Technical field
[0001]
　The present invention includes a secure attachment area of ​​another member, for T Tae structure achieve both the ensuring of the rigidity of the joint portion.
Background technique
[0002]
　Conventionally, T-shaped coupling structure, vehicles, ships, buildings, are applied to various structures bridges, and the like general industrial machinery, for example, to extend in the vehicle longitudinal direction at a predetermined interval in the vehicle width direction 2 and side sill of being connected to both of these side sills, and a plurality of cross members extending in the vehicle width direction, the structure including a is known (see Japanese Utility Model 60-124381).
Summary of the Invention
Problems that the Invention is to Solve
[0003]
　1 and 2, in the body of a conventional vehicle is a view showing a joint structure between the side sill and the cross member, in both FIGS., (A) is a its perspective view, (b) is the vehicle longitudinal direction sides it is a diagram. In joint structure 10 shown in FIG. 1, since the cross member 14 to the entire area of ​​the vehicle height direction of the side surface 12a of the side sill 12 is not connected, it is insufficient for the rigidity bending deformation and torsional deformation of the joint portion , there is a problem in that. 1, reference numeral 14f denotes a flange formed on the cross member 14, reference numeral 16 denotes a floor panel cross-member 14 is connected.
[0004]
　Therefore, in recent years, as the joint structure 20 shown in FIG. 2, by connecting the cross member 24 on the side surface 22a and the side sill upper surface 22b of the side sill 22, thereby increasing the rigidity of the joint portion. In FIG. 2, reference numeral 24f denotes a top flange formed on the cross member 24, reference numeral 26 denotes a floor panel cross member 24 is connected.
[0005]
　However, the cross member 24 constituting the joint structure 20, as shown in FIG. 2 (b), constitute a vehicle width direction outer side portion, and the car height direction improves side profile line (hereinafter, "upper line" portion having an upper line L1o which case is inclined with respect to a is) the vehicle width direction called (hereinafter, sometimes referred to as "vehicle width outer portion") 24o exists. Usually, on the vehicle width outer portion 24o of the upper line is inclined as shown in FIG. 2 (b), it is difficult to attach the seat rail pedestal. Therefore, when the vehicle height dimension difference of the cross member 24 and the side sill 22 is large, becomes the inclined upper line L1o is extending more to the inside in the vehicle width direction, the mounting area of ​​the seat rail pedestal is sufficiently ensured there may not be. Therefore, the joint structure comprising a cross member 24 to secure a sufficient mounting area of ​​the seat rail pedestal, there is room for improvement in terms of effective use and thus cabin space.
[0006]
　The present invention was made in view of the above circumstances, other members (e.g., seat rail mount in the vehicle width direction) with a sufficient mounting area of ​​securing the rigidity of the joint portion, T-shaped and to provide a joint structure.
Means for Solving the Problems
[0007]
　The present inventors, in the joint structure 20 shown in FIG. 2, in order to further widen the mounting area of ​​the seat rail seat in the vehicle width direction, continuous to the inward of the vehicle width outer portion 24o, and the upper line the car components of cross member 24 extending in the width direction (hereinafter also referred to as "vehicle width inner portion") in the vehicle width direction dimension W1i of 24i, a greater relative vehicle width direction overall dimensions W1 of the cross member 24 especially focused.
[0008]
　However, the shape of the side sill 22, and without changing the vehicle height dimension h in the vehicle width direction overall dimensions W1 and vehicle width inner portion 24i of the cross member 24, when only the larger vehicle width direction dimension W1i the vehicle width inner portion 24i since the vehicle width direction dimension W1o the vehicle width outer portion 24o is reduced, the inclination is large with respect to the vehicle width direction of the upper line L1o the vehicle width outer portion 24o. In this case, the vehicle in the longitudinal direction viewed from the side, and the upper surface of the vehicle width outer portion 24o of the cross member 24, in the upper surface of the flange 24f that bind to the side sill 22, the difference in inclination angle with respect to the vehicle width direction becomes larger to become. Therefore, equate, since the bending angle of the upper surface is increased, for example, when a load bending the cross member 24 in the vehicle height direction occurs, there is a possibility that bending deformation in the bending point is increased, the joint in other words vehicle height direction bending rigidity of the portion may not be sufficiently ensured.
[0009]
　Accordingly, the present inventors have (a diagram showing an example of a T-shaped coupling structure according to the present invention, (a) is its perspective view, (b) is the vehicle longitudinal direction side view) Figure 3 as shown in, for cross member 34, without excessively increasing the inclination with respect to the vehicle width direction of the upper line Lo in the vehicle width outer portion 34o, focused on increasing the vehicle width direction dimension Wi of the vehicle width inner portion 34i. As a result, the inventors have, towards the upper line Ls of the side sill 32 in the vehicle width direction outer side is inclined in the vehicle height direction improves side, and an upper line Ls of the upper line Lf and the side sill 34 of the upper surface flange 34f of the cross member 34 if you ask Ren'nara to, since it is possible to reduce the bending angle of the upper surface of the upper surface of the flange 34f in the vehicle width outer portion 34o, without problem the rigidity of the joint portion as described above is insufficient occurs to obtain thus a secure wide attachment region of the seat rail pedestal, and securing the rigidity of the joint portion can be realized at the same time, the knowledge that.
[0010]
　Based on the above findings, the present inventors have completed the present invention. Its gist is as follows.
[0011]
　[1] comprises a first member, a second member coupled to the first member extending in the direction perpendicular to the longitudinal direction of the first member, the, T-shaped coupling structure a is, in the longitudinal direction viewed from the side of the first member, said first member, the first member side coupling element is a portion connecting with said second member, said from the first member in the direction of the second member, such tapering is the first member is inclined, the second member, the second member side coupling element is a portion for connecting the first member the from the first member toward the second member, the first being inclined in the same direction as the member-side coupling element, said first member side coupling element and the second member side coupling element DOO is, is smoothly connected to constitute a connecting portion, the connecting portion is, on at least one side in the width direction of the first and second members T-shaped coupling structure for standing, the features.
[0012]
　[2] in the longitudinal direction viewed from the side of the first member, the longitudinal direction of the second member, the surface of the first member side coupling element, an angle of at 25 ° or less, the above-mentioned [1 T-shaped coupling structure according to.
[0013]
　[3] in the longitudinal direction viewed from the side of the first member, the second member, at portions other than the second member side coupling element, in a direction perpendicular to the longitudinal direction of the second member maximum percentage H2 / H1 of the minimum dimension H2 for dimension H1 is 0.5 or more 0.92 or less, T-shaped coupling structure according to [1] or [2].
[0014]
　[4] when the angle was θ, (H1 / H2-1) / 2 satisfy ≦ tan .theta, T-shaped coupling structure according to [2] or [3].
