Vehicle side structure

Abstract

The invention provides a vehicle side structure. This vehicle side structure is provided with: a frame main body which is a die-cast product integrally having a wheel arch section and an A-pillar inner member provided on the rear side of the wheel arch section; and a rocker that is provided on the outer side of the A-pillar inner member in the vehicle width direction and is joined to the A-pillar inner member, the A-pillar inner member having a base portion and a protruding portion protruding from the base portion to the outer side in the vehicle width direction, the rocker having a vertical wall portion joined to the base portion, and an upper flange portion and an upper web portion joined to the protruding portion.

Description

Technical Field

[0001] This invention relates to a vehicle side structure. Background Technology

[0002] Japanese Patent Application Publication No. 2019-93819 discloses a front structure for a vehicle, which includes a front pillar inner member and a lower side beam inner member disposed on the inner side of the front pillar inner member in the vehicle width direction and joined to the front pillar inner member. In this structure, the front pillar inner member is provided in a manner that extends in the vertical direction. Furthermore, the lower side beam inner member has an upper flange portion, a lower flange portion, and a bulge portion that bulges inward in the vehicle width direction between the upper flange portion and the lower flange portion. Summary of the Invention

[0003] In the structure described in Japanese Patent Application Publication No. 2019-93819, the lower side beam inner member is located on the inner side in the vehicle width direction compared to the pillar inner member. However, depending on the vehicle, the lower side beam inner member may sometimes be located on the outer side in the vehicle width direction compared to the pillar inner member. In the structure described in Japanese Patent Application Publication No. 2019-93819, when the lower side beam inner member is located on the outer side in the vehicle width direction compared to the pillar inner member, the portion where the lower side beam inner member abuts against the pillar inner member is only a bulge. Therefore, the joint between the lower side beam inner member and the pillar inner member can only be located at one point where the bulge of the lower side beam inner member abuts against the pillar inner member. Consequently, there are fewer joints between the pillar inner member and the lower side beam, potentially leading to lower rigidity at the joint.

[0004] In view of the above facts, the present invention aims to obtain a vehicle side structure that can improve the rigidity of the joint between the pillar and the lower side beam.

[0005] The vehicle side structure involved in the first method has: The main body of the frame is a die-cast product that integrally has a wheel arch and a pillar, the pillar being located on the rear side of the wheel arch; The lower beam portion is located on the outer side of the pillar portion in the vehicle width direction and engages with the pillar portion. The pillar has a base and a protrusion, the protrusion projecting outward from the base in the vehicle width direction. The lower beam portion has a first joint portion that engages with the base portion and a second joint portion that engages with the protrusion portion.

[0006] In the vehicle side structure according to the first embodiment, the pillar has a base and a protrusion, the protrusion protruding outward from the base in the vehicle width direction. Therefore, as a joint connecting the pillar to the lower side beam, it is possible to provide a joint point that connects the base of the pillar to the lower side beam as a first joint point, and a joint point that connects the protrusion of the pillar to the lower side beam as a second joint point. That is, multiple joint points between the pillar and the lower side beam can be provided. Therefore, compared to the case where the joint point between the lower side beam and the pillar is single, the rigidity of the joint between the pillar and the lower side beam can be improved.

[0007] The second approach involves a vehicle side structure that, in the first approach, The protrusion has a sidewall portion extending outward from the base in the vehicle width direction, and a top portion extending upward from the outer end of the sidewall portion in the vehicle width direction toward the upper side in the vehicle vertical direction. The second joint has a first wall portion extending in the vertical direction of the vehicle, and a second wall portion extending from the lower end of the first wall portion toward the inner side in the width direction of the vehicle. The sidewall portion is joined to the second wall portion, and the top portion is joined to the first wall portion.

[0008] In the vehicle side structure according to the second method, the side wall of the protrusion is connected to the second wall of the lower side beam, and the top of the protrusion is connected to the first wall of the lower side beam. That is, there are two joints between the lower side beam and the protrusion. As a result, compared with the case where the joint point between the lower side beam and the protrusion is single, the rigidity of the joint between the protrusion (in other words, the column containing the protrusion) and the lower side beam can be further improved. Furthermore, the overall rigidity of the vehicle side structure can be further improved.

[0009] The third approach involves a vehicle side structure that, in the second approach, An energy absorption unit is housed within the lower beam section. The energy absorption section is joined to the first wall section.

