WO2015025572A1 - Center pillar structure for automobile - Google Patents

Center pillar structure for automobile Download PDF

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Publication number
WO2015025572A1
WO2015025572A1 PCT/JP2014/063460 JP2014063460W WO2015025572A1 WO 2015025572 A1 WO2015025572 A1 WO 2015025572A1 JP 2014063460 W JP2014063460 W JP 2014063460W WO 2015025572 A1 WO2015025572 A1 WO 2015025572A1
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WO
WIPO (PCT)
Prior art keywords
center pillar
inner member
width direction
vehicle width
outer member
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PCT/JP2014/063460
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French (fr)
Japanese (ja)
Inventor
紘 槙島
佳克 太田
尚広 出口
芳和 白井
Original Assignee
本田技研工業株式会社
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Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2015532732A priority Critical patent/JP6032629B2/en
Publication of WO2015025572A1 publication Critical patent/WO2015025572A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/001—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material
    • B62D29/005—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material preformed metal and synthetic material elements being joined together, e.g. by adhesives

Definitions

  • the portion connected to the side sill in the lower part of the center pillar of the automobile is joined with the outer member of the hollow closed cross section located outside in the vehicle width direction and the inner member of the hollow closed cross section located inside in the vehicle width direction.
  • the present invention relates to a center pillar structure of a motor vehicle.
  • Patent Document 2 discloses that the lower end of the pillar of the upper body of the vehicle body is fitted to the upper end of the pillar of the lower body of the vehicle body and fixed by adhesion.
  • the present invention has been made in view of the above-described circumstances, and it is an object of the present invention to increase the strength of a center pillar against a collision load of a side collision while minimizing an increase in weight.
  • the portion connected to the side sill in the lower part of the center pillar of the automobile is located inside the vehicle width direction with the outer member of the hollow closed cross section located outside the vehicle width direction.
  • the first member is formed by combining it with an inner member having a hollow closed cross section, the outer member being higher in strength against a compressive load than the inner member, and the inner member being higher in strength against a tensile load than the outer member.
  • a side flat surface formed inward in the vehicle width direction on the outer member and a side flat surface formed outward in the vehicle width direction on the inner member A center pillar structure of an automobile is proposed, which has a second feature of overlapping and bonding.
  • the upper flat surface formed upward at the upper end of the outer member and the upper end of a notch formed by cutting the outer surface of the inner member in the vehicle width direction is proposed.
  • a center pillar structure of a motor vehicle which is formed by overlapping and bonding it with an upper flat surface formed downward.
  • the mounting flange formed at the lower end of the outer member and the mounting flange formed at the lower end of the inner member are fastened to the side sill.
  • a center pillar structure of an automobile which is characterized by being fastened by a member.
  • a fifth feature is that the upper end of the inner member is coupled to the roof side rail so as to surround the roof side rail.
  • An automobile center pillar structure is proposed.
  • the sixth feature is that the inner member is made of CFRP, and has at least vertically-oriented continuous carbon fibers.
  • An automobile center pillar structure is proposed.
  • a collision energy absorbing member for absorbing a compressive load in the vehicle width direction is coupled to the outer side in the vehicle width direction of the outer member.
  • a seventh feature of the present invention is a center pillar structure of an automobile.
  • the rivets 24 and 25 of the embodiment correspond to the fastening member of the present invention.
  • the portion connected to the side sill in the lower part of the center pillar of the automobile is the hollow closed cross section outer member located outside in the vehicle width direction and the hollow closed cross section located inside in the vehicle width direction And the inner member of. Since the outer member has higher strength against compressive load than the inner member and the inner member has higher strength against tensile load than the outer member, the lower part of the center pillar is curved inward in the vehicle width direction by the collision load of the side collision. When a compressive load acts on the outer member and a tensile load acts on the inner member, the strength of the center pillar is enhanced by the inner member having high strength against the compressive load and the outer member having high strength against the tensile load. It is possible to minimize the deformation of the center pillar at the time of a side collision while reducing the thickness of the outer member and the inner member to reduce the weight.
  • the side flat surface formed inward in the vehicle width direction on the outer member and the side flat surface formed outward in the vehicle width direction on the inner member are overlapped and bonded.
  • the upper flat surface formed upward at the upper end of the outer member and the upper flat surface formed downward at the upper end of the notch formed by cutting the outer surface in the vehicle width direction of the inner member Since the layers are adhered to each other, the compressive load is reliably applied to the outer member by transmitting the compressive load from the upper flat surface of the notch portion of the inner member to the upper flat surface of the outer member to prevent the bending of the inner member.
  • the mounting flange formed at the lower end of the outer member and the mounting flange formed at the lower end of the inner member are fastened to the side sill by the fastening member.
  • the collision load input to the center pillar can be efficiently dispersed and absorbed in the side sill.
  • the upper end of the inner member is connected to the roof side rail so as to surround the roof side rail, the upper end of the center pillar is strongly connected to the roof side rail.
  • the collision load input to can be efficiently dispersed and absorbed in the roof side rail.
  • the inner member is made of CFRP and has continuous carbon fibers oriented at least in the vertical direction, the tensile load acting on the CFRP inner member is oriented in the vertical direction. By supporting with continuous carbon fiber, the strength of the inner member can be effectively enhanced.
  • the collision energy absorbing member for absorbing the compressive load in the vehicle width direction is coupled to the outer side in the vehicle width direction of the outer member, the collision load of the side collision input to the lower portion of the center pillar First, bending of the center pillar can be more reliably prevented by absorbing the collision energy absorbing member by crushing.
  • FIG. 1 is a partial perspective view of a vehicle body frame of an automobile.
  • First Embodiment FIG. 2 is a sectional view taken along line 2-2 of FIG.
  • First Embodiment FIG. 3 is a sectional view taken along line 3A-3A and 3B-3B of FIG.
  • First Embodiment FIG. 4 is a diagram corresponding to FIG. Second Embodiment
  • FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. Second Embodiment
  • the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined based on the occupant seated in the driver's seat.
  • the vehicle body of the automobile is basically made of CFRP (carbon fiber reinforced resin), and only a part of it is made of a metal material such as aluminum.