Effect of the Invention
[0015]
　The T-shaped coupling structure according to the present invention, for example, when the T-shaped coupling structure is a structure consisting of a side sill (first member) and the cross member (second member), the vehicle width inner portion of the cross member on the assumption that increasing the vehicle width direction dimension of the coupling mode between the upper line of the upper line and the side sill of the upper surface flange of the cross member (first connecting portion and second connecting portion shape, thus these consolidated aspects) doing the improved about. As a result, according to the T-shaped coupling structure according to the present invention, other members (e.g., seat rail mount in the vehicle width direction) with a sufficient mounting area, it is possible to secure the rigidity of the joint portion.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016]
In [1] the vehicle body of a conventional vehicle, a diagram showing a joint structure between the side sill and the cross member, (a) is a perspective view thereof, and (b) is the longitudinal direction of the vehicle side view thereof.
In [2] the body of a conventional vehicle, a diagram showing a joint structure between the side sill and the cross member, (a) is a perspective view thereof, and (b) is the longitudinal direction of the vehicle side view thereof.
[Figure 3] is a view showing a T-shaped coupling structure according to the present invention (embodiments), (a) is a perspective view thereof, and (b) is the longitudinal direction of the vehicle side view thereof.
[Figure 4] is a front-rear direction side view a vehicle showing the three modification of the vehicle joint structure shown in FIG. 3 (b), extend (a) the two upper lines Lo, Ls is aligned Example in and, (b), (c), respectively, the two upper lines Lo, an example where Ls is bent or curved convexly in the vehicle height direction downwards.
[Figure 5] is a modification of the vehicle joint structure shown in FIG. 3 (a), an example in which the vehicle longitudinal direction dimension of the vehicle width outer portion is widened toward the outside in the vehicle width direction.
[Figure 6] is a modification of the vehicle joint structure shown in FIG. 3 (a), and side flanges connecting to the side wall of the top flange and the side sill for connecting the outer portion of the side sill is an example in which an integrated manner.
[Figure 7] is a diagram showing a vehicle joint structure according to the present invention (embodiments), (a) is a perspective view thereof, and (b) is the longitudinal direction of the vehicle side view thereof.
[Figure 8] is a perspective view showing a modified example of the vehicle joint structure shown in FIG. 7, (a) is an example in which the center pillar comprises a second flange, (b) is a second flange first flange examples are continuous, (c) shows an example embodiment the center pillar comprises at least one tab, and (d) are the two tabs are connected.
In [9] conventional vehicle body frame, a diagram showing a joint structure between the side sill and the center pillar, (a) is a perspective view thereof, and (b) is the longitudinal direction of the vehicle side view thereof.
DESCRIPTION OF THE INVENTION
[0017]
　Hereinafter, an embodiment of a T-shaped coupling structure according to the present invention, the first embodiment (union structure of a side sill and the cross member) will be described separately in the second embodiment (union structure of a side sill and the center pillar). Further, in the present specification, the vehicle longitudinal direction sides means a perpendicular side surface in the longitudinal direction of the vehicle. In the present specification, the vehicle front-rear and the direction means longitudinal direction of the vehicle, means the vertical direction of the vehicle height direction, both in a direction perpendicular to the vehicle longitudinal direction and vehicle height direction of the vehicle width direction It means.
[0018]

　3 is a type of T-shaped coupling structure according to the embodiment of the present invention, a view showing the vehicle joint structure 30, FIG. (A) its a perspective view, FIG. (b) is a front-rear direction side view the vehicle. Vehicle joint structure 30 is a structure for a vehicle body. Vehicle joint structure 30 includes a side sill 32 that extends in the longitudinal direction of the vehicle (first member), a cross member 34 which is connected with the side sills 32 extending in the vehicle width direction (second member), the provided. In FIG. 3, reference numeral 34fa shows a top flange formed on the cross member 34, reference numeral 36 denotes a floor panel cross member 34 is connected. In addition, in the present specification, the "sill" refers to the so-called inner of the side sill.
[0019]
　Side sill 32, as shown in FIG. 3 (a), extending an inner portion 32i having a perpendicular side surface 32a in the vehicle width direction for connecting the cross member 34, outward in the vehicle width direction and bent with respect to the inner portion 32i standing two outer portions 32o, and a 32o. Further, the two outer portions 32o, side sill outer, not shown in the vehicle width direction outermost 32o, center pillar, the flange is connected with the other parts such as side panels are provided.
[0020]
　Also, the side sill 32, as shown in FIG. 3 (b), the upper line Ls, i.e., vehicle height direction improves side profile line of the outer portion 32o is inclined in the vehicle height direction improves the side toward the outer side in the vehicle width direction there. That is, as shown in FIG. 3 (b), in the side sill 32, the outer portion 32o is a connection portion between the cross member 34 (first member side coupling element) is, from the side sill 32 in the direction of the cross member 34, as side sill 32 tapers are inclined.
[0021]
　On the other hand, the cross member 34, as shown in FIG. 3 (b), the vehicle width inner portion 34i of the upper line Li is extending in the vehicle width direction, with connecting to the outside in the vehicle width direction of the vehicle width inner portion 34i, the upper line Lo There inclined in the vehicle height direction improves the side toward the outside in the vehicle width direction, and the vehicle width outer portion 34o connecting the side surface 32a of the side sill 32, with connecting to the outside in the vehicle width direction of the vehicle width outer portion 34o, the outer portion of the side sill 32 and a top flange 34Fa (plate member) for coupling with 32o. That is, as shown in FIG. 3 (b), the cross member 34, the vehicle width is a linking portion between the side sill 32 outer portion 34o (second member side coupling element) is, toward the side sill 32 to the cross member 34 Te are inclined in the same direction as the outer portion of the side sill 32 32o (first member side coupling element).
[0022]
　Then, as shown in FIG. 3 (b), the outer portion 32o (first member side coupling element) and the vehicle width outer portion 34o (second member side coupling element), but the connecting portion is smoothly connected configured, the connection portion, on at least one side in the width direction of the side sill 32 and the cross member 34, i.e., present only in the upper side.
[0023]
　Further, the cross member 34, as shown in FIG. 3 (a), (b), the vehicle width direction dimension of the vehicle width inner portion 34i for the vehicle width direction overall dimensions W (in the vehicle width direction inside than the side sills 32) Wi There may be a 95% to 75% inclusive.
[0024]
　Then, the side sill 32 and the cross member 34. is continuous and the upper line Lf of the upper line Ls and the upper surface flange 34fa of the side sill 32. Here, the upper line Ls, Lf is continuous, in consideration of the thickness portion of displacement of the side sill 32 and the cross member 34, which means that these lines Ls, Lf overlap.
[0025]
　Incidentally, the side sill 32 and the cross member 34 may all be comprised of any known material. For example, high-tensile steel plate, acrylic fibers, may be used carbon fiber composite material such as PAN-based carbon fibers using carbon fiber reinforced plastic.
[0026]
　Also, the side sill 32 and the cross member 34 are both, for example, a high-tensile steel plate can be obtained by press molding. The connection of the cross member 34 to the side sill 32 is any conventional technique (for example, spot welding, laser welding, bolting) can also be carried out by. Alternatively, the side sill and the cross member, using injection molding or the like of the casting or resin, may be integrally molded. In this case, the connecting portion between the side sill and the cross member (i.e., flange), but may also be unable to identify, as the vehicle joint structure, the same shape as when connecting the side sills and the cross member by spot welding or the like it can be.
