Patent Application
20200398901
The present application contains subject matter related to Japanese Patent Application 2019-112727, filed in the Japanese Patent Office on Jun. 18, 2019, the entire contents of which being incorporate herein by reference in its entirety.
The present disclosure relates to an upper vehicle-body structure for a vehicle including, e.g., a roof rail included in a vehicle-body upper side part so as to constitute a side part of a roof of the vehicle, the roof rail having an internal space defined therein, the internal space extending in a generally vehicle front-rear direction, a first pillar extending downward from the roof rail, e.g., a center pillar, a second pillar extending downward from the roof rail at a rearward position relative to the first pillar, e.g., an intermediate pillar, and a roof reinforcement extending from the roof rail toward a vehicle-width-direction inner side at a rearward position relative to the first pillar.
A vehicle body upper structure has been commonly known as providing a solution to a roof rail in order to suppress deformation of the roof rail caused by a vehicle-width-direction inner side load applied to a center pillar at the time of a collision of the side of the vehicle (hereinafter, referred to as “side collision”), and then transmitted to the roof rail.
Meanwhile, for example, a joined portion of the roof rail with a roof reinforcement extending toward the vehicle-width-direction inner side at a rearward position relative to the center pillar (hereinafter, referred to as “rear-side roof reinforcement”) may receive an input of not only the load transmitted rearward from a joined portion of the roof rail with the center pillar at the time of a side collision, but also the load transmitted from an intermediate pillar positioned rearward relative to the center pillar through a joined portion of the roof rail with the intermediate pillar in some cases.
While the joined portion of the roof rail with the rear-side roof reinforcement is supported by this rear-side roof reinforcement from the vehicle-width-direction inner side, a portion of the roof rail, which is immediately in front of the joined portion, is not supported by the rear-side roof reinforcement. Thus, at the time of a side collision, due to the difference in rigidity between the joined portion and a portion immediately in front of this joined portion, a stress is more likely to become concentrated on a front edge of the joined portion. For this reason, there is an increased need for providing a solution to cross-sectional deformation of the roof rail in the vicinity of the front edge of the joined portion.
In one example, a roof side rail serving as a roof rail is reinforced by disposing a long reinforcement pipe in the interior of the roof side rail. The reinforcement pipe not only extends in the vicinity of the front edge of a joined portion of the roof side rail with a rear-side roof reinforcement, but also extends continuously in the vehicle-body front-rear direction from the rear relative to the rear-side roof reinforcement (to the front relative to a center pillar. Thus, weight of the roof side rail is increased.
[Patent Document 1] JP-A-2009-57032
The present disclosure has been made in view of the above and other problems, and embodiments are directed to providing an upper vehicle-body structure for a vehicle, which can suppress breakage of a roof rail at its joined portion with a roof rail reinforcement caused by a vehicle-width-direction inner side load applied to a first pillar such as a center pillar at the time of a side collision, while minimizing an increase in weight of the roof rail.
The present disclosure is directed to an upper vehicle-body structure for a vehicle, the structure including: a roof rail included in a vehicle-body upper side part, the roof rail serving as a side part of a roof of the vehicle, the roof rail having an internal space defined therein, the internal space extending in a generally vehicle front-rear direction; a first pillar extending downward from the roof rail; a second pillar extending downward from the roof rail at a rearward position relative to the first pillar; a roof reinforcement extending from the roof rail toward a vehicle-width-direction inner side at a rearward position relative to the first pillar; and a filler in the internal space. The filler suppresses a change in shape of the roof rail in cross section perpendicular to a longitudinal direction of the roof rail. The filler is in contact with an inner surface of the roof rail, the inner surface defining the internal space. The filler is provided over a region extending forward and rearward relative to a front edge of the connection portion of the roof rail with the roof reinforcement.
With the above configuration, the upper vehicle-body structure for a vehicle can suppress breakage of the roof rail at its joined portion with the roof rail reinforcement caused by a vehicle-width-direction inner side load applied to the first pillar extending downward from the roof rail, such as a center pillar, at the time of a side collision, while minimizing an increase in weight of the roof rail.
In accordance with this aspect, the filler may be a high-rigidity foam.
With the above configuration, the high-rigidity foamed element can be foamed by heat used in a process of drying a painting agent painted on a vehicle-body surface, such that the high-rigidity foamed element comes into press-contact with a surface of the roof rail, which defines the internal space.
