and a side sill that extends in the vehicle width direction and has a closed section. A cross member whose directional end portion is joined to the side sill, and a reinforcing body disposed in a position aligned with the cross member in the vehicle width direction inside the closed cross section of the side sill and joined to the side sill. , the side sill includes an inner portion disposed on the inner side in the vehicle width direction and an outer portion disposed on the outer side in the vehicle width direction, and the inner portion and the outer portion form the closed cross-section portion; The reinforcing body includes a first reinforcing part and a second reinforcing part, and the first reinforcing part has a first opposing surface, and the inner part of the closed cross section is located at a portion other than the first opposing surface. The second reinforcing portion has a second opposing surface opposite to the first opposing surface, and is joined to the inner wall of the outer portion of the closed cross section at a portion other than the second opposing surface. By providing vertical walls on both side edges of the first opposing surface , two ridgeline portions are formed that extend toward each other toward the outside in the vehicle width direction, and the second opposing surface By providing vertical walls on the side edges on both sides, two ridgeline portions are formed that extend in a direction that widens from each other toward the outside in the vehicle width direction, and the first opposing surface and the second opposing surface are opposite to each other. They are characterized in that they are arranged so that when they face each other, the angle of inclination with respect to the horizontal plane is 30 degrees or less.

In this configuration, a reinforcing body having a structure divided into a first reinforcing part and a second reinforcing part is provided inside the closed cross-section part of the side sill to which the cross member is joined. The first opposing surface of the first reinforcing section and the second opposing surface of the second reinforcing section are arranged so that the inclination angle with respect to the horizontal plane is 30 degrees or less while facing each other. As a result, the collision load input to the side sill when the vehicle is involved in a side collision is absorbed by the vehicle width, which is formed by providing vertical walls on the side edges of the mutually opposing first and second opposing surfaces of the reinforcing body. Specifically, two walls extending toward each other toward the outside in the vehicle width direction are formed by providing vertical walls on both side edges of the first opposing surface. The information is transmitted to the cross member via the ridge line portion and two ridge line portions that are formed by providing vertical walls on both side edges of the second opposing surface and extend in a direction that widens from each other toward the outside in the vehicle width direction. It is possible to do so. As a result, it is possible to suppress deformation and damage of the side sill.

In the vehicle body structure described above, it is preferable that the first opposing surface and the second opposing surface are surfaces that are inclined upward toward the inner side in the vehicle width direction.

According to this configuration, when the vehicle has a side collision, the respective edges of the first opposing surface and the second opposing surface contact the vicinity of the upper surface of the cross member via the side sill, so that the side sill and the center pillar move toward the inside of the vehicle. It is possible to suppress the so-called inward collapse of the side sill, which is caused to collapse and deform.

In the vehicle body structure described above, it is preferable that the first opposing surface and the second opposing surface are bonded to each other via a damping member made of an adhesive material.

In this configuration, the first opposing surface and the second opposing surface of the first reinforcing section and the second reinforcing section that are opposite to each other are bonded to each other via the damping member made of an adhesive material. It is possible to damp the vibrations by means of a damping member. In such a structure, since the first opposing surface and the second opposing surface are arranged so that the inclination angle with respect to the horizontal plane is 30 degrees or less, the damping member does not drip down from above the first opposing surface before hardening. It is possible to prevent this. As a result, it is possible to prevent the damping member from hanging down on the opposing surface of the reinforcing body having the split structure, and it is possible for the damping member to exhibit a predetermined damping performance.

In the vehicle body structure described above, when viewed from the front of the vehicle, an extension line passing between the first opposing surface and the second opposing surface and extending inward in the vehicle width direction is an inner side surface in the vehicle width direction of the side sill. It is preferable that the first opposing surface and the second opposing surface are arranged so as to intersect the side sill at an intermediate position or a position above the height direction.

According to this configuration, when the vehicle is involved in a side collision, the inner edges of the first opposing surface and the second opposing surface in the vehicle width direction are located at or near an intermediate position in the height direction of the inner side surface of the side sill in the vehicle width direction. The cross member also contacts the cross member at an upper position via the side sill. Thereby, the ridgeline portions formed at the side edges of the first opposing surface and the second opposing surface are stretched, thereby making it possible to suppress inward deformation of the side sill.

