Side structure of the vehicle

Abstract

This provides a vehicle side structure that can improve the rigidity of the joint between the pillar and the rocker. [Solution] The vehicle side structure 10 comprises a die-cast skeletal body having a wheel arch portion 21 and an A-pillar inner 30 provided on the rear side of the wheel arch portion 21 as an integral part, and a rocker 50 provided on the outside of the A-pillar inner 30 in the vehicle width direction and joined to the A-pillar inner 30. The A-pillar inner 30 has a base portion 31 and a protrusion 32 that projects outward from the base portion 31 in the vehicle width direction, and the rocker 50 has a vertical wall portion 63 joined to the base portion 31 and an upper flange portion 61 and an upper web portion 62 joined to the protrusion 32.

Description

Technical Field

[0001] The present invention relates to a vehicle side structure.

Background Art

[0002] Patent Document 1 discloses a vehicle front structure including a front pillar inner and a rocker inner provided inside the front pillar inner in the vehicle width direction and joined to the front pillar inner. In this structure, the front pillar inner is provided extending in the vertical direction. Further, the rocker inner has an upper flange portion, a lower flange portion, and a bulging portion that bulges inward in the vehicle width direction between the upper flange portion and the lower flange portion.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the structure described in Patent Document 1, the rocker inner is provided inside the pillar inner in the vehicle width direction. On the other hand, in some vehicles, the rocker inner may be provided outside the pillar inner in the vehicle width direction. In the structure described in Patent Document 1, when the rocker inner is provided outside the pillar inner in the vehicle width direction, the portion where the rocker inner contacts the pillar inner is only the bulging portion. Therefore, the joint portion between the rocker inner and the pillar inner can be provided only at one location where the bulging portion of the rocker inner contacts the pillar inner. Thus, there are few joints between the pillar inner and the rocker, and the rigidity of the joint portion between the pillar inner and the rocker may be low.

[0005] In consideration of the above facts, the present invention aims to provide a vehicle side structure that can improve the rigidity of the joint between the pillar and the rocker. [Means for solving the problem]

[0006] The vehicle side structure according to the first embodiment comprises a die-cast skeletal body integrally having a wheel arch portion and a pillar portion provided on the rear side of the wheel arch portion, and a rocker portion provided on the outside in the vehicle width direction of the pillar portion and joined to the pillar portion, wherein the pillar portion has a base portion and a convex portion projecting outward from the base portion in the vehicle width direction, and the rocker portion has a first joint portion joined to the base portion and a second joint portion joined to the convex portion.

[0007] In the vehicle side structure according to the first embodiment, the pillar portion has a base portion and a protrusion that projects outward from the base portion in the vehicle width direction. As a result, a joint can be provided between the pillar portion and the rocker portion, which is a joint point that connects the base portion of the pillar portion to the first joint portion of the rocker portion, and a joint point that connects the protrusion portion of the pillar portion to the second joint portion of the rocker portion. In other words, multiple joint points can be provided between the pillar portion and the rocker portion. Therefore, the rigidity of the joint portion between the pillar portion and the rocker portion can be improved compared to the case where there is only one joint point between the rocker portion and the pillar portion.

[0008] The vehicle side structure according to the second embodiment, in the first embodiment, has a protrusion that extends outward from the base in the vehicle width direction and a top that extends upward in the vehicle vertical direction from the outer end of the side wall in the vehicle width direction, and a second joint that has a first wall that extends inward in the vehicle width direction from the lower end of the first wall, and the side wall and the second wall are joined together, and the top and the first wall are joined together.

[0009] In the vehicle side structure according to the second embodiment, the side wall of the convex portion is connected to the second wall of the rocker portion, and the top of the convex portion is connected to the first wall of the rocker portion. In other words, there are two joints between the rocker portion and the convex portion. This makes it possible to further improve the rigidity of the joint between the convex portion (in other words, the pillar portion containing the convex portion) and the rocker portion compared to the case where there is only one joint between the rocker portion and the convex portion. Consequently, the rigidity of the entire vehicle side structure can be further improved.