[0010] In the vehicle side structure described in technical solution three, the energy-absorbing part is joined to the first wall portion of the lower side beam. Therefore, when joining the first wall portion to the top, the joining of the first wall portion to the energy-absorbing part can also be easily performed. This simplifies the joining operation of the energy-absorbing part.

[0011] As explained above, the vehicle side structure of the present invention has the following excellent effect: it can improve the rigidity of the joint between the pillar and the lower side beam. Attached Figure Description

[0012] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like symbols denote like elements, and wherein: Figure 1 This is a side view of the vehicle side structure involved in this embodiment.

[0013] Figure 2 for Figure 1 Sectional view in direction II-II.

[0014] Figure 3 To express [the opinion / towards] Figure 1 The graph shows the displacement of the vehicle side structure at various positions in the front-rear direction when a load is applied.

[0015] Figure 4 This is a longitudinal sectional view of the side structure of the vehicle involved in the comparative example. Detailed Implementation

[0016] Hereinafter, embodiments of the vehicle side structure 10 according to the present invention will be described with reference to the accompanying drawings. In addition, the arrow FR, appropriately shown in the drawings, indicates the front of the vehicle in the longitudinal direction, the arrow IN indicates the inner side in the width direction, and the arrow UP indicates the upper side of the vehicle in the vertical direction. In the following description, when referred to only as "longitudinal direction," "width direction," and "vertical direction," these refer to the longitudinal direction, width direction, and vertical direction, respectively. Furthermore, "left and right direction" refers to the left and right direction when facing forward of the vehicle.

[0017] vehicle Vehicles employing the vehicle side structure 10 described in this embodiment are, for example, battery-powered electrified vehicles (BEVs). However, vehicles employing the vehicle side structure 10 described in this embodiment are not limited to BEVs. For example, the vehicle side structure 10 described in this embodiment can also be applied to fuel cell electric vehicles, etc.

[0018] Vehicle side structure like Figure 1 As shown, the vehicle side structure 10 includes a frame body 20, which is a die-cast product. The vehicle side structure 10 includes an A-pillar outer member 40 disposed on the outer side of the frame body 20 in the vehicle width direction, and a lower side beam (lower side beam portion) 50 disposed on the rear side of the frame body 20 in the vehicle longitudinal direction. Furthermore, Figure 1The diagram shows the state of the vehicle side structure 10 as viewed from the inside in the vehicle width direction. That is, in... Figure 1 In the diagram, the depth side of the paper is the outer side in the vehicle width direction, and the front side of the paper is the inner side in the vehicle width direction.

[0019] like Figure 1 As shown, the frame body 20 integrally comprises a pair of left and right wheel arch portions 21, a transverse member (not shown), and a pair of left and right A-pillar inner components (pillar portions) 30. The transverse member connects the left and right wheel arch portions 21. The pair of left and right A-pillar inner components 30 are located on the rear side of the wheel arch portions 21. The frame body 20 is made of materials such as aluminum alloy or magnesium alloy and is formed by die casting.

[0020] Each wheel arch portion 21 is configured to accommodate the front wheel (illustration omitted). An A-pillar inner component 30 and an A-pillar outer component 40 are provided on the rear side of each wheel arch portion 21 in the vehicle longitudinal direction.

[0021] A-pillar internal components like Figure 1 as well as Figure 2 As shown, the A-pillar inner component 30 is a plate-shaped component. The A-pillar inner component 30 is arranged such that its plate surface (main surface) encompasses both the vehicle's longitudinal and vertical directions. Figure 2 As shown, the A-pillar inner component 30 is disposed inside the A-pillar outer component 40 in the vehicle width direction. The A-pillar inner component 30 is separate from the A-pillar outer component 40, and the outer surface of the A-pillar inner component 30 faces the inner surface of the A-pillar outer component 40. A space is provided between the A-pillar inner component 30 and the A-pillar outer component 40. The A-pillar inner component 30 and the A-pillar outer component 40 are joined together at a joint point (not shown) to form the A-pillar.

[0022] like Figure 1 As shown, a door opening D is provided on the rear side of the A-pillar inner component 30. The rear end of the A-pillar inner component 30 defines a portion of the door opening D. Figure 2 As shown, the A-pillar inner component 30 integrally has a base 31 and a protrusion 32 that protrudes outward from the base 31 in the vehicle width direction on a cross section (hereinafter referred to as the "longitudinal section") cut with a plane orthogonal to the vehicle's front-rear direction.

