JPH11198852A - Front pillar structure of car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the absorbing efficiency of a collision energy without enlarging the size in longitudinal direction of a buffer panel. SOLUTION: Vertical surfaces 6 and 7 of a buffer panel 5 are made in a straight section approx. parallel with the car advancing direction (longitudinal), which should increase the rigidity of the vertical surfaces 6 and 7 to lead to enhancement of the rigidity longitudinal car direction in the initial period of a collision, and therefore, the deceleration at collision approaches the shape of a pretriangular wave as the optimum waveform, and it is possible to perform an effective energy absorption. Accordingly there is no need to enlarge the longitudinal size of the buffer panel 5, and no restriction about the design of car body is imposed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle front pillar structure.

[0002]

2. Description of the Related Art A buffer panel which forms a closed cross section with a front pillar of an automobile is provided in front of the front pillar to absorb impact energy to the front pillar itself and an external object at the time of a vehicle collision. The structure is known (for a similar technique, see JP-A-9-39833).

[0003]

However, in such a conventional technique, since it does not take into account from which direction the collision load is applied to the shock absorbing panel in an actual collision, the shock absorbing panel is not considered. Is not always ideal.
Therefore, conventionally, in order to increase the energy absorption efficiency, the size of the buffer panel in the front-rear direction has to be increased, and the design of the vehicle body is restricted.

The present invention has been made by paying attention to such a conventional technique. A front pillar structure of an automobile which can enhance the efficiency of absorbing collision energy without increasing the size of the shock absorbing panel in the front-rear direction is provided. To provide.

[0005]

According to the first aspect of the present invention,
In a front pillar structure of an automobile, in which a buffer panel that forms a closed cross section with the front pillar is mounted on a front side of the front pillar along a longitudinal direction of the front pillar, the front pillar side is provided on both sides in the vehicle width direction of the buffer panel. At least one of the vertical surfaces rising from the vertical direction has a linear cross section substantially parallel to the traveling direction of the vehicle.

According to a second aspect of the present invention, in the vehicle front pillar structure, a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. A plurality of bead portions extending along the substantially horizontal direction are formed on at least one of the vertical surfaces rising from the front pillar side on both sides in the vehicle width direction of the buffer panel in the longitudinal direction of the buffer panel.

According to a third aspect of the present invention, in the front pillar structure of an automobile, a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. A reinforce having a vertical section having a linear cross section substantially parallel to the traveling direction of the vehicle is provided inside the buffer panel along the longitudinal direction of the buffer panel.

According to a fourth aspect of the present invention, in the front pillar structure of an automobile, a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. An auxiliary panel, which forms a closed cross section or a closed cross section between the shock absorbing panel and a windshield, is attached to the inside of the shock absorbing panel in the vehicle width direction along the longitudinal direction of the shock absorbing panel.

According to a fifth aspect of the present invention, in the auxiliary panel,
Ribs are formed to increase the section modulus of the auxiliary panel.

According to a sixth aspect of the present invention, the auxiliary panel has an extended portion formed on the front side of the buffer panel.

[0011]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. In the figure, A indicates the front-back direction (direction along the traveling direction of the vehicle), and B indicates the vehicle width direction. In addition, in each embodiment, the same reference numerals are given to the common portions, and the overlapping description will be omitted.

FIG. 1 to FIG. 5 are views showing a first embodiment of the present invention. Reference numeral 1 denotes a front pillar of an automobile, in a closed section formed by a pillar outer 2 and a pillar inner 3,
It has a cross-sectional structure provided with reinforcement 4.

A buffer panel 5, which forms a closed cross section with the pillar outer 2, is attached to the pillar outer 2 of the front pillar 1. The buffer panel 5 includes vertical surface portions 6 and 7 that are raised from the pillar outer 2.
Are provided on both sides in the vehicle width direction. Vertical surface part 6 on the outside in the vehicle width direction
Is formed with an inclined portion 8 in design. At the inside of the front pillar 1 in the vehicle width direction, a joining flange 6 is formed by joining four corresponding flanges, and a windshield 18 (see FIG. 1) is attached to the joining flange 9.

