JP2016113049A - Machining method of motorcar structural member and motorcar structural member - Google Patents
Machining method of motorcar structural member and motorcar structural member Download PDFInfo
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- JP2016113049A JP2016113049A JP2014254160A JP2014254160A JP2016113049A JP 2016113049 A JP2016113049 A JP 2016113049A JP 2014254160 A JP2014254160 A JP 2014254160A JP 2014254160 A JP2014254160 A JP 2014254160A JP 2016113049 A JP2016113049 A JP 2016113049A
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- 238000000034 method Methods 0.000 title claims abstract description 13
- 238000003754 machining Methods 0.000 title abstract 3
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 40
- 239000010959 steel Substances 0.000 claims abstract description 40
- 239000011324 bead Substances 0.000 claims abstract description 31
- 230000008878 coupling Effects 0.000 claims description 14
- 238000010168 coupling process Methods 0.000 claims description 14
- 238000005859 coupling reaction Methods 0.000 claims description 14
- 238000007747 plating Methods 0.000 claims description 6
- 238000012545 processing Methods 0.000 claims description 6
- 229910001335 Galvanized steel Inorganic materials 0.000 claims description 4
- 239000008397 galvanized steel Substances 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 abstract description 11
- 230000003247 decreasing effect Effects 0.000 abstract description 2
- 230000000694 effects Effects 0.000 description 8
- 238000003466 welding Methods 0.000 description 6
- 230000013011 mating Effects 0.000 description 5
- 230000006872 improvement Effects 0.000 description 4
- 238000003672 processing method Methods 0.000 description 4
- 238000005452 bending Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 230000000149 penetrating effect Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000010791 quenching Methods 0.000 description 2
- 230000000171 quenching effect Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 229920006395 saturated elastomer Polymers 0.000 description 1
- 230000007480 spreading Effects 0.000 description 1
- 238000003892 spreading Methods 0.000 description 1
- 238000009864 tensile test Methods 0.000 description 1
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Abstract
Description
本発明は、中空鋼管を用い、その端部を他部材と結合し、かつ強度を発揮するために用いられる自動車用構造部材の加工方法及び自動車用構造部材に関するものである。 The present invention relates to a method for processing a structural member for automobiles and a structural member for automobiles, which are used for using a hollow steel pipe, connecting an end portion thereof to another member, and exhibiting strength.
中空鋼管は自動車のドアインパクトビームをはじめ、各種の自動車用構造部材として広く使用されている。しかし断面円形の鋼管の端部をそのまま他部材と結合することは困難であるため、多くの場合には特許文献1に示すように、管端にブラケットを溶接したうえで、ドアパネルなどの他部材と結合している。一般にブラケットは鋼管よりも薄肉であり、溶接部は隅肉溶接であって溶接長も限られることから、このブラケットの部分が荷重伝達特性のネックとなり、破損の起点となることが多い。そこで中空鋼管の管端に何らかの加工を施し、溶接やボルト‐ナット等により中空鋼管の管端を他部材と直接結合し、荷重伝達特性を向上させる技術が求められている。 Hollow steel pipes are widely used as various structural members for automobiles including automobile door impact beams. However, since it is difficult to connect the end of a steel pipe having a circular cross section with another member as it is, in many cases, as shown in Patent Document 1, after a bracket is welded to the end of the tube, other members such as a door panel are used. Is combined with. In general, the bracket is thinner than the steel pipe, and the welded portion is fillet welded and the weld length is limited. Therefore, the bracket portion often becomes a neck of load transmission characteristics and is a starting point of breakage. Therefore, there is a demand for a technique for improving the load transmission characteristics by performing some processing on the pipe end of the hollow steel pipe and directly connecting the pipe end of the hollow steel pipe to other members by welding or bolt-nut.
例えば特許文献2には、中空鋼管の管端に小穴をミシン目状に加工したうえ、押広げ治具を管端に挿入してミシン目部分から切り開き、最後に押し潰し治具で管端を平面状に押し潰して結合座面とする管端加工方法が記載されている。この方法は平坦な座面を確保し易い利点がある。しかし、結合座面の幅は十分に確保できるが、管端を切り開くために荷重伝達特性が低下すること、押し潰しの付け根部が変形時のヒンジとなってしまい、荷重伝達特性の向上が認められないこと、等の問題があった。 For example, in Patent Document 2, a small hole is machined in the end of a hollow steel pipe, and a spreading jig is inserted into the pipe end and cut from the perforated part. Finally, the pipe end is cut with a crushing jig. A tube end processing method is described in which the joint seating surface is crushed flat. This method has an advantage of ensuring a flat seat surface. However, although the width of the joint seating surface can be secured sufficiently, the load transmission characteristics deteriorate due to the opening of the pipe end, and the crush root becomes a hinge at the time of deformation, which improves the load transmission characteristics. There were problems such as being unable to do so.
