WO2023188517A1 - Lower structure for vehicle - Google Patents

Lower structure for vehicle Download PDF

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Publication number
WO2023188517A1
WO2023188517A1 PCT/JP2022/042135 JP2022042135W WO2023188517A1 WO 2023188517 A1 WO2023188517 A1 WO 2023188517A1 JP 2022042135 W JP2022042135 W JP 2022042135W WO 2023188517 A1 WO2023188517 A1 WO 2023188517A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
side sill
cross member
width direction
reinforcement
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PCT/JP2022/042135
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French (fr)
Japanese (ja)
Inventor
湧哉 舘野
祐太郎 陸川
Original Assignee
三菱自動車工業株式会社
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Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Publication of WO2023188517A1 publication Critical patent/WO2023188517A1/en

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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

Definitions

  • the present invention relates to a vehicle lower structure.
  • the present invention has been devised in view of the above circumstances, and an object of the present invention is to provide a vehicle lower structure that is advantageous in suppressing vehicle body deformation in both frontal collisions and side collisions. .
  • an embodiment of the present invention includes a side sill extending in the longitudinal direction of the vehicle and provided on both sides of the vehicle width direction, and a side sill extending along the side sill and joined to the side sill.
  • a side sill reinforcement, and a front cross member and a rear cross member that extend in the vehicle width direction at intervals in the longitudinal direction of the vehicle and whose ends are coupled to the side sill reinforcement, the side sill reinforcement comprising:
  • the lower structure of the vehicle extends from the front of the front cross member to the rear of the rear cross member, and the side sill is spaced from the connection point of the side sill reinforcement and the rear cross member to the rear of the vehicle. It is characterized by a weak part provided at the reinforcement location.
  • the strength and rigidity of the side sill against the load input from the front of the vehicle during a frontal collision of the vehicle is increased. can be ensured. Furthermore, by providing a weak part in the side sill reinforcement that is located away from the connection point between the side sill reinforcement and the rear cross member to the rear of the vehicle, the bending point of the side sill in the event of a side collision is displaced to the rear of the vehicle from the connection point. This is advantageous in ensuring that the load input during a side collision is received by the cross member. Therefore, this is advantageous in suppressing vehicle body deformation due to both frontal collisions and side collisions.
  • FIG. 1 is a plan view showing a lower structure of a vehicle according to an embodiment.
  • FIG. 2 is a perspective view of a side sill, a B-pillar, a front cross member, and a rear cross member to which side sill reinforcements are joined, viewed from the inside in the vehicle width direction.
  • FIG. 3 is an enlarged perspective view of a joint portion between a side sill, a rear cross member, and a B pillar. It is a sectional view of a part where a side sill and a side sill reinforcement are joined.
  • FIG. 2 is an explanatory diagram illustrating the relationship between a load F1 input at the time of a side collision and a reaction force F2 of a rear cross member.
  • the symbol UP indicates the upper side of the vehicle
  • the symbol FR indicates the front of the vehicle
  • the symbol IN indicates the inside in the vehicle width direction
  • the symbol OUT indicates the outside in the vehicle width direction.
  • the vehicle is an electric vehicle whose drive source is an electric motor driven by electric power supplied from a battery
  • the present invention is of course applicable to vehicles other than electric vehicles. It is.
  • a vehicle body 10 to which this embodiment is applied is a monocoque body in which a body and a chassis are integrated.
  • the lower part of the vehicle body 10 includes a floor panel 12, a center tunnel 14, a pair of side sills 16, an A pillar 18, a B pillar 20, a C pillar 22, a front cross member 24, a rear cross member 26, It is configured to include a side sill reinforcement 28.
  • the center tunnel 14, the pair of side sills 16, the A-pillar 18, the B-pillar 20, the C-pillar 22, the front cross member 24, the rear cross member 26, and the side sill reinforcement 28 are vehicle frame members. Function.
  • the floor panel 12 is constituted by a panel member extending in the vehicle longitudinal direction and the vehicle width direction, and a cutout 1202 for arranging a drive source such as an electric motor or an engine is provided in the front part of the floor panel 12.
  • the center tunnel 14 protrudes upward at the center of the front part of the floor panel 12 in the vehicle width direction and extends in the vehicle longitudinal direction, and its rear end is connected to the rear cross member 26.
  • the pair of side sills 16 are provided on both sides of the floor panel 12 in the vehicle width direction, extending from the front to the rear of the floor panel 12 in the longitudinal direction of the vehicle.
  • the front cross member 24 is a place where the front leg of a front seat (not shown) is attached
  • the rear cross member 26 is a place where the rear leg of the front seat is attached.
  • the lower parts of the front cross member 24 and the rear cross member 26 are joined to the upper surface of the floor panel 12, and the inner ends of the front cross member 24 and the rear cross member 26 in the vehicle width direction are joined to the center tunnel 14, The outer end in the width direction is connected to the side sill 16.
  • a battery (not shown) is arranged below the floor panel 12 between the front cross member 24 and the rear cross member 26 at the center of the floor panel 12 in the vehicle width direction.
  • a covering portion 30 is provided to protrude upward from other portions of the floor panel 12.
  • the A-pillar 18, the B-pillar 20, and the C-pillar 22 are each provided upwardly from a portion of the pair of side sills 16 spaced apart from each other in the longitudinal direction of the vehicle.
  • the side sill 16 includes a side sill inner wall 1602 facing inward in the vehicle width direction, a side sill outer wall 1604 facing outward in the vehicle width direction, and a side sill lower wall facing downward and joined to the floor panel 12. 1606 and an upwardly facing side sill top wall 1608.
  • the B pillar 20 is attached to the side sill 16 by joining the lower end flange 2002 to the side sill inner wall 1602, the side sill outer wall 1604, and the side sill upper wall 1608.
  • a pillar 18 and a C-pillar 22 are also attached to the side sill 16.
  • an opening 2004 for arranging a seat belt retractor (not shown) is provided at the lower end of the inner surface of the B-pillar 20 facing inward in the vehicle width direction.
  • the side sill reinforcement 28 is provided to extend along the side sill 16 and to be joined to the inside of the side sill 16.
  • the side sill reinforcement 28 extends from the front of the front cross member 24 to the rear of the rear cross member 26 of the vehicle.