[0023] The base 31 is continuous with the wheel arch portion 21. The base 31 is the portion of the A-pillar inner member 30 that is not provided with the protrusion 32. The base 31 is formed into a generally flat plate shape and is arranged such that the plate surface (main surface) is a surface that includes the vehicle's longitudinal direction and the vehicle's vertical direction.

[0024] Multiple protrusions 32 are provided (two are provided as an example in this embodiment). Multiple protrusions 32 are provided on the lower part of the A-pillar inner component 30 and are arranged at predetermined intervals along the front-rear direction of the vehicle.

[0025] like Figure 1 as well as Figure 2 As shown, the protrusion 32 protrudes outward in the vehicle width direction. Furthermore, due to... Figure 1 This is a diagram showing the A-pillar inner component 30 viewed from the inside in the vehicle width direction. Figure 1 The convex part 32 in the diagram protrudes towards the depth of the paper. For example... Figure 1 As shown, the protrusion 32 is formed into a frustum shape. The side of the protrusion 32 slopes in such a way that the cross-sectional area decreases as it approaches the top (in other words, the outer end in the vehicle width direction).

[0026] like Figure 2 As shown, in the longitudinal section, the protrusion 32 integrally has an upper sidewall portion 32A, a top portion 32B, and a lower sidewall portion (sidewall portion) 32C. The upper sidewall portion 32A bends from the base 31 and extends outward and downward in the vehicle width direction. The top portion 32B bends from the lower end of the upper sidewall portion 32A and extends downward. The lower sidewall portion (sidewall portion) 32C bends from the lower end of the top portion 32B and extends inward and downward in the vehicle width direction.

[0027] The upper sidewall portion 32A and the lower sidewall portion 32C are provided in an inclined manner relative to the base 31. The inclination angle of the upper sidewall portion 32A is smaller than the inclination angle of the lower sidewall portion 32C. In addition, the inclination angle of the upper sidewall portion 32A and the lower sidewall portion 32C refers to the acute angle among the angles relative to the base 31.

[0028] The top 32B bends from the outer end of the lower sidewall portion 32C and extends upward. The top 32B extends substantially parallel to the base 31. The outer surface of the top 32B in the vehicle width direction contacts the inner surface of the lower side beam 50 (more specifically, the flange portion 61 of the lower side beam interior 60) in the vehicle width direction. Furthermore, a through hole is formed on the top 32B that extends in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted into the through hole. The top 32B is connected and fixed to the upper flange portion 61 of the lower side beam interior component 60, the upper connecting plate 55, and the upper flange portion 71 of the lower side beam outer component 70, as described later, by means of the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0029] The lower sidewall portion 32C extends upward and outward in the vehicle width direction from the base 31 (more specifically, the portion of the base 31 located below the protrusion 32). The outer surface of the lower sidewall portion 32C in the vehicle width direction contacts the inner surface of the upper web portion 62 of the lower side beam inner member 60 in the vehicle width direction. The lower inclined portion 32C and the upper web portion 62 of the lower side beam inner member 60 are joined together at the joint point P1 by a self-piercing rivet.

[0030] A-pillar external components The A-pillar outer component 40 is a plate-shaped component. The A-pillar outer component 40 is formed, for example, from a steel plate. The A-pillar outer component 40 is configured such that its plate surface (main surface) encompasses both the vehicle's longitudinal and vertical directions. Figure 2 As shown, the outer A-pillar component 40 is positioned outside the inner A-pillar component 30 in the vehicle width direction. The inner surface of the lower end of the outer A-pillar component 40 contacts the outer surface of the lower side beam 50 (specifically, the outer lower side beam component 70). The outer A-pillar component 40 and the outer lower side beam component 70 are joined together by spot welding at the joint point P2.

[0031] lower beam The lower side beam 50 is an elongated strip extending in the longitudinal direction of the vehicle, and has a space (hereinafter referred to as "internal space S") inside. The lower side beam 50 houses the energy absorption unit 51 within the internal space S. The lower side beam 50 is joined to the inner A-pillar component 30 and the outer A-pillar component 40. The lower side beam 50 is located on the outer side of the inner A-pillar component 30 in the vehicle width direction. Furthermore, the lower side beam 50 is located on the inner side of the outer A-pillar component 40 in the vehicle width direction. That is, the lower side beam 50 is located between the inner A-pillar component 30 and the outer A-pillar component 40.