また特許文献3には、中空鋼管の管端を薄く加工したうえで平面状に押し潰して結合座面とする管端加工方法が記載されている。しかしこの場合にも、押し潰しの付け根部が変形時のヒンジとなってしまい、荷重伝達特性の向上が認められないという問題があった。 Patent Document 3 describes a tube end processing method in which a tube end of a hollow steel tube is thinly processed and then flattened to form a coupling seat surface. However, even in this case, there is a problem in that the crushing root portion becomes a hinge at the time of deformation, and improvement in load transmission characteristics is not recognized.
なお特許文献4には、中空鋼管の管端部に直管部よりも板厚が大きいブラケットを結合する管端加工方法が記載されている。しかし1枚板のままでは十分な荷重伝達特性が得られず、またこのブラケットは丸断面から平板に徐変する形状であるため、曲げ特性の悪化が懸念される。 Patent Document 4 describes a pipe end processing method in which a bracket having a plate thickness larger than that of a straight pipe portion is coupled to a pipe end portion of a hollow steel pipe. However, sufficient load transmission characteristics cannot be obtained with a single plate, and since this bracket has a shape that gradually changes from a round cross section to a flat plate, there is a concern that bending characteristics may deteriorate.
従って本発明の目的は上記した従来技術の欠点を解決し、中空鋼管の管端を、結合座面の幅が広くかつ荷重伝達特性の向上を図ることができる形状とすることができる自動車用構造部材の加工方法及び自動車用構造部材を提供することである。 Accordingly, the object of the present invention is to solve the above-mentioned drawbacks of the prior art, and to make the tube end of the hollow steel pipe into a shape that allows the width of the coupling seat surface to be wide and the load transmission characteristics to be improved. The present invention provides a method for processing a member and a structural member for an automobile.
上記の課題を解決するためになされた本発明の自動車用構造部材の加工方法は、中空鋼管の端部を拡管した後、両端の2カ所に屈曲ビード部を残し、これらの屈曲ビード部に挟まれた中央部を平坦部となるように押し潰し、結合座面を形成することを特徴とするものである。 In order to solve the above-described problems, the method for processing a structural member for an automobile of the present invention expands the end portion of the hollow steel pipe, leaves the bent bead portions at two positions on both ends, and sandwiches them between these bent bead portions. The center portion thus formed is crushed so as to be a flat portion to form a coupling seating surface.
また上記の課題を解決するためになされた本発明の自動車用構造部材は、中空鋼管の拡管された端部を押し潰して結合座面とした中空鋼管の管端構造であり、この結合座面は、片面は平坦部であり、その反対面は両端の2カ所に屈曲ビード部を残して中央部を平坦部とした形状であることを特徴とするものである。 Moreover, the structural member for automobiles of the present invention, which has been made to solve the above problems, is a tube end structure of a hollow steel pipe which is formed by squeezing the expanded end of the hollow steel pipe to form a coupling seat surface. Is characterized in that one surface is a flat portion, and the opposite surface has a shape in which the central portion is a flat portion, leaving bent bead portions at two locations on both ends.
なお、中空鋼管の端部の拡管率を40%以上とすることが好ましく、60%以上とすることがさらに好ましい。 In addition, it is preferable that the pipe expansion rate of the edge part of a hollow steel pipe shall be 40% or more, and it is more preferable to set it as 60% or more.
また、中空鋼管が溶融亜鉛めっき鋼管であり、前記2つの平坦部間が溶融・凝固しためっき層により結合されている構造とすることができる。 Further, the hollow steel pipe is a hot dip galvanized steel pipe, and the two flat portions can be connected by a molten and solidified plated layer.
さらに、前記屈曲ビード部はその高さが板厚の2〜5倍、その幅が板厚の2倍以上、座面幅の2割以下の範囲にあることが好ましい。 Furthermore, it is preferable that the bent bead portion has a height of 2 to 5 times the plate thickness, a width of 2 times or more of the plate thickness, and 20% or less of the seat surface width.