  • the side sill reinforcement 28 has a U-shape, and has a reinforcement inner surface 2802 joined to the inner surface of the side sill inner wall 1602 and a reinforcement upper surface 2804 joined to the inner surface of the side sill upper wall 1608. , and a reinforcement lower surface 2805 joined to the inner surface of the side sill lower wall 1606.
  • both ends of the rear cross member 26 in the vehicle width direction are joined to the reinforcement inner side surface 2802 via a flange 2602. Therefore, both ends of the rear cross member 26 in the vehicle width direction is coupled to the reinforcement inner surface 2802 via the side sill inner wall 1602 of the side sill 16.
  • the rear end 2810 of the side sill reinforcement 28 is located at the rear of the vehicle from the joining point X between the side sill 16 and the B-pillar 20, and more specifically, the rear end 2810 is located at the rear of the vehicle from the flange 2002 of the B-pillar 20 that is joined to the side sill 16. positioned.
  • a weak portion 32 having lower strength than other portions is provided at a portion of the side sill reinforcement 28 that is spaced toward the rear of the vehicle from the joint portion X between the side sill 16 and the rear cross member 26.
  • the weakened portion 32 includes a bent portion 34 extending vertically toward the outer side in the vehicle width direction on the reinforcement inner surface 2802.
  • the weakened portion 32 is composed of a bent portion 34 that is convex outward in the vehicle width direction, but the weakened portion 32 is formed of a bent portion 34 that is convex outward in the vehicle width direction, and Various conventionally known structures can be adopted as the fragile part 32, such as a thin part where part of the side surface 2802 is thinner than other parts, or a part where an opening is provided or the wall thickness is cut out. be.
  • the fragile portion 32 is provided within the width of the opening 2004 along the vehicle longitudinal direction when viewed from the vehicle width direction.
  • the breaking point is the point where the side sill 16 breaks due to the load input from the side of the vehicle when a pole collides with the intermediate portion between the front cross member 24 and the rear cross member 26 from the side of the vehicle, a so-called pole side collision. do.
  • a weak portion 32 having lower strength than other portions is provided at a portion of the side sill reinforcement 28 that is spaced toward the rear of the vehicle from the connection point X between the side sill reinforcement 28 and the rear cross member 26.
  • F1 is the input load of the pole that is input to the side sill 16 at the time of a side collision with the pole.
  • F2 is a reaction force applied from the rear cross member 26 to the side sill 16 during a pole side collision.
  • L1 is the distance from the pole to the connection point X between the side sill reinforcement 28, the rear cross member, and the rear cross member in the longitudinal direction of the vehicle, and this distance L1 is constant.
  • L2 is the distance from the joining point X of the side sill reinforcement 28 and the rear cross member to the bending point P.
  • the balance of moments around the bending point P can be expressed using the following formula.
  • F1(L1+L2)-F2 ⁇ L2 0...(1)
  • F2 F1(L1+L2)/L2...(2).
  • F2 (F1 ⁇ L1)/L2+F1 (3).
  • the reaction force F2 of the rear cross member 26 decreases. Therefore, the load that is input in the event of a side collision with a pole is reliably received by the rear cross member 26, and the deformation of the side sill 16 inward in the vehicle width direction is suppressed, which is advantageous in preventing the pole from entering. Therefore, without increasing the wall thickness of the side sill reinforcement 28 or the rear cross member 26, that is, without increasing weight or deteriorating fuel efficiency, it is possible to suppress vehicle body deformation due to both frontal collisions and pole side collisions. It will be advantageous above.
  • the lower end of the B-pillar 20 is coupled to the side sill 16, and the rear end 2810 of the side sill reinforcement 28 is located at the rear of the vehicle from the coupling point X between the side sill 16 and the B-pillar 20.
  • the side sill reinforcement 28 is more advantageous in ensuring the strength and rigidity of the side sill reinforcement 28 against a frontal collision, and it is more advantageous in suppressing deformation of the side sill 16, that is, deformation of the vehicle body, due to a frontal collision.
  • an opening 2004 for arranging a seat belt retractor is formed at the lower part of the B-pillar 20, and when viewed from the vehicle width direction, there is a weak point within the width of the opening 2004 along the longitudinal direction of the vehicle.
  • a section 32 is provided. Therefore, the area within the width of the opening 2004 is a place where stress is concentrated in the event of a side collision, and if the weakened part 32 spaced from the connection point X to the rear of the vehicle is provided at the place where such stress is concentrated, the side sill 16
  • the bending point P which is the bending point, can be placed closer to the fragile portion 32.
  • the weakened portion 32 may be provided at such a location, but as in the present embodiment, the weakened portion 32 is provided within the width range of the opening 2004 along the vehicle longitudinal direction when viewed from the vehicle width direction. This is more advantageous in achieving the effect of displacing the bending point P to the rear of the vehicle than the joining point X between the side sill 16 and the B-pillar 20, and is more advantageous in suppressing vehicle body deformation due to a pole side collision.
  • the weakened portion 32 is constituted by a bent portion 34 that is convex in the vehicle width direction and extends in the vertical direction on the inner surface of the side sill reinforcement 28 in the vehicle width direction. Therefore, compared to the case where the fragile part 32 is formed of a thin part or a cutout part, the structure of the fragile part 32 can be simplified, which is advantageous in reducing costs.
  • the battery when viewed from above, the battery is disposed between the front cross member 24 and the rear cross member 26, so that deformation of the side sill 16, that is, deformation of the vehicle body 10, is prevented in the event of a side collision with a pole.
  • This is advantageous in protecting the battery because it can prevent the pole from entering.