[0032] The lower side beam 50 has an inner lower side beam component 60 and an outer lower side beam component 70. The inner lower side beam component 60 engages with the inner A-pillar component 30, and the outer lower side beam component 70 is disposed outside the inner lower side beam component 60 in the vehicle width direction and engages with the outer A-pillar component 40. The inner lower side beam component 60 and the outer lower side beam component 70 are arranged opposite to each other, and an internal space S is provided between the inner lower side beam component 60 and the outer lower side beam component 70. The inner lower side beam component 60 and the outer lower side beam component 70 are joined together at a joint (not shown in the figure).

[0033] The lower side beam internal component 60 is a plate-shaped component. The lower side beam internal component 60 is formed, for example, from a steel plate. The longitudinal section of the lower side beam internal component 60 is generally hat-shaped. The longitudinal section shape of the lower side beam internal component 60 is set to be the same across the entire area in the vehicle's longitudinal direction. In its longitudinal section, the lower side beam internal component 60 integrally has an upper flange portion 61, an upper web portion 62, a longitudinal wall portion 63, a first lower web portion 64, a second lower web portion 65, and a lower flange portion 66. The upper flange portion 61 contacts the top 32B surface of the protrusion 32. The upper flange portion 61 is an example of the first wall portion of the second joint. The upper web portion 62 bends from the lower end of the upper flange portion 61 and extends downward and inward in the vehicle width direction. The upper web portion 62 is an example of the second wall portion of the second joint. The longitudinal wall portion 63 bends from the lower end of the upper web portion 62 and extends downward. The longitudinal wall portion 63 is an example of the first joint. The first lower web portion 64 bends from the lower end of the longitudinal wall portion 63 and extends outward in the vehicle width direction. The second lower web portion 65 bends from the outer end of the first lower web portion 64 in the vehicle width direction and extends downward and outward in the vehicle width direction. The lower flange portion 66 bends from the lower end of the second lower web portion 65 and extends downward. The upper flange portion 61, the upper web portion 62, and the longitudinal wall portion 63 of the lower side beam inner member 60 are configured with shapes corresponding to the upper side wall portion 32A, the top 32B, and the base 31 of the protrusion 32 of the A-pillar inner member 30.

[0034] The upper flange 61 extends substantially parallel to the top 32B. The entire inner surface of the upper flange 61 in the vehicle width direction contacts the outer surface of the top 32B in the vehicle width direction. Furthermore, the entire outer surface of the upper flange 61 in the vehicle width direction contacts the inner surface of the upper connecting plate 55 in the vehicle width direction. A through hole extending in the vehicle width direction (in other words, the plate thickness direction) is formed in the upper flange 61, and a bolt 35 is inserted into this through hole. The upper flange 61 is thus joined and fixed to the top 32B of the protrusion 32, the upper connecting plate 55, and the upper flange 71 of the lower side beam outer component 70 (described later) by means of the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0035] The upper web portion 62 extends substantially parallel to the lower sidewall portion 32C. Approximately the entire inner surface of the upper web portion 62 in the vehicle width direction (in other words, the upper surface in the vehicle vertical direction) is in contact with the outer surface of the lower sidewall portion 32C in the vehicle width direction (in other words, the lower surface in the vehicle vertical direction). The upper web portion 62 and the lower sidewall portion 32C are joined together at the joint point P1 by a self-piercing riveter. Furthermore, the outer surface of the upper web portion 62 in the vehicle width direction (in other words, the lower surface in the vehicle vertical direction) faces the interior space S.

[0036] The longitudinal wall portion 63 extends substantially parallel to the base portion 31. The upper portion of the inner side of the longitudinal wall portion 63 in the vehicle width direction contacts the outer side of the base portion 31 (specifically, the portion of the base 31 located below the protrusion 32) in the vehicle width direction. The lower portion of the inner side of the longitudinal wall portion 63 in the vehicle width direction contacts the outer end face of the heat sink portion 90 in the vehicle width direction. Furthermore, the upper portion of the outer side of the longitudinal wall portion 63 in the vehicle width direction contacts the energy absorption portion 51, described later. The longitudinal wall portion 63 and the heat sink portion 90 are joined together at the joint point P3 by spot welding. The lower portion of the outer side of the longitudinal wall portion 63 in the vehicle width direction faces the internal space S. Furthermore, a through hole extending in the vehicle width direction (in other words, the plate thickness direction) is formed in the longitudinal wall portion 63, and a bolt 58 is inserted into this through hole. The longitudinal wall portion 63 is fixed together with the base portion 31 and the energy absorption portion 51 by means of bolts 58 and nuts 59 screwed onto both ends of the bolts 58.

