Vehicle body side structure and method of manufacturing vehicle body side structure

Abstract

A vehicle body side structure comprises a pillar extending in a vehicle height direction of a vehicle body, an upper side structure or a lower side structure of the vehicle body, and a metal connection component connecting the pillar and the upper side structure or the lower side structure. The connection component gradually decreases in thickness away from the location of connection with the upper side structure or the lower side structure along a vehicle body longitudinal direction of the vehicle body, the upper side structure or the lower side structure is made of a fiber-reinforced resin, and in a transitional area including the connection location as well as areas other than the transitional area, the reinforcing fibers are continuous and the fiber orientation angle varies in relation to the axial direction.

Description

Vehicle body side structure and manufacturing method thereof

[0001] The present disclosure relates to a vehicle body side structure and a method for manufacturing a vehicle body side structure.

[0002] In recent years, with the aim of reducing the weight of automobile bodies such as passenger cars, the use of fiber-reinforced resins, typified by carbon fiber reinforced plastics (hereinafter referred to as CFRP), to manufacture structural materials for automobile bodies has been considered. Structural materials made of fiber-reinforced resins have high rigidity, and in particular, exhibit high strength against compressive stress or tensile stress acting in the direction of fiber orientation. However, even when fiber-reinforced resins are used to construct structural materials for automobile bodies, it is necessary to ensure rigidity against collisions and to ensure the strength of joints with other vehicle components.

[0003] For example, Patent Document 1 discloses a vehicle cabin structure in which a floor section including left and right side sills is integrally molded from carbon fiber reinforced resin, left and right center pillars and roof arches are integrally molded with a hollow cross section from carbon fiber reinforced resin, and the center pillars and side sills are connected via connecting members made of cast aluminum, the lower part of the connecting member is fixed so as to sandwich the inner and outer surfaces of the side sills in the vehicle width direction, the upper part of the connecting member is inserted into and fixed to the lower part of the center pillar, and a recess that opens inward in the vehicle width direction is formed in the middle part of the connecting member in the vertical direction.

[0004] JP 2013-193637 A

[0005] When all structural materials of a car body are made of fiber-reinforced plastics in order to reduce the car body weight, the fracture strain of the fiber-reinforced plastics is small, so they cannot adequately absorb the energy during a moving deformable barrier (MDB) collision. Therefore, it is necessary to improve energy absorption capacity by using multi-material components with metal parts to compensate for the fracture strain. However, it was found that there is a risk of a decrease in ride comfort due to discontinuity in rigidity at the joints between the fiber-reinforced plastic structural materials and the metal parts.

[0006] The purpose of this disclosure, made in consideration of these circumstances, is to provide a vehicle body side structure that improves energy absorption capacity through multi-materialization and can suppress discontinuous changes in rigidity that accompany multi-materialization.

[0007] A vehicle body side structure according to one embodiment of the present disclosure comprises a pillar extending in the vehicle height direction of the vehicle body, an upper side structure or a lower side structure of the vehicle body, and a metal connecting part connecting the pillar and the upper side structure or the lower side structure, wherein the thickness of the connecting part gradually decreases as it moves away from the connection point with the upper side structure or the lower side structure in the fore-and-aft direction of the vehicle body, the upper side structure or the lower side structure is made of fiber-reinforced resin, and the fiber orientation angle differs relative to the axial direction in a state where the reinforcing fibers are continuous in a transition region including the connection point and a region other than the transition region.

[0008] A manufacturing method of a vehicle body side structure according to one embodiment of the present disclosure includes a step of molding a metal connecting part including a first insertion portion that protrudes forward in a vehicle fore-and-aft direction of the vehicle body and has a thickness that gradually decreases toward the front in the vehicle fore-and-aft direction, a second insertion portion that protrudes rearward in the vehicle fore-and-aft direction of the vehicle body and has a thickness that gradually decreases toward the rear in the vehicle fore-and-aft direction, and a third insertion portion that protrudes upward in a vehicle height direction of the vehicle body; and a step of molding a first side structure and a second side structure made of fiber-reinforced resin, the first side structure and the second side structure being connected to the connecting part. The method includes the steps of: molding a first side structure and a second side structure in which the reinforcing fibers are continuous and the fiber orientation angle differs axially in a transition region including a connection point and a region other than the transition region; molding a pillar extending in the vehicle height direction of the vehicle body; and inserting and fixing the transition region side of the first side structure into a first insertion portion of the connecting part, inserting and fixing the transition region side of the second side structure into a second insertion portion of the connecting part, and inserting and fixing the pillar into a third insertion portion of the connecting part.