[0027]
　According to the vehicle joint structure 30 of the thus configured present embodiment, by inclining the vehicle width direction upward toward the upper line Ls of the side sill 32 in the vehicle width direction outer side in the vehicle width direction innermost side sill 32 of the difference between the vehicle height dimension Hc of the vehicle width inner portion 34i of the vehicle height direction dimension Hsi cross member 34 can be reduced as compared with the dimensional difference indicated in the prior art of FIG. Therefore, while designing equivalent to the tilt angle shown an inclination angle θ of the upper line Lo in the vehicle width outer portion 34o of the cross member 34 in the prior art of FIG. 2, vehicle in the vehicle width inner portion 34i of the cross member 34 it can be larger than the width dimension Wi in the same dimensions W1i of the prior art shown in FIG. Therefore, according to the vehicle joint structure 30 of the present embodiment, the cross member 34, by forming the upper surface flange 34fa for coupling to the outer portion 32o of the side sill 32, the mounting area of ​​the seat rail pedestal in the vehicle width direction while sufficient, it is possible to secure the rigidity of the joint portion.
[0028]
　In the prior art shown in FIG. 2, an attempt to sufficiently ensure the vehicle width direction dimension of the vehicle width inner portion 24i of the cross member 24, the inclination angle of the upper line Lo in the vehicle width outer portion 24o of the cross member 24 it is necessary to increase. Thus, for example, when a load bending the cross member 24 in the vehicle height direction is added, the bending point between the upper line L1o upper line Li and the vehicle width outer portion 24o of the vehicle width inner portion 24i of the cross member 24 in bending deformation becomes that occurs greatly. Thus, in the example shown in FIG. 2, it is impossible to sufficiently secure the rigidity of the joint portion, in other words, it is impossible to ensure excellent flexural rigidity in the vehicle height direction.
[0029]
　Further, even in the type shown in FIG. 3, when the inclination angle of the upper line Lo theta is excessively large, the low ductility material, the cross member 34 at the time of press-molding, for example using high-tensile steel, cross the side walls of the member 34 there is a fear that cracks. Therefore, from the viewpoint of moldability, it is impossible to excessively increase the inclination angle theta, is to ensure a large vehicle width direction length of the vehicle width inner portion 34i of the cross member 34 is limited.
[0030]
　In a vehicle joint structure of a combination of a side sill and a cross member shown in above, when the vehicle traveling, various loads (vehicle longitudinal direction forces in the cross member to the side sill as the reference, the vehicle width direction force, the vehicle height direction force and torsional couple, etc. ) is applied. Each rigidity against these loads are all proportional to the joint strength of the joint, it has been found to exhibit all the same tendency. Therefore, as described above, in the vehicle joint structure according to the present embodiment can increase the vehicle height direction flexural rigidity enough, the vehicle longitudinal direction flexural rigidity is sufficiently secured even for the vehicle width axis stiffness and axial torsional stiffness it can be said that there.
[0031]
　Thus, in the present embodiment, it is possible with the attachment area of ​​the seat rail pedestal can be sufficiently secured in the vehicle width direction, to ensure the rigidity of the joint portion.
[0032]
　In such a vehicle joint structure 30 (FIG. 3), in the longitudinal direction viewed from the side of the side sill 32 (first member), the longitudinal direction of the cross member 34 (second member) (the horizontal direction), an outer portion 32o it is preferable that the (first member side coupling element) of the surface, the angle of is 45 ° or less. Note that the angle here is an angle indicated by in FIG. 3 (b) (θ-φ). According to such a configuration, to suppress the inclination angle with respect to the horizontal plane of the side sill 32, it is possible to further increase the rigidity of the joint portion. Incidentally, the angle, if the 2.5 ° or 27 ° or less, the effect is exhibited more at higher levels.
[0033]
　In the vehicle joint structure 30 of FIG. 3 is a longitudinal side view of the side sill 32 (first member), the cross member 34, in the portion other than the vehicle width outer portion 34o (second member side coupling element) it is desirable ratio H2 / H1 of minimum dimension H2 to the maximum dimension H1 of in a direction perpendicular to the longitudinal direction of the cross member 34 is 0.5 or more 0.92 or less. The ratio H2 / H1 by 0.5 or more, while it is possible to further increase the rigidity of the joint portion, by 0.92 or less, it is possible to ensure a wider cabin space. In the case where the ratio H2 / H1 is 0.65 or more 0.79 or less is achieved the effect at higher levels, respectively.
[0034]
　Further, in the vehicle joint structure 30 of FIG. 3, the angle in the case of a theta, be satisfied (H1 / H2-1) / 2 ≦ tanθ preferred. By satisfying the above equation, the securing of the attachment region of the seat rail pedestal, while ensuring the formability of the cross member, the rigidity of the joint portion comprising a side sill and the cross member, and further, the front-rear direction bending the body of the vehicle rigidity, it is possible to increase the vehicle width direction bending rigidity, and the vehicle longitudinal axis torsional stiffness.
[0035]
　Incidentally, the cross member 34 shown in FIG. 3 (however, limited to the vehicle width direction inside part than the side sill 32) in the vehicle width direction dimension of the vehicle width inner portion 34i for the vehicle width direction whole width W of the (vehicle width inner portion width ratio) and by 75 percent or more, ensuring a sufficient mounting area of ​​the seat rail pedestal in the vehicle width direction can be promoted and thus effective utilization of the cabin space. Moreover, by 95% or less of the vehicle width inner portion width ratio, without excessive inclination angle θ with respect to the vehicle width direction of the upper line Lo in the vehicle width outer portion 34o, to ensure excellent formability, to improve the load transmission efficiency between the side sill 32 and the cross member 34, it is possible to realize a rigid excellent joint portion.
[0036]
　Also, when 90% or less 77% or more of the above vehicle width inner portion width ratio is preferable because it exerts the above effects at higher respectively levels, when 85% 80% or less, each more preferable because can be exhibited in a more higher level effect.
[0037]
　Having described embodiments of the present invention, the present invention is not limited to the above embodiment, in a range that does not depart from the spirit of the invention, it is possible to make various changes.
[0038]
　Next, listed other preferable embodiment of the vehicle joint structure 30 shown in FIG. 3 described above.
　For example, in the example shown in FIG. 3, further, when the limit reduced bending angle φ of the line consisting of the upper line Lf of the upper line Lo and the top surface flange 34fa in the vehicle width outer portion 34o is car cross member 34 when high direction of bending load is added, it is possible to suppress deformation at the bent portion of the segment comprising a vehicle width outer portion 34o and the upper surface flange 34Fa. As a result, it is possible to further improve the rigidity, particularly the vehicle height direction bending rigidity of the joint portion. Specifically, it is preferable that the absolute value of the bending angle φ is 0 ° or more 25 ° or less, in this case, can be further suppress deformation of the bent portion, it is possible to further improve the rigidity of the joint portion .
[0039]
　Incidentally, in FIG. 3 (b), the bending angle φ defined by acute angle side. Further, in the figure, the bending angle phi, the line shape formed by the upper line Lf of the upper line Lo and the top surface flange 34fa in the vehicle width outer portion 34o of the cross member 34, a convex in the vehicle height direction improves side If the positive, defined as negative when that is convex in the vehicle height direction lower side. Thus, the example shown in FIG. 3 (b) shows an example in which the bending angle φ is positive.