  • the floor portion 11 integrally formed in a bathtub shape includes a floor panel 15 in which a honeycomb core material 14 is sandwiched between an outer skin 12 and an inner skin 13, and the center portion in the vehicle width direction of the floor panel 15 faces upward.
  • a pair of left and right side sills 17 and 17 configured in a hollow closed cross section by the outer skin 12 and the inner skin 13 are connected to both ends of the floor panel 15 in the vehicle width direction.
  • a pair of hollow left and right center pillars 18, 18 having a hollow closed cross section are erected from the upper surfaces of the left and right side sills 17, 17 formed of the inner skin 13, and a hollow closed extending between the upper ends of the left and right center pillars 18, 18 in the vehicle width direction It is integrally connected to both ends in the vehicle width direction of the roof arch 19 of the cross section. Then, a pipe-like roof side rail 21 extending in the front-rear direction penetrates the pipe-like connecting part 20 integrally formed at the connecting part of the center pillar 18 and the roof arch 19 and fixed by adhesion.
  • the center pillar 18 is composed of an aluminum outer member 22 and a CFRP inner member 23.
  • the outer member 22 is only an outer portion in the vehicle width direction of the lower portion of the center pillar 18 connected to the side sill 17.
  • the inner member 23 constitutes the other part of the center pillar 18.
  • the aluminum outer member 22 is a member having a hollow closed cross section, the side flat surface 22a is formed at the inner end in the vehicle width direction, and the upper flat surface 22b is formed at the upper end
  • the plate-like mounting flange 22c protrudes downward from the lower end.
  • the inner member 23 made of CFRP is a member having a hollow closed cross-section, and the outer surface in the vehicle width direction at the lower part is cut away to form a cutout 23a, and the side flat surface 23b faces downward from the corner of the cutout 23a.
  • the upper flat surface 23c extends outward in the vehicle width direction from the corner of the notch 23a.
  • the outer member 22 is fitted in the notch 23 a of the inner member 23, and the side flat surface 22 a of the outer member 22 and the side flat surface 23 b of the inner member 23 abut each other and are fixed by adhesion.
  • the upper flat surface 22b and the upper flat surface 23c of the inner member 23 abut each other and are fixed by adhesion.
  • the mounting flange 22c of the outer member 22 is fixed to the inner skin 13 constituting the vehicle width direction outer wall of the side sill 17 with a plurality of rivets 24...
  • the mounting flange 23d of the inner member 23 is the inner wall of the side sill 17 in the vehicle width direction It fixes to the inner skin 13 to comprise by the some rivet 25 ....
  • the inner member 23 is obtained by overlapping a plurality of layers in which the orientation directions of continuous carbon fibers are different from one another and solidifying them with a synthetic resin, and as shown in an enlarged manner in a circle of FIG.
  • the orientation direction of the continuous carbon fibers 26 in one layer is in the longitudinal direction of the center pillar 18, that is, in the vertical direction.
  • the center pillar 18 when the collision load F of the side collision is input to the lower part of the center pillar 18 of the automobile, the center pillar 18 tries to deform so as to curve inward in the vehicle width direction as shown by a chain line.
  • a compressive load Fc in the vertical direction acts on the outer surface in the vehicle width direction 22, and a tensile load Ft in the vertical direction acts on the inner surface in the vehicle width direction of the inner member 23.
  • the outer member 22 is made of aluminum having high strength against the compressive load Fc and the inner member 23 is made of CFRP having high strength against the tensile load Ft, the center pillar 18 is inward in the vehicle width direction when the collision load F is input. Can be minimized to secure the volume of the passenger compartment space.
  • the inner member 23 made of CFRP contains the continuous carbon fibers 26 oriented in the longitudinal direction of the center pillar 18, that is, the vertical direction, the tensile load Ft is effectively supported by the continuous carbon fibers 26.
  • the strength of the inner member 23 with respect to the tensile load Ft can be further enhanced. As a result, it is possible to minimize the deformation of the center pillar 18 at the time of a side collision, while reducing the thickness of the outer member 22 and the inner member 23 to reduce the weight.
  • the outer member 22 can be reliably formed.
  • the compressive load Fc is applied, and the tensile load Ft is reliably applied to the inner member 23, so that the strength characteristics thereof can be effectively exhibited, and the bending of the center pillar 18 can be prevented.
  • the upper flat surface 22b formed upward at the upper end of the outer member 22 and the upper flat surface 23c of the notch 23a of the inner member 23 are overlapped and bonded, the upper flat surface 23c of the inner member 23 By transmitting the compressive load to the upper flat surface 22 b, the compressive load Fc can be reliably applied to the outer member 22, and the bending of the inner member 23 can be prevented.
  • the collision load F of the side collision is transmitted from the center pillar 18 to the side sill 17 and the roof side rail 21, but the mounting flange 22 c formed at the lower end of the outer member 22 of the center pillar 18 and the mounting formed at the lower end of the inner member 23 Since the flanges 23 d are fastened to the side sills 17 by rivets 24, 25, the lower end of the center pillar 18 is firmly connected to the side sills 17, and the collision load F input to the center pillars 18 is efficiently dispersed to the side sills 17. Can be absorbed.
  • the pipe-shaped connecting portion 20 at the upper end of the inner member 23 is connected to surround the roof side rail 21, the upper end of the center pillar 18 is strongly connected to the roof side rail 21 and the collision is input to the center pillar 18
  • the load F can be efficiently dispersed and absorbed in the roof side rail 21.
  • a collision energy absorbing member 27 is laminated on the outer side of the outer member 22 of the center pillar 18 in the vehicle width direction.
  • the collision energy absorbing member 27 is a member made of CFRP in which only the inner surface in the vehicle width direction adhered to the outer surface in the vehicle width direction of the outer member 22 is open, and the inside thereof is partitioned by a large number of ribs 27a extending in the vertical and longitudinal directions. It has a honeycomb structure.
  • the upper flat surface 27b of the collision energy absorbing member 27 abuts and is bonded to the upper flat surface 23c of the notch 23a of the inner member 23, and the lower flat surface 27c abuts and is bonded to the lower flat surface 22d of the outer member 22.
  • the collision load F of the side collision is first input to the collision energy absorbing member 27, and a part of the collision energy is absorbed by crushing the collision energy absorbing member 27 of the honeycomb structure.