[0009] According to one embodiment of the present disclosure, a vehicle body side structure can be provided that improves energy absorption capacity through the use of multiple materials and can suppress discontinuous changes in rigidity that accompany the use of multiple materials.

[0010] Fig. 1 is a schematic diagram showing the overall configuration of a vehicle body side portion structure according to an embodiment of the present disclosure; Fig. 2 is a diagram of a connecting part according to an embodiment of the present disclosure viewed from above in a vehicle height direction; Fig. 3 is a diagram of a connecting part according to an embodiment of the present disclosure viewed from the outside in a vehicle width direction; Fig. 4 is a diagram of a connecting part according to an embodiment of the present disclosure viewed from the rear side in a vehicle front-rear direction; Fig. 5 is a diagram explaining the fiber orientation angle of reinforcing fibers in a side sill according to an embodiment of the present disclosure; Fig. 6 is a diagram explaining the fiber orientation angle of reinforcing fibers in a side sill according to an embodiment of the present disclosure; Fig. 7 is a diagram explaining a connection mode of a vehicle body side portion structure according to an embodiment of the present disclosure;

[0011] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0012] 1. Vehicle body side structure An outline of a vehicle body side structure 1 according to this embodiment will be described with reference to Fig. 1. The vehicle body side structure 1 schematically shows a portion of the structure of the left side of a vehicle. As shown in Fig. 1, in this specification, the fore-and-aft direction of the vehicle body may be referred to as the X direction, the vehicle width direction as the Y direction, and the vehicle height direction as the Z direction.

[0013] The vehicle body side structure 1 is composed of a roof pillar 10, a rear pillar 20, a front pillar 30, a center pillar 40, a side sill 50, and the like.

[0014] The roof pillar 10 extends in the fore-and-aft direction of the vehicle body in the upper portion of the vehicle interior space and forms a side portion of the vehicle roof. The roof pillar 10 is an example of an upper side structure.

[0015] The rear pillar 20 has a lower end connected to the rear end of the side sill 50 and an upper end connected to the rear end of the roof pillar 10 .

[0016] The front pillar 30 has a lower end connected to the front end of the side sill 50 and an upper end connected to the front end of the roof pillar 10. The front pillar 30 forms the front portion of the vehicle interior space and is positioned to support the sides of the windshield.

[0017] The center pillar 40 has a lower end connected to the center of the side sill 50 in the vehicle front-rear direction, and an upper end connected to the center of the roof pillar 10 in the vehicle front-rear direction. The center pillar 40 is an example of a pillar extending in the vehicle height direction.

[0018] The side sill 50 extends along the vehicle body longitudinal direction at the lower part of the side of the vehicle. The side sill 50 includes a first side sill 51 disposed forward of a connecting part 60 (described later) in the vehicle body longitudinal direction, and a second side sill 52 disposed rearward of the connecting part 60 (described later) in the vehicle body longitudinal direction. Note that the side sill 50 is an example of a lower side structure, the first side sill 51 is an example of a first side structure, and the second side sill 52 is an example of a second side structure.

[0019] An opening for a front door is formed in an area defined by the first side sill 51, the roof pillar 10, the front pillar 30, and the center pillar 40. An opening for a rear door is formed in an area defined by the second side sill 52, the roof pillar 10, the rear pillar 20, and the center pillar 40. Each member constituting the vehicle body side structure 1 may be composed of a plurality of members. For example, each member may be formed by joining an outer panel on the outside in the vehicle width direction and an inner panel on the inside in the vehicle width direction.