[0010] In the third embodiment of the vehicle side structure, an energy absorption unit is housed within the rocker portion, and the energy absorption unit is joined to the first wall portion.

[0011] In the vehicle side structure according to claim 3, the energy absorption section is joined to the first wall section of the rocker section. This makes it easier to join the first wall section and the energy absorption section when joining the first wall section and the top section. Therefore, the joining work of the energy absorption section can be simplified. [Effects of the Invention]

[0012] As described above, the vehicle side structure according to the present invention has the excellent effect of improving the rigidity of the joint between the pillar portion and the rocker portion. [Brief explanation of the drawing]

[0013] [Figure 1] This is a side view of the vehicle side structure according to this embodiment. [Figure 2] This is a cross-sectional view taken along the line AA in Figure 1. [Figure 3] Figure 1 is a graph showing the displacement of the vehicle's side structure at various positions in the longitudinal direction when a load is applied to the vehicle's side structure. [Figure 4] This is a longitudinal cross-sectional view of the vehicle side structure according to a comparative example. [Modes for carrying out the invention]

[0014] Hereinafter, embodiments of the vehicle side structure 10 according to the present invention will be described with reference to the drawings. In each figure, arrows FR indicate the front of the vehicle in the longitudinal direction, arrows IN indicate the inside in the vehicle width direction, and arrows UP indicate the top of the vehicle in the vertical direction. In the following description, when simply referred to as "longitudinal direction," "width direction," and "vertical direction," they refer to the longitudinal direction, vehicle width direction, and vehicle vertical direction, respectively. Also, the left-right direction means the left-right direction when the vehicle is facing forward.

[0015] [vehicle] The vehicle to which the vehicle side structure 10 according to this embodiment is applied is, for example, a battery electric vehicle (BEV). However, the vehicle to which the vehicle side structure 10 according to this embodiment can be applied is not limited to BEVs. For example, the vehicle side structure 10 according to this embodiment may be applied to fuel cell vehicles and the like.

[0016] [Vehicle side structure] As shown in Figure 1, the vehicle side structure 10 comprises a die-cast frame body 20, an A-pillar outer 40 provided on the outside of the frame body 20 in the vehicle width direction, and a rocker (rocker section) 50 provided on the rear side of the frame body 20 in the vehicle longitudinal direction. Note that Figure 1 shows the vehicle side structure 10 as viewed from the inside in the vehicle width direction. That is, in Figure 1, the far side of the paper is the outside in the vehicle width direction, and the near side of the paper is the inside in the vehicle width direction.

[0017] As shown in Figure 1, the frame body 20 integrally comprises a pair of left and right wheel arch sections 21, a cross member (not shown) connecting the pair of left and right wheel arch sections 21, and a pair of left and right A-pillar inners (pillar sections) 30 provided on the rear side of the wheel arch sections 21. The frame body 20 is formed by die-casting using an aluminum alloy, magnesium alloy, or the like as the material.

[0018] Each wheel arch portion 21 is configured to accommodate a front wheel (not shown). An A-pillar inner 30 and an A-pillar outer 40 are provided on the rear side in the vehicle longitudinal direction of each wheel arch portion 21.

[0019] [A-pillar inner] As shown in FIGS. 1 and 2, the A-pillar inner 30 is a plate-like member. The A-pillar inner 30 is arranged such that the plate surface (main surface) is a surface including the vehicle longitudinal direction and the vehicle vertical direction. As shown in FIG. 2, the A-pillar inner 30 is provided inside the A-pillar outer 40 in the vehicle width direction. The A-pillar inner 30 and the A-pillar outer 40 are separated from each other, and the outer surface of the A-pillar inner 30 and the inner surface of the A-pillar outer 40 face each other. A space is provided between the A-pillar inner 30 and the A-pillar outer 40. The A-pillar inner 30 and the A-pillar outer 40 are joined at a joining point (not shown) and constitute an A-pillar.

