WO2013077200A1 - 車体側部構造 - Google Patents
車体側部構造 Download PDFInfo
- Publication number
- WO2013077200A1 WO2013077200A1 PCT/JP2012/079117 JP2012079117W WO2013077200A1 WO 2013077200 A1 WO2013077200 A1 WO 2013077200A1 JP 2012079117 W JP2012079117 W JP 2012079117W WO 2013077200 A1 WO2013077200 A1 WO 2013077200A1
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- WO
- WIPO (PCT)
- Prior art keywords
- metal tube
- vehicle
- hollow metal
- width direction
- vehicle body
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/04—Door pillars ; windshield pillars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/20—Floors or bottom sub-units
- B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
- B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/023—Assembly of structural joints
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
- B62D29/001—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material
- B62D29/005—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material preformed metal and synthetic material elements being joined together, e.g. by adhesives
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
- B62D65/02—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components
Definitions
- the present invention relates to a vehicle body side structure having a center pillar.
- This application claims priority based on Japanese Patent Application No. 2011-257945 for which it applied on November 25, 2011, and uses the content here.
- the roof side rail and the side sill are connected by a center pillar.
- a structure in which a center pillar itself is formed by a hollow metal tube having a substantially constant cross section is known (for example, see Patent Document 1).
- a hollow metal tube shaped into a predetermined shape by three-dimensional bending is quenched at least on a curved portion, and the hollow metal tube is used as a center pillar.
- the hollow metal tube used as the center pillar has its upper and lower ends fixed to the roof side rail and the side sill by welding or the like.
- the rigidity of the center pillar can be maintained sufficiently high by the hollow metal tube, and the hollow metal tube is curved relatively freely along the outer shape of the vehicle body by three-dimensional bending. Moreover, sufficient strength of the curved portion can be ensured by quenching the curved portion.
- the rigidity and strength of the center pillar can be sufficiently secured in the conventional vehicle body side part structure, the ductility of the center pillar is lowered so as to be inversely proportional to the strength. For this reason, in the case of the conventional vehicle body side structure described above, considering the input of impact load from the vehicle side (lower side), the amount of energy absorption at the center pillar is reduced and the brittleness is increased. It must be reinforced with a reinforcing member.
- the present invention provides a vehicle body side structure capable of ensuring the shock absorption of the lower region of the center pillar with a simple configuration that is easy to process while sufficiently ensuring the overall strength and rigidity of the center pillar.
- the purpose is to do.
- An aspect of the present invention is a vehicle body side structure in which a roof side rail disposed on a roof side portion and a side sill disposed on a floor side portion are coupled by a center pillar,
- the pillar includes an upper pillar portion whose upper end is coupled to the roof side rail, and a lower pillar portion whose lower end is coupled to the side sill, and the upper pillar portion is curved to protrude outward in the vehicle width direction.
- the lower pillar portion includes two pressed parts made of a steel plate having a lower strength than that of the hollow metal tube of the upper pillar portion in the vehicle width direction. They are joined to each other to have a closed cross-sectional shape, and the lower edge portion of the upper pillar portion is inserted into the closed cross-sectional shape portion of the lower pillar portion by the two pressed parts, and the outer periphery is the two It is coupled to the press parts.
- the upper pillar portion of the center pillar is formed of a hollow metal tube having a continuous and completely closed cross section, which is relatively thin and easy to ensure rigidity
- the lower pillar portion has a lower strength than the hollow metal tube. Formed by two pressed parts. Since the two pressed parts are joined to each other in the vehicle width direction, for example, the rigidity in the vehicle body longitudinal direction at the lower pillar portion is increased by enlarging the cross section in the vehicle body longitudinal direction, and in the vehicle width direction. The strength can be lowered relative to the upper pillar portion. When an impact load is input from the vehicle side portion, the energy of the impact is absorbed by the cross section of the lower pillar portion being crushed.
- the upper end portion of the upper pillar portion is connected to the two pressed parts made of steel plates in the vehicle width direction through a joint member formed in a closed cross-sectional shape.
- the joint member and the lower pillar portion are respectively provided with joining flanges for joining the pressed parts, and the center pillar faces the outside of the vehicle.
- the outer panel may be further coupled to the joint flange of the joint member at the upper part and to the joint flange of the lower pillar part at the lower part.
- the upper end part of an upper pillar part is couple
- the outer panel of the center pillar is coupled to the joint flange of the joint member and the joint flange of the lower pillar portion, and the vicinity of the corner of the door opening is supported by each joint flange.
- a groove along the extending direction of the hollow metal tube is continuously formed on at least one of the outer side and the inner side of the hollow metal tube in the vehicle width direction. It may be.
- the hollow metal tube is formed after a linear metal tube is formed by roll foam molding, pultrusion molding, extrusion molding, or UO molding. Further, it may be curved by hot three-dimensional bending.
- the hollow metal tube is formed after a linear metal tube is formed by roll foam molding, pultrusion molding, extrusion molding, or UO molding. Alternatively, it may be formed by bending by cold three-dimensional bending, followed by heating in an atmospheric furnace, followed by rapid cooling and quenching.