[0020] The vehicle body side structure 1 according to this embodiment will be described in detail with reference to FIGS. 2 to 7. FIG.

[0021] (1-1. Connection Part) With particular reference to FIGS. 2 to 4 , the connection part 60 is made of metal. The connection part 60 may be made of a metal such as steel or an aluminum-based alloy, but the present disclosure is not limited thereto. The connection part 60 may also be made of a titanium alloy, magnesium alloy, or the like. The thickness of the connection part 60 gradually decreases with increasing distance from the connection point with the side sill 50 in the longitudinal direction of the vehicle body. This allows the outer surface of the side sill 50 to serve as a load path, efficiently transmitting the torsional moment generated in the center pillar 40 during a side collision of the vehicle body to the side sill 50, thereby improving energy absorption during a side collision. Note that, in this specification, the term "connection point" refers to the boundary between the connection part 60 and the side sill 50, specifically the boundary between the main body portion 61 of the connection part 60 and the first side sill 51 (described later), and also the boundary between the main body portion 61 of the connection part 60 and the second side sill 52.

[0022] The connecting component 60 may include a main body 61, a first insertion portion 62 protruding from the main body 61 toward the front in the vehicle longitudinal direction, and a second insertion portion 63 protruding from the main body 61 toward the rear in the vehicle longitudinal direction. The main body 61 extends axially along the vehicle longitudinal direction. The first insertion portion 62 extends axially along the vehicle longitudinal direction and protrudes from the main body 61 at the front in the vehicle longitudinal direction. The second insertion portion 63 extends axially along the vehicle longitudinal direction and protrudes from the main body 61 at the rear in the vehicle longitudinal direction. As will be described in detail later, the first side sill 51 is inserted into and fixed to the first insertion portion 62 of the connecting component 60 via a known or arbitrary adhesive or the like. The second side sill 52 is inserted into and fixed to the second insertion portion 63 of the connecting component 60 via a known or arbitrary adhesive or the like.

[0023] The main body 61 may have a substantially cylindrical closed cross section, and may be, for example, a hollow, rectangular (preferably square) tubular member. As shown by the dashed lines in Figures 2 and 3, the thickness of the main body 61 may be constant along the longitudinal direction of the vehicle body. However, the thickness of the main body 61 can be appropriately designed taking into account the energy during a side collision and the difference in rigidity with the side sill 50, etc. Note that the main body 61 does not necessarily have to be a hollow, rectangular (preferably square) tubular member.

[0024] The thickness of the first insertion portion 62 gradually decreases from the main body portion 61 toward the front in the vehicle longitudinal direction. Referring particularly to FIG. 2 , the first insertion portion 62 is hollow, and the distance (corresponding to the thickness) between the outer surface S1 and the inner surface S2 along the vehicle width direction (Y direction) gradually decreases from the main body portion 61 toward the front in the vehicle longitudinal direction (X direction). Referring particularly to FIG. 3 , the first insertion portion 62 is hollow, and the distance (corresponding to the thickness) between the outer surface S1 and the inner surface S2 along the vehicle height direction (Z direction) gradually decreases from the main body portion 61 toward the front in the vehicle longitudinal direction (X direction). The thickness of the first insertion portion 62 on the main body portion 61 side may be the same as the thickness of the main body portion 61. From the viewpoint of preventing the entire vehicle body side structure 1 from bending during a collision, it is preferable that the outer surface S1 of the first insertion portion 62 be parallel or substantially parallel to the axial direction of the first insertion portion 62. The rate of decrease in thickness of the first insertion portion 62 can be designed appropriately from the viewpoint of eliminating discontinuity in rigidity with the side sill 50, but it is preferable to design it from the viewpoint of absorbing the difference in rigidity with the side sill 50 that cannot be accommodated by a gradual decrease or increase in the fiber orientation angle of the side sill 50, which will be described later. Note that the first insertion portion 62 does not necessarily have to be a rectangular (preferably square) tubular member.