[0040]
　Figure 4 is a front-rear direction side view a vehicle showing the three modification of the vehicle joint structure shown in FIG. 3 (b).
[0041]
　Specifically, the example shown in FIG. 4 (a), an example in which two upper lines Lo, Ls extends in a straight line, in the example shown in FIG. 3 (b), the bending angle phi = 0 ° (upper line Lo, Lf is extended in a straight line) corresponds to the case of. That is, the example shown in FIG. 4 (a), the upper line and Ls, the upper line Lf of top flange 34Fa, and the upper line Lo in the vehicle width outer portion 34o, the deviation of plate thickness portion of each component of the side sill 32 the by allowing an example extending in a straight line, is the most preferred form in view of improving the rigidity of the joint portion.
[0042]
　Next, the example shown in FIG. 4 (b), two upper lines Lo, an example in which the Ls is bent convexly in the vehicle height direction downward, bending angle φ is negative as shown in FIG. 3 It corresponds to the case. Example shown in FIG. 4 (b), while ensuring the rigidity of the joint portion, preferably in that it is possible to ensure wider vehicle width outer portion 34o space above the cross member 34.
[0043]
　Finally, the example shown in FIG. 4 (c) is an example in Example as well as two upper lines Lo shown in FIG. 4 (b), Ls is curved convexly in the vehicle height direction downwards , there is no definite bending point between the upper line Lo and the upper line Lf, over top flange 34fa from a vehicle width outer side portion 34o of the cross member 34, is an example of the inclination angle with respect to the vehicle width direction is changed smoothly . In the example shown in FIG. 4 (c), with respect to both the securing rigidity of securing the joint portion of the attachment area of ​​the seat rail seat in the vehicle width direction, to obtain an example the same effect shown in FIG. 4 (b) it can.
[0044]
　In the example shown in FIG. 4 (c), the upper line Lo, Ls While it is convex in the vehicle height direction lower side, these upper line Lo, Ls is also a convex shape in the vehicle height direction improves side it can. In the latter case also, the upper line Lo, in the absence of the bent portion between Lf, these Lo, it is possible to Zaisa smoothly extend the Lf, examples and equivalent effects shown in FIG. 3 (b) (for both the securing rigidity of securing the joint portion of the attachment area of ​​the seat rail seat) can be obtained. The upper line Lo, is a line segment consisting of Lf, at points, even when having an inflection point, it is possible to obtain the same above effects.
[0045]
　Here, FIG. 3 (b), the in the example shown in FIG. 4 (a) and 4 (b), the inclination angle θ relative to the upper line Li in the vehicle width inner portion 34i of the upper line Lo in the vehicle width outer portion 34o, or , in the example shown in FIG. 4 (c), the inclination angle relative to the upper line Li of the upper line Lo (maximum value) theta is preferably not less than 45 ° 5 ° or more. The inclination angle θ by 5 ° or more, to reduce the vehicle width direction dimension of the vehicle width outer portion 34o of the cross member 34, thereby to increase the vehicle width direction dimension of the vehicle width inner portion 34i, the seat rail pedestal further expand the area of ​​attachment can be further effectively utilized thus cabin space.
[0046]
　On the other hand, by making the inclination angle θ and 45 ° or less, the vehicle in the longitudinal direction viewed from the side, can be the upper line Li of the cross member 34, the bending angle of the Lo between small. Thus, for example, when a load bending the cross member 34 in the vehicle height direction is added, the bending at the bending point can suppress deformation, that a joint portion and a high rigidity, high vehicle height direction bending rigidity in other words it can be ensured at the level. Further, by limiting the inclination angle θ to 45 ° or less, as described above, not only the vehicle height direction bending rigidity, it is possible to ensure a high level for the longitudinal direction bending stiffness and the axial torsional stiffness vehicle.
[0047]
　Incidentally, in the case where the inclination angle θ 10 ° or 25 ° or more or less, even more preferable in terms of being able to exert the above effects to a further higher level.
[0048]
　As mentioned above, the upper line Lo in the vehicle width outer portion 34o, an inclination angle θ relative to the upper line Li in the vehicle width inner portion 34i, by a 45 ° or less 5 ° or more, the seat rails in the vehicle width direction and securing the attachment region of the base, it can be achieve both securing rigidity of the joint portion at a high level. Hereinafter, the securing of secure and the stiffness of the area, further described manner compatible at higher levels.
[0049]
　That is, the present inventors have for further compatibility between ensuring of security and the rigidity of the region, the vehicle joint structure, in particular to obtain a knowledge that it is necessary to define the dimensions of each part in detail. Specifically, the present inventor has (in the vehicle width direction inside than the side sills 32) in the vehicle width direction dimension of the vehicle width inner portion 34i for the vehicle width direction whole width W of the cross member 34 Wi (vehicle width inner portion width ratio) the well as 75% to 95% or less, the upper line Lo in the vehicle width outer portion 34o, an inclination angle θ relative to the upper line Li in addition to the 45 ° or less 5 ° or more, the side sill 32 shown in FIG. 4 vehicle width direction dimension Ws, the vehicle height dimension Hs in the vehicle width direction outermost side sill 32, (in the vehicle width direction inner side than the side sills 32) in the vehicle width direction overall dimensions W of the cross member 34, the vehicle width direction of the cross member 34 innermost (limited to the upper line Li is extending in the vehicle width direction) of the vehicle height dimension Hc, vehicle width inner portion of the cross member 34 which is defined by using the real α of 0.75 to 0.95 the vehicle width direction of the Law Wi (Wi = αW), and (Hc + 5) / Hc or (Hs-5) / Hc in the vehicle width direction outermost of the cross member 34 which is defined by using the real β of (except top flange 34Fa) focusing on the relationship of the vehicle height direction dimension Hco (Hco = βHc). The size unit of the parameters are all mm.
[0050]
　Then, the present inventor has these parameters Ws, Hs, W, Hc, Wi, and Hco based on,
　real gamma of (γ = (β-1) Hc / W / (1-α)), 0. and 0875 to 1.0, and
　the real ε (ε = {(β- 1) Hc / W / (1-α) - (Hs-βHc) / Ws} / {1+ (β-1) Hc (Hs -βHc) / W / Ws / a (1-α)}), with -0.364 or 0.364 or less, and securing the mounting area of the seat rail seat in the vehicle width direction, the rigidity of the joint portion and securing can be realized at a high level, to obtain a knowledge that.
[0051]
　The range of real numbers α are intended to define the upper and lower limits of the vehicle width direction dimension Wi of the vehicle width inner portion 34i for the vehicle width direction overall dimensions W of the cross member 34 (the vehicle width direction in the inner side than the side sills 32) is there. Similarly, the range of real numbers β is a range of mean upper and lower limits of the vehicle width direction outermost height dimension Hco relative vehicle height dimension Hc vehicle width direction innermost of the cross member 34 geometrically it is intended to define.