[0020] As shown in FIG. 1, a door opening D is provided on the rear side of the A-pillar inner 30. The rear end portion of the A-pillar inner 30 defines a part of the door opening D. As shown in FIG. 2, the A-pillar inner 30 integrally has a base portion 31 and a convex portion 32 that protrudes outward in the vehicle width direction from the base portion 31 in a cross section (hereinafter referred to as a "vertical cross section") cut by a plane orthogonal to the vehicle longitudinal direction.

[0021] The base portion 31 is continuous with the wheel arch portion 21. The base portion 31 is a portion of the A-pillar inner 30 where the convex portion 32 is not provided. The base portion 31 is formed in a substantially flat plate shape and is arranged such that the plate surface (main surface) is a surface including the vehicle longitudinal direction and the vehicle vertical direction.

[0022] A plurality of (in this embodiment, two as an example) convex portions 32 are provided. The plurality of convex portions 32 are provided at the lower part of the A-pillar inner 30 and are arranged side by side at a predetermined interval along the vehicle longitudinal direction.

[0023] As shown in Figures 1 and 2, the protrusion 32 projects outward in the vehicle width direction. Note that Figure 1 is a view of the A-pillar inner 30 from the inside in the vehicle width direction, so the protrusion 32 shown in Figure 1 projects in the depth direction of the paper. As shown in Figure 1, the protrusion 32 is formed in the shape of a truncated square pyramid. The sides of the protrusion 32 are inclined such that the cross-sectional area decreases towards the tip (in other words, the outer end in the vehicle width direction).

[0024] As shown in Figure 2, in a longitudinal section, the protrusion 32 integrally comprises an upper side wall portion 32A that bends from the base portion 31 and extends outward and downward in the vehicle width direction, a top portion 32B that bends from the lower end of the upper side wall portion 32A and extends downward, and a lower side wall portion (side wall portion) 32C that bends from the lower end of the top portion 32B and extends inward and downward in the vehicle width direction.

[0025] The upper side wall portion 32A and the lower side wall portion 32C are provided so as to be inclined with respect to the base portion 31. The inclination angle of the upper side wall portion 32A is smaller than the inclination angle of the lower side wall portion 32C. The inclination angles of the upper side wall portion 32A and the lower side wall portion 32C are the acute angles among the angles with respect to the base portion 31.

[0026] The top portion 32B bends upward from the outer end of the lower side wall portion 32C. The top portion 32B extends approximately parallel to the base portion 31. The outer surface of the top portion 32B in the vehicle width direction is in surface contact with the inner surface of the rocker 50 (specifically, the flange portion 61 of the rocker inner 60) in the vehicle width direction. A through hole is formed in the top portion 32B that penetrates in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted through this through hole. The top portion 32B is fastened and fixed to the upper flange portion 61 of the rocker inner 60, the upper connecting plate 55, and the upper flange portion 71 of the rocker outer 70, which will be described later, by the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0027] The lower side wall portion 32B extends upward and outward in the vehicle width direction from the base portion 31 (specifically, the portion of the base portion 31 located below the protrusion portion 32). The outer surface of the lower side wall portion 32C in the vehicle width direction is in surface contact with the inner surface of the upper web portion 62 of the rocker inner 60 in the vehicle width direction. The lower inclined portion 32C and the upper web portion 62 of the rocker inner 60 are joined at the joint point P1 by a self-piercing rivet.

[0028] [A pillar outer] The A-pillar outer 40 is a plate-shaped member. The A-pillar outer 40 is made of, for example, a steel plate. The A-pillar outer 40 is positioned so that its plate surface (main surface) includes the vehicle's longitudinal direction and the vehicle's vertical direction. As shown in Figure 2, the A-pillar outer 40 is provided on the outside of the A-pillar inner 30 in the vehicle's width direction. The inner surface of the lower end of the A-pillar outer 40 is in surface contact with the outer surface of the rocker 50 (specifically, the rocker outer 70). The A-pillar outer 40 and the rocker outer 70 are joined at joint point P2 by spot welding.