  • Vehicle body 12 Floor panel 1202 Notch 14 Center tunnel 16 Side sill 1602 Side sill inner wall 1604 Side sill outer wall 1606 Side sill lower wall 1608 Side sill upper wall 18 A pillar 20 B pillar 2002 Flange 2004 Opening 22 C pillar 24 Cross member (front cross member ) 26 Cross member (rear cross member) 2602 Flange 28 Side sill reinforcement 2802 Reinforcement inner surface 2804 Reinforcement upper surface 2810 Rear end 30 Covering portion 32 Weak portion 34 Bent portion X Connection location (connection point) P break point

Abstract

This lower structure for a vehicle comprises: side sills which extend in a front-rear direction of the vehicle and which are provided on both sides in a width direction of the vehicle; side sill reinforcements which extend along the side sills and which are joined to the side sills; and a front-side cross member and a rear-side cross member which extend in the width direction of the vehicle and which have end portions joined to the side sill reinforcements. The side sill reinforcements are lower structures of the vehicle, and extend from in front of the front-side cross member to behind the rear-side cross member. Fragile portions are provided in parts of the side sill reinforcements spaced apart toward the rear of the vehicle from joining parts of the side sill reinforcements and the rear-side cross member.

Description

車両の下部構造Vehicle undercarriage
　本発明は車両の下部構造に関する。 The present invention relates to a vehicle lower structure.
　側面衝突時に、車両の車幅方向両側に位置するサイドシルとＢピラー下端とが結合する箇所に発生する衝突反力を、フロア本体の車両前後方向の中央側で発生する衝突反力よりも減少させるために、反力調整部をサイドシルに設けた技術が提案されている（特許文献１参照）。
　上記従来技術によれば、側面衝突時の衝突反力を減少させることでＢピラーに作用する衝突荷重の低減を図っている。 In the event of a side collision, the collision reaction force generated at the joint between the side sills located on both sides of the vehicle in the vehicle width direction and the lower end of the B-pillar is reduced compared to the collision reaction force generated at the center side of the floor body in the longitudinal direction of the vehicle. Therefore, a technique has been proposed in which a reaction force adjustment section is provided in the side sill (see Patent Document 1).
According to the above-mentioned prior art, the collision load acting on the B-pillar is reduced by reducing the collision reaction force at the time of a side collision.
日本国特開２００１－７１９４９号公報Japanese Patent Application Publication No. 2001-71949
　しかしながら、上記従来技術では、側面衝突時における車体変形を抑制するものである一方、前面衝突時における車体変形を抑制する点については特に考慮されていない。
　本発明は前記事情に鑑み案出されたもので、本発明の目的は、前面衝突時および側面衝突時の双方における車体変形の抑制を図る上で有利な車両の下部構造を提供することにある。 However, while the above-mentioned conventional technology suppresses vehicle body deformation in the event of a side collision, no particular consideration is given to suppressing vehicle body deformation in the event of a frontal collision.
The present invention has been devised in view of the above circumstances, and an object of the present invention is to provide a vehicle lower structure that is advantageous in suppressing vehicle body deformation in both frontal collisions and side collisions. .
　上記目的を達成するために、本発明の一実施の形態は、車両前後方向に延在し車幅方向の両側に設けられたサイドシルと、前記サイドシルに沿って延在し前記サイドシルに接合されたサイドシルリンフォースと、車両前後方向に間隔をおいて車幅方向に延在しその端部が前記サイドシルリンフォースに結合される前側クロスメンバおよび後側クロスメンバとを備え、前記サイドシルリンフォースは、前記前側クロスメンバの前方から前記後側クロスメンバの後方まで延在している車両の下部構造であって、前記サイドシルリンフォースと前記後側クロスメンバとの結合点から車両後方に離間した前記サイドシルリンフォースの箇所に脆弱部が設けられていることを特徴とする。 In order to achieve the above object, an embodiment of the present invention includes a side sill extending in the longitudinal direction of the vehicle and provided on both sides of the vehicle width direction, and a side sill extending along the side sill and joined to the side sill. A side sill reinforcement, and a front cross member and a rear cross member that extend in the vehicle width direction at intervals in the longitudinal direction of the vehicle and whose ends are coupled to the side sill reinforcement, the side sill reinforcement comprising: The lower structure of the vehicle extends from the front of the front cross member to the rear of the rear cross member, and the side sill is spaced from the connection point of the side sill reinforcement and the rear cross member to the rear of the vehicle. It is characterized by a weak part provided at the reinforcement location.
　本発明の一実施の形態によれば、サイドシルリンフォースを前側クロスメンバの前方から後側クロスメンバの後方まで延在させることで、車両の前面衝突時に車両前方から入力する荷重に対するサイドシルの強度剛性を確保することができる。
　さらに、サイドシルリンフォースと後側クロスメンバとの結合箇所から車両後方に離間したサイドシルリンフォースの箇所に脆弱部を設けることにより、側面衝突時のサイドシルの折れ点を結合箇所よりも車両後方に変位させたので、側面衝突時に入力する荷重をクロスメンバによって確実に受け止める上で有利となる。
　したがって、前面衝突時および側面衝突時の双方による車体変形の抑制を図る上で有利となる。 According to an embodiment of the present invention, by extending the side sill reinforcement from the front of the front cross member to the rear of the rear cross member, the strength and rigidity of the side sill against the load input from the front of the vehicle during a frontal collision of the vehicle is increased. can be ensured.
Furthermore, by providing a weak part in the side sill reinforcement that is located away from the connection point between the side sill reinforcement and the rear cross member to the rear of the vehicle, the bending point of the side sill in the event of a side collision is displaced to the rear of the vehicle from the connection point. This is advantageous in ensuring that the load input during a side collision is received by the cross member.
Therefore, this is advantageous in suppressing vehicle body deformation due to both frontal collisions and side collisions.
実施の形態の車両の下部構造を示す平面図である。FIG. 1 is a plan view showing a lower structure of a vehicle according to an embodiment. サイドシルリンフォースが接合されたサイドシル、Ｂピラー、前側クロスメンバおよび後側クロスメンバを車幅方向内側から見た斜視図である。FIG. 2 is a perspective view of a side sill, a B-pillar, a front cross member, and a rear cross member to which side sill reinforcements are joined, viewed from the inside in the vehicle width direction. サイドシルと後側クロスメンバとＢピラーとの接合部分の拡大斜視図である。FIG. 3 is an enlarged perspective view of a joint portion between a side sill, a rear cross member, and a B pillar. サイドシルとサイドシルリンフォースとが接合された部分の断面図である。It is a sectional view of a part where a side sill and a side sill reinforcement are joined. 側面衝突時に入力する荷重Ｆ１と後側クロスメンバの反力Ｆ２との関係を説明する説明図である。FIG. 2 is an explanatory diagram illustrating the relationship between a load F1 input at the time of a side collision and a reaction force F2 of a rear cross member.