In accordance with this aspect, the connection portion of the roof rail with the roof reinforcement may at least partially align with a connection portion of the roof rail with the second pillar in a longitudinal direction of the roof rail, a vehicle body includes a plurality of closed cross-sectional members having respective closed cross-sectional spaces, and in and around a section where the connection portion of the roof rail with the roof reinforcement aligns with the joined portion of the roof rail with the second pillar in a vehicle-body front-rear direction, an annular structure formed of the closed cross-sectional members annularly surrounds a vehicle-interior space when viewed from front of the vehicle body, the roof rail, the roof reinforcement, and the second pillar may be included in the closed cross-sectional members, and respectively have the closed-cross sectional spaces defined therein, and the filler may be provided in or in a vicinity of a section of the roof rail, the section constituting a part of the annular structure.
With the above configuration, the deformation suppression member is provided in or in the vicinity of a section of the roof rail in the longitudinal direction, which constitutes a part of the annular structure, so that at the time of a side collision, the deformation suppression member can suppress cross-sectional deformation at the section of the roof rail in the longitudinal direction, and also load transmission from the second pillar through the deformation suppression member to the roof reinforcement can be effectively improved, and consequently this can contribute to improvement in rigidity of the annular structure.
In accordance with this aspect, the second pillar may include a second-pillar outer panel in a connection portion with the roof rail at least from a front edge to a rear edge of the filler on a vehicle-width-direction outer side relative to the filler.
With the above configuration, the deformation suppression member in its entirety in the vehicle front-rear direction can be provided on the vehicle-width-direction inner side relative to the second-pillar outer panel. Therefore, at the time of a side collision, for example, when a load input to the first pillar and transmitted from a door impact bar of a rear side door to the second pillar (second-pillar outer panel) is then input toward the vehicle-width-direction inner side relative to the joined portion of the roof rail with the second pillar, this load can be received by the deformation suppression member in its entirety in the vehicle front-rear direction. The deformation suppression member can thus suppress cross-sectional deformation of the roof rail at its joined portion with the second pillar.
In accordance with this aspect, the roof rail may include a front-side roof-rail inner portion and a rear-side roof-rail outer portion with a front edge thereof connected to a rear edge of the front-side roof-rail constituent member, and the upper vehicle-body structure may include the deformation suppression member at a position corresponding to a connection portion of the front-side and rear-side roof-rail constituent members in a longitudinal direction of the roof rail such that the deformation suppression member extends across the joined portion in a vehicle front-rear direction.
With the above configuration, the filler extends across the joined portion of the front-side and rear-side roof-rail constituent members in the vehicle front-rear direction, so that the filler can come into press-contact with an inner surface of the roof rail, which defines the internal space, such that the end portions of the front-side and rear-side roof-rail constituent members overlap one another in the connection portion. Thus, efficiency in transmitting and dispersing a side-collision load between the front-side and rear-side roof-rail constituent members can be improved, while deformation of the internal space at the connection portion in the longitudinal direction of the roof rail is suppressed.
Note that the roof rail may be divided into, and made up of, at least the front-side and rear-side roof-rail constituent members, so that between the front-side and rear-side roof-rail constituent members and a constituent member opposed to these roof-rail constituent members in the vehicle width direction so as to define therein a space, an adequate number of joining spots for spot welding or the like are provided, while the joining spots are provided at appropriate places, and then the front-side and rear-side roof-rail constituent members can be joined to the opposed constituent member.
Owing to this configuration, the roof-rail constituent members can be more firmly joined to another roof-rail constituent member opposed to these roof-rail constituent members in the vehicle width direction, as compared to the case where the roof rail is formed of a single member along the vehicle front-rear direction.
Note that, for example, at least either one of a roof-rail inner panel and a roof-rail outer panel can be employed as the roof-rail constituent members.
Embodiments set forth below in the present disclosure can suppress breakage of the roof rail at its joined portion with the roof rail reinforcement caused by a vehicle-width-direction inner side load applied to the first pillar such as the center pillar at the time of a side collision, while minimizing an increase in weight of the roof rail.
An embodiment is described below in detail with reference to the drawings.