[0052]
　Range of real γ, are intended to the upper line Lo in the vehicle width outer portion 34o, the upper and lower limits of the amount corresponding to the inclination angle θ relative to the upper line Li. Incidentally, theta is 5 ° when the real γ is 0.0875, the theta when γ is 1 becomes 45 °.
[0053]
　Range of real numbers ε is to define the upper and lower limits of the amount corresponding to the bending angle φ of the line consisting of an upper line Lo and the upper flange line Lf in the vehicle width outer portion 34o of the cross member 34. Incidentally, next φ is -25 ° when the real ε is -0.364, the φ when ε is 0.364 becomes 25 °.
[0054]
　Given such a real gamma, range of epsilon, a range of real numbers epsilon, be -0.268 or 0.268 or less, i.e., the bending angle φ be -15 ° or 15 ° or less, from the viewpoint of improved rigidity. In particular, so that to be a real number ε to zero the bending angle φ to zero. Therefore, by adjusting the dimensions so that the real ε to zero, as described above for the example shown in FIG. 4 (a), the upper line Ls, Lf, the Lo thickness of each component 32, 34 it can be arranged on a straight line in consideration of the amount of deviation. Therefore, when the real ε to zero, particularly preferred from the viewpoint of improving the rigidity of the joint portion.
[0055]
　Next, in the example shown in FIG. 3 (b), as shown in FIG. 5 (modification of the vehicle joint structure shown in FIG. 3 (a)), the vehicle width outer portion 34o is the vehicle width direction of the cross member 34 it is preferable that a wider in the longitudinal direction of the vehicle toward the outside. As shown in FIG. 5, when the vehicle width outer portion 34o of the cross member 34 is made wider in the longitudinal direction of the vehicle toward the outside in the vehicle width direction, compared with the example shown in FIG. 3, the cross member 34 connecting region area of ​​the side surface 32a of the side sill 32 can be further increased. Therefore, in the example shown in FIG. 5, in particular, the strength of the joint portion, and thus, can be improved at a higher level of various rigidity of the joint portion.
[0056]
　In the example shown in FIG. 5, a vehicle width direction overall dimensions of the cross member 34 (inside in the vehicle width direction than the side sill) W, the actual number of 0.75 to 0.95 alpha, and of the cross member 34 the longitudinal dimension vehicle in the vehicle width direction innermost when the Dc,
　vehicle longitudinal dimension Do in the vehicle width direction outermost top flange 34fa
　is, Dc + 0.175 (1-alpha) W or more,
　and, Dc + (1 -.alpha.) W or less, it is preferable.
[0057]
　The vehicle longitudinal dimension Do, the W, alpha, and using Dc, With Dc + 0.175 (1-α) W or more, sufficient joining region between the outer portion 32o and the upper surface flange 34fa of the side sill 32 based on securing the rigidity of the joint portion, in particular, it is possible to sufficiently secure the longitudinal direction bending stiffness vehicle.
[0058]
　On the other hand, the longitudinal dimension Do vehicle, Dc + With (1-α) W or less, and suppress formed bending angle of the side wall on the side wall and the vehicle width direction outermost in the vehicle width direction innermost of the cross member 34, for example, when the vehicle longitudinal direction of the bending load is added to the cross member 34, suppressing deformation in the bending points, it is possible to sufficiently ensure the turn vehicle longitudinal direction bending stiffness.
[0059]
　In addition, in the example shown in FIG. 3 (a), as shown in FIG. 6 (modification of the vehicle joint structure shown in FIG. 3 (a)), a top flange 34fa connecting the outer portion 32o of the side sill 32 it is preferable that the lateral flanges 34fb for coupling to the side wall 32a of the side sill 32 are integrated.
[0060]
　In the example shown in FIG. 3, the top flange 34Fa and side flanges 34fb of the cross member 34, not together, in other words, the flanges 34Fa, the vehicle width direction edges of the 34fb not continuous.
[0061]
　In contrast, in the example shown in FIG. 6, both flanges 34Fa, since the continuous car width direction edges of the 34Fb, it is possible to improve the rigidity of the vehicle width outer portion 34o of the cross member 34. Further, in the example shown in FIG. 6, as compared to the example shown in FIG. 3, the flanges 34Fa, may further comprise a corner flange 34fc located between 34Fb, therefore the connection area between the side sill 32 and the cross member 34 it can be expanded to. Thus, increase in the spot welding points in the connecting region, since it allows an increase of the bonded area by the adhesive in the connection region can be further improved load transmission efficiency from the cross member 34 to the side sill 32. Thus, two flanges 34Fa, by forming as a result, the corner flanges 34fc between them 34fb integrally, it is possible to further improve the rigidity of the joint portion.
[0062]
　Although not shown, embodiments of the present invention shown in FIGS. 3-6, it is also possible to combine more than one embodiment, according to the intention of the designer, who have the benefit of each of the form it is possible.
[0063]

　Figure 7 is a type of T-shaped coupling structure according to the embodiment of the present invention, a view showing the vehicle joint structure 130, FIG. (A) its a perspective view, FIG. (b) is a front-rear direction side view the vehicle. Vehicle joint structure 130 is a structure for a vehicle body frame, usually, the vehicle body frame is disposed such is connected to the chassis frame surrounding the sheet base. Vehicle joint structure 130 includes a side sill 132 which extends in the longitudinal direction of the vehicle (first member), the center pillar 134 is connected to the side sill 132 extending in the vehicle height direction (the second member), the provided. Incidentally, illustrative embodiment of FIG. 7 (a), in (b), the side sill 132 and the center pillar 134 is only the inner, in fact, the those in the vehicle width direction outside, the respective outer exist.
[0064]
　Side sill 132, as shown in FIG. 7 (a), a top 132t extending in the vehicle width direction, and side 132l extending in the vehicle height direction at the vehicle width direction inner side of the top portion 132t, the vehicle height direction at the bottom of the side 132l including on the bottom 132b extending outward in the vehicle width direction continuous, and the chamfered portion 132c connecting to both the top 132t and the side 132L, a. Incidentally, in the vehicle width direction outermost top 132t and bottom 132b, respectively, flanges c1, c2 for connecting the outer, not shown is provided.
[0065]
　On the other hand, the center pillar 134, as shown in FIG. 7 (a), contiguous with the body portion 134m which is connected to the top portion 132t, the vehicle height downward from the vehicle width direction innermost body portion 134m, and at least chamfer includes a first flange 134f1 coupled to 132c, the. The body portion 134m, holes 134h for storing the seat belt anchor is provided.
[0066]
　Here, the first flange 134f1 of the center pillar 134, a portion extending along a surface of at least the chamfered portion 132c in the vehicle width direction innermost center pillar 134, and drive from the surface of the top portion 132t We shall refer to a portion located high downward. Therefore, the portion continuing from the first flange 134f1 in the vehicle height direction above (the vehicle width direction innermost in a by a portion located in the vehicle height direction above the surface of the top portion 132t of the center pillar 134), the center pillar 134 and the main body portion 134m.
[0067]
　As shown in FIG. 7 (b), in the side sill 132, a connection portion between the center pillar 134 chamfer 132c (first member side coupling element) is, in the direction of the center pillar 134 from the side sill 132, the side sill 132 It is as tapers, are inclined.