　以下、本発明の実施の形態について図面を参照して説明する。
　以下の図面において符号ＵＰは車両上方を示し、符号ＦＲは車両前方を示し、符号ＩＮは車幅方向内側、符号ＯＵＴは車幅方向外側を示す。
　なお、本実施の形態では、車両がバッテリーから供給される電力によって駆動される電動モータを駆動源とする電動車である場合について説明するが、本発明は電動車以外の車両にも無論適用可能である。 Embodiments of the present invention will be described below with reference to the drawings.
In the drawings below, the symbol UP indicates the upper side of the vehicle, the symbol FR indicates the front of the vehicle, the symbol IN indicates the inside in the vehicle width direction, and the symbol OUT indicates the outside in the vehicle width direction.
In this embodiment, a case will be described in which the vehicle is an electric vehicle whose drive source is an electric motor driven by electric power supplied from a battery, but the present invention is of course applicable to vehicles other than electric vehicles. It is.
　図１に示すように、本実施の形態が適用される車両の車体１０は、ボディとシャーシとが一体構造となったモノコックボディである。
　車体１０の下部は、フロアパネル１２と、センタートンネル１４と、一対のサイドシル１６と、Ａピラー１８と、Ｂピラー２０と、Ｃピラー２２と、前側クロスメンバ２４と、後側クロスメンバ２６と、サイドシルリンフォース２８とを含んで構成されている。
　センタートンネル１４と、一対のサイドシル１６と、Ａピラー１８と、Ｂピラー２０と、Ｃピラー２２と、前側クロスメンバ２４と、後側クロスメンバ２６と、サイドシルリンフォース２８とは、車両骨格部材として機能する。 As shown in FIG. 1, a vehicle body 10 to which this embodiment is applied is a monocoque body in which a body and a chassis are integrated.
The lower part of the vehicle body 10 includes a floor panel 12, a center tunnel 14, a pair of side sills 16, an A pillar 18, a B pillar 20, a C pillar 22, a front cross member 24, a rear cross member 26, It is configured to include a side sill reinforcement 28.
The center tunnel 14, the pair of side sills 16, the A-pillar 18, the B-pillar 20, the C-pillar 22, the front cross member 24, the rear cross member 26, and the side sill reinforcement 28 are vehicle frame members. Function.
　フロアパネル１２は、車両前後方向および車幅方向に延在したパネル部材によって構成され、フロアパネル１２の前部には電動モータやエンジンなどの駆動源配置用の切り欠き１２０２が設けられている。
　センタートンネル１４は、フロアパネル１２の前部の車両幅方向の中央部において上方に突出して車両前後方向に延びており、その後端は後側クロスメンバ２６に結合されている。
　一対のサイドシル１６は、フロアパネル１２の車幅方向両側でフロアパネル１２の前部から後部にわたって車両前後方向に延在して設けられている。 The floor panel 12 is constituted by a panel member extending in the vehicle longitudinal direction and the vehicle width direction, and a cutout 1202 for arranging a drive source such as an electric motor or an engine is provided in the front part of the floor panel 12.
The center tunnel 14 protrudes upward at the center of the front part of the floor panel 12 in the vehicle width direction and extends in the vehicle longitudinal direction, and its rear end is connected to the rear cross member 26.
The pair of side sills 16 are provided on both sides of the floor panel 12 in the vehicle width direction, extending from the front to the rear of the floor panel 12 in the longitudinal direction of the vehicle.
　クロスメンバである前側クロスメンバ２４および後側クロスメンバ２６は、フロアパネル１２の前部において車両前後方向に間隔をおいて車幅方向に延在している。
　前側クロスメンバ２４は、不図示の前席の前側の脚部が取り付けられる箇所であり、後側クロスメンバ２６は、前席の後側の脚部が取り付けられる箇所である。
　前側クロスメンバ２４および後側クロスメンバ２６の下部は、フロアパネル１２の上面に接合され、前側クロスメンバ２４および後側クロスメンバ２６の車幅方向内側の端部はセンタートンネル１４に結合され、車幅方向外側の端部はサイドシル１６に結合されている。
　また、フロアパネル１２の車幅方向の中央で前側クロスメンバ２４および後側クロスメンバ２６の間のフロアパネル１２の下方に不図示のバッテリーが配置され、フロアパネル１２には、このバッテリーの上方を覆う被覆部３０がフロアパネル１２の他の部分よりも上方に突出して設けられている。 The front cross member 24 and the rear cross member 26, which are cross members, extend in the vehicle width direction at the front part of the floor panel 12 at intervals in the vehicle longitudinal direction.
The front cross member 24 is a place where the front leg of a front seat (not shown) is attached, and the rear cross member 26 is a place where the rear leg of the front seat is attached.
The lower parts of the front cross member 24 and the rear cross member 26 are joined to the upper surface of the floor panel 12, and the inner ends of the front cross member 24 and the rear cross member 26 in the vehicle width direction are joined to the center tunnel 14, The outer end in the width direction is connected to the side sill 16.
Further, a battery (not shown) is arranged below the floor panel 12 between the front cross member 24 and the rear cross member 26 at the center of the floor panel 12 in the vehicle width direction. A covering portion 30 is provided to protrude upward from other portions of the floor panel 12.
　Ａピラー１８と、Ｂピラー２０と、Ｃピラー２２とは、それぞれ一対のサイドシル１６の車両前後方向に間隔をおいた箇所から上方に起立して設けられている。
　図２に示すように、サイドシル１６は、車幅方向内側を向いたサイドシル内側壁１６０２と、車幅方向外側を向いたサイドシル外側壁１６０４と、下方に向きフロアパネル１２に接合されるサイドシル下壁１６０６と、上方に向いたサイドシル上壁１６０８とを備えた閉断面構造を呈している。
　Ｂピラー２０は、図３に示すように、下端のフランジ２００２がサイドシル内側壁１６０２、サイドシル外側壁１６０４、サイドシル上壁１６０８に接合されることでサイドシル１６に取り付けられ、このような取付構造によりＡピラー１８とＣピラー２２もサイドシル１６に取り付けられている。
　また、Ｂピラー２０の車幅方向内側に向いたＢピラー２０の内側面の下端に、不図示のシートベルトリトラクタを配置するための開口部２００４が設けられている。 The A-pillar 18, the B-pillar 20, and the C-pillar 22 are each provided upwardly from a portion of the pair of side sills 16 spaced apart from each other in the longitudinal direction of the vehicle.