The vertical surfaces 6, 7 of the cushioning panel 5 both have a linear cross section parallel to the traveling direction of the automobile (front-rear direction A). Accordingly, the rigidity of the vertical wall portions 6 and 7 in the cushioning panel 5 is increased, and the rigidity in the longitudinal direction of the vehicle at the initial stage of the collision is improved. Energy absorption. Therefore, there is no need to increase the size of the buffer panel 5 in the front-rear direction, and there is no restriction on the vehicle body design.

That is, as in the deformation mode at the time of collision with the external object G shown in FIG. 3, the initial stiffness at the time of collision is increased by the vertical wall portions 6 and 7 (FIG. 3A), and then buckling deformation and side-down occur. (FIG. 3B) and finally bottoms out (FIG. 3C). With such a deformation mode, it is possible to control the waveform of the deceleration waveform in a front triangular shape.

Here, the superiority of the triangular waveform will be described with reference to FIG. FIG. 4A is a deceleration waveform in a horizontal axis time obtained by superimposing a front triangular waveform and a rear triangular waveform. According to FIG. 4A, both the front triangular waveform and the rear triangular waveform have the same degree of impact on the external object G, but are integrated twice (FIG. 4B is a one-time integration diagram, and FIG.
When the horizontal axis is displaced, the front triangular waveform is smaller when the horizontal axis is displaced. By forming the front triangular waveform, the size of the buffer panel 5 in the front-rear direction is reduced (S in FIG. 4C). Can reduce the size in the front-rear direction) and can effectively absorb energy.

The cross-sectional shape of the buffer panel 5 may be any shape as long as it has one of the vertical surface portions 6 and 7 having a linear cross section parallel to the traveling direction of the automobile (the front-rear direction A). Further, as shown in FIG. 5, the vertical surface portion 10 of the cushion panel 5 on the outer side in the vehicle width direction may be lengthened to have a shape without the inclined portion 8.

FIGS. 6 and 7 are views showing a second embodiment of the present invention. The vertical surfaces 12, 13 of the buffer panel 11 in the second embodiment have an angle with respect to the front-rear direction, but a plurality of beads 14 extending in the horizontal direction are formed in the longitudinal direction. Therefore, the vertical portion 12,
Even if 13 is not made parallel to the traveling direction of the automobile (the longitudinal direction A), the rigidity in the longitudinal direction of the vehicle at the initial stage of the collision is improved, and the deceleration at the time of the collision approaches the optimal triangular waveform. The direction of the bead portion 14 may be outward or inward, and the sectional shape may be any shape as shown in FIGS. 7A, 7B, and 7C.

FIG. 8 is a view showing a third embodiment of the present invention. In the third embodiment, a reinforce 16 having a vertical section 15 having a linear cross section parallel to the traveling direction of the automobile (front-rear direction A) is provided in the same buffer panel 5 as the first embodiment.
Is provided. Therefore, the rigidity of the shock absorbing panel 5 in the vehicle front-rear direction at the initial stage of the collision can be further improved without changing the appearance.

FIGS. 9 to 11 show a fourth embodiment of the present invention. In the fourth embodiment, an auxiliary panel 17 is attached to the inside of the same cushioning panel 5 in the vehicle width direction as the first embodiment along the longitudinal direction. That is, an auxiliary panel 17 having a quadrangular cross section is attached to a corner between the vertical surface 6 of the buffer panel 5 and the windshield 18.

FIG. 10 is an operation diagram showing the auxiliary panel 17. The magnitude of the moment acting on the joining flange 9 of the front pillar 1 when the external object G collides with the auxiliary panel 17 depends on the load transmitted from the external object G to the windshield 18, but in this embodiment, the auxiliary panel 17, the load transmitted from the external object G to the windshield 18 is reduced, and the joining flange 9
The moment input to is reduced.