[0025] The thickness of the second insertion portion 63 gradually decreases from the main body portion 61 toward the rear along the vehicle front-rear direction. With particular reference to FIG. 2 , the second insertion portion 63 is hollow, and the distance between the outer surface S3 and the inner surface S4 along the vehicle width direction (Y direction) gradually decreases from the main body portion 61 toward the rear along the vehicle front-rear direction (X direction). With particular reference to FIG. 3 , the second insertion portion 63 is hollow, and the distance (corresponding to the thickness) between the outer surface S3 and the inner surface S4 along the vehicle height direction (Z direction) gradually decreases from the main body portion 61 toward the rear along the vehicle front-rear direction (X direction). The thickness of the second insertion portion 63 on the main body portion 61 side may be the same as the thickness of the main body portion 61. From the viewpoint of preventing the entire vehicle body side structure 1 from bending during a collision, it is preferable that the outer surface S3 of the second insertion portion 63 be parallel or substantially parallel to the axial direction of the second insertion portion 63. The rate of decrease in thickness of the second insertion portion 63 can be designed appropriately from the viewpoint of eliminating discontinuity in rigidity with the side sill 50, but it is preferable to design it from the viewpoint of absorbing the difference in rigidity with the side sill 50 that cannot be accommodated by a gradual decrease or increase in the fiber orientation angle of the side sill 50, which will be described later. Note that the second insertion portion 63 does not necessarily have to be a rectangular (preferably square) tubular member.

[0026] A portion of the connecting part 60 may extend in the vehicle height direction at least to a height where the input of the collision load is expected, and may be provided on the side where the collision load in the vehicle width direction is input. In this way, by extending a portion of the metal connecting part 60 to a height where compressive stress acts during an MDB collision, transition of the neutral plane due to compressive fracture of the reinforced resin center pillar 40 is suppressed, and stable fracture behavior can be obtained.

[0027] Specifically, the connecting part 60 may extend in the vehicle height direction at least to a height at which the input of the collision load is expected, and may further include a third insertion portion 64 that protrudes from the main body portion 61 on the side where the collision load is input in the vehicle width direction.

[0028] 4 in particular, the third insertion portion 64 may include an upright surface 64a that is parallel to the vehicle front-rear direction (X direction) and extends from the upper surface of the main body portion 61 along the vehicle height direction (Z direction) to at least a height where input of a collision load is expected. The third insertion portion 64 may also include an inclined surface 64b that is continuous with the outer surface of the main body portion 61 on the vehicle exterior side and inclined toward the upper end of the upright surface 64a. With particular reference to FIGS. 2 and 3 in particular, the third insertion portion 64 may further include a front curved surface 64c that connects the upright surface 64a and the inclined surface 64b on the front side in the vehicle front-rear direction (X direction), and a rear curved surface 64d that connects the upright surface 64a and the inclined surface 64b on the rear side in the vehicle front-rear direction (X direction). 4 , the third insertion portion 64 may further include a cavity 64e that can receive the lower end of the center pillar 40 and that extends along the inclination direction of the inclined surface 64b. The inclination direction (inclination angle) of the inclined surface 64b can be appropriately designed depending on the inclination of the center pillar 40 toward the vehicle cabin. In this specification, the term "inclination angle" refers to the angle between the upper surface of the main body 61 and the inclined surface 64b of the third insertion portion 64 in the YZ plane shown in FIG. 4 . In addition, in this specification, the term "lower end of the center pillar 40" refers to a region of the center pillar 40 along the vehicle height direction where at least a collision load is expected to be input.

[0029] 1, the side sill 50 is a molded body with a generally cylindrical closed cross section that extends axially along the longitudinal direction of the vehicle body. As described above, the side sill 50 includes a first side sill 51 that starts at the connecting part 60 and extends forward in the longitudinal direction of the vehicle body, and a second side sill 52 that extends rearward in the longitudinal direction of the vehicle body.