  • the deformation of the center pillar 18 is performed by the same action as that of the first embodiment. It can be minimized.
  • the deformation of the center pillar 18 can be more effectively suppressed.
  • the material of the outer member and the inner member of the present invention is not limited to the aluminum and CFRP of the embodiment, the outer member has higher strength against compressive load than the inner member, and the inner member has higher tensile load than the outer member. It is sufficient that the combination is high in strength.
  • fastening member of the present invention is not limited to the rivets 24 and 25 of the embodiment, and may be other kinds of members such as bolts.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

A center pillar structure for an automobile is configured such that a portion of the lower part of a center pillar (18), the portion being connected to a side sill (17), is configured by joining an outer member (22) and an inner member (23). The outer member (22) consists of aluminum having high strength against a compressive load, and the inner member (23) consists of CFRP having high strength against a tensile load. Consequently, when a collision load caused by a side collision is inputted and the lower part of the center pillar (18) is deformed and bent inward in the width direction of the automobile to cause a compressive load to act on the outer member (22) and also to cause a tensile load to act on the inner member (23), the center pillar (18) has high strength because the inner member (23) has high strength against a compression load and the outer member (22) has high strength against a tensile load. The plate thickness of the outer member (22) and the inner member (23) is reduced to reduce the weight, and the deformation of the center pillar (18) during a side collision can be reduced to minimum.

Description

自動車のセンターピラー構造Center pillar structure of automobile
　本発明は、自動車のセンターピラーの下部のサイドシルに接続する部分を、車幅方向外側に位置する中空閉断面のアウター部材と、車幅方向内側に位置する中空閉断面のインナー部材とを結合して構成した自動車のセンターピラー構造に関する。 According to the present invention, the portion connected to the side sill in the lower part of the center pillar of the automobile is joined with the outer member of the hollow closed cross section located outside in the vehicle width direction and the inner member of the hollow closed cross section located inside in the vehicle width direction. The present invention relates to a center pillar structure of a motor vehicle.
　２ドアクーペタイプの炭素繊維強化樹脂製の車体において、アンダーボディの側壁部から起立するセンターピラーの上端と、アンダーボディの側壁部から起立するリヤピラー（リヤウインドシールド用フレーム）の上端とを結合し、三角形状のトラス構造とすることで車体剛性を高めるものが、下記特許文献１により公知である。 In a two-door coupe type carbon fiber reinforced resin vehicle body, the upper end of the center pillar rising from the side wall of the underbody and the upper end of the rear pillar (frame for rear windshield) rising from the side wall of the underbody are joined The thing which improves vehicle body rigidity by setting it as a triangular-shaped truss structure is known by the following patent document 1.
　また自動車の各ピラーの中程よりも上側部分およびルーフ部を繊維強化樹脂で一体成形した車体上部体と、各ピラーの中程よりも下側部分およびフロア部を金属で構成した車体下部体とを備え、車体上部体のピラーの下端を車体下部体のピラーの上端に嵌合して接着により固定したものが、下記特許文献２により公知である。 In addition, an upper portion of the vehicle upper portion and a roof portion integrally formed of fiber reinforced resin than the middle of each pillar of the automobile, and a lower portion of the vehicle lower portion and a lower portion of the floor formed of metal from the middle of each pillar Patent Document 2 discloses that the lower end of the pillar of the upper body of the vehicle body is fitted to the upper end of the pillar of the lower body of the vehicle body and fixed by adhesion.
日本特許第４８１１１８０号公報Japanese Patent No. 4811180 日本特開２０１１－８８４９３号公報JP JP 2011-88493
　ところで、側面衝突の衝突荷重がセンターピラーの下部に入力したとき、センターピラーが車幅方向内側に変形して車室空間を狭めるのを防止するために、車体重量の増加を最小限に抑えながらセンターピラーの曲げ強度を高めることが望ましい。しかしながら、上記特許文献１および前記特許文献２に記載されたものは、側面衝突時のセンターピラーの曲げモードを考慮した材料の配置を採用していないため、重量の増加と引き換えにセンターピラーの強度を高めない限り、側面衝突の衝突荷重によるセンターピラーの車幅方向内側への変形を阻止できない可能性があった。 By the way, when the collision load of the side collision is input to the lower part of the center pillar, the increase of the vehicle body weight is minimized while preventing the center pillar from being deformed inward in the vehicle width direction and narrowing the cabin space. It is desirable to increase the bending strength of the center pillar. However, the materials described in Patent Document 1 and Patent Document 2 do not adopt the arrangement of materials taking into account the bending mode of the center pillar at the time of a side collision, so that the strength of the center pillar is traded off in exchange for the weight increase. As a result, it may not be possible to prevent the center pillar from being deformed inward in the vehicle width direction due to the collision load of the side collision, unless it is increased.
　本発明は前述の事情に鑑みてなされたもので、重量の増加を最小限に抑えながら側面衝突の衝突荷重に対するセンターピラーの強度を高めることを目的とする。 The present invention has been made in view of the above-described circumstances, and it is an object of the present invention to increase the strength of a center pillar against a collision load of a side collision while minimizing an increase in weight.
　上記目的を達成するために、本発明によれば、自動車のセンターピラーの下部のサイドシルに接続する部分を、車幅方向外側に位置する中空閉断面のアウター部材と、車幅方向内側に位置する中空閉断面のインナー部材とを結合して構成し、前記アウター部材は前記インナー部材よりも圧縮荷重に対する強度が高く、前記インナー部材は前記アウター部材よりも引張荷重に対する強度が高いことを第１の特徴とする自動車のセンターピラー構造が提案される。 In order to achieve the above object, according to the present invention, the portion connected to the side sill in the lower part of the center pillar of the automobile is located inside the vehicle width direction with the outer member of the hollow closed cross section located outside the vehicle width direction. The first member is formed by combining it with an inner member having a hollow closed cross section, the outer member being higher in strength against a compressive load than the inner member, and the inner member being higher in strength against a tensile load than the outer member. A center pillar structure of a car is proposed.
　また本発明によれば、前記第１の特徴に加えて、前記アウター部材に車幅方向内向きに形成した側部平坦面と前記インナー部材に車幅方向外向きに形成した側部平坦面とを重ねて接着したことを第２の特徴とする自動車のセンターピラー構造が提案される。 According to the present invention, in addition to the first feature, a side flat surface formed inward in the vehicle width direction on the outer member and a side flat surface formed outward in the vehicle width direction on the inner member A center pillar structure of an automobile is proposed, which has a second feature of overlapping and bonding.