As shown in FIG. 2, the side sill 16 includes a side sill inner wall 1602 facing inward in the vehicle width direction, a side sill outer wall 1604 facing outward in the vehicle width direction, and a side sill lower wall facing downward and joined to the floor panel 12. 1606 and an upwardly facing side sill top wall 1608.
As shown in FIG. 3, the B pillar 20 is attached to the side sill 16 by joining the lower end flange 2002 to the side sill inner wall 1602, the side sill outer wall 1604, and the side sill upper wall 1608. A pillar 18 and a C-pillar 22 are also attached to the side sill 16.
Furthermore, an opening 2004 for arranging a seat belt retractor (not shown) is provided at the lower end of the inner surface of the B-pillar 20 facing inward in the vehicle width direction.
　図２及び図３に示すように、サイドシルリンフォース２８は、サイドシル１６に沿って延在しサイドシル１６の内部に接合して設けられている。
　サイドシルリンフォース２８は、前側クロスメンバ２４の車両前方から後側クロスメンバ２６の車両後方まで延在している。
　図４に示すように、サイドシルリンフォース２８はＵ字状を呈し、サイドシル内側壁１６０２の内面に接合されるリンフォース内側面２８０２と、サイドシル上壁１６０８の内面に接合されるリンフォース上面２８０４と、サイドシル下壁１６０６の内面に接合されるリンフォース下面２８０５とを備えている。 As shown in FIGS. 2 and 3, the side sill reinforcement 28 is provided to extend along the side sill 16 and to be joined to the inside of the side sill 16.
The side sill reinforcement 28 extends from the front of the front cross member 24 to the rear of the rear cross member 26 of the vehicle.
As shown in FIG. 4, the side sill reinforcement 28 has a U-shape, and has a reinforcement inner surface 2802 joined to the inner surface of the side sill inner wall 1602 and a reinforcement upper surface 2804 joined to the inner surface of the side sill upper wall 1608. , and a reinforcement lower surface 2805 joined to the inner surface of the side sill lower wall 1606.
　図２及び図３に示すように、後側クロスメンバ２６の車幅方向の両端は、フランジ２６０２を介してリンフォース内側面２８０２に接合され、したがって、後側クロスメンバ２６の車幅方向の両端は、サイドシル１６のサイドシル内側壁１６０２を介してリンフォース内側面２８０２に結合されている。
　サイドシルリンフォース２８の後端２８１０は、サイドシル１６とＢピラー２０の結合箇所Ｘよりも車両後方に位置しており、詳細にはサイドシル１６に接合されるＢピラー２０のフランジ２００２よりも車両後方に位置している。
　サイドシル１６と後側クロスメンバ２６との結合箇所Ｘから車両後方に離間したサイドシルリンフォース２８の箇所に、他の部分よりも強度が低い脆弱部３２が設けられている。
　本実施の形態では、脆弱部３２は、リンフォース内側面２８０２に車幅方向外側に向かって上下方向に延在する屈曲部３４で構成されている。
　なお、本実施の形態では、脆弱部３２は車幅方向外側に凸状の屈曲部３４で構成されているが、脆弱部３２は、車幅方向内側に凸状の屈曲部や、リンフォース内側面２８０２の一部を他の箇所に比べて肉厚を薄くした肉薄部や、開口部を設けたり肉厚を切り欠いたりした部分など、脆弱部３２として従来公知の様々な構造が採用可能である。
　脆弱部３２は、車幅方向から見て、車両前後方向に沿った開口部２００４の幅の範囲内に設けられている。 As shown in FIGS. 2 and 3, both ends of the rear cross member 26 in the vehicle width direction are joined to the reinforcement inner side surface 2802 via a flange 2602. Therefore, both ends of the rear cross member 26 in the vehicle width direction is coupled to the reinforcement inner surface 2802 via the side sill inner wall 1602 of the side sill 16.
The rear end 2810 of the side sill reinforcement 28 is located at the rear of the vehicle from the joining point X between the side sill 16 and the B-pillar 20, and more specifically, the rear end 2810 is located at the rear of the vehicle from the flange 2002 of the B-pillar 20 that is joined to the side sill 16. positioned.
A weak portion 32 having lower strength than other portions is provided at a portion of the side sill reinforcement 28 that is spaced toward the rear of the vehicle from the joint portion X between the side sill 16 and the rear cross member 26.
In this embodiment, the weakened portion 32 includes a bent portion 34 extending vertically toward the outer side in the vehicle width direction on the reinforcement inner surface 2802.
In the present embodiment, the weakened portion 32 is composed of a bent portion 34 that is convex outward in the vehicle width direction, but the weakened portion 32 is formed of a bent portion 34 that is convex outward in the vehicle width direction, and Various conventionally known structures can be adopted as the fragile part 32, such as a thin part where part of the side surface 2802 is thinner than other parts, or a part where an opening is provided or the wall thickness is cut out. be.
The fragile portion 32 is provided within the width of the opening 2004 along the vehicle longitudinal direction when viewed from the vehicle width direction.
　次に本実施の形態の作用効果について説明する。
　本実施の形態によれば、サイドシルリンフォース２８は、前側クロスメンバ２４の前方から後側クロスメンバ２６の後方まで延在していることから、サイドシルリンフォース２８の長さを十分に確保でき、車両の前面衝突時に車両前方から入力する荷重に対するサイドシル１６の強度剛性を確保する上で有利となる。
　ここで、前側クロスメンバ２４と後側クロスメンバ２６との中間部分に車両側方からポールが衝突する、いわゆるポール側面衝突時に、車両側方から入力する荷重によってサイドシル１６が折れる箇所を折れ点とする。
　上述したように、サイドシルリンフォース２８の長さを十分に確保したとしても、サイドシルリンフォース２８によって補強されたサイドシル１６の強度がその延在方向にわたって一定に形成されていると、側面衝突によって入力する荷重がサイドシルリンフォース２８と後側クロスメンバ２６との結合箇所Ｘに集中することになり、折れ点は結合箇所Ｘの近傍となる。
　そのため、サイドシルリンフォース２８の長さを十分に確保したにも拘わらず、後側クロスメンバ２６によって衝突荷重を十分に受け止めることができず、サイドシル１６の変形量が大きくなり、ポールの侵入量を抑制する上で不利となることが懸念される。 Next, the effects of this embodiment will be explained.