[0030] The thickness of the first side sill 51 is not particularly limited as long as the first side sill 51 can be inserted into the connecting component 60. For example, the inner diameter of the first side sill 51 may be designed to be larger than the outer diameter of the first insertion portion 62 of the connecting component 60 by a predetermined gap. Similarly, the thickness of the second side sill 52 is not particularly limited as long as the second side sill 52 can be inserted into the connecting component 60. For example, the inner diameter of the second side sill 52 may be designed to be larger than the outer diameter of the second insertion portion 63 of the connecting component 60 by a predetermined gap. Here, the predetermined gap can be appropriately designed taking into account the applied thickness of an adhesive or the like. Note that the first side sill 51 and the second side sill 52 may each be a hollow tubular member, or may be a member partially filled with resin or the like as long as it can be inserted into the connecting component 60.

[0031] The first side sill 51 and the second side sill 52 are made of fiber-reinforced resin, for example, fiber-reinforced resin in which reinforcing fibers are impregnated with a thermoplastic resin or a thermosetting resin. Note that, although carbon fiber is exemplified as the reinforcing fiber, fibers other than carbon fiber may also be included as the reinforcing fiber.

[0032] Examples of thermoplastic resins include polyethylene resin, polypropylene resin, polyvinyl chloride resin, ABS resin (acrylonitrile-butadiene-styrene copolymer synthetic resin), polystyrene resin, AS resin (acrylonitrile-styrene copolymer synthetic resin), polyamide resin, polyacetal resin, polycarbonate resin, polyester resin, PPS (polyphenylene sulfide) resin, fluororesin, polyetherimide resin, polyetherketone resin, and polyimide resin. The matrix resin may be a mixture of one or more of these thermoplastic resins. Alternatively, the matrix resin may be a copolymer of these thermoplastic resins. When the thermoplastic resin is a mixture, a compatibilizer may be further used. Furthermore, a flame retardant such as a bromine-based flame retardant, a silicon-based flame retardant, or red phosphorus may be added to the thermoplastic resin.

[0033] Examples of thermosetting resins include epoxy resins, unsaturated polyester resins, vinyl ester resins, phenolic resins, polyurethane resins, and silicone resins. One or a mixture of two or more of these thermosetting resins may be used as the matrix resin. When these thermosetting resins are used, a curing agent or a reaction accelerator may be added to the thermosetting resin as appropriate.

[0034] 5 and 6 , the first side sill 51 and the second side sill 52 constituting the side sill 50 have a transition region R1 including the connection portion with the connecting part 60 and a region R2 other than the transition region, in which the reinforcing fibers are continuous, but the fiber orientation angle varies with respect to the axial direction. This makes it possible to suppress discontinuous changes in rigidity that accompany the use of multi-materials in the vehicle body side structure 1. The fiber orientation angle will be described in detail below. In this specification, the term "fiber orientation angle" refers to the angle between the axial direction of the first side sill 51 or the second side sill 52 and the orientation direction of the reinforcing fibers.

[0035] Referring to FIG. 5 , the first side sill 51 and the second side sill 52 each preferably include a first layer in the transition region R1 in which the fiber orientation angle of the reinforcing fibers gradually decreases in the axial direction (X direction) toward the connection point with the connecting part 60. In the first side sill 51 and the second side sill 52, the fiber orientation angle θ1 of the reinforcing fibers in the region R2 other than the transition region is more preferably within a range of 40 degrees to 50 degrees (−50 degrees to −40 degrees) relative to the axial direction (e.g., substantially ±45 degrees). Furthermore, in the first side sill 51 and the second side sill 52, the fiber orientation angle θ2 of the reinforcing fibers in the transition region R1 is more preferably within a range smaller than the fiber orientation angle θ1 and gradually decreases in the axial direction. Furthermore, in the first side sill 51 and the second side sill 52, the fiber orientation angle θ2 of the reinforcing fibers in the transition region R1 is more preferably 0 degrees or substantially 0 degrees at the boundary with the main body portion 61. This reduces the torsional rigidity, thereby suppressing discontinuous changes in torsional rigidity that occur when the vehicle body side structure 1 is made of multiple materials. Note that the first layer is preferably provided on all side surfaces of the first side sill 51 and the second side sill 52 along the fore-and-aft direction of the vehicle body.