[0029] [Rocca] The rocker 50 is an elongated member extending in the longitudinal direction of the vehicle, with a space (hereinafter referred to as "internal space S") provided inside. The rocker 50 houses the energy absorption section 51 in the internal space S. The rocker 50 is joined to the A-pillar inner 30 and the A-pillar outer 40. The rocker 50 is provided on the outside of the A-pillar inner 30 in the vehicle width direction. Also, the rocker 50 is provided on the inside of the A-pillar outer 40 in the vehicle width direction. In other words, the rocker 50 is provided between the A-pillar inner 30 and the A-pillar outer 40.

[0030] The rocker 50 includes a rocker inner 60 joined to the A-pillar inner 30, and a rocker outer 70 provided on the outside of the rocker inner 60 in the vehicle width direction and joined to the A-pillar outer 40. The rocker inner 60 and the rocker outer 70 are arranged facing each other, and an internal space S is provided between the rocker inner 60 and the rocker outer 70. The rocker inner 60 and the rocker outer 70 are joined at a joint (not shown).

[0031] The rocker inner 60 is a plate-shaped member. The rocker inner 60 is made of, for example, a steel plate. The rocker inner 60 has a roughly hat-shaped longitudinal cross-section. The longitudinal cross-sectional shape of the rocker inner 60 is uniform throughout the entire length of the vehicle in the front-rear direction. The rocker inner 60 integrally comprises, in its longitudinal section, an upper flange portion (second joint portion, first wall portion) 61 that makes surface contact with the top portion 32B of the convex portion 32; an upper web portion (second joint portion, second wall portion) 62 that bends from the lower end of the upper flange portion 61 and extends downward and inward in the vehicle width direction; a vertical wall portion (first joint portion) 63 that bends from the lower end of the upper web portion 62 and extends downward; a first lower web portion 64 that bends from the lower end of the vertical wall portion 63 and extends outward in the vehicle width direction; a second lower web portion 65 that 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; and a lower flange portion 66 that bends from the lower end of the second lower web portion 65 and extends downward. The upper flange portion 61, upper web portion 62, and vertical wall portion 63 of the rocker inner 60 are shaped to correspond to the upper side wall portion 32A, top portion 32B, and base portion 31 of the protrusion portion 32 of the A pillar inner 30.

[0032] The upper flange portion 61 extends substantially parallel to the top portion 32B. Almost the entire inner surface of the upper flange portion 61 in the vehicle width direction is in surface contact with the outer surface of the top portion 32B in the vehicle width direction. Also, almost the entire outer surface of the upper flange portion 61 in the vehicle width direction is in surface contact with the inner surface of the upper joining plate 55 in the vehicle width direction. Furthermore, a through hole is formed in the upper flange portion 61 that penetrates in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted through this through hole. The upper flange portion 61 is fastened and fixed to the top portion 32B of the protrusion 32, the upper joining plate 55, and the upper flange portion 71 of the rocker outer 70 (described later) by the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0033] The upper web portion 62 extends substantially parallel to the lower side wall portion 32C. 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 surface contact with the outer surface of the lower side wall 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 side wall portion 32C are joined at joint point P1 by self-piercing rivets. 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 internal space S.

[0034] The vertical wall portion 63 extends substantially parallel to the base portion 31. The upper part of the inner surface of the vertical wall portion 63 in the vehicle width direction is in surface contact with the outer surface of the base portion 31 (specifically, the portion of the base portion 31 located below the convex portion 32) in the vehicle width direction. The lower part of the inner surface of the vertical wall portion 63 in the vehicle width direction is in surface contact with the outer end of the heat dissipation fin portion 90 in the vehicle width direction. In addition, the upper part of the outer surface of the vertical wall portion 63 in the vehicle width direction is in surface contact with the energy absorption portion 51, which will be described later. The vertical wall portion 63 and the heat dissipation fin portion 90 are joined at joint point P3 by spot welding. The lower part of the outer surface of the vertical wall portion 63 in the vehicle width direction faces the internal space S. Furthermore, through holes are formed in the vertical wall portion 63 that penetrate in the vehicle width direction (in other words, the plate thickness direction), and bolts 58 are inserted through these through holes. The vertical wall portion 63 is fastened and fixed to the base portion 31 and the energy absorption portion 51 by bolts 58 and nuts 59 that are screwed onto both ends of bolts 58.