The method for manufacturing a vehicle of the present invention is a method for manufacturing a vehicle having the above-mentioned vehicle body structure, wherein the first opposing surface and the second opposing surface are bonded to each other via a damping member made of an adhesive material, the method comprising : a side sill preparation step of preparing the side sill divided into an inner portion and the outer portion; and a step of preparing the damping member on the first opposing surface while the first reinforcing portion is joined to the inner wall of the inner portion of the side sill. a damping member application step of applying the damping member; and with the second reinforcing portion joined to the inner wall of the outer portion of the side sill, the second opposing surface is brought close to the first opposing surface while facing the first opposing surface. and a side sill forming step of bonding the inner portion and the outer portion to form the side sill. It is characterized by

In this manufacturing method, in the bonding step, the second opposing surface is brought close to the first opposing surface while facing the first opposing surface, thereby joining the second opposing surface to the first opposing surface via the damping member. As a result, the second opposing surface does not generate a force that pushes the damping member along the first opposing surface, so it is possible to manufacture vehicles without the damping member falling off the first opposing surface, and the damping member It is possible to ensure a predetermined damping performance.

According to the vehicle body structure of the present invention, deformation and damage of the side sill during a side collision of the vehicle can be suppressed in a configuration in which the reinforcing body has a split structure.

Further, according to the vehicle manufacturing method of the present invention, it is possible to prevent the damping member from falling off on the opposing surface of the joint member having a split structure.

1 is a front view showing a vehicle body structure of a vehicle according to an embodiment of the present invention. FIG. 2 is an enlarged perspective view of a portion of the side sill of FIG. 1 to which a reinforcing body is attached. 3 is a sectional view taken along line III-III in FIG. 2. FIG. FIG. 4 is an explanatory cross-sectional view schematically showing the reinforcing body in FIG. 3 and its surrounding area. FIG. 2 is a plan view of a portion around a cross member in a floor portion of the vehicle body shown in FIG. 1; FIG. 6 is a plan view showing the joint between the cross member and the side sill, the reinforcing body, and their surroundings in FIG. 5; FIG. 7 is a plan view showing a state in which the reinforcing body inside the closed section of the side sill is exposed to the outside by omitting the seat mounting bracket and the upper part of the side sill in FIG. 6; FIG. 3 is a perspective explanatory view showing a state in which the side sill outer of FIG. 2 is removed and the reinforcing body is exposed to the outside. FIG. 9 is a perspective explanatory view showing the lower first reinforcing portion by removing the upper second reinforcing portion of the reinforcing body of FIG. 8; FIG. 9 is a diagram showing the reinforcing body of FIG. 8 as viewed from the outside in the vehicle width direction. 11 is a diagram showing the lower first reinforcing portion after removing the upper second reinforcing portion of the reinforcing body in FIG. 10. FIG. FIG. 9 is a perspective view of the first reinforcing portion of FIG. 8 when viewed from the outside in the vehicle width direction. FIG. 9 is a perspective view of the first reinforcing portion of FIG. 8 when viewed from inside in the vehicle width direction. FIG. 9 is a perspective view of the second reinforcing portion of FIG. 8 when viewed from the outside in the vehicle width direction. FIG. 15 is a plan view of the second reinforcing portion shown in FIG. 14 when viewed from above. FIG. 3 is an explanatory diagram of the method for manufacturing a vehicle according to the present invention, and is a cross-sectional explanatory diagram showing a damping bond application step of applying a damping bond to the first opposing surface of the first reinforcing portion. FIG. 3 is an explanatory view of the method for manufacturing a vehicle according to the present invention, and is a cross-sectional explanatory view showing an adhesion step of adhering the second opposing surface to the first opposing surface via an attenuation bond.