- the hollow metal tube forms a linear metal tube by roll foam molding, pultrusion molding, extrusion molding, or UO molding, Then, after performing the cold pre-bending or without performing the cold pre-bending, heating may be performed, and immediately after that, quenching may be performed at the same time as shaping the shape. .
- a mounting bracket of a door support component may be coupled to the hollow metal tube.
- the press part inside the vehicle width direction of the lower pillar portion is provided with an opening for storing the retractor of the seat belt. May be.
- the center pillar includes an outer panel facing the vehicle outer side, and the outer panel is coupled to an outer surface of the hollow metal tube in the vehicle width direction. May be.
- the upper pillar portion is formed by a high-strength hollow metal tube, while the lower pillar portion is formed in a closed cross-sectional shape by two pressed parts having lower strength than the hollow metal tube. Since the lower edge portion of the upper pillar portion is inserted into the closed cross-sectional shape portion of the lower pillar portion and is coupled to the two pressed parts of the lower pillar portion, the strength of the lower pillar portion in the vehicle width direction is increased. When the impact load is input from the vehicle side portion, the cross section of the lower pillar portion can be crushed and deformed relative to the upper pillar portion. Therefore, according to the above aspect (1), it is possible to enhance the shock absorbing performance of the lower region of the center pillar with a simple configuration that is easy to process while sufficiently securing the strength and rigidity of the entire center pillar.
- the upper end portion of the upper pillar portion is coupled to the inner side surface and the outer side surface in the vehicle width direction of the roof side rail via the joint member composed of two pressed parts.
- the upper pillar portion can be coupled to the roof side rail by a lightweight and compact joint member without adding a reinforcing member.
- the outer panel of the center pillar is coupled to the joint flange of the joint member and the joint flange of the lower pillar portion, the outer panel can be easily attached and the door A portion near the corner of the opening can be efficiently reinforced by the joining flange.
- the groove along the extending direction of the hollow metal tube is continuously formed in at least one of the outer side and the inner side of the hollow metal tube in the vehicle width direction,
- the compressive strength of the tube can be increased by the groove. That is, the groove formed on the outer side of the hollow metal tube in the vehicle width direction can suppress the deformation of the hollow metal tube in the vehicle width direction when a load is input from the side of the vehicle.
- the groove formed on the inner side can suppress deformation of the hollow metal tube toward the vehicle outer side when a load is input from the roof side.
- a linear metal tube is formed by roll form molding, pultrusion molding, extrusion molding, or UO molding on a hollow metal tube, and then curved by hot three-dimensional bending. .
- it can be quenched at the same time as the hot three-dimensional bending, can be easily manufactured, and basically does not require a mold at the time of bending, thus reducing the investment cost of the dedicated mold be able to.
- strength of an upper pillar part is securable.
- a straight metal tube is formed by roll form molding, pultrusion molding, extrusion molding, or UO molding on a hollow metal tube, and then curved by cold three-dimensional bending. Molding was performed, followed by heating in an atmospheric furnace, followed by rapid cooling and quenching. For this reason, a metal mold
- die is not required fundamentally at the time of bending molding, and a dedicated metal mold investment cost can be suppressed. Moreover, sufficient intensity
- a linear metal tube is formed by roll form molding, pultrusion molding, extrusion molding, or UO molding on the hollow metal tube, and then cold bending is performed. After heating, or without performing preliminary bending in the cold, heating was performed, and immediately after that, quenching was performed at the same time as shape forming with a mold. For this reason, it is possible to change the cross-sectional shape while securing sufficient strength of the upper pillar portion by quenching. Therefore, the freedom degree of design can be improved and a more lightweight structure can be provided.
- the mounting bracket for the door support component is coupled to the hollow metal tube, the mounting bracket can be used to mount the door support component and improve the strength and rigidity of the hollow metal tube. Can do. For this reason, it is possible to reduce the thickness of the center pillar and thereby reduce the weight.
- the seat belt retractor since the opening for storing the seat belt retractor is provided in the press part inside the vehicle width direction of the lower pillar portion, the seat belt retractor is attached to the center pillar. It can be stored compactly in the lower region.
- the support rigidity of the outer panel of the center pillar is increased, and the rigidity of the entire side portion of the vehicle body is increased. be able to.
- FIG. 2 is a cross-sectional view corresponding to the AA cross section of FIG. 1 of the vehicle. It is the perspective view which looked at the frame of the body side part from the upper part on the outer side in the vehicle width direction. It is the perspective view which looked at the frame of the body side part from the upper part inside the vehicle width direction.
- FIG. 2 is a cross-sectional view corresponding to the AA cross section of FIG. 1 of the vehicle. It is the perspective view which looked at the frame of the body side part from the upper part on the outer side in the vehicle width direction. It is the perspective view which looked at the frame of the body side part from the upper part on the outer side in the vehicle width direction.
- FIG. 2 is a cross-sectional view corresponding to the BB cross section of FIG. 1 of the vehicle.
- FIG. 2 is a cross-sectional view corresponding to the CC cross section of FIG. 1 of the vehicle. It is the perspective view which looked at the frame of the body side part from the upper part inside the vehicle width direction.