In the drawings, the arrow F, the arrow U, and the arrow OUT illustrate a vehicle front direction, a vehicle upper direction, and a vehicle-width-direction outer side (the right side of the vehicle), respectively. While
As illustrated in
The side sill 82 and the roof rail 2 are both closed cross-sectional members (vehicle-body rigid members) respectively having a closed cross-sectional space 82s and a closed cross-sectional space 2s extending in their longitudinal direction (the vehicle front-rear direction).
Respective front edges of the side sill 82 and the roof rail 2 are connected by a front pillar 83 and a hinge pillar 84 that both extend in the up-down direction. The front pillar 83 extends obliquely downward to the front, and the rear upper end of the front pillar 83 is joined to the front edge of the roof rail 2. The hinge pillar 84 extends generally in the vertical direction. The upper end of the hinge pillar 84 is joined to the front lower end of the front pillar 83, while the lower end of the hinge pillar 84 is joined to the front edge of the side sill 82. The front pillar 83 and the hinge pillar 84 are both closed cross-sectional members (vehicle-body rigid members) respectively having a closed cross-sectional space 83s and a closed cross-sectional space 84s extending in their longitudinal direction (the up-down direction).
The side sill 82 and the roof rail 2 are connected at their respective intermediate portions in the vehicle front-rear direction by a center pillar 1 extending in the up-down direction between these intermediate portions.
The center pillar 1 includes a pillar outer panel 10 with a hat shape opened toward the vehicle-width inner side in cross section perpendicular to the up-down direction, e.g., has a convex portion 10c in a lower central region that protrudes in the out direction and flanges 10f, 10r on either side thereof, and a generally flat plate-like pillar inner panel 11. The center pillar 1 has therein a closed cross-sectional space 10s extending in the up-down direction by joining respective front-edge flanges 10f and 11f of the pillar outer panel 10 and the pillar inner panel 11 to each other, and by joining respective rear-edge flanges 10r and 11r of the pillar outer panel 10 and the pillar inner panel 11 to each other.
A rear wheel well 85 is at the rear of the side sill 82. The rear wheel well 85 has an arch shape protruding upward, e.g., is concave, when viewed from the side of the vehicle to accommodate a rear wheel. The rear wheel well 85 includes a rear wheel well inner portion 86 and a rear wheel well outer portion 87. A front lower end 87a of the rear wheel well outer portion 87 joins the rear edge of the side sill 82.
A rear pillar 7 above the rear wheel well 85 extends obliquely downward from the rear edge of the roof rail 2 toward the rear direction. That is, the front upper end of the rear pillar 7 is joined to the rear edge of the roof rail 2. Note that the rear lower end of the rear pillar 7 is joined to the vehicle-width outer end of a rear end panel (not illustrated) extending in the vehicle width direction at the vehicle-body rear part.
When viewed from the side of the vehicle body, a side inner panel 88 is between the rear wheel well 85 and the rear pillar 7, and forms the side wall of a trunk. The side inner panel 88 is disposed with its lower portion interposed between the rear wheel well inner portion 86 and the rear wheel well outer portion 87. The peripheral edge of the rear wheel well 85 (mainly the upper part and the front part), except the lower part, is joined to the side inner panel 88.
As illustrated in
The lower end portion of the intermediate pillar 4 is joined to the rear wheel well outer portion 87 at the front relative to its top portion 87t. Further, a gusset 41, included in the intermediate pillar 4 at its lower end portion, extends downward toward the front direction along the front edge of the rear wheel well outer portion 87, and is joined to the rear edge of the side sill 82.
The intermediate pillar 4 includes an intermediate-pillar outer panel 42 with a hat shape opened toward the vehicle-width inner side, e.g., a convex portion 47 away from the front direction, when viewed in cross section perpendicular to the up-down direction (the longitudinal direction). The intermediate pillar 4 defines a closed cross-sectional space 4s extending in the up-down direction between the intermediate pillar 4 and the front portion of the side inner panel 88.
As illustrated in
At the rear of the center pillar 1 on the vehicle-body side part, a door opening portion 90R for a rear-seat passenger to board and deboard the vehicle is surrounded by the center pillar 1, the front edge of the rear wheel well 85 and the intermediate pillar 4, the roof rail 2, and the side sill 82.