本発明によれば、中空鋼管の端部を拡管した後、押し潰して結合座面を形成する。このように拡管して径を大きくしたうえで平坦に押し潰すことにより、単に押し潰した場合よりも結合座面の幅を大きくすることができる。また拡管により管端の肉厚が減少するため、相手部材が薄板の場合にもスポット溶接が容易になる。これらの効果を確保するために端部の拡管率を40%以上とすることが好ましく、60%以上とすることがさらに好ましい。 According to the present invention, after expanding the end of the hollow steel pipe, it is crushed to form the joint seating surface. By expanding the tube in this way and increasing the diameter and then flattening it, the width of the coupling seating surface can be made larger than when it is simply crushed. Further, since the wall thickness at the pipe end is reduced by the pipe expansion, spot welding is facilitated even when the mating member is a thin plate. In order to ensure these effects, the tube expansion rate at the end is preferably 40% or more, more preferably 60% or more.
また本発明によれば、従来のように管端の全体を平坦に押し潰すのではなく、両端の2カ所に屈曲ビード部を残し、これらの屈曲ビード部に挟まれた中央部を平坦部となるように押し潰して結合座面を形成する。このように両端の2カ所に屈曲ビード部を残すことにより、押し潰しの付け根部が変形時のヒンジとなることが防止でき、荷重伝達特性の向上を図ることができる。その具体的な数値は後述する通りである。 Further, according to the present invention, the entire pipe end is not flatly crushed as in the prior art, but the bent bead portions are left at two positions on both ends, and the central portion sandwiched between these bent bead portions is defined as a flat portion. The joint bearing surface is formed by crushing. Thus, by leaving the bent bead portions at two places on both ends, it is possible to prevent the crushing root portion from becoming a hinge at the time of deformation, and to improve the load transmission characteristics. The specific numerical values are as described later.
さらに、中空鋼管を溶融亜鉛めっき鋼管とし、押し潰された2つの平坦部間を溶融・凝固しためっき層により結合した構造とすれば、結合座面の強度をより高めることができる。 Furthermore, if the hollow steel pipe is made of a hot dip galvanized steel pipe and the two flat parts that have been crushed are joined by a molten and solidified plating layer, the strength of the joint seating surface can be further increased.
以下に本発明の実施形態を説明する。
図1は本発明に係る自動車用構造部材の加工方法の工程説明図である。先ず中空鋼管1の端部を適宜長さにわたり拡管し、拡管部2を形成する。この拡管は中空鋼管1の端部をテーパ状のマンドレルに押し込む周知の方法によって行うことができる。拡管により端部の直径が拡大するとともに、肉厚tが減少する。ただし本発明においては、拡管の手段は特に限定されるものではない。
Embodiments of the present invention will be described below.
FIG. 1 is a process explanatory diagram of a method for processing an automotive structural member according to the present invention. First, the end portion of the hollow steel pipe 1 is appropriately expanded over a length to form the expanded portion 2. This pipe expansion can be performed by a known method of pushing the end of the hollow steel pipe 1 into a tapered mandrel. The diameter of the end portion is increased by the tube expansion, and the wall thickness t is decreased. However, in the present invention, the means for expanding the pipe is not particularly limited.
前記したように、拡管部2の肉厚tが厚いと相手部材が薄板の場合にはスポット溶接しにくくなるため、拡管により十分に薄肉化することが望ましい。結合強度向上のためにスポット1打点追加可能とする場合には拡管率η≧40%、千鳥配置で2打点追加可能とする場合にはη≧60%とする。拡管率ηが40%の場合には座面幅を従来よりも20mm拡大することができ、スポット1打点が追加可能となる。また拡管率ηが60%の場合には座面幅を従来よりも30mm拡大することができ、千鳥配置で2打点の追加が可能となる。 As described above, if the wall thickness t of the tube expansion portion 2 is large, it becomes difficult to perform spot welding when the mating member is a thin plate. Therefore, it is desirable that the tube expansion portion 2 be sufficiently thinned by tube expansion. When it is possible to add one spot spot for improving the bonding strength, the tube expansion ratio η ≧ 40%, and when two spots can be added in a staggered arrangement, η ≧ 60%. When the tube expansion rate η is 40%, the seating surface width can be increased by 20 mm compared to the conventional case, and one spot spot can be added. Further, when the tube expansion ratio η is 60%, the seating surface width can be increased by 30 mm compared to the conventional case, and two striking points can be added in a staggered arrangement.