[0036] Referring to FIG. 6 , the first side sill 51 and the second side sill 52 each preferably include a second layer in the transition region R1 in which the fiber orientation angle of the reinforcing fibers gradually increases in the axial direction (X direction) toward the connection point with the connecting part 60. In the first side sill 51 and the second side sill 52, the fiber orientation angle θ3 of the reinforcing fibers in the region R2 other than the transition region is more preferably within a range of 10 degrees to 30 degrees (−30 degrees to −10 degrees) relative to the axial direction. Note that the shallower the fiber orientation angle θ3, the higher the bending rigidity around the Y axis. Furthermore, in the first side sill 51 and the second side sill 52, the fiber orientation angle θ4 of the reinforcing fibers in the transition region R1 is more preferably within a range greater than the fiber orientation angle θ2 and gradually increases in the axial direction. Furthermore, in the first side sill 51 and the second side sill 52, the fiber orientation angle θ4 of the reinforcing fibers in the transition region R1 is more preferably 90 degrees or substantially 90 degrees at the boundary with the main body portion 61. This allows the bending rigidity to be reduced, thereby suppressing discontinuous changes in bending rigidity that occur when the vehicle body side structure 1 is made of multiple materials.

[0037] The first side sill 51 and the second side sill 52 may each include only the first layer, only the second layer, or both the first and second layers. When the first side sill 51 and the second side sill 52 include both the first and second layers, the stacking order of the first and second layers is not particularly limited and can be designed appropriately depending on the rigidity required for the vehicle body.

[0038] The size of the transition region R1 in the first side sill 51 can be adjusted as appropriate, taking into consideration the manufacturing requirements of the vehicle body, etc. As an example, the length of the transition region R1 in the first side sill 51 extending in the fore-and-aft direction of the vehicle body is longer than the length of the first insertion portion 62 of the connecting part 60 extending in the fore-and-aft direction of the vehicle body. Similarly, the size of the transition region R1 in the second side sill 52 can be adjusted as appropriate, taking into consideration the manufacturing requirements of the vehicle body, etc. As an example, the length of the transition region R1 in the second side sill 52 extending in the fore-and-aft direction of the vehicle body is longer than the length of the second insertion portion 63 of the connecting part 60 extending in the fore-and-aft direction of the vehicle body.

[0039] 1, the center pillar 40 is a molded body with a generally cylindrical closed cross section that extends axially along the vehicle height direction. The center pillar 40 may be a hollow tubular member, or may be a solid member filled with resin or the like.

[0040] The center pillar 40 may be made of fiber-reinforced resin, for example, fiber-reinforced resin in which reinforcing fibers are impregnated with thermoplastic resin or thermosetting resin. Note that the reinforcing fibers, thermoplastic resin, and thermosetting resin may be the same as those used for the side sill 50, and therefore a description thereof will be omitted. However, the center pillar 40 does not necessarily have to be made of fiber-reinforced resin, and may be made of a metal such as conventional steel or aluminum alloy.

[0041] 2. Manufacturing Method of Vehicle Body Side Structure An example of a manufacturing method of the vehicle body side structure 1 according to this embodiment will be briefly described.

[0042] First, the fiber-reinforced resin center pillar 40 is molded by a known or arbitrary winding method. For example, by a known or arbitrary winding method, reinforcing fibers are wound around a molding die for the center pillar 40 and cured together with a matrix resin, thereby molding the fiber-reinforced resin center pillar 40.

[0043] Next, the first side sill 51 and the second side sill 52 made of fiber-reinforced resin are molded by a known winding method. However, among the known winding methods, a winding method that allows the fiber orientation angle to vary in the axial direction while the reinforcing fibers are continuous must be selected. For example, by a known winding method such as seed winding, the reinforcing fibers are wound around the periphery of a molding die for the side sill and cured together with a matrix resin, thereby molding the first side sill 51 and the second side sill 52 made of fiber-reinforced resin. However, as described above, the reinforcing fibers are wound so that the fiber orientation angle varies in the axial direction while the reinforcing fibers are continuous in the transition region R1 and the region R2 other than the transition region.