Hereinafter, one preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

The vehicle body structure according to the embodiment of the present invention shown in FIGS. 1 to 5 is a structure applied to a vehicle body 1 of an automobile or the like. This vehicle body structure includes a hollow frame 2 constituting a vehicle body 1, a reinforcing body 3 that reinforces the frame 2, and a floor panel 4 that covers the bottom of the frame 2.

As shown in FIG. 1, the frame 2 includes a side sill 5 that extends in the vehicle longitudinal direction X along the side of the vehicle body floor, and a side sill 5 that extends in the vehicle longitudinal direction Three pillars extending in the height direction Z that are spaced apart from each other, that is, a front pillar 6, a center pillar 7, and a rear pillar 8, and a roof rail that extends in the vehicle longitudinal direction X at a spaced apart position above the side sill 5. 9. The lower end portions of the front pillar 6, center pillar 7, and rear pillar 8 are connected to the side sill 5, and the upper end portions of each are connected to the roof rail 9. As a result, a front door opening 10 is formed on the vehicle front side X1 of the side portion of the vehicle body 1, and a rear door opening 11 is formed on the vehicle rear side X2.

The side sills 5, front pillars 6, center pillars 7, rear pillars 8, and roof rails 9 that constitute the frame 2 are each hollow bodies, and each has an independent closed cross section.

Specifically, the side sill 5 of this embodiment has a closed cross section 16 extending in the vehicle longitudinal direction X, as shown in FIGS. 2 to 4. The closed cross-section portion 16 has a substantially rectangular cross-sectional shape.

The side sill 5 consists of a side sill inner 14 (inner part) arranged on the inner side Y2 in the vehicle width direction Y, and a side sill outer 15 (outer part) arranged on the outer side Y1 in the vehicle width direction Y. and a side sill outer 15. The side sill inner 14 and the side sill outer 15 each have a generally U-shaped cross section and a so-called hat shape with a brim projecting upward and downward. The side sill inner 14 and the side sill outer 15 are each formed by a method such as press forming a metal plate such as steel. The side sill inner 14 and the side sill outer 15 are joined to each other by spot welding at the upper and lower rib portions. The joined side sill inner 14 and side sill outer 15 form a side sill 5 having a closed cross section 16.

In this embodiment, the reinforcing body 3 is disposed inside the closed cross-section portion 16 of the side sill 5 of the frame 2, and is joined to the inner wall of the side sill 5 by spot welding or the like. Since the side sill 5 has a large closed cross section 16 and is long compared to other members, it is easily deformed or damaged when another vehicle or the like collides with the side surface of the vehicle body 1 (side collision). Therefore, by providing the reinforcing body 3 inside the side sill 5, it becomes possible to reinforce the side sill 5 and prevent deformation and damage in the event of a side collision.

As shown in FIGS. 2 to 15, the reinforcing body 3 is divided into two parts, that is, a first reinforcing part 21 and a second reinforcing part 22. The first reinforcing portion 21 and the second reinforcing portion 22 are each formed by a method such as press forming a metal plate such as steel.

The first reinforcing portion 21 has a first opposing surface 21c on the upper surface side, and has a configuration that can be joined to the inner wall of the closed cross-section portion 16 of the side sill 5 at a portion other than the first opposing surface 21c.

Specifically, as shown in FIGS. 12 and 13, the first reinforcing portion 21 includes an upper portion 21a extending in the vehicle width direction Y, and upper and lower side edges of the upper portion 21a on both sides (both sides in the vehicle longitudinal direction X). It includes a side portion 21b (vertical wall) provided so as to extend in the direction. The upper part 21a has a first opposing surface 21c (the upper surface of the upper part 21a) on the upper surface side. Each side portion 21b has a first flange 21d and a second flange 21e that are joined to the side sill inner 14 that constitutes the inner wall of the closed cross-section portion 16. The first flange 21d and the second flange 21e are respectively joined to the side and lower surfaces of the inner wall of the side sill inner 14 by spot welding or the like. As a result, the first reinforcing portion 21 is fixed inside the side sill inner 14 so that the first opposing surface 21c is exposed upward, as shown in FIGS. 16 and 17.