[0068]
　Further, as shown in FIG. 7 (b), in the center pillar 134, a first flange 134f1 is a connection portion between the side sill 132 (second member side coupling element) is, toward the side sill 132 to the center pillar 134 Te, are inclined in the same direction as the chamfered portion 132c of the side sill 132 (first member side coupling element).
[0069]
　Then, as shown in FIG. 7 (b), the chamfered portion 132c (first member side coupling element) and flange 134f1 (second member side coupling element), but constitutes a coupling portion is smoothly connected, the connecting part, on at least one side in the width direction of the side sill 132 and the center pillar 134, i.e. present only on the left side.
[0070]
　In the center pillar 134, as shown in FIG. 7 (b), the vehicle in the longitudinal direction viewed from the side, the bending angle α of the surface and the surface of the first flange 134f1 of the body portion 134m, 135 ° or 170 ° or less it can be. Here, the bending angle alpha, in equated, among the angle between the surface of the body portion 134m of the surface and the first flange 134F1, means an angle of smaller.
[0071]
　Incidentally, the side sill 132 and the center pillar 134 may all be comprised of any known material. For example, it is possible to use a high-tensile steel plate, aluminum, magnesium, titanium, polypropylene, carbon fiber composite materials such as PAN-based carbon fibers using acrylic fibers.
[0072]
　Also, the side sill 132 and the center pillar 134 are both, for example, can be formed by a drawing process of high tensile strength steel. The connection of the center pillar 134 of the side sill 132 is any conventional technique (for example, spot welding, laser welding, bolting) can also be carried out by.
[0073]
　According to the vehicle joint structure 30 of the thus configured present embodiment, the chamfered portion 132c of the side sill 132 as described above, by connecting mode between the first flange 134f1 of the center pillar 134, a car of the center pillar 132 it is possible to suppress overhanging of the vehicle width direction inner side in the height direction lower. As a result, it is possible to increase the degree of freedom regarding the installation position and shape of the interior parts with wider cabin space, yet it is possible to secure the rigidity of the joint portion.
[0074]
　In particular, in the example shown in FIG. 7, for example, when a load is applied to bend the center pillar 134 in the longitudinal direction of the vehicle, the load applied to the center pillar 134, a chamfered portion 132c of the first flange 134f1 and the side sill 132 through sequentially, it is efficiently transmitted to the side surface 132a of the side sill 132. Therefore, according to this embodiment, it is the rigidity of the joint portion is sufficiently obtained, in particular ensure good flexural rigidity in the vehicle longitudinal direction.
[0075]
　In the vehicle joint structure 130 that combines the side sill 132 and the center pillar 134, when the vehicle traveling, the load (the vehicle longitudinal direction to deform the center pillar 134 in various directions bending load, the vehicle width direction bending load, the vehicle height axis torsion torque or the like around the force and vehicle height axis) is applied. Each rigidity against these loads has a stiffness and positive correlation with respect to the longitudinal direction of the vehicle bending mentioned above, that all show the same trend has been found. Accordingly, in the vehicle joint structure according to the present embodiment can be sufficiently increased bending rigidity in the vehicle longitudinal direction as described above, the vehicle width direction bending load, for torsion torque around the vehicle height axis force and vehicle height axis it can be said that is sufficiently secured even for rigidity.
[0076]
　Thus, according to the vehicle joint structure 130 of the present embodiment, the wider the vehicle interior space, and, to ensure the rigidity of the joint portion, it is possible to achieve both.
[0077]
　In such a vehicle joint structure 130 (FIG. 7), in the longitudinal direction viewed from the side of the side sill 132 (first member), a longitudinal direction (vertical direction) of the center pillar 134 (second member), the chamfered portion 132c it is preferable that the (first member side coupling element) of the surface, the angle of is 45 ° or less. Here, the angle between is the angle indicated by in FIG. 7 (b) (180-α). According to such a configuration, to suppress the inclination angle with respect to the horizontal plane of the side sill 132, it is possible to further increase the rigidity of the joint portion. Incidentally, the angle, if the 2.5 ° or 27 ° or less, are achieved by the effect even higher level.
[0078]
　In the vehicle joint structure 130 in FIG. 7, in the longitudinal direction side view, a center pillar 134, a portion other than the first flange 134F1 (second member side coupling element) of the side sill 132 (first member) it is desirable ratio H2 / H1 of minimum dimension H2 to the maximum dimension H1 of in a direction perpendicular to the longitudinal direction of the center pillar 134 is 0.5 or more 0.92 or less. The ratio H2 / H1 by 0.5 or more, while it is possible to further increase the rigidity of the joint portion, by 0.92 or less, it is possible to ensure a wider cabin space. In the case where the ratio H2 / H1 is 0.65 or more 0.79 or less is achieved the effect at higher levels, respectively.
[0079]
　Further, in the vehicle joint structure 130 in FIG. 7, the angle in the case of a theta, to meet, (H1 / H2-1) / 2 ≦ tanθ preferred. By satisfying the above equations, while ensuring the formability of the vehicle body in the vehicle width direction space and the center pillar, the rigidity of the joint portion comprising a side sill and a center pillar, more body in the vehicle longitudinal direction bending rigidity in the vehicle width it is possible to increase the bending direction stiffness, and the vehicle longitudinal axis torsional stiffness.
[0080]
　The vehicle in the longitudinal direction viewed from the side, the bending angle α of the main body portion 134m of the surface and the surface of the first flange 134f1 of the center pillar 134, by a 135 ° or more, the main body portion 134m and the first center pillar 134 it is possible to suppress the degree of bending of the flange 134f1 of. Thus, it is possible to suppress deformation of the joint portion when a load is applied to bend the center pillar 134 in the longitudinal direction of the vehicle, it is possible to realize a good bending rigidity in the vehicle longitudinal direction.
[0081]
　On the other hand, the vehicle in the longitudinal direction viewed from the side, the bending angle α of the main body portion 134m of the surface and the surface of the first flange 134f1 of the center pillar 134, by a 170 ° or less, the vehicle width of the body portion 134m of the center pillar 134 it is possible to suppress the dimension becomes excessively large. This makes it possible to further increase the vehicle width direction dimension of the vehicle interior space, it is possible to further enhance the degree of freedom regarding the installation position and shape of the thus interiors.
[0082]
　In the case where the bending angle α and 145 ° or 165 ° or less, preferably because it can exhibit at a higher level above effects, when a 160 ° or less 155 ° or more, further higher each of the above effects more preferable because can be exhibited at the level.
[0083]
　Having described embodiments of the present invention, the present invention is not limited to the above embodiment, in a range that does not depart from the spirit of the invention, it is possible to make various changes.
[0084]
　Next, listed other preferable embodiment of the vehicle joint structure 130 shown in FIG. 7 described above.
　For example, in the example shown in FIG. 7, further, it is possible to Ren'nara smooth the body portion 134m and a first flange 134F1. In this case, it is possible to suppress the degree bending of the main body portion 134m and the first flange 134f1 of the center pillar 134. Thus, it is possible to increase the joint rigidity against longitudinal bending direction of the center pillar 134 at a high level.