上記した拡管を可能とするためには、一様伸び(U‐EL)が10%以上、より好ましくは15%以上、穴広げ率(λ)が30%以上、より好ましくは40%以上の鋼材を選択することが望ましい。これらの特性を持つ材質の中空鋼管は必ずしも特別なものではなく、市販品から選択することができる。一様伸びは引張試験において、試験片平行部がほぼ一様に変形する永久伸びの限界値であり、通常、最大引張荷重に対応する永久伸びとして求められる値である。また穴広げ率は、JIS‐2256に規定されており、試験片に開けた円形の打抜き穴を円すい(錐)状のパンチで押し広げ,穴の縁に発生する割れが少なくとも一個所で厚さ方向に貫通したときの穴の径の拡大量を初期の穴の径に対する貫通したときの穴の径の比で表した値である。 In order to enable the above-mentioned pipe expansion, a steel material having a uniform elongation (U-EL) of 10% or more, more preferably 15% or more, and a hole expansion ratio (λ) of 30% or more, more preferably 40% or more. It is desirable to select. A hollow steel pipe made of a material having these characteristics is not necessarily special, and can be selected from commercially available products. The uniform elongation is a limit value of permanent elongation at which the parallel portion of the specimen is deformed almost uniformly in the tensile test, and is usually a value obtained as the permanent elongation corresponding to the maximum tensile load. The hole expansion rate is specified in JIS-2256. A circular punched hole in a test piece is expanded with a conical punch, and the crack generated at the edge of the hole is thick at least at one location. It is a value expressed by the ratio of the diameter of the hole when penetrating through the initial diameter of the hole with respect to the diameter of the hole when penetrating in the direction.
次に拡管部2を平坦な下型上に載せ、上方からポンチを下降させて拡管部2の中央部を平坦に押し潰し、結合座面3を形成する。その形状は図2、図3に示されるように、両端の2カ所に屈曲ビード部4を残し、これらの屈曲ビード部4,4に挟まれた中央部を平坦部5としたものである。平坦部5は二重となって相互に密着する。このように両端の2カ所に屈曲ビード部4を残すことにより、結合座面3の曲げ強度及びねじり剛性が向上し、従来のように押し潰しの付け根部が変形時のヒンジとなることが防止される。 Next, the pipe expansion part 2 is placed on a flat lower mold, and the punch is lowered from above to flatly crush the center part of the pipe expansion part 2 to form the coupling seat surface 3. As shown in FIGS. 2 and 3, the bent bead portions 4 are left at two positions on both ends, and the central portion sandwiched between the bent bead portions 4 and 4 is a flat portion 5. The flat portions 5 are double and adhere to each other. Thus, by leaving the bent bead portions 4 at two locations on both ends, the bending strength and torsional rigidity of the coupling seat surface 3 are improved, and the crushing root portion is prevented from becoming a hinge during deformation as in the prior art. Is done.
図2に示される屈曲ビード部4のビード高さBhは、板厚tの2〜5倍(2t≦Bh≦5t)とする。ビード高さBhが2t未満となるまで押し潰すと、結合座面3の強度向上代が5%未満となり、十分な効果が得られない。逆にビード高さBhを5tより高くしても強度向上代が飽和してしまい、それ以上の強度増加が認められない。 The bead height Bh of the bent bead portion 4 shown in FIG. 2 is 2 to 5 times the plate thickness t (2t ≦ Bh ≦ 5t). If it is crushed until the bead height Bh is less than 2t, the strength improvement margin of the joint seat surface 3 is less than 5%, and a sufficient effect cannot be obtained. Conversely, even if the bead height Bh is higher than 5t, the strength improvement allowance is saturated, and no further increase in strength is observed.