As shown in FIGS. 12-13 and FIGS. 16-17, the first opposing surface 21c is oriented slightly upwardly with respect to the horizontal surface S (see FIGS. 16-17) as it goes toward the inside Y2 in the vehicle width direction Y. It is inclined at an angle θ within 30 degrees. A damping bond 23, which will be described later, is applied entirely to the first opposing surface 21c, but since the inclination angle is within 30 degrees, the damping bond 23 is prevented from dripping. In this embodiment, since the groove 21f extending in the vehicle width direction Y is formed on the first opposing surface 21c, the damping bond 23 is more reliably prevented from dripping. However, in the present invention, the groove 21f is not essential. do not have.

As shown in FIGS. 12 and 13, the first opposing surface 21c has a tapered shape whose width becomes narrower toward the outside Y1 in the vehicle width direction Y. That is, the two ridgeline portions 21g formed by providing the side portions 21b (vertical walls) on both side edges of the first opposing surface 21c approach each other as they move toward the outside Y1 in the vehicle width direction Y. It is extending.

The second reinforcing section 22 has a second opposing surface 22c that faces the first opposing surface 21c of the first reinforcing section 21 from above. The second reinforcing portion 22 has a configuration that can be joined to the inner wall of the closed section portion 16 of the side sill 5 at a portion other than the second opposing surface 22c.

Specifically, as shown in FIGS. 14 and 15, the second reinforcing portion 22 includes a lower portion 22a extending in the vehicle width direction Y, and upper and lower side edges of the lower portion 22a on both sides (both sides in the vehicle longitudinal direction X). It includes a side portion 22b (vertical wall) provided so as to extend in the direction. The lower part 22a has a second opposing surface 22c (lower surface of the lower part 22a) facing downward. Each side portion 22b has a first flange 22d, a second flange 22e, and a third flange 22f that are joined to the side sill outer 15 that constitutes the inner wall of the closed cross-section portion 16. The first flange 22d and the third flange 22f are each joined to the side surface of the inner wall of the side sill outer 15 by spot welding or the like. Furthermore, the second flange 22e is joined to the upper surface of the inner wall of the side sill outer 15 by spot welding or the like. Thereby, the second reinforcing portion 22 is fixed inside the side sill outer 15 so that the second opposing surface 22c faces downward, as shown in FIG.

The second opposing surface 22c is inclined at the same angle as the first opposing surface 21c so as to face the first opposing surface 21c (that is, extends parallel to the first opposing surface 21c). ). That is, as shown in FIGS. 14 and 17, the second opposing surface 22c is inclined at an angle of 30 degrees or less with respect to the horizontal plane so as to be slightly upward as it goes toward the inside Y2 in the vehicle width direction Y. .

As shown in FIGS. 14 and 15, the second opposing surface 22c has a tapered shape that becomes wider toward the outside Y1 in the vehicle width direction Y. That is, the two ridgeline portions 22g formed by providing the second opposing surface 22c and the side portions 22b (vertical walls) on the side edges on both sides thereof diverge from each other as they move toward the outside Y1 in the vehicle width direction Y. It extends to

As shown in FIGS. 3 and 4, the first opposing surface 21c and the second opposing surface 22c are bonded to each other via a damping bond 23 as a damping member made of an adhesive material.

The damping bond 23 is an adhesive material that has some fluidity before curing, and includes, for example, an epoxy-based, urethane-based, or acrylic-based adhesive, and additives added to the adhesive such as a curing agent and an inorganic adhesive. Alternatively, it is composed of an organic filler, a moisture absorbing material, etc.

The first opposing surface 21c and the second opposing surface 22c extending parallel thereto are arranged such that the inclination angle θ with respect to the horizontal plane S (see FIGS. 16 to 17) is 30 degrees or less. If so, it is possible for the damping bond 23 described above to remain stationary on the surface of the first opposing surface 21c without adhering to the first opposing surface 21c and flowing even before hardening.

As shown in FIG. 17, the first opposing surface 21c and the second opposing surface 22c extend upward toward the inner side Y2 of the side sill 5 in the vehicle width direction Y in the frame 2.