[0037] The upper side of the first lower side web portion 64 in the vertical direction faces the interior space S. The outer side of the second lower side web portion 65 in the width direction (in other words, the upper side in the vertical direction) faces the interior space S.

[0038] The lower flange portion 66 has approximately its entire outer surface in the vehicle width direction in contact with the inner surface of the lower joining plate 56 in the vehicle width direction. The lower flange portion 66 is joined to the lower joining plate 56 and the lower flange portion 75 of the lower side beam outer component 70 by spot welding at the joining point P4.

[0039] The lower side beam outer component 70 is a plate-shaped component. The lower side beam outer component 70 is formed, for example, of steel. The longitudinal section of the lower side beam outer component 70 is generally hat-shaped. The longitudinal section shape of the lower side beam outer component 70 is set to be the same across the entire area in the vehicle's longitudinal direction. In its longitudinal section, the lower side beam outer component 70 integrally has an upper flange portion 71, an upper web portion 72, a longitudinal wall portion 73, a lower web portion 74, and a lower flange portion 75. The upper flange portion 71 contacts the upper flange portion 61 of the lower side beam inner component 60 via an upper connecting plate 55. The upper web portion 72 bends from the lower end of the upper flange portion 71 and extends downward and outward in the vehicle width direction. The longitudinal wall portion 73 bends from the lower end of the upper web portion 72 and extends downward. The lower web portion 74 bends from the lower end of the longitudinal wall portion 73 and extends downward and inward in the vehicle width direction. The lower flange portion 75 bends from the lower end of the lower web portion 74 and extends downward.

[0040] The upper flange 71 extends substantially parallel to the top 32B and the upper flange 61 of the lower side beam inner component 60. The entire inner surface of the upper flange 71 in the vehicle width direction contacts the outer surface of the upper connecting plate 55 in the vehicle width direction. Furthermore, a through hole extending in the vehicle width direction (in other words, the plate thickness direction) is formed in the upper flange 71, and a bolt 35 is inserted into this through hole. The upper flange 71 is thus joined and fixed together with the top 32B of the protrusion 32, the upper connecting plate 55, and the upper flange 61 of the lower side beam inner component 60 by the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0041] The inner side of the upper web portion 72 in the vehicle width direction (in other words, the lower side in the vehicle vertical direction) faces the interior space S. The inner side of the lower web portion 74 in the vehicle width direction (in other words, the upper side in the vehicle vertical direction) faces the interior space S.

[0042] The longitudinal wall portion 73 extends substantially parallel to the base portion 31 and the longitudinal wall portion 63 of the lower side beam inner component 60. The upper part of the inner surface of the longitudinal wall portion 73 in the vehicle width direction abuts against the energy absorption portion 51. The lower part of the inner surface of the longitudinal wall portion 73 in the vehicle width direction faces the interior space S. The upper part of the inner surface of the longitudinal wall portion 73 in the vehicle width direction contacts the lower surface of the inner surface of the lower side beam outer component 70 in the vehicle width direction. The longitudinal wall portion 73 and the lower side beam outer component 70 are joined together by spot welding at the joint point P2.

[0043] The lower flange portion 75 has approximately its entire inner surface in the vehicle width direction in contact with the outer surface of the lower joining plate 56 in the vehicle width direction. The lower flange portion 75 is joined to the lower joining plate 56 and the lower flange portion 66 of the lower side beam inner component 60 by spot welding at the joining point P4.

[0044] An energy-absorbing unit 51 is provided within the internal space S of the lower side beam 50. The energy-absorbing unit 51 has a housing 51A forming a generally rectangular parallelepiped shape, and multiple longitudinal wall portions 51B disposed inside the housing 51A and connecting the top and bottom of the housing 51A. The multiple longitudinal wall portions 51B are arranged at predetermined intervals along the vehicle width direction. The energy-absorbing unit 51 is configured in a ladder shape in its longitudinal section. When a collision occurs between a colliding object and the side of the vehicle, the energy-absorbing unit 51 absorbs collision energy by deforming.