- FIG. 10 is a cross-sectional view corresponding to the DD cross section of FIG. 9 of the vehicle. It is the disassembled perspective view which looked at the frame of the car body side part from the upper part of the vehicle width direction outside. It is the perspective view which looked at the frame of the body side part from the upper part on the outer side in the vehicle width direction. It is the perspective view which looked at the frame of the body side part from the upper part inside the vehicle width direction.
- FIG. 13 is a cross-sectional view corresponding to the EE cross section of FIG. 12 of the vehicle. It is a top view of the frame
- FIG. 16 is a cross-sectional view corresponding to the FF cross section of FIG. 15 of the vehicle. It is typical sectional drawing which shows the behavior at the time of the impact input of the frame
- FIG. 1 is a perspective view mainly showing a skeleton portion of a side portion of a vehicle 1 according to this embodiment.
- the vehicle 1 of this embodiment is provided with door openings 2 and 3 on the front and rear sides of the vehicle side.
- a roof side rail 4 which is a skeleton member extending in the longitudinal direction of the vehicle body is provided on the side portion of the roof portion, and a side sill 5 which is a skeleton member extending in the longitudinal direction of the vehicle body is provided on the side portion of the floor portion.
- the roof side rail 4 and the side sill 5 are connected by a center pillar 6 at a substantially central portion in the longitudinal direction of the vehicle body.
- reference numeral 7 denotes a roof rail that connects the left and right roof side rails 4 at a substantially central portion in the vehicle longitudinal direction
- reference numeral 8 denotes a floor that connects the left and right side sills 5 at a substantially central portion in the vehicle longitudinal direction.
- Reference numerals 9 and 10 denote outer panels disposed on the outer surfaces of the roof side rail 4 and the center pillar 6.
- FIG. 2 and 3 are perspective views showing a skeleton part of the vehicle 1 with the outer panels 9 and 10 at the respective parts of the roof side rail 4 and the center pillar 6 removed, and FIG. 4 corresponds to the AA cross section of FIG. It is sectional drawing of the part to do.
- the center pillar 6 has an upper pillar portion 11 whose upper end portion is coupled to the roof side rail 4, a lower pillar portion 12 whose lower end portion is coupled to the side sill 5, and the outer side of the upper pillar portion 11 and the lower pillar portion 12. And the outer panel 10 to be covered.
- the upper pillar portion 11 is formed by a hollow metal tube that curves downward from the upper end to the outside in the vehicle width direction.
- This hollow metal tube is made of a high-strength steel plate, and substantially the entire length in the longitudinal direction is formed in a substantially rectangular cross section as shown in FIG. The forming of the hollow metal tube will be described in detail later.
- reference signs FD and RD denote front side and rear side doors
- reference numeral 40 denotes a pillar garnish attached to the inner side of the center pillar 6.
- the lower pillar portion 12 is formed in a closed cross-sectional shape by a first panel 13 (press part) and a second panel 14 (press part) made of a steel plate having a lower strength than the hollow metal tube of the upper pillar portion 11.
- the first panel 13 is disposed on the inner side in the vehicle width direction
- the second panel 14 is disposed on the outer side in the vehicle width direction.
- the closed cross section of the lower pillar portion 12 extends in the vertical direction of the vehicle body, and the lower edge region of the hollow metal tube of the upper pillar portion 11 is inserted into the upper region of the closed cross section for a predetermined length.
- the lower pillar portion 11 is welded and fixed to the upper pillar portion 11 in a state where the hollow metal tube of the upper pillar portion 11 is inserted.
- FIG. 5 is a view showing a connecting portion between the upper pillar portion 11 and the lower pillar portion 12
- FIG. 6 is a view showing a connecting portion between the lower pillar portion 12 and the side sill 5.
- FIG. 7 is a diagram showing a cross section near the coupling portion of the upper pillar portion 11
- FIG. 8 is a diagram showing a cross section near the coupling portion of the lower pillar portion 12.
- the first panel 13 and the second panel 14 constituting the lower pillar portion 12 are both formed in a hat-like cross section in the horizontal direction, and are joined flanges 13a at both ends in the vehicle longitudinal direction. , 14a are formed.
- Both the first panel 13 and the second panel 14 are formed so that the center side protrudes outwardly from the joint flanges 13 a and 14 a on both sides, but the second panel 14 is joined to the first panel 13.
- the protruding height of the central part from the flanges 13a, 14a is set high.
- the first panel 13 is partially inserted into the central region of the second panel 14, and the joint flanges 13a on both sides are overlapped with the joint flanges 14a of the second panel 14, and the joint flanges 13a, 14a are spot welded in this state. Etc. are fixed by welding.
- the widths of the first panel 13 and the second panel 14 in the longitudinal direction of the vehicle body are not constant in the vertical direction, and are widened from the joining region with the upper pillar portion 11 at the upper end toward the joining region with the side sill 5 at the lower end. It is expanding. Therefore, the closed cross-sectional shape formed by joining the first panel 13 and the second panel 14 also expands toward the lower end from the upper end side toward the lower end side.
- the lower edge portion of the first panel 13 is joined to the inner surface of the side sill 5 in the vehicle width direction by spot welding or laser welding (see reference sign w ⁇ b> 1 in the drawing).