That is, as shown in FIG. 10, since the energy of the external object G is absorbed by the stroke D corresponding to the front and rear size of the auxiliary panel 17, the moment input when the external object G reaches the windshield 18 is reduced. Decrease. Therefore, deformation of the joining flange 9 of the front pillar 1 can be prevented. This deformation of the joining flange 9 is difficult to be repaired at the time of repair and causes water leakage from the windshield 18, and is particularly a part that dislikes the deformation, but is preferable because the deformation is prevented by the auxiliary panel 17 as described above. .

In this embodiment, the auxiliary panel 17
Is slightly larger than the joint flange 9 in the vehicle width direction, and the end of the auxiliary panel 17 is located on the inner side in the vehicle width direction than the joint flange 9. The prevention effect is further improved. Further, since the auxiliary panel 17 absorbs energy, the degree of freedom of deceleration waveform control can be increased.

Since the auxiliary panel 17 is a separate member,
The mounting structure of the windshield 18 to the joining flange 9 of the front pillar 1 is not affected. Further, since most of the auxiliary panel 17 is within the range of the joining flange 9, the auxiliary panel 17 does not affect the front view of the windshield 18.

As shown in FIG. 11, in order to control the rigidity, the auxiliary panel 17 has an open section with a large open side as shown in FIG. (FIG. 11B) may be used as long as a closed section is formed between the buffer panel and the windshield. Further, the auxiliary panels 17, 19, 20 may be formed of resin.

FIGS. 12 and 13 show a fifth embodiment of the present invention. In the fifth embodiment, a plurality of ribs 22 extending in the horizontal direction are formed in the auxiliary panel 21 in the longitudinal direction. The ribs 22 increase the section modulus of the auxiliary panel 21, increase the rigidity of the auxiliary panel 21, and increase the degree of freedom of deceleration waveform control. It should be noted that the auxiliary panel 21 may be replaced with an auxiliary panel 23 having a cross-sectional shape with one side largely open as shown in FIG. 13A. Further, the rib 22 is provided on the vertical surface portion 6 of the buffer panel 5.
Rib 24 along the longitudinal direction of auxiliary panel 21 in a state parallel to
(FIG. 13B) or the oblique rib 25 (FIG. 13C).

FIG. 14 is a diagram showing a sixth embodiment of the present invention. In the sixth embodiment, an extension 26 is formed on the auxiliary panel 21 of the fifth embodiment so as to overlap the front side of the buffer panel 5. Buffer panel 5 with extension 26
, The initial stiffness on the side of the buffer panel 5 together with the auxiliary panel 21 is further improved.

[0028]

According to the first aspect of the present invention, the vertical surface of the cushioning panel is formed to have a linear cross section substantially parallel to the traveling direction of the vehicle, so that the rigidity of the vertical wall is increased, and the rigidity of the vertical wall is increased at the beginning of the collision. Since the rigidity in the front-rear direction of the vehicle is improved, the deceleration at the time of collision approaches the triangular front waveform shape which is the optimum waveform, and effective energy absorption can be performed. Therefore, it is not necessary to increase the size of the buffer panel in the front-rear direction, and there is no restriction on the vehicle body design.

According to the second aspect of the present invention, since the bead portion extending substantially in the horizontal direction is formed on the vertical surface of the buffer panel,
Even if the vertical surface is not substantially parallel to the traveling direction of the automobile, the rigidity of the vertical surface is improved.

According to the third aspect of the present invention, the appearance of the cushioning panel can be changed because the reinforcement having the vertical surface portion having a linear cross section substantially parallel to the traveling direction of the vehicle is provided in the cushioning panel. In addition, the rigidity in the vehicle longitudinal direction at the beginning of the collision can be improved.