　また本発明によれば、前記第１または第２の特徴に加えて、前記アウター部材の上端に上向きに形成した上部平坦面と前記インナー部材の車幅方向外面を切り欠いた切欠部の上端に下向きに形成した上部平坦面とを重ねて接着したことを第３の特徴とする自動車のセンターピラー構造が提案される。 Further, according to the present invention, in addition to the first or second feature, the upper flat surface formed upward at the upper end of the outer member and the upper end of a notch formed by cutting the outer surface of the inner member in the vehicle width direction. According to a third aspect of the present invention, there is proposed a center pillar structure of a motor vehicle, which is formed by overlapping and bonding it with an upper flat surface formed downward.
　また本発明によれば、前記第１～第３の何れか１つの特徴に加えて、前記アウター部材の下端に形成した取付フランジと前記インナー部材の下端に形成した取付フランジとを前記サイドシルに締結部材で締結したことを第４の特徴とする自動車のセンターピラー構造が提案される。 Further, according to the present invention, in addition to any one of the first to third features, the mounting flange formed at the lower end of the outer member and the mounting flange formed at the lower end of the inner member are fastened to the side sill. According to a fourth aspect of the present invention, there is proposed a center pillar structure of an automobile, which is characterized by being fastened by a member.
　また本発明によれば、前記第１～第４の何れか１つの特徴に加えて、前記インナー部材の上端をルーフサイドレールに、該ルーフサイドレールを囲むように結合したことを第５の特徴とする自動車のセンターピラー構造が提案される。 Further, according to the present invention, in addition to any one of the first to fourth features, a fifth feature is that the upper end of the inner member is coupled to the roof side rail so as to surround the roof side rail. An automobile center pillar structure is proposed.
　また本発明によれば、前記第１～第５の何れか１つの特徴に加えて、前記インナー部材はＣＦＲＰ製であり、少なくとも上下方向に配向された連続炭素繊維を有することを第６の特徴とする自動車のセンターピラー構造が提案される。 Further, according to the present invention, in addition to any one of the first to fifth features, the sixth feature is that the inner member is made of CFRP, and has at least vertically-oriented continuous carbon fibers. An automobile center pillar structure is proposed.
　また本発明によれば、前記第１～第６の何れか１つの特徴に加えて、前記アウター部材の車幅方向外側に車幅方向の圧縮荷重を吸収する衝突エネルギー吸収部材を結合したことを第７の特徴とする自動車のセンターピラー構造が提案される。 Further, according to the present invention, in addition to any one of the first to sixth features, a collision energy absorbing member for absorbing a compressive load in the vehicle width direction is coupled to the outer side in the vehicle width direction of the outer member. A seventh feature of the present invention is a center pillar structure of an automobile.
　尚、実施の形態のリベット２４，２５は本発明の締結部材に対応する。 The rivets 24 and 25 of the embodiment correspond to the fastening member of the present invention.
　本発明の第１の特徴によれば、自動車のセンターピラーの下部のサイドシルに接続する部分は、車幅方向外側に位置する中空閉断面のアウター部材と、車幅方向内側に位置する中空閉断面のインナー部材とを結合して構成される。アウター部材はインナー部材よりも圧縮荷重に対する強度が高く、インナー部材はアウター部材よりも引張荷重に対する強度が高いので、側面衝突の衝突荷重が入力してセンターピラーの下部が車幅方向内側に湾曲するように変形し、アウター部材に圧縮荷重が作用してインナー部材に引張荷重が作用したとき、圧縮荷重に対する強度が高いインナー部材と引張荷重に対する強度が高いアウター部材とによりセンターピラーの強度を高め、アウター部材およびインナー部材の板厚を薄くして軽量化を図りながら、側面衝突時におけるセンターピラーの変形を最小限に抑えることができる。 According to the first feature of the present invention, the portion connected to the side sill in the lower part of the center pillar of the automobile is the hollow closed cross section outer member located outside in the vehicle width direction and the hollow closed cross section located inside in the vehicle width direction And the inner member of. Since the outer member has higher strength against compressive load than the inner member and the inner member has higher strength against tensile load than the outer member, the lower part of the center pillar is curved inward in the vehicle width direction by the collision load of the side collision. When a compressive load acts on the outer member and a tensile load acts on the inner member, the strength of the center pillar is enhanced by the inner member having high strength against the compressive load and the outer member having high strength against the tensile load. It is possible to minimize the deformation of the center pillar at the time of a side collision while reducing the thickness of the outer member and the inner member to reduce the weight.
　また本発明の第２の特徴によれば、アウター部材に車幅方向内向きに形成した側部平坦面とインナー部材に車幅方向外向きに形成した側部平坦面とを重ねて接着したので、アウター部材およびインナー部材を強固に一体化することで、アウター部材に確実に圧縮荷重を作用させるとともにインナー部材に確実に引張荷重を作用させ、センターピラーの折れ曲がりを防止することができる。 Further, according to the second feature of the present invention, since the side flat surface formed inward in the vehicle width direction on the outer member and the side flat surface formed outward in the vehicle width direction on the inner member are overlapped and bonded. By firmly integrating the outer member and the inner member, a compressive load can be reliably applied to the outer member and a tensile load can be reliably applied to the inner member, so that bending of the center pillar can be prevented.
　また本発明の第３の特徴によれば、アウター部材の上端に上向きに形成した上部平坦面とインナー部材の車幅方向外面を切り欠いた切欠部の上端に下向きに形成した上部平坦面とを重ねて接着したので、インナー部材の切欠部の上部平坦面からアウター部材の上部平坦面に圧縮荷重を伝達することで、アウター部材に確実に圧縮荷重を作用させてインナー部材の折れ曲がりを防止することができる。 Further, according to the third feature of the present invention, the upper flat surface formed upward at the upper end of the outer member and the upper flat surface formed downward at the upper end of the notch formed by cutting the outer surface in the vehicle width direction of the inner member Since the layers are adhered to each other, the compressive load is reliably applied to the outer member by transmitting the compressive load from the upper flat surface of the notch portion of the inner member to the upper flat surface of the outer member to prevent the bending of the inner member. Can.