[0035] The first lower web portion 64 has its upper surface in the vehicle's vertical direction facing the internal space S. The second lower web portion 65 has its outer surface in the vehicle's width direction (in other words, its upper surface in the vehicle's vertical direction) facing the internal space S.

[0036] The entire outer surface of the lower flange portion 66 in the vehicle width direction is in surface 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 rocker outer 70 by spot welding at the joining point P4.

[0037] The rocker outer 70 is a plate-shaped member. The rocker outer 70 is made of, for example, steel. The rocker outer 70 has a roughly hat-shaped longitudinal cross-section. The longitudinal cross-sectional shape of the rocker outer 70 is uniform throughout the entire length in the longitudinal direction of the vehicle. The rocker outer 70 integrally includes, in its longitudinal section, an upper flange portion 71 that surface contacts the upper flange portion 61 of the rocker inner 60 via an upper joining plate 55, an upper web portion 72 that bends downward and extends outward in the vehicle width direction from the lower end of the upper flange portion 71, a vertical wall portion 73 that bends downward from the lower end of the upper web portion 72, a lower web portion 74 that bends downward and extends inward in the vehicle width direction from the lower end of the vertical wall portion 73, and a lower flange portion 75 that bends downward from the lower end of the lower web portion 74.

[0038] The upper flange portion 71 extends substantially parallel to the top portion 32B and the upper flange portion 61 of the rocker inner 60. The entire inner surface of the upper flange portion 71 in the vehicle width direction is in surface contact with the outer surface of the upper joining plate 55 in the vehicle width direction. Furthermore, a through hole is formed in the upper flange portion 71 that penetrates in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted through this through hole. The upper flange portion 71 is fastened and fixed to the top portion 32B of the protrusion 32, the upper joining plate 55, and the upper flange portion 61 of the rocker inner 60 by the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0039] The upper web portion 72 has an inner surface in the vehicle width direction (in other words, the lower surface in the vehicle vertical direction) facing the internal space S. The lower web portion 74 has an inner surface in the vehicle width direction (in other words, the upper surface in the vehicle vertical direction) facing the internal space S.

[0040] The vertical wall portion 73 extends substantially parallel to the base portion 31 and the vertical wall portion 63 of the rocker inner 60. The upper part of the inner surface of the vertical wall portion 73 in the vehicle width direction abuts against the energy absorption portion 51. The lower part of the inner surface of the vertical wall portion 73 in the vehicle width direction faces the internal space S. The upper part of the inner surface of the vertical wall portion 73 in the vehicle width direction is in surface contact with the lower part of the inner surface of the rocker outer 40 in the vehicle width direction. The vertical wall portion 73 and the rocker outer 40 are joined at joint point P2 by spot welding.

[0041] The entire inner surface of the lower flange portion 75 in the vehicle width direction is in surface 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 rocker inner 60 by spot welding at the joining point P4.

[0042] An energy absorption section 51 is provided in the internal space S of the rocker 50. The energy absorption section 51 has a housing 51A that forms a roughly rectangular parallelepiped outer shell, and a plurality of vertical wall sections 51B provided inside the housing 51A and connecting the ceiling and bottom surfaces of the housing 51A. The plurality of vertical wall sections 51B are arranged in a line at predetermined intervals along the vehicle width direction. In a vertical cross-section, the energy absorption section 51 is configured in a ladder shape. When an object collides with the side of the vehicle, the energy absorption section 51 absorbs the collision energy by deforming.