According to this embodiment, since the side sill reinforcement 28 extends from the front of the front cross member 24 to the rear of the rear cross member 26, a sufficient length of the side sill reinforcement 28 can be ensured. This is advantageous in ensuring the strength and rigidity of the side sill 16 against the load input from the front of the vehicle during a frontal collision of the vehicle.
Here, the breaking point is the point where the side sill 16 breaks due to the load input from the side of the vehicle when a pole collides with the intermediate portion between the front cross member 24 and the rear cross member 26 from the side of the vehicle, a so-called pole side collision. do.
As described above, even if a sufficient length of the side sill reinforcement 28 is ensured, if the strength of the side sill 16 reinforced by the side sill reinforcement 28 is constant in its extending direction, the input force due to a side collision will be reduced. The load will be concentrated on the joint location X between the side sill reinforcement 28 and the rear cross member 26, and the bending point will be near the joint location X.
Therefore, even though a sufficient length of the side sill reinforcement 28 is ensured, the rear cross member 26 cannot sufficiently absorb the collision load, and the amount of deformation of the side sill 16 increases, reducing the amount of penetration of the pole. There are concerns that this will be disadvantageous in terms of control.
　そこで、本実施の形態では、サイドシルリンフォース２８と後側クロスメンバ２６との結合箇所Ｘから車両後方に離間したサイドシルリンフォース２８の箇所に他の部分よりも強度が低い脆弱部３２を設けることにより、ポール側面衝突時のサイドシル１６の折れ点を結合箇所Ｘよりも車両後方に変位させる。
　これにより、次に説明するように、後側クロスメンバ２６によってポール側面衝突時に入力する荷重を受け止める効果が向上する。 Therefore, in the present embodiment, a weak portion 32 having lower strength than other portions is provided at a portion of the side sill reinforcement 28 that is spaced toward the rear of the vehicle from the connection point X between the side sill reinforcement 28 and the rear cross member 26. As a result, the bending point of the side sill 16 at the time of a side collision with the pole is displaced to the rear of the vehicle from the connection point X.
This improves the effect of the rear cross member 26 in receiving the load input at the time of a side collision with the pole, as described below.
　以下、図５を参照して説明する。
　Ｆ１は、ポール側面衝突時にサイドシル１６に入力するポールの入力荷重である。
　Ｆ２は、ポール側面衝突時に生じる後側クロスメンバ２６からサイドシル１６に加わる反力である。
　Ｌ１は、車両前後方向における、ポールからサイドシルリンフォース２８と後側クロスメンバと結合箇所Ｘまでの距離であり、この距離Ｌ１は一定である。
　Ｌ２は、サイドシルリンフォース２８と後側クロスメンバと結合箇所Ｘから折れ点Ｐまでの距離である。
　ここで、折れ点Ｐ周りにおけるモーメントのつり合いを数式で示すと以下のようになる。
　Ｆ１（Ｌ１＋Ｌ２）－Ｆ２×Ｌ２＝０……（１）
　上記式（１）からＦ２を算出すると、
　Ｆ２＝Ｆ１（Ｌ１＋Ｌ２）／Ｌ２……（２）となる。
　この式（２）を変形すると、
　Ｆ２＝（Ｆ１×Ｌ１）／Ｌ２＋Ｆ１……（３）となる。
　ここで、サイドシルリンフォース２８と後側クロスメンバ２６との結合箇所Ｘから車両後方に離間したサイドシルリンフォース２８の箇所に他の部分よりも強度が低い脆弱部３２を設けることにより、ポール側面衝突時のサイドシル１６の折れ点Ｐは結合箇所Ｘよりも車両後方に変位する。
　すなわち、式（３）の右辺の第１項における分母のＬ２（結合箇所Ｘから折れ点Ｐまでの距離）の値が増加するため、後側クロスメンバ２６の反力Ｆ２が減少する。
　したがって、ポール側面衝突時に入力する荷重を後側クロスメンバ２６によって確実に受け止め、サイドシル１６の車幅方向内側への変形を抑制し、ポールの侵入を防ぐ上で有利となる。
　したがって、サイドシルリンフォース２８や後側クロスメンバ２６の肉厚を増加させることなく、すなわち、重量増加および燃費悪化を招くことなく、前面衝突時およびポール側面衝突時の双方による車体変形の抑制を図る上で有利となる。 This will be explained below with reference to FIG.
F1 is the input load of the pole that is input to the side sill 16 at the time of a side collision with the pole.
F2 is a reaction force applied from the rear cross member 26 to the side sill 16 during a pole side collision.
L1 is the distance from the pole to the connection point X between the side sill reinforcement 28, the rear cross member, and the rear cross member in the longitudinal direction of the vehicle, and this distance L1 is constant.
L2 is the distance from the joining point X of the side sill reinforcement 28 and the rear cross member to the bending point P.
Here, the balance of moments around the bending point P can be expressed using the following formula.
F1(L1+L2)-F2×L2=0...(1)
When F2 is calculated from the above formula (1),
F2=F1(L1+L2)/L2...(2).
Transforming this equation (2), we get
F2=(F1×L1)/L2+F1 (3).
Here, by providing a weak part 32 with lower strength than other parts in a part of the side sill reinforcement 28 that is spaced to the rear of the vehicle from the joint part X of the side sill reinforcement 28 and the rear cross member 26, it is possible to prevent a pole side collision. At this time, the bending point P of the side sill 16 is displaced to the rear of the vehicle relative to the joining point X.
That is, since the value of the denominator L2 (distance from the joining point X to the bending point P) in the first term on the right side of equation (3) increases, the reaction force F2 of the rear cross member 26 decreases.