　また本発明の第４の特徴によれば、アウター部材の下端に形成した取付フランジとインナー部材の下端に形成した取付フランジとをサイドシルに締結部材で締結したので、センターピラーの下端をサイドシルに強固に結合し、センターピラーに入力した衝突荷重をサイドシルに効率的に分散して吸収することができる。 Further, according to the fourth feature of the present invention, the mounting flange formed at the lower end of the outer member and the mounting flange formed at the lower end of the inner member are fastened to the side sill by the fastening member. The collision load input to the center pillar can be efficiently dispersed and absorbed in the side sill.
　また本発明の第５の特徴によれば、インナー部材の上端をルーフサイドレールに、該ルーフサイドレールを囲むように結合したので、センターピラーの上端をルーフサイドレールに強固に結合し、センターピラーに入力した衝突荷重をルーフサイドレールに効率的に分散して吸収することができる。 Further, according to the fifth feature of the present invention, since the upper end of the inner member is connected to the roof side rail so as to surround the roof side rail, the upper end of the center pillar is strongly connected to the roof side rail. The collision load input to can be efficiently dispersed and absorbed in the roof side rail.
　また本発明の第６の特徴によれば、インナー部材はＣＦＲＰ製であり、少なくとも上下方向に配向された連続炭素繊維を有するので、ＣＦＲＰ製のインナー部材に作用する引張荷重を上下方向に配向された連続炭素繊維で支持することで、インナー部材の強度を効果的に高めることができる。 Further, according to the sixth feature of the present invention, since the inner member is made of CFRP and has continuous carbon fibers oriented at least in the vertical direction, the tensile load acting on the CFRP inner member is oriented in the vertical direction. By supporting with continuous carbon fiber, the strength of the inner member can be effectively enhanced.
　また本発明の第７の特徴によれば、アウター部材の車幅方向外側に車幅方向の圧縮荷重を吸収する衝突エネルギー吸収部材を結合したので、センターピラーの下部に入力した側面衝突の衝突荷重を先ず衝突エネルギー吸収部材の圧壊により吸収することで、センターピラーの折れ曲がりを一層確実に防止することができる。 Further, according to the seventh aspect of the present invention, since the collision energy absorbing member for absorbing the compressive load in the vehicle width direction is coupled to the outer side in the vehicle width direction of the outer member, the collision load of the side collision input to the lower portion of the center pillar First, bending of the center pillar can be more reliably prevented by absorbing the collision energy absorbing member by crushing.
図１は自動車の車体フレームの部分斜視図である。（第１の実施の形態）FIG. 1 is a partial perspective view of a vehicle body frame of an automobile. First Embodiment 図２は図１の２－２線断面図である。（第１の実施の形態）FIG. 2 is a sectional view taken along line 2-2 of FIG. First Embodiment 図３は図２の３Ａ－３Ａ線および３Ｂ－３Ｂ線断面図である。（第１の実施の形態）FIG. 3 is a sectional view taken along line 3A-3A and 3B-3B of FIG. First Embodiment 図４は図２に対応する図である。（第２の実施の形態）FIG. 4 is a diagram corresponding to FIG. Second Embodiment 図５は図４の５－５線断面図である。（第２の実施の形態）FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. Second Embodiment
１７　　　　サイドシル
１８　　　　センターピラー
２１　　　　ルーフサイドレール
２２　　　　アウター部材
２２ａ　　　側部平坦面
２２ｂ　　　上部平坦面
２２ｃ　　　取付フランジ
２３　　　　インナー部材
２３ａ　　　切欠部
２３ｂ　　　側部平坦面
２３ｃ　　　上部平坦面
２３ｄ　　　取付フランジ
２４　　　　リベット（締結部材）
２５　　　　リベット（締結部材）
２６　　　　連続炭素繊維
２７　　　　衝突エネルギー吸収部材 17 side sill 18 center pillar 21 roof side rail 22 outer member 22a side flat surface 22b top flat surface 22c mounting flange 23 inner member 23a notch 23b side flat surface 23c top flat surface 23d mounting flange 24 rivet (fastening member)
25 rivets (fastening members)
26 Continuous carbon fiber 27 Impact energy absorbing member
　以下、図１～図３に基づいて本発明の第１の実施の形態を説明する。本明細書において、前後方向、左右方向（車幅方向）および上下方向とは、運転席に着座した乗員を基準として定義される。 Hereinafter, a first embodiment of the present invention will be described based on FIGS. 1 to 3. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined based on the occupant seated in the driver's seat.
第１の実施の形態First embodiment
　図１および図２に示すように、本実施の形態の自動車の車体は基本的にＣＦＲＰ（カーボン繊維強化樹脂）で構成されており、その一部だけがアルミニウム等の金属材料で構成される。バスタブ状に一体成形されたフロア部１１は、アウタースキン１２およびインナースキン１３間にハニカム状のコア材１４を挟持したフロアパネル１５を備えており、フロアパネル１５の車幅方向中央部には上向きに突出するフロアトンネル１６が設けられ、フロアパネル１５の車幅方向両端部にはアウタースキン１２およびインナースキン１３で中空閉断面に構成した左右一対のサイドシル１７，１７が接続される。 As shown in FIGS. 1 and 2, the vehicle body of the automobile according to the present embodiment is basically made of CFRP (carbon fiber reinforced resin), and only a part of it is made of a metal material such as aluminum. The floor portion 11 integrally formed in a bathtub shape includes a floor panel 15 in which a honeycomb core material 14 is sandwiched between an outer skin 12 and an inner skin 13, and the center portion in the vehicle width direction of the floor panel 15 faces upward. A pair of left and right side sills 17 and 17 configured in a hollow closed cross section by the outer skin 12 and the inner skin 13 are connected to both ends of the floor panel 15 in the vehicle width direction.