Although not illustrated, the door opening portion 90F for a front-seat passenger to board and deboard the vehicle is configured to be opened/closed by a front door, while the door opening portion 90R for a rear-seat passenger to board and deboard the vehicle is configured to be opened/closed by a rear side door. Both the front side door and the rear side door include a door impact bar (not illustrated) extending in the vehicle front-rear direction so as to connect the front door edge corresponding to the front side door and the rear door edge corresponding to the rear side door.
The roof portion 20 is provided with a front header 26 and a rear header 27 that connect the roof rails 2 provided on both sides of the roof portion 20 to each other in the vehicle width direction at both the front and rear ends of the roof rails 2.
Between the front header 26 and the rear header 27 in the vehicle front-rear direction, a plurality of roof reinforcements 3 are spaced apart from each other in the vehicle front-rear direction and are approximately in parallel to each other. The opposite outer-side ends of the roof reinforcements 3 in the vehicle width direction are joined to their corresponding right-side and left-side roof rails 2. Further, the roof portion 20 is provided with the roof panel 28 (see
A joined portion C3f between the roof rail 2 and a front-side roof reinforcement 3f, which is one of a plurality of (two in this example) roof reinforcements 3 (3f and 3r), approximately aligns with a joined portion C1 between the roof rail 2 and the center pillar 1 in the vehicle front-rear direction.
Note that the vehicle includes a side outer panel 9 (see
Next, the structure of relevant parts of the roof rail 2, the rear-side roof reinforcement 3r, and the intermediate pillar 4, and the structure of a joined portion C3r of the rear-side roof reinforcement 3r to the roof rail 2 and a joined portion C4 of the intermediate pillar 4 to the roof rail 2 are described in detail.
As illustrated in
The roof rail inner portion 21 (the front-side and rear-side roof rail inner portions 21f and 21r) may be a single piece with a generally hat shape opened upward including a lower wall 21a protruding, e.g., convex, toward the vehicle-width outer side in cross section perpendicular to the longitudinal direction, an inner wall 21b extending obliquely upward from the vehicle-width inner end of the lower wall 21a toward the vehicle-width inner side, an inner-end flange 21d extending obliquely downward from the upper end of the inner wall 21b toward the vehicle-width inner side, an outer wall 21e extending obliquely upward from the vehicle-width outer end of the lower wall 21a toward the vehicle-width outer side, and an outer-end flange 21g extending obliquely downward from the upper end of the outer wall 21e toward the vehicle-width outer side.
The roof rail outer portion 22 may be a single piece with a generally hat shape (a generally G-shape) including an upper wall 22a protruding, e.g., convex, downward toward the vehicle-width inner side in cross section perpendicular to the longitudinal direction, an inner wall 22b extending obliquely downward from the vehicle-width inner end of the upper wall 22a toward the vehicle-width inner side, an inner-end flange 22d extending obliquely downward from the lower end of the inner wall 22b toward the vehicle-width inner side, an outer wall 22e extending obliquely downward from the vehicle-width outer end of the upper wall 22a toward the vehicle-width outer side, and an outer-end flange 22g extending obliquely downward from the lower end of the outer wall 22e toward the vehicle-width outer side.
The roof rail 2 defines therein the closed cross-sectional space 2s (see
As illustrated in
As illustrated in
An upper-end flange 45c is formed at the upper end of the intermediate-pillar wider upper portion 45 in its entirety in the vehicle front-rear direction. A front-edge flange 43a along the front edge of the intermediate-pillar upper 43 extends continuously from the front edge 44f of the intermediate-pillar upper body portion 44 to the front-side extending portion 451 of the intermediate-pillar wider upper portion 45. A rear-edge flange 43b along the rear edge of the intermediate-pillar upper 43 extends continuously from the rear edge 44r of the intermediate-pillar upper body portion 44 to the rear-side extending portion 452 of the intermediate-pillar wider upper portion 45.