また図2に示される屈曲ビード部4のビード幅Bwは、板厚tの2倍以上、座面幅Wの2割以下(2t≦Bw≦0.2W)とする。ここで座面幅Wは、両端の屈曲ビード部4の外側面間の距離である。ビード幅Bwが2t未満であると、結合座面3の強度向上代が5%未満となり、十分な効果が得られない。逆にビード幅Bwが0.2Wを超えると相対的にスポット溶接可能な平坦部5の幅が減少するので好ましくない。 The bead width Bw of the bent bead portion 4 shown in FIG. 2 is not less than twice the plate thickness t and not more than 20% of the seat surface width W (2t ≦ Bw ≦ 0.2 W). Here, the seating surface width W is a distance between the outer surfaces of the bent beads 4 at both ends. When the bead width Bw is less than 2t, the strength improvement allowance of the coupling seating surface 3 is less than 5%, and a sufficient effect cannot be obtained. Conversely, if the bead width Bw exceeds 0.2 W, the width of the flat portion 5 that can be relatively spot welded decreases, which is not preferable.
中空鋼管1の端部に上記した構造の結合座面3を形成すれば、この結合座面3を相手部材にスポット溶接することにより、相手部材と中空鋼管1とを強固に接合することができる。拡管により結合座面3の平坦部5の肉厚は薄くなっているため、スポット溶接は容易である。また両端に屈曲ビード部4を残した形状としたので、負荷を受けたときにも押し潰しの付け根部6が変形時のヒンジとなることがない。この押し潰しの付け根部6は、図3に示されるように平坦部5の管軸方向の終端部のうち、肉厚tの2倍幅の部分を指す。従来はこの部分がヒンジとなって折れ曲がってしまい、相手部材と中空鋼管1との間の荷重伝達特性が低下していたのに対し、本願発明では実施例のデータに示すように、荷重伝達特性が向上した。 If the coupling seat surface 3 having the structure described above is formed at the end of the hollow steel pipe 1, the mating member and the hollow steel pipe 1 can be firmly joined by spot welding the coupling seat surface 3 to the mating member. . Since the thickness of the flat portion 5 of the coupling seat surface 3 is reduced by the pipe expansion, spot welding is easy. Further, since the bent bead portions 4 are left at both ends, the crushing root portion 6 does not become a hinge at the time of deformation even when a load is applied. As shown in FIG. 3, the crushing root portion 6 indicates a portion having a width twice as large as the wall thickness t in the end portion of the flat portion 5 in the tube axis direction. Conventionally, this portion is bent as a hinge, and the load transfer characteristic between the mating member and the hollow steel pipe 1 has been lowered, whereas in the present invention, as shown in the data of the examples, the load transfer characteristic Improved.
また中空鋼管1として溶融亜鉛めっき鋼管を使用し、押し潰し後に焼入れ加工を行なえば、めっき層が溶融凝固して上下の平坦部5が全面結合する。これにより荷重伝達特性を更に向上させることができる。なおこの効果を得るためには、潰し後の上下の平坦部5の間隙を0.1mm以下とすることが望ましい。また上下板を密着可能なめっき目付量m(g/m2)は、100g/m2≦m≦700g/m2である。めっき目付量mがこの範囲より少ないと密着効果が低下し、この範囲を超えても密着効果の増加は認められない。
以下に本発明の実施例を示す。
If a hot dip galvanized steel pipe is used as the hollow steel pipe 1 and quenching is performed after crushing, the plating layer is melted and solidified, and the upper and lower flat parts 5 are bonded together. Thereby, a load transmission characteristic can further be improved. In order to obtain this effect, it is desirable that the gap between the upper and lower flat portions 5 after crushing is 0.1 mm or less. Further, the plating basis weight m (g / m 2 ) capable of adhering the upper and lower plates is 100 g / m 2 ≦ m ≦ 700 g / m 2 . If the plating basis weight m is less than this range, the adhesion effect is reduced, and even if this range is exceeded, no increase in the adhesion effect is observed.
Examples of the present invention are shown below.
自動車のドアインパクトビームとしてごく一般的な寸法である外径31.8mm、肉厚1.6mmの中空鋼管を用い、本発明の効果を確認した。その材質は、一様伸び(U‐EL)15%、穴広げ率(λ)が40%のものである。この鋼管は焼入れ後の強度が1500MPa級のものであり、スポット溶接のスポット間距離は20mmとした。 The effect of the present invention was confirmed using a hollow steel pipe having an outer diameter of 31.8 mm and a wall thickness of 1.6 mm, which is a very common dimension as an automobile door impact beam. The material has a uniform elongation (U-EL) of 15% and a hole expansion ratio (λ) of 40%. This steel pipe had a strength after quenching of 1500 MPa class, and the distance between spots in spot welding was 20 mm.