[0045] The inner end of the energy-absorbing section 51 in the vehicle width direction abuts against the outer surface of the lower side beam inner component 60 (specifically, the longitudinal wall portion 63 of the lower side beam inner component 60). A through hole extending in the vehicle width direction (in other words, the plate thickness direction) is formed on the inner end of the energy-absorbing section 51, and a bolt 58 is inserted into the through hole. The energy-absorbing section 51 is thus fixed together with the longitudinal wall portion 63 of the lower side beam inner component 60 and the base portion 31 of the A-pillar inner component 30 by means of the bolt 58 and nuts 59 screwed onto both ends of the bolt 58. Furthermore, the outer end of the energy-absorbing section 51 in the vehicle width direction abuts against the inner surface of the longitudinal wall portion 73 of the lower side beam outer component 70 in the vehicle width direction.

[0046] An upper joining portion 52 is connected to the upper surface of the energy absorption section 51. The upper joining portion 52 is a plate-shaped component that extends upward from the upper surface of the energy absorption section 51. The inner side surface of the upper joining portion 52 in the vehicle width direction contacts the outer side surface of the upper joining plate 55. The inner side surface of the upper joining portion 52 and the outer side surface of the upper joining plate 55 are joined together at the joining point P5 by a self-piercing rivet.

[0047] The upper connecting plate 55 is a plate-shaped component and is configured to be sandwiched between the upper flange 61 of the lower side beam inner component 60 and the upper flange 71 of the lower side beam outer component 70. A through hole is formed in the upper connecting plate 55 in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted into the through hole. The upper connecting plate 55 is connected and fixed together with the top 32B of the protrusion 32, the upper flange 61 of the lower side beam inner component 60, and the upper flange 71 of the lower side beam outer component 70 by the bolt 35 and nuts 36 screwed to both ends of the bolt 35.

[0048] A lower joining portion 53 is connected to the lower surface of the energy absorption section 51. The lower joining portion 53 is a plate-shaped component that extends downward from the lower surface of the energy absorption section 51. The outer side of the lower joining portion 53 in the vehicle width direction contacts the inner side surface of the lower joining plate 56. The inner side surface of the lower joining portion 53 and the outer side surface of the lower joining plate 56 are joined together at the joining point P6 by a self-piercing riveter.

[0049] The lower connecting plate 56 is a plate-shaped component and is configured to be sandwiched between the lower flange 66 of the lower side beam inner component 60 and the lower flange 75 of the lower side beam outer component 70. The lower connecting plate 56 is spot-welded to the lower flange 66 of the lower side beam inner component 60 and the lower flange 75 of the lower side beam outer component 70 at the joint point P4.

[0050] Furthermore, a heat sink portion 90 having a plurality of heat sink fins 91 is joined to the inner surface of the lower side beam 50 (more specifically, the longitudinal wall portion 63 of the lower side beam inner component 60). The heat sink portion 90 has a plurality of heat sink fins 91 extending in the vehicle longitudinal direction. The plurality of heat sink fins 91 are arranged at predetermined intervals along the vehicle width direction.

[0051] Functions and effects According to this embodiment, the following effects can be achieved. In this embodiment, the frame body 20 is a die-cast product. Therefore, the frame body 20 itself has high rigidity. However, if the rigidity of the joint between the frame body 20 and the lower side beam 50 is low, the joint between the frame body 20 and the lower side beam 50 may become an inflection point, thereby potentially reducing the overall rigidity of the vehicle side structure 10.

[0052] On the other hand, in this embodiment, the A-pillar inner member 30 has a base 31 and a protrusion 32 that protrudes outward from the base 31 in the vehicle width direction. Therefore, as a joint connecting the A-pillar inner member 30 to the lower side beam 50, a joint can be provided that connects the base 31 of the A-pillar inner member 30 to the lower side beam 50 (specifically, the longitudinal wall portion 63). Furthermore, as a joint connecting the A-pillar inner member 30 to the lower side beam 50, a joint can be provided that connects the protrusion 32 of the A-pillar inner member 30 to the lower side beam 50 (specifically, the upper flange portion 61 and the upper web portion 62). That is, multiple joints between the A-pillar inner member 30 and the lower side beam 50 can be provided. Therefore, compared to the case where the joint between the lower side beam 50 and the A-pillar inner member 30 is single, the rigidity of the joint between the A-pillar inner member 30 and the lower side beam 50 can be improved. Furthermore, the overall rigidity of the vehicle side structure 10 can be improved.