According to the fourth aspect of the present invention, since the energy of the external object is absorbed by the auxiliary panel, the moment input when the external object reaches the windshield is reduced, and the front pillar has an inner end in the vehicle width direction. Deformation of a certain joining flange can be prevented. In addition, since the auxiliary panel absorbs energy, the degree of freedom of deceleration waveform control can be increased.

According to the fifth aspect of the present invention, since the ribs are formed in the auxiliary panel, the initial rigidity of the auxiliary panel is further improved.

According to the sixth aspect of the present invention, since the extended portion formed on the front side of the buffer panel is formed on the auxiliary panel, the initial rigidity of the buffer panel together with the auxiliary panel is further improved.

[Brief description of the drawings]

FIG. 1 is a perspective view of a front pillar showing a first embodiment of the present invention.

FIG. 2 is a sectional view of the front pillar taken along the line SA-SA shown in FIG.

FIG. 3 is a diagram showing a deformation mode of a front pillar.

FIG. 4 is a diagram showing deceleration waveforms of a front triangular waveform and a rear triangular waveform.

FIG. 5 is a sectional view showing a modification of the buffer panel.

FIG. 6 is a sectional view of a front pillar showing a second embodiment of the present invention.

FIG. 7 is a view showing a cross-sectional shape of each bead along the line SB-SB shown in FIG. 6;

FIG. 8 is a sectional view of a front pillar showing a third embodiment of the present invention.

FIG. 9 is a sectional view of a front pillar showing a fourth embodiment of the present invention.

FIG. 10 is a sectional view corresponding to FIG. 9 and showing a deformation mode of the auxiliary panel at the time of a collision.

FIG. 11 is a sectional view showing a modification of the auxiliary panel.

FIG. 12 is a perspective view of a front pillar showing a fifth embodiment of the present invention.

FIG. 13 is a perspective view showing a modification of the auxiliary panel and the rib.

FIG. 14 is a perspective view of a front pillar showing a sixth embodiment of the present invention.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 front pillar 5, 11 buffer panel 6, 7, 10, vertical surface 9 joining flange 12, 13 vertical surface 14 bead 16 reinforce 17, 19, 20, 21, 23 auxiliary panel 18 windshield 22, 24, 25 rib 26 Extension A A Front-back direction (car traveling direction) B Vehicle width direction G External object

Claims (6)

[Claims] 1. A front pillar structure for an automobile, wherein a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. A front pillar structure for an automobile, wherein at least one of the vertical surfaces rising from the front pillar side on both sides has a linear cross section substantially parallel to the traveling direction of the automobile. 2. A front pillar structure for an automobile, wherein a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. A front pillar structure for an automobile, wherein a plurality of bead portions extending in a substantially horizontal direction are formed in at least one of a vertical surface portion rising from a front pillar side on both sides in a longitudinal direction of a buffer panel. 3. A front pillar structure for an automobile, wherein a buffer panel that forms a closed cross section with the front pillar is mounted on a front side of the front pillar along a longitudinal direction of the front pillar. A front pillar structure for an automobile, wherein a reinforcement having a vertical surface portion having a linear cross section substantially parallel to the traveling direction of the automobile is provided along a longitudinal direction of the cushioning panel. 4. A front pillar structure of an automobile in which a buffer panel forming a closed cross section with the front pillar is attached to a front side of the front pillar along a longitudinal direction of the front pillar. A front pillar structure for an automobile, wherein an auxiliary panel that forms a closed cross section or a closed cross section between the shock absorbing panel and a windshield is mounted inside the buffer panel along the longitudinal direction of the shock absorbing panel. 5. The front pillar structure for an automobile according to claim 4, wherein a rib for increasing the section modulus of the auxiliary panel is formed in the auxiliary panel. 6. The front pillar structure for an automobile according to claim 4, wherein an extension portion is formed on the auxiliary panel so as to be superposed on the front side of the buffer panel.