JPS6226171A - Side structure of car body - Google Patents

Abstract

PURPOSE:To enable a local deformation at a step section to be restrained by providing a reinforcing member for the step section which is formed inside a sill outer, across its No.1 and No.2 faces. CONSTITUTION:A still outer 11 is bent and formed into a crank form in the longitudinal direction, and its step section 12 is composed of No.1 face 12A, the front side of which is lowered so as to be connected to a front pillar outer 1, No.2 face 12B, the rear side of which is raised, and of a step face 12C which connects No.1 face 12A to No.2 face 12B. A reinforcing member 21 is composed of a void section 22 which is apart from the step section 12 across both No.1 face 12A and No.2 face 12B, faces 22A, 23C, and 23B which come in contact with such faces as No.1 face 12A, the step face 12C and No.2 face 12B continuously at both sides of the void section 22, and of riser faces. And the faces 23A, and 23B are spot-welded together with No.1 face 12A and No.2 face 12B.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field] The present invention relates to a vehicle body structure of an automobile or the like, for example, a structure near a joint between a front pillar outer and a sill outer covered by a front fender.

[Technical background and problems]

Generally, a front bezel outer 1 and a sill outer 1 of an automobile
1 and 1 are connected by a subonoton connection, and the rear lower part of the front fender is placed over this joint part and fixed (Nissan Automatic Army Co., Ltd.
(See “Service Bulletin No. 442,” p. 155, published August 2015). That is, the front pillar outer is formed into a hollow convex shape that protrudes outward below the waistline, and is spot welded to the dash side via a rising flange.
In addition, the sill outer is formed into a hollow convex shape that protrudes to the outside of the vehicle, and is in contact with the sill inner through a rising flange, and the front I/pillar outer and sill outer are located at the overlapped portion of the rear end and front end. Joined by welding.

The joint portion between the two is formed in a stepped portion recessed toward the front pillar outer side so that the front fender and the sill outer are flush with each other due to the overlapping condition of the rear lower part of the front fender and consideration of the shape.

By the way, cross members and side members are attached to the underbody inside the front pillar outer and sill outer to improve strength. However, there is almost no deformation due to engine vibration.

However, the front 1-pillar outer and sill outer are located on the outside of the vehicle body, and because they themselves do not receive vibrations such as during idling, stress concentrates on the step where they are connected. There are three problems: the bending deformation occurs locally (in an inverted V shape) at the position of this step, lowering the bending resonance frequency of the car body, and this vibration is transmitted to the passenger compartment, especially the steering wheel, causing discomfort to the driver. was there.

In particular, recently there has been a rapid increase in the number of front-wheel drive vehicles and the reduction in the front-rear length of the engine room. Due to construction, the engine is often placed horizontally, and in this case, the transchemion should be installed on the side of the engine in the width direction of the car body, offset from the center of the car body, to prevent the engine room from becoming too high. Therefore, vibrations caused by the engine as an excitation source are easily transmitted to the vehicle body (as a result, there is a problem that the deformation of the stepped portion becomes even larger).

FIG. 8 is a simulation showing how the vicinity of the stepped portion of the sill outer according to the above-mentioned structure deforms due to engine vibration. This simulation divides the sill outer into small pieces along lines parallel to the longitudinal and longitudinal directions, and shows that the areas where these parallel lines are disturbed by vibration have large deformations.
Engine vibration was simulated using the so-called super element method.

As is clear from this, it can be seen that the circumference of the stepped portion has been significantly deformed.

[Purpose of the invention]

This invention was devised in view of the above-mentioned actual situation and to eliminate the problem. By reinforcing the car body structure where the stepped part is formed, local deformation at the stepped part is suppressed, and the car The purpose of this invention is to provide a vehicle body side structure that can reduce vibrations transmitted into the interior of the vehicle.

[Summary of the invention]

In order to achieve the above object, the present invention provides a stepped portion formed on the inner surface of the sill outer by a first surface on the fender side, a second surface on the rear pillar side, and a stepped surface connecting the first surface and the second surface. In the vehicle body side structure, a reinforcing member is provided spanning the first surface and the second surface.

〔Example〕

The structure of this invention will be explained based on a first embodiment shown in FIGS. 1 to 4.

FIG. 1 is a side view of the vehicle body with the front fender removed, and a stepped portion 12 is formed in the vicinity of the joint between the front pillar outer 1 and the sill outer 11 below the waistline.

FIG. 2 is a detailed view showing the area around this stepped portion 12 on an enlarged scale.

The front pillar outer 1 is formed into a hollow convex shape that protrudes outward and has a gap inside, and is spot welded to the Dannon side 2 via a rising flange 3. Also,
The sill outer 11 is formed into a hollow convex shape that protrudes outward and has a void 13 inside, and is connected to the sill inner 14 via a rising flange 15 to form a spot. It is tolerated. The front pillar outer 1 and the sill outer 11 are joined by spot welding the overlapped portions of their rear ends and front ends, respectively. In the figure, the mark * indicates this spot welding.

The stepped portion 12 is formed on the side of the joining portion of the sill outer 11. That is, the sill outer 11 is bent in a crank shape in the longitudinal direction of the vehicle body, and has a first surface 12A that is lower on the front side, which is the side where it is connected to the front pillar outer 1, and a second surface that is higher on the rear side. 12B and this first
A stepped portion 12 is formed which includes a stepped surface 12c connecting the surface 12A and the second surface 12B. The lower part of the rear side of the front fender (not shown) will cover this stepped portion 12, but the height of the stepped portion 12 should be adjusted so that the front fender and the sill outer 11 are flush with each other when the front fender is covered. is set. In other words, the stepped portion 12 restricts the front fender when it is installed, making it easy to position it, and not only does it fit well, but also has an excellent external design with no irregularities.