[0085]
　Figure 8 is a perspective view showing a modification of the vehicle joint structure shown in FIG. Incidentally, in the figure, (a) represents an example in which the center pillar 134 includes a second flange 134F2, an example in which are continuous and (b) a second flange 134F2 first flange 134f1, (c ) is an example that the center pillar 134 comprises at least one tab 134 t, and (d) is an example in which two tabs 134t1 and 134t2 are connected.
[0086]
　As shown in FIG. 8 (a), the center pillar 134, refers to a side away from the respective longitudinal direction of the vehicle on each side (opposing end from the vehicle longitudinal direction each end of the body portion 134m, hereinafter, "the longitudinal direction of the vehicle continuous with may be referred to as outer "), and may further include a second flange 134f2 that are connected to the top portion 132t.
[0087]
　The center pillar 134, by further including a second flange 134f2 of the shape, it is possible to increase the particular binding region of the top portion 132t of the center pillar 134 and the side sill 132. This can further enhance the various rigidity of the joint portion.
[0088]
　Further, as shown in FIG. 8 (b), the second flange 134F2, can be Ren'nara the first flange 134F1. Here, the two flanges 134f1,134f2 is continuous, two flanges 134f1,134f2 is means that it is directly connected without passing through the main body portion 134m.
[0089]
　Thus, in the example shown in FIG. 8 (b), by causing Ren'nara the flanges 134F1,134f2, becomes the flange connecting portion 134Fc occurs, this flange coupling part 134Fc, a center pillar 134, the side sill 132 a top 132t and the chamfered portion 132c, it is possible to a binding region further increased. This can further enhance the various rigidity of the joint portion.
[0090]
　Furthermore, as shown in FIG. 8 (c), the center pillar 134, a vehicle width direction outermost of the main body portion 134m continues into the vehicle height downward, and at least one linked from the vehicle width direction outer side to the side sill 132 it can be provided with a tab 134t.
[0091]
　In the example shown in FIG. 8 (c), the center pillar 134 includes two tabs 134t1,134t2 which are aligned in the longitudinal direction of the vehicle extending in the vehicle height direction. The two tabs 134t1,134t2 are both coupled to the flange c1, c2 of the vehicle height direction on both sides, which is a component of the side sill 132 is also coupled to a not shown side sill outer. According this configuration, a load applied to the center pillar 134, can be efficiently transmitted to the side sill 132 through the tab 134T1,134t2. This can further enhance the various rigidity of the joint portion.
[0092]
　Here, in the example shown in FIG. 8 (c), as shown in FIG. 8 (d), at least two of the tabs 134 t, can be coupled to the tab adjacent to the vehicle front-rear direction. The linking aspect, as shown in FIG. 8 (d), the tab 134T1,134t2, on which is coupled through a coupling member 134j, the vehicle height direction tab 134T1,134t2 from the vehicle width direction outermost of the main body portion 134m It includes aspects that extend as continuous downward. As another connecting aspect, integrally molded tabs 134t1,134t2 and the coupling member 134j, include embodiments which extends so as to be continuous in the vehicle height direction downward the molded body from the vehicle width direction outermost of the main body portion 134m It is.
[0093]
　By linking the two adjacent tabs 134T1,134t2 is a component of the center pillar 134, at the time of vehicle operation, it is possible to suppress relative deformation of the two tabs 134T1,134t2. Thus, the load applied to the center pillar 134, via the tab 134t1,134t2 can be transmitted more efficiently to the side sill 132, as a result, it is possible to further enhance the various rigidity of the joint portion.
Example
[0094]
<(A combination structure of a side sill and the cross member) Example 1>
　In order to confirm the effect of the present embodiment, by using the T-shaped coupling structure comprising a side sill and a cross member produced by the high tensile steel plate, the seat rail pedestal It was investigated in the vehicle width direction mounting dimensions, and the rigidity of the joint portion or the like.
[0095]
　And type of the side sill and the cross member shown in Figure 3 by spot welding, to produce a T-shaped coupling structure of the inventive example 4 from invention Example 1. Also, the type of the side sill and the cross member shown in Figure 1 joined by spot welding, to produce a T-shaped coupling structure of the conventional example 1. Incidentally, the conventional example 1 and Inventive Example 1 to the geometry of the cross member and the side sill 4, shown in Table 1. Also, for each test example, and other design conditions were as shown in Table 2. For each test example, a floor panel, for example, as shown in FIG. 3 (a), was placed so as to close the vehicle longitudinal direction end portion together with the lower flange 34fc of the cross member 34 over the entire region in the vehicle width direction, the thickness It was 0.75mm. Furthermore, although not shown, in the vehicle width direction outer side of the side sill (inner) established the side sill (outer) connecting the upper and lower flanges of the side sill (inner), and the vehicle width direction dimension 50 mm, thickness 1. It was 4mm. In Table 2, the angle, in FIG. 3 (b), the referred to the longitudinal direction of the cross member 34, and an outer portion 32o of the surface of the side sill 32, the angle of the (θ-φ).
[0096]
[Table 1]

[0097]
[Table 2]

[0098]
(Evaluation of the attachment region of the other member)
　for each test example, calculated for the attachment region of another member (seat rail pedestal in the vehicle width direction) (design space), index evaluation that the conventional example 1 and the reference (100) It was carried out. This evaluation shows that a large vehicle height direction length of the vehicle interior space larger the index. Also shown the results in Table 2.
[0099]
(Stiffness evaluation of the joint portion)
　for each test example, in the vehicle longitudinal direction end portions of the side sill inner and the side sill outer, restraining the omnidirectional translational and omnidirectional rotation, vehicle height direction upwardly in the vehicle width direction innermost crossmember by applying a load from the ratio of the vehicle height direction displacement in the vehicle width direction innermost end of the load and the cross member, it was calculated as the rigidity of the joint portion. Based on this calculation result, were conventional reference (100) and the index evaluation. The evaluation shows that the high rigidity of the joint portion larger the index. Also shown the results in Table 2.
[0100]
(Evaluation of moldability)
　for molding of making the respective test examples were the case of the molding friendly as 〇. Furthermore, a good low-strength steel sheet ductility and the case of forming Friendly △, a high-strength steel sheet was the case of the molding impossible △. Recap, the low strength steel sheet was × in the case of forming not. The results are also shown in Table 2.
[0101]
(Evaluation of weight reduction)
　was weighed for each test example, was the first conventional example reference was the index evaluation (100). The evaluation shows that the weight loss as the index is smaller is achieved. Also shown the results in Table 2.
[0102]
　According to Table 2, the shape of the side sill shape and cross member (first member) (second member), and thus were subjected to improvements for these coupling aspect, the invention Example 1 belonging to the technical scope of the present invention for 4 of the T-joint structure are both compared with T-shaped coupling structure which does not belong to the technical scope of the conventional example 1 of the present invention, the evaluation of the attachment region of the other member (the attachment area of ​​the seat rail pedestal) , it can be seen that the securing of the rigidity of the joint portion is improved in good balance. Note that Invention Examples 2 and Inventive Example 4, since the a contact angle of 27 ° or less, since it is possible to reduce the distortion introduced into the material during the press-forming of the cross member, is good particularly moldability it can be seen. Further, the invention Examples 3 and Invention Example 4, by the rigidity of the joint portion between the cross member and the side sill is high, since it is possible to reduce the plate thickness of the cross member, the weight have been reduced significantly It is seen.