　インナースキン１３で構成された左右のサイドシル１７，１７の上面から左右一対の中空閉断面のセンターピラー１８，１８が起立し、左右のセンターピラー１８，１８の上端間が車幅方向に延びる中空閉断面のルーフアーチ１９の車幅方向両端に一体に接続される。そしてセンターピラー１８およびルーフアーチ１９の接続部に一体に形成されたパイプ状の連結部２０に、前後方向に延びるパイプ状のルーフサイドレール２１が貫通して接着により固定される。 A pair of hollow left and right center pillars 18, 18 having a hollow closed cross section are erected from the upper surfaces of the left and right side sills 17, 17 formed of the inner skin 13, and a hollow closed extending between the upper ends of the left and right center pillars 18, 18 in the vehicle width direction It is integrally connected to both ends in the vehicle width direction of the roof arch 19 of the cross section. Then, a pipe-like roof side rail 21 extending in the front-rear direction penetrates the pipe-like connecting part 20 integrally formed at the connecting part of the center pillar 18 and the roof arch 19 and fixed by adhesion.
　センターピラー１８は、アルミニウム製のアウター部材２２と、ＣＦＲＰ製のインナー部材２３とで構成されるもので、アウター部材２２はサイドシル１７に接続されるセンターピラー１８の下部の車幅方向外側部分だけを構成し、インナー部材２３はセンターピラー１８のその他の部分を構成する。 The center pillar 18 is composed of an aluminum outer member 22 and a CFRP inner member 23. The outer member 22 is only an outer portion in the vehicle width direction of the lower portion of the center pillar 18 connected to the side sill 17. The inner member 23 constitutes the other part of the center pillar 18.
　図２および図３から明らかなように、アルミニウム製のアウター部材２２は中空閉断面を有する部材であり、車幅方向内端に側部平坦面２２ａが形成され、上端に上部平坦面２２ｂが形成され、下端から板状の取付フランジ２２ｃが下向きに突出する。 As is apparent from FIGS. 2 and 3, the aluminum outer member 22 is a member having a hollow closed cross section, the side flat surface 22a is formed at the inner end in the vehicle width direction, and the upper flat surface 22b is formed at the upper end The plate-like mounting flange 22c protrudes downward from the lower end.
　ＣＦＲＰ製のインナー部材２３は中空閉断面を有する部材であり、その下部における車幅方向外面が切り欠かれて切欠部２３ａが形成されており、切欠部２３ａの角から側部平坦面２３ｂが下向きに延びるとともに、切欠部２３ａの角から上部平坦面２３ｃが車幅方向外側に延びている。アウター部材２２はインナー部材２３の切欠部２３ａに嵌合し、アウター部材２２の側部平坦面２２ａとインナー部材２３の側部平坦面２３ｂとが相互に当接して接着により固定され、アウター部材２２の上部平坦面２２ｂとインナー部材２３の上部平坦面２３ｃとが相互に当接して接着により固定される。 The inner member 23 made of CFRP is a member having a hollow closed cross-section, and the outer surface in the vehicle width direction at the lower part is cut away to form a cutout 23a, and the side flat surface 23b faces downward from the corner of the cutout 23a. The upper flat surface 23c extends outward in the vehicle width direction from the corner of the notch 23a. The outer member 22 is fitted in the notch 23 a of the inner member 23, and the side flat surface 22 a of the outer member 22 and the side flat surface 23 b of the inner member 23 abut each other and are fixed by adhesion. The upper flat surface 22b and the upper flat surface 23c of the inner member 23 abut each other and are fixed by adhesion.
　そしてアウター部材２２の取付フランジ２２ｃが、サイドシル１７の車幅方向外壁を構成するインナースキン１３に複数のリベット２４…で固定され、インナー部材２３の取付フランジ２３ｄが、サイドシル１７の車幅方向内壁を構成するインナースキン１３に複数のリベット２５…で固定される。 The mounting flange 22c of the outer member 22 is fixed to the inner skin 13 constituting the vehicle width direction outer wall of the side sill 17 with a plurality of rivets 24... The mounting flange 23d of the inner member 23 is the inner wall of the side sill 17 in the vehicle width direction It fixes to the inner skin 13 to comprise by the some rivet 25 ....
　インナー部材２３は、連続炭素繊維の配向方向が相互に異なる複数の層を重ね合わせて合成樹脂で固めたものであり、図１の円内に拡大して示すように、前記複数の層の少なくとも一つの層の連続炭素繊維２６…の配向方向は、センターピラー１８の長手方向、つまり上下方向を指向している。 The inner member 23 is obtained by overlapping a plurality of layers in which the orientation directions of continuous carbon fibers are different from one another and solidifying them with a synthetic resin, and as shown in an enlarged manner in a circle of FIG. The orientation direction of the continuous carbon fibers 26 in one layer is in the longitudinal direction of the center pillar 18, that is, in the vertical direction.
　次に、上記構成を備えた本発明の第１の実施の形態の作用を説明する。 Next, the operation of the first embodiment of the present invention having the above configuration will be described.
　図２に示すように、自動車のセンターピラー１８の下部に側面衝突の衝突荷重Ｆが入力すると、鎖線で示すようにセンターピラー１８は車幅方向内向きに湾曲するように変形しようとし、アウター部材２２の車幅方向外面には上下方向の圧縮荷重Ｆｃが作用し、インナー部材２３の車幅方向内面には上下方向の引張荷重Ｆｔが作用する。しかしながら、アウター部材２２は圧縮荷重Ｆｃに対する強度が高いアルミニウム製であり、かつインナー部材２３は引張荷重Ｆｔに対する強度が高いＣＦＲＰ製であるため、衝突荷重Ｆの入力時にセンターピラー１８が車幅方向内側に変形するのを最小限に抑え、車室空間の容積を確保することができる。 As shown in FIG. 2, when the collision load F of the side collision is input to the lower part of the center pillar 18 of the automobile, the center pillar 18 tries to deform so as to curve inward in the vehicle width direction as shown by a chain line. A compressive load Fc in the vertical direction acts on the outer surface in the vehicle width direction 22, and a tensile load Ft in the vertical direction acts on the inner surface in the vehicle width direction of the inner member 23. However, since the outer member 22 is made of aluminum having high strength against the compressive load Fc and the inner member 23 is made of CFRP having high strength against the tensile load Ft, the center pillar 18 is inward in the vehicle width direction when the collision load F is input. Can be minimized to secure the volume of the passenger compartment space.