In other words, as illustrated in
As illustrated in
As illustrated in
The roof reinforcement body portion 31 and the gusset 32 both have a hat shape opened upward, e.g., a convex central portion 3c with flanges 3a, 3b on either side thereof, when viewed in cross section perpendicular to the vehicle width direction (the longitudinal direction). The rear-side roof reinforcement 3r has a front-edge flange 3a on its front side, and a rear-edge flange 3b on its rear side, the respective upper surfaces of which are fixed to the lower surface of the roof panel 28 using an adhesive (not illustrated), and the rear-side roof reinforcement 3r defines a closed cross-sectional space 3s extending in the vehicle width direction between the front-edge and rear-edge flanges 3a and 3b in cooperation with the roof panel 28 (see
As illustrated in
Specifically, the front edge and the rear edge of the gusset 32 are both joined to the inner-end flange 21d of the roof rail inner portion 21 from the vehicle-width inner side from below by spot welding (see “x” in
As illustrated in
In this example, as illustrated in
As illustrated in
The filler 5 may be a hard, high-strength foam, e.g., a foam resin. For example, the foam resin may be a polyurethane resin, epoxy resin, or other type of resin that is foamed (expanded) by heat, and has, e.g., a three-fold or less foaming factor.
As illustrated in
In this example, the filler 5 is disposed in the closed cross-sectional space 2s corresponding to the front-side section of the joined portion C4 of the roof rail 2 with the intermediate pillar 4 in the longitudinal direction.
More specifically, as illustrated in
That is, in the longitudinal direction of the roof rail 2, the filler 5 at least partially overlaps the joined portion C3r with the rear-side roof reinforcement 3r and the joined portion C4 with the intermediate pillar 4.
In the closed cross-sectional space 2s of the roof rail 2, at a location where the filler 5 is provided, the filler 5 is in contact, e.g., direct contact, with a panel-like wall that constitutes the roof rail 2, in this example, an inner surface of the outer wall 22e of the roof rail outer portion 22 and an inner surface of the roof rail inner portion.
Specifically, the filler 5 before being foamed is formed like a plate, and one end portion (base end portion) of the plate is formed with an engagement piece 51 (see
In a vehicle-body production process, a painting process of electropainting an electrodeposition liquid on the vehicle body is performed after a vehicle-body assembling process. After the electropainting process in which the vehicle body is immersed in this electrodeposition liquid, a drying process is performed in which the vehicle body is led into a heating furnace and is heated at a predetermined temperature for a given time in order to dry the electrodeposition liquid.
In this example, in the vehicle-body assembling process, the engagement piece 51 included in the base end portion of the plate-like filler 5 before being foamed is inserted into the engagement hole 23 provided at the attachment location for the filler 5, e.g., on the outer wall 22e of the roof rail outer portion 22. Thus the engagement piece 51 is engaged with the peripheral edge of the engagement hole 23. The filler 5 is thereby attached to the above attachment location on the roof rail outer portion 22 in such a manner as to face the closed cross-sectional space 2s. In the drying step, heat of the drying furnace is used to foam (expand) the filler 5, bringing the filler 5 into press-contact (close-contact) with the inner surfaces of the roof rail 2, which define the closed cross-sectional space 2s.
As illustrated in
As illustrated in
The filler 5 is provided in the vehicle front-rear direction so as to extend across the joined portion C21 between the front-side roof rail inner portion 21f and the rear-side roof rail inner portion 21r.
As illustrated in
Meanwhile, as illustrated in
The rear side frame 95 extends in the vehicle front-rear direction on the vehicle-interior side of the rear wheel well 85. The front edge portion of the rear side frame 95 is joined to the rear portion of the side sill 82.
As illustrated in
Further, as illustrated in
That is, the vehicle-interior-side up-down-direction reinforcement member 6 is connected at its upper end portion to the lower end portion of the intermediate-pillar upper 43 through the side inner panel 88.
As described above, the upper end of the intermediate-pillar upper 43 is connected to the rear-side roof reinforcement 3r through the roof rail 2 extending in the vehicle front-rear direction. In contrast, as illustrated in
In this manner, in the vehicle body, at a section corresponding to the joined portion C3r with the rear-side roof reinforcement 3r, and the joined portion C4 with the intermediate pillar 4 in the front-rear direction of the vehicle body, the roof rails 2 on both sides, the rear-side roof reinforcement 3r, the intermediate pillar 4 (the intermediate-pillar upper 43), the vehicle-interior-side up-down-direction reinforcement member 6, the rear side frame 95, and the crossmember 94 serve as a plurality of closed cross-sectional members having therein their respective closed cross-sectional spaces.