[0043] The inner end of the energy absorption section 51 in the vehicle width direction is in contact with the outer surface of the rocker inner 60 (specifically, the vertical wall portion 63 of the rocker inner 60). A through hole is formed in the inner end of the energy absorption section 51 in the vehicle width direction (in other words, the plate thickness direction), and a bolt 58 is inserted through this through hole. The energy absorption section 51 is fastened and fixed to the vertical wall portion 63 of the rocker inner 60 and the base portion 31 of the A-pillar inner 30 by the bolt 58 and nuts 59 screwed onto both ends of the bolt 58. Furthermore, the outer end of the energy absorption section 51 in the vehicle width direction is in contact with the inner surface of the vertical wall section 73 of the rocker outer 70 in the vehicle width direction.

[0044] An upper joint 52 is connected to the upper surface of the energy absorption section 51. The upper joint 52 is a plate-shaped member that extends upward from the upper surface of the energy absorption section 51. The inner surface of the upper joint 52 in the vehicle width direction is in surface contact with the outer surface of the upper joint plate 55. The inner surface of the upper joint 52 and the outer surface of the upper joint plate 55 are joined at joint point P5 by self-piercing rivets.

[0045] The upper joining plate 55 is a plate-shaped member and is provided so as to be sandwiched between the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70. The upper joining plate 55 has a through hole formed therein that penetrates in the vehicle width direction (in other words, the plate thickness direction), and a bolt 35 is inserted through this through hole. The upper joining plate 55 is fastened and fixed to the top portion 32B of the protrusion 32, the upper flange portion 61 of the rocker inner 60, and the upper flange portion 71 of the rocker outer 70 by the bolt 35 and nuts 36 screwed onto both ends of the bolt 35.

[0046] A lower joint 53 is connected to the lower surface of the energy absorption section 51. The lower joint 53 is a plate-shaped member that extends downward from the lower surface of the energy absorption section 51. The outer surface of the lower joint 53 in the vehicle width direction is in surface contact with the inner surface of the lower joint plate 56. The inner surface of the lower joint 53 and the outer surface of the lower joint plate 56 are joined at joint point P6 by a self-piercing rivet.

[0047] The lower joining plate 56 is a plate-shaped member that is sandwiched between the lower flange portion 66 of the rocker inner 60 and the lower flange portion 75 of the rocker outer 70. The lower joining plate 56 is joined to the lower flange portion 66 of the rocker inner 60 and the lower flange portion 75 of the rocker outer 70 by spot welding at the joining point P4.

[0048] Furthermore, a heat dissipation fin section 90 having a plurality of fins 91 is joined to the inner surface of the rocker 50 (specifically, the vertical wall portion 63 of the rocker inner 60). The heat dissipation fin section 90 has a plurality of fins 91 that extend in the longitudinal direction of the vehicle. The plurality of fins 91 are arranged in a line at predetermined intervals along the vehicle width direction.

[0049] [Effects / Effects] According to this embodiment, the following effects and advantages are achieved. In this embodiment, the frame body 20 is made of die-cast material. Therefore, the frame body 20 itself has high rigidity. However, if the rigidity of the joint between the frame body 20 and the rocker 50 is low, the joint between the frame body 20 and the rocker 50 may become an inflection point, which may reduce the overall rigidity of the vehicle side structure 10.

[0050] On the other hand, in this embodiment, the A-pillar inner 30 has a base portion 31 and a protrusion 32 that projects outward from the base portion 31 in the vehicle width direction. As a result, there can be two joints for joining the A-pillar inner 30 and the rocker 50: one that joins the base portion 31 of the A-pillar inner 30 to the rocker 50 (specifically, the vertical wall portion 63), and another that joins the protrusion 32 of the A-pillar inner 30 to the rocker 50 (specifically, the upper flange portion 61 and the upper web portion 62). In other words, multiple joints can be provided between the A-pillar inner 30 and the rocker 50. Therefore, compared to the case where there is only one joint between the rocker 50 and the A-pillar inner 30, the rigidity of the joint between the A-pillar inner 30 and the rocker 50 can be improved. Consequently, the rigidity of the entire vehicle side structure 10 can be improved.