図4に示すように、実施例品は、屈曲ビード部を残した結合座面を中空鋼管の上下両端に形成し、スポット2打点で試験装置のフレームに固定したもので、その中央部を変位制御可能な先端100Rのポンチで押圧し、ポンチのストロークと荷重との関係を測定した。そのビード高さBhとビード幅Bwはともに3tとした。さらに溶融亜鉛めっき層により上下の平坦部を全面密着させたものについても、同様に測定を行った。 As shown in FIG. 4, the example product is formed by forming the joint seat surface with the bent bead portion on the upper and lower ends of the hollow steel pipe and fixing it to the frame of the test apparatus with two spot spots, and the center portion is displaced. The punch was pressed with a controllable tip 100R, and the relationship between the punch stroke and the load was measured. The bead height Bh and bead width Bw were both 3t. Further, the same measurement was performed on the upper and lower flat portions adhered to each other by the hot dip galvanized layer.
従来品は図5に示すように、中空鋼管の両端部にブラケットを隅肉溶接したものを、スポット2打点で試験装置のフレームに固定し、同様にその中央部を変位制御可能な先端100Rのポンチで押圧し、ポンチのストロークと荷重との関係を測定した。 As shown in FIG. 5, the conventional product is obtained by fixing a hollow steel pipe with a fillet welded to both ends of the hollow steel pipe to the frame of the test apparatus at two spot points, and similarly, the center part of the tip 100R whose displacement can be controlled. Pressing with a punch, the relationship between the punch stroke and the load was measured.
その結果は図6のグラフに示す通りであり、実施例品は従来品に比較して、同一ストロークを与えたときの荷重が25〜35%向上した。さらにこの実施例品にめっきによる上下密着効果を付与したものは、従来品に比較して、同一ストロークを与えたときの荷重が20〜40%向上した。 The result is as shown in the graph of FIG. 6, and the load of the example product was improved by 25 to 35% when the same stroke was given compared to the conventional product. Furthermore, what gave the vertical contact effect by plating to this Example product improved the load when the same stroke was given 20 to 40% compared with the conventional product.
また実施例品は何れも、押し潰しの付け根部における歪が少なく、ヒンジとなって折れ曲がりにくいことを、応力解析によって確認した。 In addition, it was confirmed by stress analysis that all of the example products had less distortion at the crushing root portion and became difficult to bend as a hinge.
本発明は自動車のドアインパクトビームへの適用に特に適したものであるが、必ずしもこれに限定されるものではなく、中空鋼管を相手部材と強固に接合したい自動車構造用途に広く適用できるものである。 The present invention is particularly suitable for application to automobile door impact beams, but is not necessarily limited to this, and can be widely applied to automobile structural applications in which a hollow steel pipe is desired to be firmly joined to a counterpart member. .
1 中空鋼管
2 拡管部
3 結合座面
4 屈曲ビード部
5 平坦部
6 押し潰しの付け根部
DESCRIPTION OF SYMBOLS 1 Hollow steel pipe 2 Expanded part 3 Bonding seat surface 4 Bending bead part 5 Flat part 6 Crushing root part
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JPH05311765A (en) * | 1992-05-13 | 1993-11-22 | Matsumoto Kinzoku Kogyo Kk | Square-shaped column building material |
JPH0612136U (en) * | 1992-07-27 | 1994-02-15 | 日本発条株式会社 | Car body reinforcement members |
JP2005029954A (en) * | 2003-05-12 | 2005-02-03 | Tanaka:Kk | Brace and its manufacturing method |
WO2014046007A1 (en) * | 2012-09-20 | 2014-03-27 | 新日鐵住金株式会社 | Hardened steel tube member, automobile axle beam using hardened steel tube member, and method for manufacturing hardened steel tube member |
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JPH05311765A (en) * | 1992-05-13 | 1993-11-22 | Matsumoto Kinzoku Kogyo Kk | Square-shaped column building material |
JPH0612136U (en) * | 1992-07-27 | 1994-02-15 | 日本発条株式会社 | Car body reinforcement members |
JP2005029954A (en) * | 2003-05-12 | 2005-02-03 | Tanaka:Kk | Brace and its manufacturing method |
WO2014046007A1 (en) * | 2012-09-20 | 2014-03-27 | 新日鐵住金株式会社 | Hardened steel tube member, automobile axle beam using hardened steel tube member, and method for manufacturing hardened steel tube member |
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