[0053] Furthermore, in this embodiment, the lower sidewall portion 32C of the protrusion 32 engages with the upper web portion 62 of the lower side beam 50, and the top portion 32B of the protrusion 32 engages with the upper flange portion 61 of the lower side beam 50. That is, the engagement portion between the lower side beam 50 and the protrusion 32 is two-fold. As a result, compared to the case where the engagement point between the lower side beam 50 and the protrusion 32 is single, the rigidity of the engagement portion between the protrusion 32 (in other words, the A-pillar inner member 30 including the protrusion 32) and the lower side beam 50 can be further improved. Consequently, the overall rigidity of the vehicle side structure 10 can be further improved.

[0054] Furthermore, in this embodiment, since the lower side beam 50 is joined not only to the protrusion 32 but also to the base 31, the joint between the A-pillar inner component 30 and the lower side beam 50 is provided at three locations. Therefore, the rigidity of the joint between the A-pillar inner component 30 and the lower side beam 50 can be further improved. Consequently, the overall rigidity of the vehicle side structure 10 can be further improved.

[0055] Regarding the rigidity improvement effect of this embodiment, it will be used Figure 3 To explain in detail. Additionally, in Figure 3 In the middle, the horizontal axis represents the... Figure 1 The position of the vehicle side structure 10 in the vehicle's longitudinal direction is shown by a single-dotted line. Furthermore, the longitudinal axis represents the displacement when a load is applied to a part of the vehicle (e.g., the joint portion of the upper suspension arm) (more specifically, a value obtained by differentiating the displacement by a second derivative). Additionally, the case where the protrusion 32 is joined to the lower side beam 50 as in this embodiment is indicated as "joined," and the case where the protrusion 32 is not joined to the lower side beam 50 is indicated as "not joined."

[0056] like Figure 3 As shown, although L14, L15, and L16, where significant displacement occurred, are considered inflection points of the vehicle side structure 10, it is known that at these inflection points, the displacement decreases when there is engagement. Therefore, according to Figure 3 It is also understandable that, in this embodiment, the rigidity of the joint between the A-pillar internal component 30 and the lower side beam 50 has been improved.

[0057] Furthermore, the A-pillar inner component 30 is generally manufactured by sheet metal processing of a high-strength material. Because high-strength materials have high strength, they have poor machinability, making it difficult to create complex shapes during sheet metal processing. Therefore, it is difficult to form a relatively deep drawing, i.e., a protrusion 32, on the A-pillar inner component 30 that can engage with the lower side beam 50 through sheet metal processing. On the other hand, in the vehicle side structure 10 according to this embodiment, since the A-pillar inner component 30 is a die-cast product, it is easy to shape the A-pillar inner component 30 into the desired shape. Therefore, it is easy to form a protrusion 32 on the A-pillar inner component 30 that can engage with the lower side beam 50.

[0058] Furthermore, in this embodiment, the energy absorption section 51 is joined to the upper flange 61 of the lower side beam 50 via the upper joining plate 55. Therefore, when joining the upper flange 61 to the top 32B, the energy absorption section 51 can also be joined to the lower side beam 50. This simplifies the joining operation of the energy absorption section 51.

[0059] Furthermore, in this embodiment, the protrusion 32 of the A-pillar inner component 30 is provided such that it abuts against the contact portion of the upper flange 61 of the lower side beam inner component 60 and the upper flange 71 of the lower side beam outer component 70. Thus, via the protrusion 32, the engaging device can approach the contact portion of the upper flange 61 of the lower side beam inner component 60 and the upper flange 71 of the lower side beam outer component 70. This allows the upper flange 61 of the lower side beam inner component 60 and the upper flange 71 of the lower side beam outer component 70 to be engaged. Therefore, the rigidity of the lower side beam 50 can be improved. By improving the rigidity of the lower side beam 50, the overall rigidity of the vehicle side structure 10 can be improved.

[0060] use Figure 4 The comparative example shown, involving the vehicle side structure 110, will be used to illustrate in detail the effect of improving the rigidity of the lower side beam 50 in this embodiment. Figure 4 The image shows a longitudinal section of the vehicle side structure 110.