[0051] Furthermore, in this embodiment, the lower side wall portion 32C of the protrusion 32 is joined to the upper web portion 62 of the rocker 50, and the top portion 32B of the protrusion 32 is joined to the upper flange portion 61 of the rocker 50. In other words, there are two joints between the rocker 50 and the protrusion 32. This makes it possible to further improve the rigidity of the joint between the protrusion 32 (in other words, the A-pillar inner 30 which includes the protrusion 32) and the rocker 50 compared to the case where there is only one joint between the rocker 50 and the protrusion 32. Consequently, the rigidity of the entire vehicle side structure 10 can be further improved.

[0052] Furthermore, in this embodiment, the rocker 50 is joined not only at the joint between the rocker 50 and the protrusion 32, but also at the base 51, resulting in three joints between the A-pillar inner 30 and the rocker 50. Therefore, the rigidity of the joint between the A-pillar inner 30 and the rocker 50 can be further improved. Consequently, the rigidity of the entire vehicle side structure 10 can be further improved.

[0053] The rigidity improvement effect of this embodiment will be explained in detail with reference to Figure 3. In Figure 3, the horizontal axis represents the position of the vehicle side structure 10 in the longitudinal direction of the vehicle, which is shown by a dashed line in Figure 1. The vertical axis represents the amount of displacement (more specifically, the value obtained by taking the second derivative of the displacement) when a load is applied to a part of the vehicle (for example, the fastening portion of the suspension upper arm). Furthermore, in this embodiment, the case where the convex portion 32 and the rocker 50 are joined is shown as "joined," and the case where the convex portion 32 and the rocker 50 are not joined is shown as "not joined."

[0054] As shown in Figure 3, L14, L15, and L16, where large displacements occur, are considered to be inflection points of the vehicle side structure 10. It can be seen that the amount of displacement is smaller at these inflection points when there is a joint. Therefore, from Figure 3, it can be understood that the rigidity of the joint between the A-pillar inner 30 and the rocker 50 is improved in this embodiment.

[0055] Furthermore, the A-pillar inner 30 is generally manufactured by sheet metal processing of high-tensile steel. Due to its high strength, high-tensile steel is difficult to process, making it difficult to create complex shapes through sheet metal processing. Therefore, it is difficult to form a relatively deep convex portion 32, which can be joined to the rocker 50, on the A-pillar inner 30 through sheet metal processing. On the other hand, in the vehicle side structure 10 according to this embodiment, the A-pillar inner 30 is a die-cast product, making it easy to shape the A-pillar inner 30 into the desired shape. As a result, a convex portion 32 that can be joined to the rocker 50 can be easily formed on the A-pillar inner 30.

[0056] Furthermore, in this embodiment, the energy absorption section 51 is joined to the upper flange section 61 of the rocker 50 via the upper joining plate 55. This allows the energy absorption section 51 to be joined to the rocker 50 at the same time as joining the upper flange section 61 to the top section 32B. Therefore, the joining work for the energy absorption section 51 can be simplified.

[0057] Furthermore, in this embodiment, the protrusion 31 of the A-pillar inner 30 is provided so as to abut against the contact portion between the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70. This allows the joining device to access the contact portion between the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70 via the protrusion 31. This enables the joining of the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70. Therefore, the rigidity of the rocker 50 can be improved. By improving the rigidity of the rocker 50, the overall rigidity of the vehicle side structure 10 can be improved.

[0058] The effect of the rocker 50 in improving rigidity in this embodiment will be explained in detail using the vehicle side structure 110, which is a comparative example shown in Figure 4. Figure 4 shows a longitudinal cross-section of the vehicle side structure 110.

[0059] The vehicle side structure 110 in the comparative example comprises an A-pillar inner 130, an A-pillar outer 140, a rocker inner 160, and a rocker outer 170.