- the lower edge portion is similarly joined to the outer surface of the side sill 5 in the vehicle width direction by spot welding or laser welding (see reference sign w ⁇ b> 2 in the figure).
- the upper edge portions of the first panel 13 and the second panel 14 are coupled to the outer peripheral surface of the hollow metal tube of the upper pillar portion by MIG welding or laser welding as shown in FIGS. See.)
- the front side surface of the upper pillar portion 11 (hollow metal tube) above the joint portion with the first and second panels 13 and 14.
- the front door striker mounting bracket 20 and the rear door hinge mounting bracket 21 (door support component mounting bracket) are fixed to the outer surface in the vehicle width direction by welding.
- FIG. 9 is a perspective view of the skeleton portion of the side portion of the vehicle as viewed from the inside in the vehicle width direction
- FIG. 10 is a cross-sectional view corresponding to the DD cross section of FIG.
- a relatively large substantially pentagonal opening 15 is provided in the center of the lower region of the first panel 13.
- a seat belt retractor 16 is inserted into the opening 15 of the first panel 13 from the inside of the vehicle.
- the retractor 16 is appropriately fixed to the first panel 13 and the side sill 5 from the inside of the vehicle at the vertical position of the opening 15.
- FIG. 11 to FIG. 14 are views showing a connecting portion between the upper pillar portion 11 and the roof side rail 4.
- An upper end portion of the upper pillar portion 11 is coupled to the roof side rail 4 via a separate joint member 17 having a closed cross-sectional shape.
- the joint member 17 is composed of a first press product 18 (press part) and a second press product 19 (press part) made of steel plate.
- the first press product 18 is disposed on the inner side in the vehicle width direction
- the second press product 19 is disposed on the outer side in the vehicle width direction.
- Both the first press product 18 and the second press product 19 have a hat-like cross section in the horizontal direction, and joint flanges 18a and 19a are formed at both ends in the longitudinal direction of the vehicle body.
- the first press product 18 is formed so that the center side is convex toward the vehicle inner side with respect to the joint flanges 18a on both sides
- the second press product 19 is formed so that the center side is convex toward the vehicle outer side relative to the joint flanges 19a on both sides.
- an upper edge flange 18 b is provided at the upper end portion of the first press product 18, and the upper edge flange 18 b extends from the inner side in the vehicle width direction to the inner surface in the vehicle width direction of the roof side rail 4. They are coupled by spot welding, laser welding, or the like (see symbol w4 in FIG. 11).
- an upper edge flange 19b is provided at the upper end portion of the second press product 19, and the upper edge flange 19b is formed on the roof side rail 4 from the outside in the vehicle width direction. It is joined to the outer surface in the vehicle width direction by MIG welding or laser welding (see symbol w5 in the figure).
- the first press product 18 and the second press product 19 are joined to each other by spot welding, laser welding, or the like at the joint flanges 18a and 19a. Moreover, the upper end part of the hollow metal tube of the upper pillar part 11 is inserted into the lower end of the closed cross-section part formed by the first press product 18 and the second press product 19, and as shown in FIGS. The lower edges of the first press product 18 and the second press product 19 are joined to the upper pillar portion 11 by MIG welding or laser welding (see symbol w6 in the figure).
- FIG. 15 and FIG. 16 are views showing a joint portion between the roof rail 7 and the roof side rail 4.
- the roof rail 7 is abutted against the inner surface of the roof side rail 4 in the vehicle width direction, and in this state, the peripheral area of the abutting portion is coupled by MIG welding or laser welding (reference numeral w7 in the figure). See.)
- the outer panel 10 of the center pillar 6 portion shown in FIGS. 1 and 4 is formed with joint flanges 10a at both ends in the longitudinal direction of the vehicle body, and the central portion in the longitudinal direction of the vehicle body protrudes outward from the joint flange 10a. It is formed.
- the outer panel 10 is a member that covers the vehicle exterior side of the region from the joint member 17 at the upper end of the upper pillar portion 11 to the lower end of the lower pillar portion 12, and the lower region extends in the vehicle longitudinal direction toward the joint portion with the side sill 5. The width is widened to the end.
- the joint flanges 10 a on both sides are overlapped on the front surfaces of the joint flanges 19 a and 18 a on both sides of the joint member 17, and are joined to the joint flanges 19 a and 18 a of the joint member 17 by spot welding or the like.
- the joint flanges 10 a on both sides are overlapped with the joint flanges 14 a and 13 a on both sides of the lower pillar part 12, and are joined to the joint flanges 14 a and 13 a of the lower pillar part 12 by spot welding or the like. ing.
- the upper and lower end edges of the outer panel 10 form upper and lower corner portions of the door openings 2 and 3 of the vehicle body, and these portions are joined flanges 19a, 18a, and 14a of the joint member 17 and the lower pillar portion 12. , 13a is supported with high rigidity.
- the middle region in the vertical direction of the outer panel 10 is overlapped with the upper pillar portion 11 by laser welding or bonding (adhesive), with the back side being overlapped with the outer side surface of the hollow metal tube of the upper pillar portion 11.
- the flange portion 10 a in the intermediate region of the outer panel 10 is not coupled to any skeleton member.