As illustrated in
The filler 5 is provided in or in the vicinity of a section of the roof rail 2 in the longitudinal direction, which constitutes a part of the annular structure 8 in the circumferential direction, e.g., in space 2s. In this example, the filler 5 is provided from a section of the roof reinforcement 3 in the vehicle front-rear direction, which constitutes a part of the annular structure 8, to the front vicinity of the section (see
The upper vehicle-body structure for a vehicle according to the present embodiment described above is an upper vehicle-body structure for a vehicle (see
To be more specific, the filler 5 may continuously extend in a region forward and rearward relative to the front edge 32a of the joined portion C3r of the rear-side roof reinforcement 3r with the roof rail 2. Further, the filler 5 is provided in such a region that its rear edge is positioned forward relative to the rear edge 32b of the joined portion C3r of the rear-side roof reinforcement 3r with the roof rail 2, and its front edge is positioned rearward relative to the front edge 45f of the joined portion C4 of the intermediate pillar 4 with the roof rail 2.
At the time of a side collision, for example, a load input to the center pillar 1 is transmitted to the joined portion C3r of the roof rail 2 with the rear-side roof reinforcement 3r in some cases through a route directed rearward from the joined portion C1 of the roof rail 2 with the center pillar 1 in the longitudinal direction, or through a route directed upward from the door impact bar of the rear side door (not illustrated) along the intermediate pillar 4.
The joined portion C3r of the roof rail 2 with the rear-side roof reinforcement 3r corresponds to a section of the roof rail 2, which is supported by the rear-side roof reinforcement 3r. For example, the front of the joined portion C3r corresponds to a section of the roof rail 2, which extends forward from the joined portion C3r in a cantilevered manner without being supported by the rear-side roof reinforcement 3r. Due to this configuration, at the time of a side collision, when a side-collision load is transmitted to the joined portion C3r of the roof rail 2 with the rear-side roof reinforcement 3r as described above, there is a concern about breakage of the roof rail 2 at its unjoined portion (a portion immediately in front of the joined portion C3r) in the front vicinity of the joined portion C3r, that is, cross-sectional deformation of the roof rail 2 at its unjoined portion, caused by a stress that becomes concentrated between the joined portion C3r and the unjoined portion in front of the joined portion C3r due to the difference in rigidity therebetween.
To address this concern, the filler 5 is provided over a region extending forward and rearward relative to the front edge 32a of the joined portion C3r in the longitudinal direction of the roof rail 2 as described above. That is, the filler 5 connects the joined portion C3r on the rearward side relative to the front edge 32a of the joined portion C3r, and an easily breakable section (the unjoined portion) on the forward side relative to the front edge 32a of the joined portion C3r in the longitudinal direction of the roof rail 2. The joined portion C3r is supported by the rear-side roof reinforcement 3r and is thus highly rigid, while the easily breakable section is not supported by the rear-side roof reinforcement 3r and is thus easily breakable because a load is more likely to become concentrated on this section. However, due the presence of the filler 5, at the time of a side collision, cross-sectional deformation at the unjoined portion in the front vicinity of the joined portion C3r can be effectively suppressed against a load transmitted to the joined portion C3r of the roof rail 2 with the rear-side roof reinforcement 3r.
The filler 5 may be provided only in the region between the rear edge 32b of the joined portion C3r and the front edge 45f of the joined portion C4. For example, the filler 5 may be provided along the flange 3a to the front edge 45fd of the joined portion C4 as shown in
In accordance with this aspect, the filler 5 is the high-rigidity foamed element that is foamed by heat (
According to the above configuration, the high-rigidity filler 5 can be foamed using heat in the process of drying an electrodeposition liquid (painting agent) painted on the vehicle-body surface. Thus, while an increase in weight of the roof rail 2 is minimized, the high-rigidity filler 5 can be easily filled in the closed cross-sectional space 2s of the roof rail 2 in such a manner that the filler 5 comes into press-contact with the surface defining the closed cross-sectional space 2s.
In accordance with this aspect, the joined portion C3r of the roof rail 2 with the rear-side roof reinforcement 3r aligns with the joined portion C4 of the roof rail 2 with the intermediate pillar 4 at least partially in the longitudinal direction of the roof rail 2 (see
According to the above configuration, the filler 5 is provided in or in the vicinity of a section of the roof rail 2 in the longitudinal direction, which constitutes a part of the annular structure 8, so that the filler 5 can suppress cross-sectional deformation at the section of the roof rail 2 in the longitudinal direction. This can contribute to improvement in rigidity of the annular structure 8.