　このとき、ＣＦＲＰ製のインナー部材２３は、センターピラー１８の長手方向、つまり上下方向に配向された連続炭素繊維２６…を含むので、この連続炭素繊維２６…で引張荷重Ｆｔを効果的に支持し、引張荷重Ｆｔに対するインナー部材２３の強度を更に高めることができる。これにより、アウター部材２２およびインナー部材２３の板厚を薄くして軽量化を図りながら、側面衝突時におけるセンターピラー１８の変形を最小限に抑えることができる。 At this time, since the inner member 23 made of CFRP contains the continuous carbon fibers 26 oriented in the longitudinal direction of the center pillar 18, that is, the vertical direction, the tensile load Ft is effectively supported by the continuous carbon fibers 26. The strength of the inner member 23 with respect to the tensile load Ft can be further enhanced. As a result, it is possible to minimize the deformation of the center pillar 18 at the time of a side collision, while reducing the thickness of the outer member 22 and the inner member 23 to reduce the weight.
　またアウター部材２２の側部平坦面２２ａとインナー部材２３の側部平坦面２３ｂとを重ねて接着したので、アウター部材２２およびインナー部材２３を強固に一体化することで、アウター部材２２に確実に圧縮荷重Ｆｃを作用させるとともにインナー部材２３に確実に引張荷重Ｆｔを作用させ、それらの強度特性を有効に発揮させてセンターピラー１８の折れ曲がりを防止することができる。更に、アウター部材２２の上端に上向きに形成した上部平坦面２２ｂとインナー部材２３の切欠部２３ａの上部平坦面２３ｃとを重ねて接着したので、インナー部材２３の上部平坦面２３ｃからアウター部材２２の上部平坦面２２ｂに圧縮荷重を伝達することで、アウター部材２２に確実に圧縮荷重Ｆｃを作用させてインナー部材２３の折れ曲がりを防止することができる。 Further, since the side flat surface 22a of the outer member 22 and the side flat surface 23b of the inner member 23 are overlapped and bonded, by firmly integrating the outer member 22 and the inner member 23, the outer member 22 can be reliably formed. The compressive load Fc is applied, and the tensile load Ft is reliably applied to the inner member 23, so that the strength characteristics thereof can be effectively exhibited, and the bending of the center pillar 18 can be prevented. Furthermore, since the upper flat surface 22b formed upward at the upper end of the outer member 22 and the upper flat surface 23c of the notch 23a of the inner member 23 are overlapped and bonded, the upper flat surface 23c of the inner member 23 By transmitting the compressive load to the upper flat surface 22 b, the compressive load Fc can be reliably applied to the outer member 22, and the bending of the inner member 23 can be prevented.
　また側面衝突の衝突荷重Ｆはセンターピラー１８からサイドシル１７およびルーフサイドレール２１に伝達されるが、センターピラー１８のアウター部材２２の下端に形成した取付フランジ２２ｃとインナー部材２３の下端に形成した取付フランジ２３ｄとをサイドシル１７にリベット２４…，２５…で締結したので、センターピラー１８の下端をサイドシル１７に強固に結合し、センターピラー１８に入力した衝突荷重Ｆをサイドシル１７に効率的に分散して吸収することができる。しかもインナー部材２３の上端のパイプ状の連結部２０がルーフサイドレール２１を囲むように結合されるので、センターピラー１８の上端をルーフサイドレール２１に強固に結合し、センターピラー１８に入力した衝突荷重Ｆをルーフサイドレール２１に効率的に分散して吸収することができる。 Further, the collision load F of the side collision is transmitted from the center pillar 18 to the side sill 17 and the roof side rail 21, but the mounting flange 22 c formed at the lower end of the outer member 22 of the center pillar 18 and the mounting formed at the lower end of the inner member 23 Since the flanges 23 d are fastened to the side sills 17 by rivets 24, 25, the lower end of the center pillar 18 is firmly connected to the side sills 17, and the collision load F input to the center pillars 18 is efficiently dispersed to the side sills 17. Can be absorbed. In addition, since the pipe-shaped connecting portion 20 at the upper end of the inner member 23 is connected to surround the roof side rail 21, the upper end of the center pillar 18 is strongly connected to the roof side rail 21 and the collision is input to the center pillar 18 The load F can be efficiently dispersed and absorbed in the roof side rail 21.
　次に、図４および図５に基づいて本発明の第２の実施の形態を説明する。 Next, a second embodiment of the present invention will be described based on FIG. 4 and FIG.
第２の実施の形態Second embodiment
　第２の実施の形態は、センターピラー１８のアウター部材２２の車幅方向外側に衝突エネルギー吸収部材２７を積層したものである。衝突エネルギー吸収部材２７はアウター部材２２の車幅方向外面に接着される車幅方向内面だけが開放したＣＦＲＰ製の部材であり、その内部が上下方向および前後方向に延びる多数のリブ２７ａ…で仕切られたハニカム構造を有している。衝突エネルギー吸収部材２７の上部平坦面２７ｂはインナー部材２３の切欠部２３ａの上部平坦面２３ｃに当接して接着され、下部平坦面２７ｃはアウター部材２２の下部平坦面２２ｄに当接して接着される。 In the second embodiment, a collision energy absorbing member 27 is laminated on the outer side of the outer member 22 of the center pillar 18 in the vehicle width direction. The collision energy absorbing member 27 is a member made of CFRP in which only the inner surface in the vehicle width direction adhered to the outer surface in the vehicle width direction of the outer member 22 is open, and the inside thereof is partitioned by a large number of ribs 27a extending in the vertical and longitudinal directions. It has a honeycomb structure. The upper flat surface 27b of the collision energy absorbing member 27 abuts and is bonded to the upper flat surface 23c of the notch 23a of the inner member 23, and the lower flat surface 27c abuts and is bonded to the lower flat surface 22d of the outer member 22. .