- a linear hollow metal tube is formed by any one of roll foam molding, pultrusion molding, extrusion molding, and UO molding.
- the hollow metal tube is subjected to curve forming of a predetermined shape by hot three-dimensional bending and simultaneously quenching.
- a linear hollow metal tube is formed by any one of roll foam molding, pultrusion molding, extrusion molding, and UO molding.
- the hollow metal tube is subjected to three-dimensional bending with a multi-bender in a cold manner.
- the hollow metal tube is rapidly cooled (quenched) after being heated in an atmospheric furnace. Alternatively, rapid cooling is performed after high frequency heating.
- a linear hollow metal tube is formed by any one of roll foam molding, pultrusion molding, extrusion molding, and UO molding.
- the hollow metal tube is pre-bent into a general shape by multi-bender, pressing, rotary pulling bending, etc. (this step may be omitted).
- a structure having sufficient strength can be easily obtained by manufacturing the upper pillar portion 11 by any one of the manufacturing methods described above. Moreover, in the case of the manufacturing method 3, it can change a cross-sectional shape, ensuring sufficient intensity
- the center pillar 6 includes the upper pillar portion 11 made of a high-strength hollow metal tube, and the first and second panels having lower strength than the hollow metal tube. And a lower pillar portion 12 formed in a closed cross-sectional shape by 13, 14, and the lower edge portion of the hollow metal tube of the upper pillar portion 11 is inserted in the closed cross-sectional shape portion of the lower pillar portion 12. Since the first and second panels 13 and 14 are coupled, the strength of the lower pillar portion 12 in the vehicle width direction is relatively low with respect to the upper pillar portion 11. For this reason, when an impact load is input from a lower portion of the side portion of the vehicle, the lower pillar portion 12 can be crushed and deformed in the vehicle width direction as shown in FIG.
- the upper end portion of the upper pillar portion 11 is connected to the roof side rail 4 via the joint member 17 composed of the first press product 18 and the second press product 19 from the inner side and the outer side in the vehicle width direction. Since they are coupled, the upper pillar portion 11 can be firmly coupled to the roof side rail 4 with a lightweight and compact joint member 17 without adding a large number of reinforcing members.
- the outer panel 10 of the center pillar 6 portion is coupled to the joining flanges 18a and 19a of the joint member 17 on the upper side and the joining flanges 13a and 14a of the lower pillar part 12.
- the outer panel 10 can be easily fixed to the main body side of the center pillar 6, and the vicinity of the upper and lower corners of the door openings 2 and 3 are supported with high rigidity by the joining flanges 18a, 19a, 13a and 14a. be able to.
- the outer panel 10 of the center pillar 6 part is joined to the outer surface in the vehicle width direction of the hollow metal tube of the upper pillar part 11 by welding or adhesion, the support rigidity of the outer panel 10 is increased. It can be increased more reliably.
- an opening 15 is provided in the first panel 13 disposed inside the lower pillar portion 12 so that the retractor 16 of the seat belt device is accommodated in the opening 15. Therefore, the retractor 16 can be compactly arranged in the lower region of the center pillar 6 while adopting a structure using a hollow metal tube.
- the striker mounting bracket 20 and the hinge mounting bracket 21 are joined to the front surface of the hollow metal tube of the upper pillar portion 11 and the surface on the vehicle exterior side, respectively. Therefore, the door support component can be attached to the center pillar 6 having high rigidity, and the strength of the upper pillar portion 11 by the brackets 20 and 21, particularly, the center pillar 6 near the center in the vertical direction of the center pillar 6 requiring high strength. Strength can be increased efficiently.
- FIG. 18 is a diagram showing the required strength for each height of the center pillar and the actual strength of the structure.
- P indicates the strength required in consideration of the input of the impact load from the side of the vehicle for each height
- a is the strength due to the hollow metal tube of the upper pillar portion 11
- b is the lower portion.
- c is the strength by the joint member 17,
- d is the strength obtained by adding the striker mounting bracket 20 and the hinge mounting bracket 21.
- e has shown the intensity
- the striker mounting bracket 20 and the hinge mounting bracket 21 are joined to the hollow metal tube of the upper pillar portion 11, the thickness of the hollow metal tube is increased.
- the required strength P can be satisfied at all heights while being sufficiently thin. Therefore, this structure can reduce the weight of the vehicle.
- the lower end of the overlap portion Q in the vertical direction of the upper pillar portion 11 (hollow metal tube) and the lower pillar portion 12 of the center pillar 6 shown in FIG. 17 is, for example, below the side of the occupant and above the waist. It is desirable to set to. With this setting, when the impact load is input from the side, it is possible to deform the lower pillar portion 12 at the waist height of the occupant and to further reduce the amount of movement of the occupant.
- FIG. 19 is a cross-sectional view corresponding to the AA cross section of FIG. 1 of another embodiment.
- the vehicle body side part structure of this other embodiment is different from that of the above embodiment in the cross-sectional shape of the hollow metal tube constituting the upper pillar part 111. That is, the hollow metal tube of the above embodiment has a simple rectangular shape, but the hollow metal tube of the upper pillar portion 111 of the other embodiment is a hollow metal tube on both the outer side and the inner side in the vehicle width direction. Grooves 30 along the extending direction are continuously formed.
