JP2018192870A - Vehicular frame member - Google Patents

Abstract

To provide a vehicular frame member that has a longitudinal direction extending in a front-back direction of a vehicle body and is formed in a closed cross sectional shape, which can improve EA mass efficiency with respect to a side collision.SOLUTION: A vehicular frame member 300, which has a longitudinal direction extending in a front-back direction of a vehicle body and is formed in a closed cross sectional shape, comprises: a first side wall 101; a second side wall 102 provided inside in a vehicle width direction with respect to the first side wall; an upper wall 103 and a lower wall 104 defining a closed cross sectional structure together with the first side wall and the second side wall; and an upper vertical rib 107 and lower vertical rib 108, arranged to oppose to the first side wall, which form node parts in the upper wall and the lower wall respectively. When viewed in the longitudinal direction, parts closer to outside in the vehicle width direction than the node parts in the upper wall and the lower wall are provided with reinforcement parts 301 and 302 respectively.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a vehicle frame member having a longitudinal direction extending in a longitudinal direction of a vehicle body and formed in a closed cross-sectional shape.

  Frame members such as side sills that make up the body of vehicles such as automobiles are required to have high strength and high rigidity in order to ensure the safety of passengers in the event of a vehicle collision. Furthermore, the weight has been reduced to improve fuel efficiency. Is required. Therefore, the frame member is generally formed in a closed cross-sectional shape. Moreover, as a frame member, in order to suppress buckling, there is a frame member in which a reinforcing plate is attached in a closed cross-sectional frame main body to reinforce the frame main body.

  For example, in the frame member disclosed in Patent Document 1, a bent portion is provided in a plate-like reinforcing member that connects one side surface of a rectangular frame body to the opposite side surface, and from the bent portion of the reinforcing member, A configuration in which a plate-like support member extends toward an upper surface adjacent to the side surface is disclosed.

Japanese Patent Laid-Open No. 11-255048

  By the way, in the frame member disclosed in Patent Document 1, when a load is input from the one side wall side of the frame body, the frame member buckles in two stages with the bent portion as a fulcrum. However, in Patent Document 1, no detailed examination has been made on the two-stage buckling aspect of the frame member, and there is room for improvement in the mass efficiency of EA (Energy Absorption) against collision.

  An object of the present invention is to improve EA mass efficiency against side collision in a vehicle frame member having a longitudinal direction extending in the longitudinal direction of the vehicle body and formed in a closed cross-sectional shape.

In order to solve the above problems, the invention according to claim 1 of the present application is
A vehicle frame member having a longitudinal direction extending in the longitudinal direction of the vehicle body and formed in a closed cross-sectional shape,
A first sidewall;
A second side wall provided on the inner side in the vehicle width direction with respect to the first side wall;
An upper wall and a lower wall defining a closed cross-sectional structure together with the first side wall and the second side wall;
An upper vertical rib and a lower vertical rib that are arranged to face the first side wall and form nodes on the upper wall and the lower wall, respectively.
Reinforcing portions are respectively provided on the upper wall and the lower wall in the vehicle width direction outer side than the node portion when viewed from the longitudinal direction.
The present invention relates to a vehicle frame member.

The invention according to claim 2 is the invention according to claim 1,
The upper vertical rib and the lower vertical rib are integrally provided.

The invention according to claim 3 is the invention according to claim 1 or 2,
The upper vertical rib and the lower vertical rib extend in parallel to the first side wall as viewed from the longitudinal direction.

The invention according to claim 4 is the invention according to any one of claims 1 to 3,
The reinforcing part provided on the upper wall is a thick part provided on a part of the lower surface of the upper wall,
The upper surface of the upper wall is a flat surface.

  According to the first aspect of the present invention, the upper vertical rib and the lower vertical rib form the nodes on the upper wall and the lower wall, respectively. When a load is input to the first side wall, the frame member buckles in two stages with the node portion as a fulcrum, and the buckling load becomes larger than in the case of buckling in one stage.

  In particular, when the load is input to the first side wall from the outer side in the vehicle width direction, since the reinforcing portion is provided on the outer side in the vehicle width direction from the node portion on the upper wall and the lower wall as viewed from the longitudinal direction. The buckling load at the portion where stress concentration occurs is increased. In this way, it is possible to improve the EA mass efficiency with respect to the side collision in the frame member.