FIG. 3 is a perspective view of the stepped portion 12 formed on the sill outer 11 seen from the back side of the paper of FIG. 2, that is, from the gap 13 side.
A reinforcing portion 21 is fixed by spot welding* across the 2A and the second surface 12B. The reinforcing member 21 is the step part 1
A gap 22 is spaced apart from 2 and spans the first surface 12A and the second surface 12B, and the first surface 1 is continuous on both sides of the gap 22.
2A, a contact portion 23 consisting of a first contact surface 23A, a step contact surface 23C2 and a second contact surface 23B that contact each other along the stepped surface 12C1 and the second surface 12B, and a rising portion 24 that continues to the side of this contact portion 23. and a first contact surface 23
A and the second contact surface 23B are fixed by spot welding* to the first surface 12A and the second surface 1213, respectively.

Note that 31 is a steering wheel installed in the vehicle interior.

Next, to explain the present invention in detail, when the engine is in a driving state, for example, during idling, when bending vibration occurs in the vehicle body, the vibration is transmitted to the drive shaft, transmission, dash panel, etc. , the stress is transmitted from the front side of the vehicle body to the stepped portion 12 through the dash side and the like.

However, the stepped portion 12 has a first surface 1 on the front side of the vehicle body.
A reinforcing member 21 is fixed across the second surface 12A and the second surface 12B, which is the rear side of the vehicle body. Therefore, vibrations applied to the stepped portion 12 from the front side of the vehicle body are dispersed not only through the sill inner 14 but also through the sill outer 11 to the rear side of the vehicle body. Therefore, the excitation force is supported by a relatively rigid panel connected to the gutshu panel like the sill inner, and the excitation force is also supported by the rear part of the vehicle body, especially the center pillar, which causes stress on the stepped portion 12. can't concentrate. Therefore, since there is no local deformation at the position of the stepped portion 12, the bending resonance frequency of the vehicle body does not drop, and this vibration is not transmitted to the interior of the vehicle, especially the steering wheel 31, so that driving It does not cause discomfort to people. FIG. 4 is a sectional view taken along the line TV-IV in FIG. 3, comparing the state in which the step portion 12 is deformed due to vibration between the conventional example (indicated by a dashed line) and this embodiment (indicated by a broken line).

As is clear from this, in this embodiment in which the reinforcing member 21 is provided on the stepped portion 12, the deformation is slight, and therefore,
Vibrations transmitted to the steering wheel 31 etc. inside the vehicle are reduced.

FIG. 5 shows a second embodiment, and the same components as in the first embodiment will be described with the same reference numerals. In this embodiment, a first place 41 rising from the front end of the first contact surface 23A is integrally molded on the reinforcing member 21 of the above embodiment. The first place 41 includes a side contact surface 4IA formed on the side and an upper contact surface 41B formed on the top.
are spot-welded and fixed to the side surface 13A and top surface 13B within the cavity 13, respectively. In this embodiment, in addition to reinforcing the vehicle body in the longitudinal direction of the above embodiment, the vehicle body is also reinforced in the vertical direction by the first place 41, so that the stepped portion 12 is further strengthened.

FIG. 6 is a simulation of the second embodiment using the same super element method as described above, and it can be seen that the deformation around the step portion 12 is further reduced.

Furthermore, FIG. 7 shows a simulation of the third embodiment, which includes, in addition to the first place 41 of the second embodiment, a second surface 1 facing the first place 41.
A second place 42 is further provided on the 2B side.

In this case, deformation around the step portion 12 is much less than that of the second embodiment shown in FIG.

〔Effect of the invention〕

As is clear from the above description, according to the present invention, the reinforcing portion (O) is provided across the first and second surfaces of the stepped portion formed on the inner surface of the crane outer, so that vibrations from the engine can be prevented. is distributed from the step to the car body (dispersed in many directions, preventing local stress from concentrating on the step, suppressing local deformation of the step, and increasing the bending resonance frequency of the car body. Transmission of vibrations to the interior of the vehicle, particularly to the steering wheel, is reduced, thereby eliminating discomfort felt by the driver and the like.

[Brief explanation of the drawing]

1 to 4 relate to a first embodiment of the vehicle body side structure of the present invention, FIG. 1 is a side view of the vehicle body with front and rear doors, wheels, front fenders, etc. removed, and FIG. 2 is an enlarged view of the main parts. 3 is an enlarged perspective view of the main part seen from the back side of the paper in FIG. 2, FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3 showing a deformed state, and FIGS. 5 and 6 are Regarding the second embodiment, FIG. 5 is an enlarged perspective view corresponding to FIG. 3 above, FIG. 6 is a simulation diagram, FIG. 7 is a simulation diagram similar to FIG. 6 regarding the third embodiment, and FIG. 3 is a conventional diagram. It is a simulation diagram of an example. 11... Sill outer 12... Step portion 12A... First surface 12B... Second surface 12C... Step surface 21... Reinforcement member Fig. 3 Fig. 4 Fig. 5 Fig. 41. B Figure 8

Claims (1)

[Claims] In a vehicle body side structure in which a stepped portion is formed of a first surface on the fender side formed on the inner surface of the sill outer, a second surface on the rear pillar side, and a stepped surface connecting the first surface and the second surface, the first surface A vehicle body side structure characterized in that a reinforcing member is provided across a surface and a second surface.