- the continuous grooves 30 are formed on both the inner and outer surfaces of the hollow metal tube of the upper pillar portion 111, the strength of the compression side of the hollow metal tube is improved by these grooves 30. Can be improved well. That is, the groove 30 formed on the outer side in the vehicle width direction functions effectively for preventing deformation of the hollow metal tube toward the inner side in the vehicle width direction when an impact load is input from the side of the vehicle. The groove 30 formed on the inner side in the vehicle width direction functions effectively for preventing deformation of the hollow metal tube toward the outer side in the vehicle width direction when an impact load is input to the roof side when the vehicle is rolled over.
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Abstract
Description
本願は、2011年11月25日に出願された特願2011-257945号に基づき優先権を主張し、その内容をここに援用する。
この種の車両の車体側部構造として、センターピラー自体をほぼ一定断面の中空金属管によって形成したものが知られている(例えば、特許文献1参照)。
このため、上記従来の車体側部構造の場合、車両側部(下方寄り側部)からの衝撃荷重の入力を考えると、センターピラーでのエネルギー吸収量が低くなるうえ、脆性が高まる分を他の補強部材で補強しなければならない。
(1)本発明に係る一態様は、ルーフ側部に配置されるルーフサイドレールと、フロア側部に配置されるサイドシルとが、センターピラーによって連結された車体側部構造であって、前記センターピラーは、上端が前記ルーフサイドレールに結合される上部ピラー部と、下端が前記サイドシルに結合される下部ピラー部と、を備え、前記上部ピラー部は、車幅方向外側に向かって凸に湾曲するほぼ一定断面形状の高強度鋼板の中空金属管によって形成され、前記下部ピラー部は、前記上部ピラー部の中空金属管の鋼板よりも低強度の鋼板製の二つのプレス部品が車幅方向で相互に接合されて閉断面形状とされ、前記上部ピラー部の下縁部は、前記下部ピラー部の前記二つのプレス部品による閉断面形状部内に挿入した状態で、外周が前記二つのプレス部品に結合されている。
これにより、センターピラーの上部ピラー部は、連続的な完全な閉断面で、比較的薄肉でも剛性を確保し易い中空金属管によって形成され、下部ピラー部は、中空金属管よりも強度の低い二つのプレス部品によって形成される。二つのプレス部品は、車幅方向で相互に接合されるため、例えば、車体前後方向の断面を末広がりに拡大することにより下部ピラー部での車体前後方向の剛性を高め、かつ、車幅方向の強度を上部ピラー部に対して相対的に低くすることができる。車両側部から衝撃荷重が入力された場合には、下部ピラー部の断面が潰れることにより、衝撃のエネルギーが吸収される。
これにより、上部ピラー部の上端部は、二つのプレス部品から成る継手部材を介してルーフサイドレールの車幅方向の内側面及び外側面に結合される。また、センターピラーのアウタパネルは、継手部材の接合フランジと下部ピラー部の接合フランジとに結合され、ドア開口部のコーナーの近傍部分が各接合フランジによって支持されることになる。
したがって、上記(1)の態様によれば、センターピラー全体の強度と剛性を充分に確保しつつ、加工の容易な簡単な構成によってセンターピラーの下部領域の衝撃吸収性能を高めることができる。
また、上記(2)の態様によれば、センターピラーのアウタパネルが、継手部材の接合フランジと下部ピラー部の接合フランジとに結合されるため、アウタパネルの取付けを容易にすることができるうえ、ドア開口部のコーナーの近傍部分を接合フランジによって効率良く補強することができる。
図1は、この実施形態に係る車両1の主に側部の骨格部を示す斜視図である。
この実施形態の車両1は、車両側部の前後にドア開口2,3が設けられている。ルーフ部の側部には、車体前後方向に延びる骨格部材であるルーフサイドレール4が設けられ、フロア部の側部には、同様に車体前後方向に延びる骨格部材であるサイドシル5が設けられている。ルーフサイドレール4とサイドシル5とは、車体前後方向のほぼ中央部でセンターピラー6によって連結されている。
なお、図面において、符号7は、車体前後方向のほぼ中央部で左右のルーフサイドレール4を連結するルーフレールであり、符号8は、車体前後方向のほぼ中央部で左右のサイドシル5を連結するフロアクロスメンバである。また、符号9,10は、ルーフサイドレール4とセンターピラー6の各車外側の面に配置されたアウタパネルである。
センターピラー6は、上端部がルーフサイドレール4に結合される上部ピラー部11と、下端部がサイドシル5に結合される下部ピラー部12と、上部ピラー部11と下部ピラー部12の車外側を覆う前記アウタパネル10と、を備えている。
なお、図4において、符号FD,RDは、前部側と後部側の各サイドドアを示し、符号40は、センターピラー6の車内側に取り付けられるピラーガーニッシュを示す。