[0044] Next, the metal connection part 60 is formed by a known or arbitrary casting method. For example, heated and molten metal is poured into a casting mold that has been molded to the outer shape of the connection part 60, and then cooled to obtain the connection part 60. Examples of metals include steel and aluminum alloys, but the present disclosure is not limited to these and may also include titanium alloys, magnesium alloys, etc. Note that the connection part 60 may be formed by a known or arbitrary welding method other than the casting method, or may be formed using a 3D printer.

[0045] Next, a known or arbitrary adhesive is applied to the outer surface S1 of the first insert portion 62 of the connecting part 60, and the transition region R1 side of the first side sill 51 is inserted into and fixed to the first insert portion 62. Also, a known or arbitrary adhesive is applied to the outer surface S3 of the second insert portion 63 of the connecting part 60, and the transition region R1 side of the second side sill 52 is inserted into and fixed to the second insert portion 63. Also, a known or arbitrary adhesive is applied to the inner surface of the cavity 64e of the third insert portion 64 of the connecting part 60, and the lower end of the center pillar 40 is inserted into and fixed to the third insert portion 64.

[0046] In this manner, the vehicle body side structure 1 according to this embodiment is obtained. However, the order in which the center pillar 40, the side sill 50, and the connecting part 60 are molded is not particularly limited to the order described above. Note that, from the viewpoint of ensuring continuity between the side sill 50 and the connecting part 60, reinforcing fibers may be further wound around the first side sill 51 and the second side sill 52 inserted into the connecting part 60 by a known or arbitrary winding method before the center pillar 40 is inserted.

[0047] 3. Effects As described above, the vehicle body side structure 1 according to this embodiment includes at least a center pillar 40, a side sill 50, and a metal connecting component 60 connecting the center pillar 40 and the side sill 50. The connecting component 60 gradually decreases in thickness with increasing distance from the connection point with the side sill 50 along the longitudinal direction of the vehicle. The side sill 50 is made of fiber-reinforced resin, and the reinforcing fibers are continuous in a transition region R1 including the connection point and in a region R2 other than the transition region, with the fiber orientation angle varying axially. This configuration allows the outer surface of the side sill 50 to function as a load path, efficiently transmitting the torsional moment generated in the center pillar 40 to the side sill 50 during a side collision of the vehicle body, thereby improving energy absorption during a side collision. Furthermore, discontinuous changes in rigidity associated with the use of multiple materials in the vehicle body side structure 1 can be suppressed.

[0048] Furthermore, it is preferable that the side sill 50 includes a first layer in the transition region R1 in which the fiber orientation angle gradually decreases in the axial direction as the transition region R1 approaches the connection point, thereby reducing torsional rigidity and suppressing discontinuous changes in torsional rigidity that accompany the use of multi-materials in the vehicle body side structure 1.

[0049] Furthermore, it is preferable that the side sill 50 includes a second layer in the transition region R1, in which the fiber orientation angle gradually increases in the axial direction as the transition region R1 approaches the connection point, thereby reducing the bending stiffness and suppressing discontinuous changes in bending stiffness that accompany the use of multi-materials in the vehicle body side structure 1.

[0050] Furthermore, it is preferable that a portion of the connecting part 60 extends in the vehicle height direction at least to a height where the input of the collision load is expected, and is provided on the side of the vehicle body in the vehicle width direction where the collision load is input, thereby suppressing the transition of the neutral plane due to compressive failure of the reinforced resin center pillar 40 and achieving stable failure behavior.

[0051] Although the preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, the present disclosure is not limited to such examples. It is clear that a person skilled in the art to which the present disclosure pertains can conceive of various modifications or alterations within the scope of the technical ideas set forth in the claims, and it is understood that these also naturally fall within the technical scope of the present disclosure.