In accordance with this aspect, the intermediate pillar 4 can include the intermediate-pillar upper 43 (mainly the front-side extending portion 451 of the intermediate-pillar wider upper portion 45) serving as a second-pillar outer panel in a joined portion with the roof rail 2 at least from the front edge to the rear edge of the filler 5 on a vehicle-width-direction outer side relative to the filler 5 (see
According to the above configuration, the intermediate-pillar upper 43 can be provided so as to cover the filler 5 in its entirety in the vehicle front-rear direction from the vehicle-width outer side mainly by the intermediate-pillar wider upper portion 45 of the intermediate-pillar upper portion 43. Therefore, at the time of a side collision, for example, a side-collision load input to the center pillar 1 and transmitted from the intermediate-pillar wider upper portion 45 included in the intermediate-pillar upper portion 43 of the intermediate pillar 4 to the roof rail 2 via the door impact bar of the rear side door can be received by the filler 5 in its entirety in the vehicle front-rear direction. The filler 5 can thus suppress cross-sectional deformation of a section of the roof rail 2 in the longitudinal direction corresponding to the joined portion C4 with the intermediate pillar 4.
In accordance with this aspect, the roof rail inner portion 21 includes the front-side roof rail inner portion 21f (front-side roof-rail constituent member) and the rear-side roof rail inner portion 21r (rear-side roof-rail constituent member) with a front edge thereof joined to a rear edge of the front-side roof rail inner portion 21f (see
According to the above configuration, the filler 5 extends across the joined portion C21 between the front-side roof rail inner portion 21f and the rear-side roof rail inner portion 21r in the vehicle front-rear direction. Thus, the filler 5 can come into press-contact with the inner surface of the roof rail 2, which defines the closed cross-sectional space 2s, such that the rear edge of the front-side roof rail inner portion 21f and the front edge of the rear-side roof rail inner portion 21r overlap one another in the joined portion C21. Accordingly, at the time of a side collision, efficiency in transmitting and dispersing a side-collision load mutually between the front-side roof rail inner portion 21f and the rear-side roof rail inner portion 21r can be improved.
Note that the roof rail inner portion 21 is divided into, and made up of, at least the front-side roof rail inner portion 21f and the rear-side roof rail inner portion 21r in the vehicle front-rear direction. Thus, between the front-side and the rear-side roof rail portions 21f and 21r, and their opposed constituent member in the vehicle width direction, i.e., the roof rail outer portion 22, an adequate number of joining spots for spot welding or the like are secured, while the joining spots are provided at appropriate places, and then the inner-end flanges 21d and 22d can be joined to each other, and the outer-end flanges 21g and 22g can be joined to each other.
As such, the constituent members of the roof rail 2 can be more firmly joined to a constituent member opposed to these constituent members in the vehicle width direction, as compared to the case where the roof rail 2 is formed of a single member along the vehicle front-rear direction.
By way of summation and review, embodiments suppress breakage of a roof rail at its joined portion with a roof rail reinforcement caused by a vehicle-width-direction inner side load applied to a first pillar, e.g., a center pillar, at the time of a side collision, while minimizing an increase in weight of the roof rail.
Example embodiments have been disclosed herein, and although specific terms are employed, they are used and are to be interpreted in a generic and descriptive sense only and not for purpose of limitation.
For example, the first pillar is not limited to the center pillar, but may be other pillars, e.g., a front pillar as long as the first pillar extends downward from the roof rail at the front relative to the joined portion of this roof rail with the roof reinforcement (the rear-side roof reinforcement 3r). That is, the upper vehicle-body structure according embodiments may be applicable to a vehicle that does not have a center pillar.
A load to be transmitted to the joined portion of the roof rail with the roof reinforcement (the rear-side roof reinforcement 3r) at the time of a side collision is not limited to being based on the vehicle-width-direction inner side load input to the center pillar. The load may be based on any vehicle-width-direction inner side load input to the vehicle-body side part at the time of a side collision, such as a load to be transmitted from the second pillar to the roof rail not through the center pillar, or a load to be transmitted from the front relative to the joined portion of the roof rail with the roof reinforcement along the roof reinforcement to the joined portion with the roof reinforcement.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-112727 | Jun 2019 | JP | national |