これらの図にも示すように、下部ピラー部12を構成する第1パネル13と第2パネル14は、いずれも水平方向の断面がハット状に形成され、車体前後方向の両端部に接合フランジ13a,14aが形成されている。第1パネル13と第2パネル14は、いずれも両側の接合フランジ13a,14aに対して中央側が車外側に凸に形成されているが、第2パネル14は、第1パネル13に対して接合フランジ13a,14aからの中央部の突出高さが高く設定されている。第1パネル13は、第2パネル14の中央領域内に一部挿入され、両側の接合フランジ13aを第2パネル14の接合フランジ14aに重ね合わせ、その状態において接合フランジ13a,14a同士がスポット溶接等によって溶接固定されている。
また、第1パネル13と第2パネル14の各上縁部は、図5と図3に示すようにミグ溶接やレーザー溶接によって上部ピラー部の中空金属管の外周面に結合(図中符号w3参照。)されている。
同図に示すように、第1パネル13の下方領域の中央には比較的大型の実質的に五角形状の開口15が設けられている。第1パネル13の開口15には、車内側からシートベルトのリトラクター16が挿入配置されるようになっている。リトラクター16は、開口15の上下位置において、第1パネル13とサイドシル5とに車内側から適宜固定される。
上部ピラー部11の上端部は、閉断面形状の別体の継手部材17を介してルーフサイドレール4に結合されている。継手部材17は、鋼板製の第1プレス品18(プレス部品)と第2プレス品19(プレス部品)によって構成されている。第1プレス品18は車幅方向の内側に配置され、第2プレス品19は車幅方向の外側に配置される。
また、第1プレス品18と第2プレス品19によって形成される閉断面部の下端には、上部ピラー部11の中空金属管の上端部が挿入され、図11,図13に示すように、第1プレス品18と第2プレス品19の各下縁が上部ピラー部11に対してミグ溶接やレーザー溶接によって結合(図中符号w6参照。)されている。
これらの図に示すように、ルーフレール7は、ルーフサイドレール4の車幅方向内側の面に突き当てられ、その状態で突き当て部の周域がミグ溶接やレーザー溶接によって結合(図中符号w7参照。)されている。
<製造方法1>
(1)ロールフォーム成形、引き抜き成形、押し出し成形、UO成形のいずれかによって直線状の中空金属管を形成する。
(2)その中空金属管に対し、熱間三次元曲げによって所定形状の湾曲成形を行うと同時に焼き入れを行う。
(1)ロールフォーム成形、引き抜き成形、押し出し成形、UO成形のいずれかによって直線状の中空金属管を形成する。
(2)その中空金属管に対し、マルチベンダーで冷間で三次元曲げを行う。
(3)その中空金属管に対し、雰囲気炉内で加熱した後に急速冷却(焼き入れ)を行う。或いは、高周波加熱を行った後に急速冷却を行う。
(1)ロールフォーム成形、引き抜き成形、押し出し成形、UO成形のいずれかによって直線状の中空金属管を形成する。
(2)その中空金属管に対し、マルチベンダーやプレス、回転引き曲げ等によって概ねの形状に予備曲げする(この工程は省略する場合もある)。
(3)中空金属管を通電加熱や加熱炉で加熱した後に、プレス成形によって所定形状に造形し、同時に急速冷却(焼き入れ)を行う。
また、この車体側部構造では、センターピラー6部分のアウタパネル10が上部ピラー部11の中空金属管の車幅方向の外側の面に溶接や接着によって接合されているため、アウタパネル10の支持剛性をより確実に高めることができる。
同図において、Pは、車両側方側からの衝撃荷重の入力を考慮して必要となる強度を高さ毎に示し、aは、上部ピラー部11の中空金属管による強度、bは、下部ピラー部12による強度、cは、継手部材17による強度、dは、ストライカ取付ブラケット20とヒンジ取付ブラケット21を追加することで得られた強度をそれぞれ示している。また、同図において、eは、すべての高さで必要強度Pを満たすために中空金属管の肉厚を厚くしたときの強度を示している。
同図に示すように、この実施形態の車体側部構造においては、上部ピラー部11の中空金属管にストライカ取付ブラケット20とヒンジ取付ブラケット21を接合しているため、中空金属管の肉厚を充分に薄くしたまま、すべての高さで必要強度Pを満たすことができる。したがって、この構造により車両の軽量化を図ることができる。
この他の実施形態の車体側部構造は、上部ピラー部111を構成する中空金属管の断面形状が上記の実施形態のものと異なっている。即ち、上記の実施形態の中空金属管は単純な矩形形状となっていたが、この他の実施形態の上部ピラー部111の中空金属管は、車幅方向の外側と内側の両面に中空金属管の延長方向に沿う溝30が連続して形成されている。
5…サイドシル
6…センターピラー
10…アウタパネル
11,111…上部ピラー部
12…下部ピラー部
13…第1パネル(プレス部品)
13a…接合フランジ
14…第2パネル(プレス部品)
14a…接合フランジ
15…開口
16…リトラクター
17…継手部材
18…第1プレス品(プレス部品)
18a…接合フランジ
19…第2プレス品(プレス部品)
19a…接合フランジ
20…ストライカ取付ブラケット(ドア支持部品の取付ブラケット)
21…ヒンジ取付ブラケット(ドア支持部品の取付ブラケット)
30…溝。
Claims (9)
- ルーフ側部に配置されるルーフサイドレールと、フロア側部に配置されるサイドシルとが、センターピラーによって連結された車体側部構造であって、
前記センターピラーは、上端が前記ルーフサイドレールに結合される上部ピラー部と、下端が前記サイドシルに結合される下部ピラー部と、を備え;
前記上部ピラー部は、車幅方向外側に向かって凸に湾曲するほぼ一定断面形状の高強度鋼板の中空金属管によって形成され;
前記下部ピラー部は、前記上部ピラー部の中空金属管の鋼板よりも低強度の鋼板製の二つのプレス部品が車幅方向で相互に接合されて閉断面形状とされ;
前記上部ピラー部の下縁部は、前記下部ピラー部の前記二つのプレス部品による閉断面形状部内に挿入した状態で、外周が前記二つのプレス部品に結合されている;