Furthermore, in the present embodiment, the reinforcing body 3 is arranged at a position aligned with the cross member 12 in the vehicle width direction Y inside the closed section portion 16 of the side sill 5, as shown in FIGS. 4 to 7.

The cross member 12 is a member extending in the vehicle width direction Y at a lower portion of the vehicle body 1 (a position slightly above the floor panel 4). The outer end Y1 of the cross member 12 in the vehicle width direction Y is joined to the side sill 5, and the inner end Y2 of the cross member 12 in the vehicle width direction Y is joined to the floor tunnel portion 17. The floor tunnel portion 17 extends in the vehicle longitudinal direction X near the center of the vehicle body 1 in the vehicle width direction Y. A seat mounting bracket 13 is provided on the upper surface of the outer end Y1 of the cross member 12 in the vehicle width direction Y, as shown in FIGS. 3 to 6.

At least one of the opposing surfaces 21c and 22c of the first opposing surface 21c and the second opposing surface 22c that face each other, in this embodiment, the side edges of both the first opposing surface 21c and the second opposing surface 22c. By providing the side portions 21b and 22b (vertical walls), ridgeline portions 21g and 22g extending in the vehicle width direction Y are formed, as shown in FIGS. 12 to 15. As a result, the load received from the outside of the vehicle body 1 in the event of a side collision, etc., is smoothly transferred to the cross member 12 via these four ridgeline portions 21g and 22g of the reinforcement body 3, as shown in FIG. It is possible to communicate.

Further, in this embodiment, as shown in FIG. 4, an extension line 25 extending toward the inside Y2 in the vehicle width direction Y through between the first opposing surface 21c and the second opposing surface 22c when viewed from the front of the vehicle. is intersected with the side sill 5 at an intermediate position M in the height direction Z of the side surface of the inner side Y2 (that is, the side sill inner 14) in the vehicle width direction Y of the side sill 5 or at a position above it. 21c and a second opposing surface 22c are arranged.

Note that the "intermediate position M" of the side sill 5 here is, for example, an intermediate position between the lower ridgeline 14a1 and the upper ridgeline 14a2 of the side surface 14a of the side sill inner 14.

The extension line 25 extends upward toward the inner side Y2 in the vehicle width direction Y, intersects the side sill inner 14, and extends toward the upper surface 12a of the cross member 12.

A vehicle having the vehicle body structure configured as described above is manufactured as follows.

First, the side sill 5 is divided into the side sill inner 14 and the side sill outer 15, which is composed of a side sill inner 14 disposed on the inside Y2 in the vehicle width direction Y and a side sill outer 15 disposed on the outside Y1 in the vehicle width direction Y. Prepare (side sill preparation process).

Next, as shown in FIGS. 9 and 16, with the first reinforcing portion 21 joined to the inner wall of the side sill inner 14 of the side sill 5 by spot welding or the like, a damping bond 23 is applied to the first opposing surface 21c ( damping bond application process).

When applying the damping bond 23, the tip of a device such as a coating gun G is inserted inside the side sill inner 14, and the damping bond 23 is applied to the first opposing surface 21c through the tip of the coating gun G. Since the first opposing surface 21c is inclined upward as it goes toward the inner side Y2 in the vehicle width direction Y, the coating gun G is prevented from interfering with the corner portion 14b of the side sill 5 on the inner side Y2 in the vehicle width direction Y. do not have.

Next, as shown in FIG. 17, with the second reinforcing portion 22 joined to the inner wall of the side sill outer 15 of the side sill 5, the second opposing surface 22c is opposed to the first opposing surface 21c, and the first opposing surface is 21c, the second opposing surface 22c is bonded to the first opposing surface 21c via the damping bond 23 (bonding step). As a result, the divided first reinforcing part 21 and second reinforcing part 22 are joined to form one reinforcing body 3.