[0060] The lower part of the A-pillar inner 130 and the rocker inner 160 are joined at joint point P11. The lower part of the A-pillar outer 140 and the rocker outer 170 are joined at joint point P12. The flange portion 131 provided on the upper part of the A-pillar inner 130 and the flange portion 141 provided on the upper part of the A-pillar outer 140 are joined at joint point P13. The lower flange portion 161 provided on the lower part of the rocker inner 160 and the lower flange portion 171 provided on the lower part of the rocker outer 170 are joined at joint point P14.

[0061] When manufacturing the vehicle side structure 110, the following steps are taken: First, the A-pillar inner 130 and the rocker inner 160 are joined (see joining point P11). Next, the A-pillar outer 140 and the rocker outer 170 are joined (see joining point P12). Next, the flange portion 131 of the A-pillar inner 130 is joined to the flange portion 141 of the A-pillar outer 140 (see joining point P13). Next, the lower flange portion 161 of the rocker inner 160 is joined to the lower flange portion 171 of the rocker outer 170 (see joining point P14). The joining method at each joining point is not particularly limited, but spot welding is one example of a joining method.

[0062] When the joining points are joined in this order, a closed space S2 is created between the A-pillar inner 130 and A-pillar outer 140 and the rocker inner 160 and rocker outer 170. The contact portion (see B in Figure 4) between the upper flange portion 162 provided on the upper part of the rocker inner 160 and the upper flange portion 172 provided on the upper part of the rocker outer 170 is located in the closed space S2, so the joining device cannot be brought to this contact portion. For this reason, in the vehicle side structure 110 according to the comparative example, the upper flange portion 162 of the rocker inner 160 and the upper flange portion 172 of the rocker outer 170 cannot be joined. Consequently, the rigidity of the rocker 150 is reduced, and the overall rigidity of the vehicle side structure 110 may also be reduced.

[0063] On the other hand, as shown in Figure 2, in the vehicle side structure 10 according to this embodiment, a protrusion 31 is provided on the A-pillar inner 30, so the joining device can be brought to the contact point between the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70 via the protrusion 31. Therefore, the upper flange portion 61 of the rocker inner 60 and the upper flange portion 71 of the rocker outer 70 can be joined, thereby increasing the rigidity of the rocker 50 and improving the overall rigidity of the vehicle side structure 10.

[0064] [Differentiation] Although the vehicle side structure according to the embodiment has been described above, the present invention can be modified as appropriate without departing from its spirit. For example, although the above embodiment describes an example where there are two protrusions 32, the present invention is not limited to this. The number of protrusions 32 may be one or three or more. Furthermore, the shape of the protrusions 32 is not limited to the shape described in the above embodiment. [Explanation of Symbols]

[0065] 10 Vehicle side structure 20 Skeleton 21 Wheel arch section 30 A-pillar inner (pillar section) 31 Base 32 Convex part 32B Top 32C Lower side wall (side wall) 50 Rocka (Rocker Department) 51 Energy absorption section 61 Upper flange portion (second joint portion, first wall portion) 62 Upper web section (second joint, second wall section) 63 Vertical wall part (1st joint part)

Claims

1. A die-cast frame body having a wheel arch section and a pillar section provided on the rear side of the wheel arch section as an integral part, A rocker portion is provided on the outer side of the pillar portion in the vehicle width direction and is joined to the pillar portion, Equipped with, The pillar portion has a base portion and a protrusion that extends outward from the base portion in the vehicle width direction. The rocker portion has a first joint portion joined to the base portion and a second joint portion joined to the protrusion portion. Vehicle side structure.

2. The protrusion has a side wall portion extending outward in the vehicle width direction from the base portion, and a top portion extending upward in the vehicle vertical direction from the outer end of the side wall portion in the vehicle width direction. The second joint portion has a first wall portion extending in the vertical direction of the vehicle, and a second wall portion extending inward in the vehicle width direction from the lower end of the first wall portion. The side wall portion and the second wall portion are joined together, The top portion and the first wall portion are joined together. The vehicle side structure according to claim 1.

3. The rocker section contains an energy absorption section. The energy absorbing portion is joined to the first wall portion. The vehicle side structure according to claim 2.

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