[0061] The comparative example involves a vehicle side structure 110 that includes an A-pillar inner component 130, an A-pillar outer component 140, a lower side beam inner component 160, and a lower side beam outer component 170.

[0062] The lower part of the A-pillar inner component 130 and the lower side beam inner component 160 are joined together at joint point P11. Furthermore, the lower part of the A-pillar outer component 140 and the lower side beam outer component 170 are joined together at joint point P12. The flange portion 131 located on the upper part of the A-pillar inner component 130 and the flange portion 141 located on the upper part of the A-pillar outer component 140 are joined together at joint point P13. Furthermore, the lower flange portion 161 located on the lower part of the lower side beam inner component 160 and the lower flange portion 171 located on the lower part of the lower side beam outer component 170 are joined together at joint point P14.

[0063] When manufacturing the vehicle side structure 110, the following sequence is followed: First, the A-pillar inner component 130 is joined to the lower side beam inner component 160 (refer to joint point P11). Next, the A-pillar outer component 140 is joined to the lower side beam outer component 170 (refer to joint point P12). Next, the flange portion 131 of the A-pillar inner component 130 is joined to the flange portion 141 of the A-pillar outer component 140 (refer to joint point P13). Next, the lower flange portion 161 of the lower side beam inner component 160 is joined to the lower flange portion 171 of the lower side beam outer component 170 (refer to joint point P14). Furthermore, although the joining method at each joint point is not particularly limited, spot welding can be cited as an example of a joining method.

[0064] If the joints are joined sequentially in this manner, a closed space S2 will be provided between the A-pillar inner component 130 and the A-pillar outer component 140 and the lower side beam inner component 160 and the lower side beam outer component 170. The contact portion between the upper flange 162 located on the upper part of the lower side beam inner component 160 and the upper flange 172 located on the upper part of the lower side beam outer component 170 (refer to...) Figure 4 B) will be located in the enclosed space S2. Therefore, the engaging device cannot be brought to the contact portion. Therefore, in the vehicle side structure 110 involved in the comparative example, the upper flange 162 of the lower side beam inner member 160 cannot be engaged with the upper flange 172 of the lower side beam outer member 170. Therefore, there is a possibility that the rigidity of the lower side beam 150 will be reduced, and the overall rigidity of the vehicle side structure 110 will also be reduced.

[0065] On the other hand, such as Figure 2As shown, in the vehicle side structure 10 according to this embodiment, a protrusion 32 is provided on the A-pillar inner member 30. Therefore, via the protrusion 32, the engaging device can be brought to the contact portion between the upper flange 61 of the lower side beam inner member 60 and the upper flange 71 of the lower side beam outer member 70. Therefore, since the upper flange 61 of the lower side beam inner member 60 and the upper flange 71 of the lower side beam outer member 70 can be engaged, the rigidity of the lower side beam 50 can be improved, thereby improving the overall rigidity of the vehicle side structure 10.

[0066] Change example Although the vehicle side structure according to the embodiments has been described above, the present invention can be appropriately modified without departing from its spirit. For example, although an example of two protrusions 32 has been described in the above embodiments, the present invention is not limited thereto. The number of protrusions 32 may be single or more than three. Furthermore, the shape of the protrusions 32 is not limited to the shape described in the above embodiments.

Claims

1. A vehicle side structure, comprising: The main body of the frame is a die-cast product that integrally has a wheel arch and a pillar, the pillar being located on the rear side of the wheel arch; The lower beam portion is located on the outer side of the pillar portion in the vehicle width direction and engages with the pillar portion. The pillar has a base and a protrusion, the protrusion projecting outward from the base in the vehicle width direction. The lower beam portion has a first joint portion that engages with the base portion and a second joint portion that engages with the protrusion portion.

2. The vehicle side structure as described in claim 1, wherein, The protrusion has a sidewall portion extending outward from the base in the vehicle width direction, and a top portion extending upward from the outer end of the sidewall portion in the vehicle width direction toward the upper side in the vehicle vertical direction. The second joint has a first wall portion extending in the vertical direction of the vehicle, and a second wall portion extending from the lower end of the first wall portion toward the inner side in the width direction of the vehicle. The sidewall portion is joined to the second wall portion, and the top portion is joined to the first wall portion.

3. The vehicle side structure as described in claim 2, wherein, An energy absorption unit is housed within the lower beam section. The energy absorption section is joined to the first wall section.

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