Finally, the side sill inner 14 and the side sill outer 15 are joined to form the side sill 5 having the closed cross section 16 as shown in FIGS. 3 and 4 (side sill forming step). In the formed side sill 5, the reinforcing body 3 is housed inside the closed cross-section portion 16, and the reinforcing body 3 can function as a knot member that reinforces the hollow side sill 5.

(Features of this embodiment)
(1)
As described above, the vehicle body structure of the present embodiment has a closed section 16 and a side sill 5 extending in the vehicle longitudinal direction X along the side part of the vehicle body floor, and a side sill 5 extending in the vehicle width direction A cross member 12 whose width direction Y end portion is joined to the side sill 5 (see FIGS. 3 to 7), and a cross member 12 arranged in a position lined up with the cross member 12 in the vehicle width direction Y inside the closed cross section 16 of the side sill 5, and the side sill The reinforcing body 3 is joined to the reinforcing body 5. The reinforcing body 3 includes a first reinforcing part 21 and a second reinforcing part 22. The first reinforcing portion 21 has a first opposing surface 21c on the upper surface side, and is joined to the inner wall of the closed cross-section portion 16 at a portion other than the first opposing surface 21c. The second reinforcing section 22 has a second opposing surface 22c that faces the first opposing surface 21c from above the first opposing surface 21c, and is joined to the inner wall of the closed section section 16 at a portion other than the second opposing surface 22c. has been done. The first opposing surface 21c and the second opposing surface 22c are arranged so that the inclination angle with respect to the horizontal plane S (see FIGS. 16 to 17) is 30 degrees or less (that is, substantially horizontal). Side portions 21b and 22b (vertical) are provided on the side edges of the first opposing surface 21c and the second opposing surface 22c that face each other (in this embodiment, the side edges on both sides of the first opposing surface 21c and the second opposing surface 22c, respectively). By providing these walls, ridgeline portions 21g and 22g extending in the vehicle width direction Y are formed.

In this configuration, the collision load input to the side sill 5 when the vehicle has a side collision is applied to the side portions 21b, 22b (vertical It is possible to transmit the signal to the cross member 12 via ridgeline portions 21g and 22g extending in the vehicle width direction Y, which are formed by providing a wall). As a result, it is possible to suppress deformation and damage of the side sill 5.

That is, the first opposing surface 21c and the second opposing surface 22c are arranged so that the inclination angle with respect to the horizontal surface S (see FIGS. 16 to 17) is 30 degrees or less (that is, almost horizontally), so that the vehicle Since the ridgeline portions 21g and 22g extending in the width direction Y also extend substantially horizontally, it is possible to smoothly and reliably transmit the collision load in the vehicle width direction Y via the ridgeline portions 21g and 22g.

Note that if the ridgeline portions 21g and 22g are formed on one of the side edges on both sides of the first opposing surface 21c and the second opposing surface 22c that face each other, the above-mentioned It is possible to perform the function of transmitting load to the cross member 12 as shown in FIG. However, if the ridgeline portions 21g and 22g are formed on both side edges of the first opposing surface 21c and the second opposing surface 22c as in the above embodiment, the rigidity of the entire reinforcing body 3 is improved, and the cross member 12 This is preferable in that it is possible to reliably perform the function of transmitting a load to.

(2)
Further, in the vehicle body structure of the present embodiment, as described above, the first opposing surface 21c and the second opposing surface 22c of the reinforcing body 3 are positioned upwardly toward the inner side Y2 of the side sill 5 in the vehicle width direction Y. As shown in FIG. By coming into contact with the vicinity of the upper surface 12a, it is possible to suppress the so-called inward collapse of the side sill 5, in which the side sill 5 collapses and deforms inwardly of the vehicle together with the center pillar 7.

(3)
Further, in the vehicle body structure of the present embodiment, the first opposing surface 21c and the second opposing surface 22c are bonded to each other via the damping bond 23 as a damping member made of an adhesive material having some fluidity before curing. ing.