[0052] In the above-described embodiment, a case has been described in which the connection part 60 corresponding to the connection part is connected to the center pillar 40 corresponding to a pillar and the side sill 50 corresponding to the lower side structure, but the present disclosure is not limited to this. As a modified example, the connection part may be connected to the center pillar 40 corresponding to a pillar and the roof pillar 10 corresponding to the upper side structure. As another modified example, a pillar other than the center pillar 40 may be connected to the connection part. Specifically, the rear pillar 20, the front pillar 30, or the like may be connected to the connection part. Note that the details of the connection mode are the same as those of the above-described embodiment, and the description of the above-described embodiment is incorporated herein by reference.

[0053] 1: Vehicle body side structure, 10: Roof pillar, 20: Rear pillar, 30: Front pillar, 40: Center pillar, 50: Side sill, 51: First side sill, 52: Second side sill, 60: Connecting part, 61: Main body, 62: First insertion part, 63: Second insertion part, 64: Third insertion part, 64a: Standing surface, 64b: Inclined surface, 64c: Front curved surface, 64d: Rear curved surface, 64e: Cavity

Claims

1. A vehicle body side structure comprising: a pillar extending in the vehicle height direction of a vehicle body; an upper side structure or a lower side structure of the vehicle body; and a metal connecting part connecting the pillar to the upper side structure or the lower side structure, wherein the thickness of the connecting part gradually decreases with increasing distance from the connection point with the upper side structure or the lower side structure in the fore-and-aft direction of the vehicle body, and the upper side structure or the lower side structure is made of fiber-reinforced resin, and the fiber orientation angle of the reinforcing fibers is different in the axial direction in a transition region including the connection point and a region other than the transition region, while the reinforcing fibers are continuous.

2. The upper side structure or the lower side structure includes: a first side structure arranged forward of the connecting component in the vehicle longitudinal direction; and a second side structure arranged rearward of the connecting component in the vehicle longitudinal direction, wherein the connecting component includes at least: a main body extending axially along the vehicle longitudinal direction; a first insertion portion extending axially along the vehicle longitudinal direction and protruding from the main body at a front side in the vehicle longitudinal direction; and a second insertion portion extending axially along the vehicle longitudinal direction and protruding from the main body at a rear side in the vehicle longitudinal direction, wherein the thickness of the first insertion portion gradually decreases from the main body toward the front side in the vehicle longitudinal direction, and the thickness of the second insertion portion gradually decreases from the main body toward the rear side in the vehicle longitudinal direction, The vehicle body side structure according to claim 1 , wherein the first side structure is inserted into the first insertion portion, and the second side structure is inserted into the second insertion portion.

3. A vehicle body side structure according to claim 1 or 2, wherein the upper side structure or the lower side structure includes, in the transition region, a first layer in which the fiber orientation angle with respect to the axial direction gradually decreases as the connection point is approached.

4. A vehicle body side structure according to claim 1 or 2, wherein the upper side structure or the lower side structure includes, in the transition region, a second layer in which the fiber orientation angle with respect to the axial direction gradually increases as the connection point is approached.

5. A vehicle body side structure as claimed in claim 1 or 2, wherein the connecting part connects the pillar and the lower side structure, and a part of the connecting part extends in the vehicle height direction at least to a height at which input of a collision load is expected, and is provided on the side of the vehicle body in the vehicle width direction where the collision load is input.

6. A process for molding a metal connecting part including a first insertion portion that protrudes forward in the longitudinal direction of the vehicle body and has a thickness that gradually decreases toward the front in the longitudinal direction of the vehicle body, a second insertion portion that protrudes rearward in the longitudinal direction of the vehicle body and has a thickness that gradually decreases toward the rear in the longitudinal direction of the vehicle body, and a third insertion portion that protrudes upward in the vehicle height direction of the vehicle body; a process for molding a first side structure and a second side structure made of fiber reinforced resin, in which the reinforcing fibers are continuous and the fiber orientation angle differs with respect to the axial direction in a transition region including the connection point with the connecting part and a region other than the transition region; and a process for molding a pillar that extends in the vehicle height direction of the vehicle body. and a step of inserting and fixing the transition region side of the first side structure into the first insertion portion of the connecting part, inserting and fixing the transition region side of the second side structure into the second insertion portion of the connecting part, and inserting and fixing the pillar into the third insertion portion of the connecting part.

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