Therefore, the load that is input in the event of a side collision with a pole is reliably received by the rear cross member 26, and the deformation of the side sill 16 inward in the vehicle width direction is suppressed, which is advantageous in preventing the pole from entering.
Therefore, without increasing the wall thickness of the side sill reinforcement 28 or the rear cross member 26, that is, without increasing weight or deteriorating fuel efficiency, it is possible to suppress vehicle body deformation due to both frontal collisions and pole side collisions. It will be advantageous above.
　また、本実施の形態では、サイドシル１６にＢピラー２０の下端が結合されており、サイドシルリンフォース２８の後端２８１０は、サイドシル１６とＢピラー２０の結合箇所Ｘよりも車両後方に位置している。
　そのため、前面衝突に対するサイドシルリンフォース２８の強度剛性を確保する上でより有利となり、前面衝突によるサイドシル１６の変形、すなわち、車体変形の抑制を図る上で有利となる。 Furthermore, in this embodiment, the lower end of the B-pillar 20 is coupled to the side sill 16, and the rear end 2810 of the side sill reinforcement 28 is located at the rear of the vehicle from the coupling point X between the side sill 16 and the B-pillar 20. There is.
Therefore, it is more advantageous in ensuring the strength and rigidity of the side sill reinforcement 28 against a frontal collision, and it is more advantageous in suppressing deformation of the side sill 16, that is, deformation of the vehicle body, due to a frontal collision.
　また、本実施の形態では、Ｂピラー２０の下部にシートベルトリトラクタを配置する開口部２００４が形成され、車幅方向から見て、車両前後方向に沿った開口部２００４の幅の範囲内に脆弱部３２が設けられている。
　したがって、開口部２００４の幅の範囲内は側面衝突時に応力が集中する箇所であり、このような応力が集中する箇所に結合箇所Ｘから車両後方に離間した脆弱部３２を設けると、サイドシル１６が折れる箇所である折れ点Ｐを脆弱部３２寄りにできる。すなわち、折れ点Ｐを、サイドシル１６とＢピラー２０の結合箇所Ｘよりも車両後方に変位させる上でより有利となり、ポール側面衝突による車体変形の抑制を図る上でより有利となる。
　なお、これとは逆に、開口部２００４から車両後方に離れたサイドシルリンフォース２８の箇所は側面衝突時に集中する応力が上記の場合に比較して小さくなる。このような箇所に脆弱部３２を設けてもよいが、本実施の形態のように、車幅方向から見て、車両前後方向に沿った開口部２００４の幅の範囲内に脆弱部３２が設けると、折れ点Ｐをサイドシル１６とＢピラー２０の結合箇所Ｘよりも車両後方に変位させる効果を発揮する上でより有利となり、ポール側面衝突による車体変形の抑制を図る上でより有利となる。 In addition, in this embodiment, an opening 2004 for arranging a seat belt retractor is formed at the lower part of the B-pillar 20, and when viewed from the vehicle width direction, there is a weak point within the width of the opening 2004 along the longitudinal direction of the vehicle. A section 32 is provided.
Therefore, the area within the width of the opening 2004 is a place where stress is concentrated in the event of a side collision, and if the weakened part 32 spaced from the connection point X to the rear of the vehicle is provided at the place where such stress is concentrated, the side sill 16 The bending point P, which is the bending point, can be placed closer to the fragile portion 32. That is, it is more advantageous in displacing the bending point P to the rear of the vehicle than the joining point X between the side sill 16 and the B-pillar 20, and it is more advantageous in suppressing vehicle body deformation due to a pole side collision.
Note that, on the contrary, at a portion of the side sill reinforcement 28 that is remote from the opening 2004 toward the rear of the vehicle, the stress that is concentrated during a side collision is smaller than in the above case. The weakened portion 32 may be provided at such a location, but as in the present embodiment, the weakened portion 32 is provided within the width range of the opening 2004 along the vehicle longitudinal direction when viewed from the vehicle width direction. This is more advantageous in achieving the effect of displacing the bending point P to the rear of the vehicle than the joining point X between the side sill 16 and the B-pillar 20, and is more advantageous in suppressing vehicle body deformation due to a pole side collision.
　また、本実施の形態では、脆弱部３２は、サイドシルリンフォース２８の車幅方向の内側面に車幅方向に凸状で上下方向に延在する屈曲部３４で構成されている。
　したがって、脆弱部３２を肉薄部、あるいは、切り欠き部で構成する場合に比較して、脆弱部３２の構成を簡素化できコストダウンを図る上で有利となる。 Further, in the present embodiment, the weakened portion 32 is constituted by a bent portion 34 that is convex in the vehicle width direction and extends in the vertical direction on the inner surface of the side sill reinforcement 28 in the vehicle width direction.
Therefore, compared to the case where the fragile part 32 is formed of a thin part or a cutout part, the structure of the fragile part 32 can be simplified, which is advantageous in reducing costs.
　また、本実施の形態では、平面視した場合、前側クロスメンバ２４と後側クロスメンバ２６と間にバッテリーが配置されているので、ポール側面衝突時にサイドシル１６の変形、すなわち、車体１０の変形を抑制し、ポールの侵入を抑制できることから、バッテリーの保護を図る上で有利となる。 Furthermore, in this embodiment, when viewed from above, the battery is disposed between the front cross member 24 and the rear cross member 26, so that deformation of the side sill 16, that is, deformation of the vehicle body 10, is prevented in the event of a side collision with a pole. This is advantageous in protecting the battery because it can prevent the pole from entering.
　以上、図面を参照しながら各種の実施の形態について説明したが、本発明はかかる例に限定されないことは言うまでもない。当業者であれば、特許請求の範囲に記載された範疇内において、各種の変更例又は修正例に想到し得ることは明らかであり、それらについても当然に本発明の技術的範囲に属するものと了解される。また、発明の趣旨を逸脱しない範囲において、上記実施の形態における各構成要素を任意に組み合わせてもよい。 Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such examples. It is clear that those skilled in the art can come up with various changes or modifications within the scope of the claims, and these naturally fall within the technical scope of the present invention. Understood. Further, each of the constituent elements in the above embodiments may be arbitrarily combined without departing from the spirit of the invention.