In the above configuration, the reinforcing body 3 reinforces the side sill 5 by being disposed within the closed cross-section portion 16 of the side sill 5, as shown in FIGS. 3 and 4. Further, the reinforcing body 3 has a divided structure consisting of a first reinforcing part 21 and a second reinforcing part 22, and the first opposing surface 21c of the first reinforcing part 21 and the second reinforcing part 22 faces each other. and the second facing surface 22c are bonded to each other via a damping bond 23 made of an adhesive material, so that vibrations transmitted to the reinforcing body 3 can be attenuated by the damping bond 23. In such a structure, the first opposing surface 21c and the second opposing surface 22c are arranged so that the inclination angle with respect to the horizontal plane S (see FIGS. 16 to 17) is 30 degrees or less (that is, almost horizontally). Even if the damping bond 23 has some fluidity before hardening, it is possible to prevent it from dripping down from above the first opposing surface 21c. As a result, it is possible to prevent the damping bond 23 from dripping on the mating opposing surface 24 (that is, the opposing surface formed by the first opposing surface 21c and the second opposing surface 22c) in the reinforcing body 3 having a split structure. Therefore, the damping bond 23 can exhibit a predetermined damping performance.

Note that in this embodiment, the first opposing surface 21c and the second opposing surface 22c are bonded to each other via the damping bond 23 as a damping member made of adhesive material, but the present invention is not limited to this. do not have. If the first opposing surface 21c and the second opposing surface 22c are arranged to face each other, the effects of items (1) and (2) above and item (5) described below can be achieved even without the damping bond 23. is possible.

(4)
Further, in the vehicle body structure of the present embodiment, as described above, in the vehicle body structure of the present embodiment, as shown in FIGS. The surface 22c is inclined upward toward the inner side Y2 of the side sill 5 in the vehicle width direction Y. Therefore, before joining the first opposing surface 21c and the second opposing surface 22c, when applying the damping bond 23 to the first opposing surface 21c as shown in FIG. It is possible to insert the tip of a device such as a coating gun G that applies the damping bond 23 without interfering with the Y2 portion. Further, when joining the second opposing surface 22c to the first opposing surface 21c, the second opposing surface 22c is joined so as to face the first opposing surface 21c without dropping the damping bond 23 applied to the first opposing surface 21c. It is possible to do so.

(5)
In the vehicle body structure of the present embodiment, when viewed from the front of the vehicle, an extension line 25 extending to the inside Y2 in the vehicle width direction Y through between the first opposing surface 21c and the second opposing surface 22c is the extension line 25 of the side sill 5. The first opposing surface 21c and the second opposing surface 22c are arranged to intersect the side sill 5 at an intermediate position M in the height direction Z of the side surface of the inner side Y2 in the vehicle width direction Y or at a position above it. . With this configuration, when the vehicle has a side collision, the inner edge Y2 of the first opposing surface 21c and the second opposing surface 22c in the vehicle width direction Y is at the height of the inner side Y2 side surface of the side sill 5 in the vehicle width direction Y. It abuts against the cross member 12 via the side sill 5 at the intermediate position M in the direction Z or at a position above it. As a result, the ridgeline portions 21g and 22g formed on both side edges of the first opposing surface 21c and the second opposing surface 22c are stretched, thereby making it possible to suppress inward deformation of the side sill 5.

As shown in FIG. 4, the extension line 25 extends upward from the intermediate position M of the side sill 5 or a position above it toward the inside Y2 in the vehicle width direction Y, and It extends toward the upper surface 12a. Thereby, it is possible to transmit the load to the upper half of the cross member 12 via the ridgeline portions 21g and 22g, thereby reliably suppressing the inward deformation of the side sill 5.

(6)
The method for manufacturing a vehicle having the vehicle body structure of the present embodiment includes a side sill inner 14 disposed on the inside Y2 in the vehicle width direction Y and a side sill outer 15 disposed on the outside Y1 in the vehicle width direction Y. 14 and side sill outer 15, and applying damping bond 23 to first opposing surface 21c with first reinforcing portion 21 joined to the inner wall of side sill inner 14 of side sill 5. The damping bond application step is performed to apply a damping bond, and with the second reinforcing portion 22 bonded to the inner wall of the side sill outer 15 of the frame 2, the second opposing surface 22c is brought close to the first opposing surface 21c while facing the first opposing surface 21c. This includes an adhesion step of adhering the second opposing surface 22c to the first opposing surface 21c via the damping bond 23, and a side sill forming step of bonding the side sill inner 14 and the side sill outer 15 to form the side sill 5. I'm here.