[0103]
<(A combination structure of a side sill and the center pillar) Example 2>
　In order to confirm the effect of the present embodiment, by using the T-shaped coupling structure comprising a side sill and a center pillar that is produced by the high tensile steel plate, vehicle interior space vehicle width direction length, and it has been investigated rigidity of the joint portion.
[0104]
　A side sill and the center pillar of the type shown in FIG. 7 by joining by spot welding, to produce a T-shaped coupling structure of the inventive example 8 from invention Example 5. Further, the conventional type of the side sill and the center pillar shown in Figure 9 by joining by spot welding, to produce a T-shaped coupling structure of the conventional example 2. Incidentally, the center pillar and the side sill of the prior art 2 and Inventive Examples 5-8, and other design conditions were as shown in Table 3. In Table 3, the angle refers in FIG. 7 (b), the longitudinal center pillar 134, and the surface of the chamfered portion 132c of the side sill 132, the angle between the (180 ° -α).
[0105]
[table 3]

[0106]
(Evaluation of the attachment region of the other member)
　for each test example, for each test example, the vehicle height direction position of the main body portion of the center pillar (vertical position, i.e., 100 mm vehicle height direction than the vehicle height direction at the top of the sill in the upper position, to measure the vehicle width direction minimum length of the vehicle interior space. then, the the exponent criteria (100) a second conventional example on the basis of the measurement results was carried out. the rating is the larger exponent indicates that the larger the vehicle width direction length of the vehicle interior space. are also shown the results in Table 3.
[0107]
(Stiffness evaluation of the joint portion)
　for each test example, in the vehicle height direction end portions of the side sill inner and the side sill outer, restraining all translational and full rotation, the vehicle height direction upper end of the center pillar from one side of the vehicle front-rear direction by applying a load, the ratio between the vehicle longitudinal direction displacement of the vehicle height direction upper end of the load and the center pillar, was calculated as the rigidity of the joint portion. Based on this calculation result, were conventional example 2 reference the exponential evaluation (100). This evaluation is, the larger the index is, the rigidity of the joint portion is high. Also shown the result in Table 3.
[0108]
(Evaluation of moldability)
　for molding of making the respective test examples, the case of forming Friendly 〇 was evaluated in the case of forming not as ×. Also shown the result in Table 3.
[0109]
(Evaluation of weight reduction)
　was weighed for each test example, was a conventional example 2 reference the exponential evaluation (100). The evaluation shows that the weight loss as the index is smaller is achieved. Also shown the result in Table 3.
[0110]
　According to Table 3, the shape and the center pillar (second member) was subjected to improvements for, T-shaped coupling structure from the inventive examples 5 within the technical scope of the present invention 8 of the side sill (first member) It is both conventional example 2 does not belong to the technical scope of the present invention as compared to the T-shaped coupling structure, and evaluation of the attachment region of the other member (the vehicle width direction length of the cabin space), the joint portion it can be seen that the securing rigidity are improved in good balance. Note that Invention Examples 6 and Inventive Example 8, since the contact angle of 27 ° or less, since it is possible to reduce the distortion introduced into the material during the press-forming of the cross member, is good particularly moldability it can be seen. Further, the invention Example 7 and Inventive Example 8, by the rigidity of the joint portion between the cross member and the side sill is high, since it is possible to reduce the plate thickness of the cross member, the weight have been reduced significantly It is seen.
DESCRIPTION OF SYMBOLS
[0111]
　10, 20, 30 vehicle joint structure
　12, 22 and 32 side sill
　12a, 22a, 32a side
　14, 24, 34 cross member
　14f, 24f flanges
　16, 26 and 36 a floor panel
　22b side sill upper surface
　24i, 34i vehicle width inner portion
　24o, 34o vehicle width outer portion
　32i inner portion
　32o outer portion
　34fa top flange
　34fb side flange
　34fc corner flanges
　110, 130 vehicle joint structure
　112, 132 side sill
　112a, 132a sides
　114, 134 center pillar
　132b bottom
　132l side
　132t top
　c1, c2 flange
　134f1 first flange
　134f2 second flange
　134fc flange connecting portion
　132c chamfered portion
　134h hole
　134j connecting member
　134m main body
　134t1,134t2 tab
　vehicle longitudinal direction dimension in the vehicle width direction innermost c crossmember
　Vehicle longitudinal direction dimension in the vehicle width direction outermost Do top flange
　height dimension of h vehicle width inner portion
　vertical maximum dimension of the portion other than the connection portion between H1 of the cross member side sill
　connection portion between H2 of the cross member side sill vertical minimum dimension of a portion other than
　Hc cross member in the vehicle width direction innermost vehicle height dimension
　Hco cross member in the vehicle width direction outermost height dimension
　height dimension of Hs sills in the vehicle width direction outermost
　Li the upper line of the vehicle width inner portion
　Lo, the upper line of the L1o vehicle width outer portion
　upper line Ls side sill
　upper line Lf top flange
　W, W1 vehicle width direction overall dimensions of the cross member 24
　Wi, vehicle width W1i vehicle width inner portion dimension
　Wo, the vehicle width direction dimension of W1o vehicle width outer portion
　of Ws sill vehicle width direction dimension
　of the α body portion 134m surface and first Bending angle of the surface of the flange 134f1
　inclination angle θ upper line Lo
　bending angle of a line segment composed of a φ upper line Lo and the upper line Lf

The scope of the claims
[Claim 1]
　Comprising a first member, a second member extending in the direction perpendicular to the longitudinal direction of the first member to be connected the first member, a T-shaped coupling structure ,
　in the longitudinal direction side view of the first member,
　　said first member, said first member side coupling element is a portion connecting the second member, the second from the first member the orientation of members, the first member so that tapers, is inclined,
　　the second member, the second member side coupling element is a portion for connecting the first member, the second from 1 member toward the second member, it is inclined in the same direction as the first member side coupling element,
　　and the first member side coupling element and the second member side coupling element, is smoothly connected to constitute a connecting portion,
　　the connecting portion, exists on at least one side in the width direction of the first and second members T-shaped coupling structure, characterized in that,.
[Claim 2]
　In longitudinal side view of the first member,
　　the longitudinal direction of the second member, said the surface of the first member side coupling element, an angle of at 25 ° or less, according to claim 1 T-joint structure.
[Claim 3]
　In longitudinal side view of the first member,
　　the maximum dimension of said second member, in a portion other than the second member side coupling element, in a direction perpendicular to the longitudinal direction of the second member minimum percentage H2 / H1 dimension H2 are 0.5 or more 0.92 or less, T-shaped coupling structure according to claim 1 or 2 for H1.
[Claim 4]
　The angle when the θ, (H1 / H2-1) / 2 ≦ tanθ meet, T-shaped coupling structure according to claim 2 or 3.