　なお、本出願は、２０２２年３月２８日出願の日本特許出願（特願２０２２－０５１４７０）に基づくものであり、その内容は本出願の中に参照として援用される。 Note that this application is based on a Japanese patent application (Japanese Patent Application No. 2022-051470) filed on March 28, 2022, and the contents thereof are incorporated as a reference in this application.
１０　車体
１２　フロアパネル
１２０２　切り欠き
１４　センタートンネル
１６　サイドシル
１６０２　サイドシル内側壁
１６０４　サイドシル外側壁
１６０６　サイドシル下壁
１６０８　サイドシル上壁
１８　Ａピラー
２０　Ｂピラー
２００２　フランジ
２００４　開口部
２２　Ｃピラー
２４　クロスメンバ（前側クロスメンバ）
２６　クロスメンバ（後側クロスメンバ）
２６０２　フランジ
２８　サイドシルリンフォース
２８０２　リンフォース内側面
２８０４　リンフォース上面
２８１０　後端
３０　被覆部
３２　脆弱部
３４　屈曲部
Ｘ　結合箇所（結合点）
Ｐ　折れ点 10 Vehicle body 12 Floor panel 1202 Notch 14 Center tunnel 16 Side sill 1602 Side sill inner wall 1604 Side sill outer wall 1606 Side sill lower wall 1608 Side sill upper wall 18 A pillar 20 B pillar 2002 Flange 2004 Opening 22 C pillar 24 Cross member (front cross member )
26 Cross member (rear cross member)
2602 Flange 28 Side sill reinforcement 2802 Reinforcement inner surface 2804 Reinforcement upper surface 2810 Rear end 30 Covering portion 32 Weak portion 34 Bent portion X Connection location (connection point)
P break point

Claims (5)

  1. 　車両前後方向に延在し車幅方向の両側に設けられたサイドシルと、
    　前記サイドシルに沿って延在し前記サイドシルに接合されたサイドシルリンフォースと、
    　車両前後方向に間隔をおいて車幅方向に延在しその端部が前記サイドシルリンフォースに結合される前側クロスメンバおよび後側クロスメンバとを備え、
    　前記サイドシルリンフォースは、前記前側クロスメンバの前方から前記後側クロスメンバの後方まで延在している車両の下部構造であって、
    　前記サイドシルリンフォースと前記後側クロスメンバとの結合点から車両後方に離間した前記サイドシルリンフォースの箇所に脆弱部が設けられている、
    　ことを特徴とする車両の下部構造。     side sills that extend in the longitudinal direction of the vehicle and are provided on both sides of the vehicle width direction;
    a side sill reinforcement extending along the side sill and joined to the side sill;
    comprising a front cross member and a rear cross member that extend in the vehicle width direction at intervals in the vehicle longitudinal direction and whose ends are coupled to the side sill reinforcement;
    The side sill reinforcement is a lower structure of the vehicle that extends from the front of the front cross member to the rear of the rear cross member,
    A weakened portion is provided at a location of the side sill reinforcement that is spaced to the rear of the vehicle from a connection point between the side sill reinforcement and the rear cross member;
    A vehicle lower structure characterized by:
  2. 　前記サイドシルにＢピラーの下端が結合されており、
    　前記サイドシルリンフォースの後端は、前記サイドシルと前記Ｂピラーの結合箇所よりも車両後方に位置している、
    　ことを特徴とする請求項１記載の車両の下部構造。     A lower end of the B-pillar is connected to the side sill,
    The rear end of the side sill reinforcement is located further rearward of the vehicle than the connection point between the side sill and the B pillar.
    The vehicle undercarriage structure according to claim 1, characterized in that:
  3. 　前記Ｂピラーの下部にシートベルトリトラクタを配置する開口部が形成され、
    　車幅方向から見て、車両前後方向に沿った前記開口部の幅の範囲内に前記脆弱部が設けられている、
    　ことを特徴とする請求項２記載の車両の下部構造。     An opening for arranging a seat belt retractor is formed at the bottom of the B-pillar,
    The fragile portion is provided within a width range of the opening along the longitudinal direction of the vehicle when viewed from the vehicle width direction.
    The vehicle lower structure according to claim 2, characterized in that:
  4. 　前記脆弱部は、前記サイドシルリンフォースの車幅方向の内側面に車幅方向外側に向かって上下方向に延在する屈曲部で構成されている、
    　ことを特徴とする請求項１から３の何れか１項記載の車両の下部構造。     The fragile portion is constituted by a bent portion extending vertically toward the outside in the vehicle width direction on the inner surface of the side sill reinforcement in the vehicle width direction.
    The vehicle lower structure according to any one of claims 1 to 3, characterized in that:
  5. 　平面視において、前記前側クロスメンバと前記後側クロスメンバと間にバッテリーが配置されている、
    　ことを特徴とする請求項１から４の何れか１項記載の車両の下部構造。     In a plan view, a battery is disposed between the front cross member and the rear cross member;
    The vehicle lower structure according to any one of claims 1 to 4, characterized in that:
PCT/JP2022/042135 2022-03-28 2022-11-11 Lower structure for vehicle WO2023188517A1 (en)

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JP2022051470 2022-03-28
JP2022-051470 2022-03-28

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002120766A (en) * 2000-10-11 2002-04-23 Mitsubishi Motors Corp Side sill structure of vehicle
JP2003312549A (en) * 2002-04-17 2003-11-06 Nissan Motor Co Ltd Reinforcement structure of vehicle body skeleton frame
JP2010247795A (en) * 2009-04-20 2010-11-04 Mazda Motor Corp Lower vehicle-body structure of vehicle
JP2011057146A (en) * 2009-09-11 2011-03-24 Daihatsu Motor Co Ltd Vehicle body side structure of vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002120766A (en) * 2000-10-11 2002-04-23 Mitsubishi Motors Corp Side sill structure of vehicle
JP2003312549A (en) * 2002-04-17 2003-11-06 Nissan Motor Co Ltd Reinforcement structure of vehicle body skeleton frame
JP2010247795A (en) * 2009-04-20 2010-11-04 Mazda Motor Corp Lower vehicle-body structure of vehicle
JP2011057146A (en) * 2009-09-11 2011-03-24 Daihatsu Motor Co Ltd Vehicle body side structure of vehicle

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