　本実施の形態によれば、側面衝突の衝突荷重Ｆは先ず衝突エネルギー吸収部材２７に入力し、ハニカム構造の衝突エネルギー吸収部材２７が圧壊することで衝突エネルギーの一部が吸収される。そして衝突エネルギー吸収部材２７で吸収し切れなかった残存の衝突エネルギーがセンターピラー１８のアウター部材２２およびインナー部材２３に入力したとき、第１の実施の形態と同様の作用でセンターピラー１８の変形が最小限に抑えられる。このように、衝突エネルギー吸収部材２７により衝突エネルギーの一部を吸収することで、センターピラー１８の変形を一層効果的に抑制することができる。 According to the present embodiment, the collision load F of the side collision is first input to the collision energy absorbing member 27, and a part of the collision energy is absorbed by crushing the collision energy absorbing member 27 of the honeycomb structure. When the remaining collision energy that can not be absorbed by the collision energy absorbing member 27 is input to the outer member 22 and the inner member 23 of the center pillar 18, the deformation of the center pillar 18 is performed by the same action as that of the first embodiment. It can be minimized. Thus, by absorbing a part of the collision energy by the collision energy absorbing member 27, the deformation of the center pillar 18 can be more effectively suppressed.
　以上、本発明の実施の形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。 As mentioned above, although embodiment of this invention was described, this invention can perform various design changes in the range which does not deviate from the summary.
　例えば、本発明のアウター部材およびインナー部材の材質は実施の形態のアルミニウムおよびＣＦＲＰに限定されず、アウター部材はインナー部材よりも圧縮荷重に対する強度が高く、かつインナー部材はアウター部材よりも引張荷重に対する強度が高い組み合わせであれば良い。 For example, the material of the outer member and the inner member of the present invention is not limited to the aluminum and CFRP of the embodiment, the outer member has higher strength against compressive load than the inner member, and the inner member has higher tensile load than the outer member. It is sufficient that the combination is high in strength.
　また本発明の締結部材は実施の形態のリベット２４，２５に限定されず、ボルトのような他種の部材であっても良い。 Further, the fastening member of the present invention is not limited to the rivets 24 and 25 of the embodiment, and may be other kinds of members such as bolts.

Claims (7)

  1. 　自動車のセンターピラー（１８）の下部のサイドシル（１７）に接続する部分を、車幅方向外側に位置する中空閉断面のアウター部材（２２）と、車幅方向内側に位置する中空閉断面のインナー部材（２３）とを結合して構成し、前記アウター部材（２２）は前記インナー部材（２３）よりも圧縮荷重に対する強度が高く、前記インナー部材（２３）は前記アウター部材（２２）よりも引張荷重に対する強度が高いことを特徴とする自動車のセンターピラー構造。 The part connected to the side sill (17) in the lower part of the center pillar (18) of the automobile is the outer member (22) of hollow closed cross section located on the outer side in the vehicle width direction and the inner of hollow closed section located on the inner side in the vehicle width direction. The outer member (22) has a higher strength against compressive load than the inner member (23), and the inner member (23) is more tensile than the outer member (22). A center pillar structure of a car characterized by high strength against load.
  2. 　前記アウター部材（２２）に車幅方向内向きに形成した側部平坦面（２２ａ）と前記インナー部材（２３）に車幅方向外向きに形成した側部平坦面（２３ｂ）とを重ねて接着したことを特徴とする、請求項１に記載の自動車のセンターピラー構造。 The lateral flat surface (22a) formed inward in the vehicle width direction on the outer member (22) and the lateral flat surface (23b) formed outward in the vehicle width direction on the inner member (23) The center pillar structure of an automobile according to claim 1, characterized in that:
  3. 　前記アウター部材（２２）の上端に上向きに形成した上部平坦面（２２ｂ）と前記インナー部材（２３）の車幅方向外面を切り欠いた切欠部（２３ａ）の上端に下向きに形成した上部平坦面（２３ｃ）とを重ねて接着したことを特徴とする、請求項１または請求項２に記載の自動車のセンターピラー構造。 An upper flat surface (22b) formed upward at the upper end of the outer member (22) and an upper flat surface formed downward at the upper end of a notch (23a) obtained by cutting the outer surface of the inner member (23) in the vehicle width direction. The center pillar structure of an automobile according to claim 1 or 2, wherein (23c) is overlapped and adhered.
  4. 　前記アウター部材（２２）の下端に形成した取付フランジ（２２ｃ）と前記インナー部材（２３）の下端に形成した取付フランジ（２３ｄ）とを前記サイドシル（１７）に締結部材（２４，２５）で締結したことを特徴とする、請求項１～請求項３の何れか１項に記載の自動車のセンターピラー構造。 The mounting flange (22c) formed at the lower end of the outer member (22) and the mounting flange (23d) formed at the lower end of the inner member (23) are fastened to the side sill (17) by the fastening members (24, 25) The center pillar structure of an automobile according to any one of claims 1 to 3, characterized in that:
  5. 　前記インナー部材（２３）の上端をルーフサイドレール（２１）に、該ルーフサイドレール（２１）を囲むように結合したことを特徴とする、請求項１～請求項４の何れか１項に記載の自動車のセンターピラー構造。 The upper end of the inner member (23) is connected to a roof side rail (21) so as to surround the roof side rail (21), according to any one of claims 1 to 4, Car's center pillar structure.
  6. 　前記インナー部材（２３）はＣＦＲＰ製であり、少なくとも上下方向に配向された連続炭素繊維（２６）を有することを特徴とする、請求項１～請求項５の何れか１項に記載の自動車のセンターピラー構造。 The automobile according to any one of claims 1 to 5, wherein the inner member (23) is made of CFRP and has continuous carbon fibers (26) oriented at least in the vertical direction. Center pillar structure.
  7. 　前記アウター部材（２２）の車幅方向外側に車幅方向の圧縮荷重を吸収する衝突エネルギー吸収部材（２７）を結合したことを特徴とする、請求項１～請求項６の何れか１項に記載の自動車のセンターピラー構造。 A collision energy absorbing member (27) for absorbing a compressive load in the vehicle width direction is coupled to the outer side of the outer member (22) in the vehicle width direction, according to any one of claims 1 to 6, Center pillar structure of the described car.
PCT/JP2014/063460 2013-08-22 2014-05-21 Center pillar structure for automobile WO2015025572A1 (en)

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CN110386196B (en) * 2018-04-17 2022-03-01 劳士领汽车集团 Motor vehicle body with body in white and floor and stable structural member
WO2021048958A1 (en) 2019-09-11 2021-03-18 日本製鉄株式会社 Center pillar inner and center pillar
US11897544B2 (en) 2019-09-11 2024-02-13 Nippon Steel Corporation Center pillar inner and center pillar

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