ことを特徴とする車体側部構造。 - 前記上部ピラー部の上端部は、鋼板製の二つのプレス部品を車幅方向で相互に接合して閉断面形状に形成された継手部材を介して前記ルーフサイドレールの車幅方向の内側面及び外側面に結合され;
前記継手部材と前記下部ピラー部には、プレス部品同士を接合する接合フランジがそれぞれ設けられ;
前記センターピラーは、車外側に面するアウタパネルをさらに備え;
前記アウタパネルは、上部において前記継手部材の接合フランジに結合されるとともに、下部において前記下部ピラー部の接合フランジに結合されている;
ことを特徴とする請求項1に記載の車体側部構造。 - 前記中空金属管の車幅方向の外側と内側の少なくともいずれか一方に、前記中空金属管の延長方向に沿う溝が連続して形成されていることを特徴とする請求項1または2に記載の車体側部構造。
- 前記中空金属管は、ロールフォーム成形、引き抜き成形、押し出し成形、若しくは、UO成形により直線状の金属管を形成した後に、熱間三次元曲げにより湾曲形成されたものであることを特徴とする請求項1または2に記載の車体側部構造。
- 前記中空金属管は、ロールフォーム成形、引き抜き成形、押し出し成形、若しくは、UO成形により直線状の金属管を形成した後に、冷間での三次元曲げにより湾曲成形し、その後に雰囲気炉内で加熱後、急速冷却して焼き入れされたものであることを特徴とする請求項1または2に記載の車体側部構造。
- 前記中空金属管は、ロールフォーム成形、引き抜き成形、押し出し成形、若しくは、UO成形により直線状の金属管を形成し、その後に、冷間で予備曲げを行った後、若しくは、冷間で予備曲げを行わずに、加熱を行い、その直後に金型で形状成形と同時に焼き入れを行ったものであることを特徴とする請求項1または2に記載の車体側部構造。
- 前記中空金属管には、ドア支持部品の取付ブラケットが結合されていることを特徴とする請求項1または2に記載の車体側部構造。
- 前記下部ピラー部の車幅方向内側のプレス部品には、シートベルトのリトラクターを収納するための開口が設けられていることを特徴とする請求項1または2に記載の車体側部構造。
- 前記センターピラーは、車外側に面するアウタパネルを備え;
前記中空金属管の車幅方向の外側面に前記アウタパネルが結合されている;
ことを特徴とする請求項1または2に記載の車体側部構造。
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US14/347,020 US9308941B2 (en) | 2011-11-25 | 2012-11-09 | Vehicle body side portion structure |
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WO2015098673A1 (en) * | 2013-12-24 | 2015-07-02 | Toyota Jidosha Kabushiki Kaisha | Vehicle side portion structure with two parts reinforcing b-pillar member for improved side crash worthiness |
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CN105813925A (zh) * | 2013-12-24 | 2016-07-27 | 丰田自动车株式会社 | 用于改进侧面碰撞价值的具有加强b 形柱构件的两部分的车辆侧部结构 |
US9884651B2 (en) | 2013-12-24 | 2018-02-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle side portion structure |
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EP3097003B1 (en) * | 2014-01-23 | 2018-08-08 | Shape Corp. | Automotive body components and assemblies |
CN108177695A (zh) * | 2016-12-08 | 2018-06-19 | 丰田自动车株式会社 | 车辆侧部结构 |
US10407105B2 (en) | 2016-12-08 | 2019-09-10 | Toyota Jidosha Kabushiki Kaisha | Vehicle lateral structure |
CN113212557A (zh) * | 2020-02-05 | 2021-08-06 | 本田技研工业株式会社 | 车身侧部结构 |
JP2021123237A (ja) * | 2020-02-05 | 2021-08-30 | 本田技研工業株式会社 | 車体側部構造 |
JP7018080B2 (ja) | 2020-02-05 | 2022-02-09 | 本田技研工業株式会社 | 車体側部構造 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2013077200A1 (ja) | 2015-04-27 |
CN103813954A (zh) | 2014-05-21 |
EP2749480A1 (en) | 2014-07-02 |
JP5663669B2 (ja) | 2015-02-04 |
US9308941B2 (en) | 2016-04-12 |
EP2749480B1 (en) | 2016-09-14 |
US20140232138A1 (en) | 2014-08-21 |
CN103813954B (zh) | 2016-03-09 |
EP2749480A4 (en) | 2015-04-29 |
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