In this manufacturing method, in the bonding step shown in FIG. 17, the second opposing surface 22c is brought close to the first opposing surface 21c while facing the first opposing surface 21c, thereby bonding the second opposing surface 22c with the damping bond 23. It is bonded to the first opposing surface 21c through the adhesive. As a result, the second opposing surface 22c does not generate a force that pushes the damping bond 23 along the first opposing surface 21c, so it is possible to manufacture a vehicle without causing the damping bond 23 to fall off the first opposing surface 21c. Therefore, it is possible to ensure a predetermined damping performance of the damping bond 23.

1 Vehicle body 2 Frame 3 Reinforcement body 5 Side sill 12 Cross member 14 Side sill inner 15 Side sill outer 16 Closed section section 21 First reinforcement section 21b Side section (vertical wall)
21c First opposing surface 21g Ridgeline portion 22 Second reinforcement portion 22b Side portion (vertical wall)
22c Second opposing surface 22g Ridge line portion 23 Damping bond (damping member)
25 Extension line

Claims (5)

a side sill having a closed cross section and extending in the longitudinal direction of the vehicle along the side of the vehicle body floor;
a cross member extending in the vehicle width direction and having an end portion in the vehicle width direction joined to the side sill;
a reinforcing body disposed inside the closed cross-section portion of the side sill at a position aligned with the cross member in the vehicle width direction and joined to the side sill;
Equipped with
The side sill includes an inner portion disposed on the inner side in the vehicle width direction and an outer portion disposed on the outer side in the vehicle width direction, and the inner portion and the outer portion form the closed cross-section portion,
The reinforcing body includes a first reinforcing part and a second reinforcing part,
The first reinforcing portion has a first opposing surface, and is joined to an inner wall of the inner portion of the closed section at a portion other than the first opposing surface,
The second reinforcing portion has a second opposing surface opposite to the first opposing surface, and is joined to an inner wall of the outer portion of the closed cross-section portion at a portion other than the second opposing surface,
By providing vertical walls on both side edges of the first opposing surface , two ridgeline portions are formed that extend toward each other toward the outside in the vehicle width direction,
By providing vertical walls on both side edges of the second opposing surface, two ridgeline portions are formed that extend in a direction that widens from each other toward the outside in the vehicle width direction,
The first opposing surface and the second opposing surface are arranged to face each other and have an inclination angle of 30 degrees or less with respect to a horizontal plane.
Vehicle body structure. The first opposing surface and the second opposing surface are surfaces that are inclined so as to be located upwardly toward the inside in the vehicle width direction.
A vehicle body structure according to claim 1. The first opposing surface and the second opposing surface are bonded to each other via a damping member made of an adhesive material.
A vehicle body structure according to claim 1. In a front view of the vehicle, an extension line passing between the first opposing surface and the second opposing surface and extending inward in the vehicle width direction is at an intermediate position in the height direction of the inner side surface in the vehicle width direction of the side sill, or the first opposing surface and the second opposing surface are arranged to intersect the side sill at a position above the side sill;
A vehicle body structure according to any one of claims 1 to 3. A method for manufacturing a vehicle having the vehicle body structure according to claim 3, comprising:
a side sill preparation step of preparing the side sill divided into the inner portion and the outer portion;
a damping member application step of applying the damping member to the first opposing surface while the first reinforcing portion is joined to the inner wall of the inner side portion of the side sill;
With the second reinforcing portion joined to the inner wall of the outer portion of the side sill, the second opposing surface is moved closer to the first opposing surface while facing the first opposing surface. an adhesion step of adhering the material to the first opposing surface via the damping member;
A method for manufacturing a vehicle, including a side sill forming step of joining the inner portion and the outer portion to form the side sill.

Images