  According to the invention of claim 2, since the upper vertical rib and the lower vertical rib are integrally provided, a closed cross section is formed by the upper wall, the upper vertical rib, the lower wall and the lower vertical rib, Thereby, the effect of claim 1 is specifically achieved.

  According to the third aspect of the present invention, since the upper vertical rib and the lower vertical rib extend in parallel to the first side wall when viewed from the longitudinal direction, they are input to the first side wall from the outer side in the vehicle width direction. The buckling length with respect to the load can be ensured evenly in the vertical direction of the vehicle body, thereby increasing the buckling load with respect to the load and further improving the EA mass efficiency against the side collision.

  According to the fourth aspect of the invention, since the upper surface of the upper wall is a flat surface, the assembling property is improved when other members are assembled to the upper surface of the upper wall.

It is sectional drawing which shows the frame member which concerns on 1st Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on the modification of 1st Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on the modification of 1st Embodiment of this invention. It is a graph which shows the relationship between ratio W2 / W1 of the width W2 of the outer side wall part with respect to full width W1 when an upper wall and a lower wall are seen from a longitudinal direction, and EA amount. It is sectional drawing which shows the bending direction of each wall part and each rib part at the time of a side collision. It is sectional drawing which shows the frame member which concerns on 2nd Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on 2nd Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on 2nd Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on 3rd Embodiment of this invention. It is sectional drawing which shows the frame member which concerns on the modification of 3rd Embodiment of this invention. It is the perspective view which looked at a part of vehicle body to which the side part vehicle body structure concerning 4th Embodiment of this invention was applied from the left front. It is the perspective view which looked at a part of vehicle body to which the side part vehicle body structure concerning 4th Embodiment of this invention was applied from the left rear. It is sectional drawing when a part of vehicle body shown in FIG. 11 is cut in the AA line, and it sees in the direction of the arrow.

  Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings.

[First Embodiment]
The frame member 100 shown in FIG. 1 constitutes a part of the vehicle body, and is arranged so that the longitudinal direction extends in the vehicle body longitudinal direction. The longitudinal direction of the vehicle body is a direction perpendicular to the vertical direction of the vehicle body and the vehicle width direction. However, in the present invention, the terms “vehicle body longitudinal direction”, “vehicle body vertical direction”, and “vehicle width direction” refer not only to the configuration in which these directions are completely perpendicular to each other, but also within the range where the effects of the present invention can be obtained. It should be understood that configurations deviating from each other are also included in the present invention.

  FIG. 1 is a view showing a cross section perpendicular to the longitudinal direction of the frame member 100 (hereinafter simply referred to as the longitudinal direction). The same applies to other sectional views. The frame member 100 is configured to absorb a load due to a bending deformation caused by a load acting upon a vehicle collision (for example, a side collision). The frame member 100 includes a pair of left and right front side frames that extend in the vehicle front-rear direction at a front portion of a dash panel that divides an engine room and a vehicle compartment, and side sills provided at both ends in the vehicle width direction and at the lower part of the vehicle body. , Etc. may be applied.

  The frame member 100 is made by extrusion molding. As a modification, the frame member 100 may be made by press molding. When the frame member 100 is made by extrusion molding, examples of the material constituting the frame member 100 include aluminum, an aluminum alloy, magnesium, or a magnesium alloy.

  The frame member 100 includes a first side wall 101, a second side wall 102, an upper wall 103, and a lower wall 104. These walls 101 to 104 form a substantially rectangular closed section structure as a whole.

  The first side wall 101 is provided on the outer side in the vehicle width direction. The first side wall 101 extends in the vertical direction of the vehicle body when viewed from the longitudinal direction of the frame member 100 (that is, in a cross section orthogonal to the longitudinal direction shown in FIG. 1 and the like).

  The second side wall 102 is provided on the inner side in the vehicle width direction with respect to the first side wall 101. The second side wall 102 extends obliquely outward in the vehicle width direction from the upper side of the vehicle body toward the lower side of the vehicle body with respect to the vertical direction of the vehicle body. As described above, the second side wall 102 is inclined and extended as shown in FIG. 1 when the frame member 100 is applied to the side sill and coupled to the cross members 21, 22, and 23 (see FIG. 11). It is an example of design. Therefore, the present invention is not limited to this, and the second side wall 102 may extend, for example, in the vertical direction of the vehicle body as viewed from the longitudinal direction.

  The upper wall 103 is inclined and extended to the upper side of the vehicle body from the outer side in the vehicle width direction toward the inner side in the vehicle width direction. The configuration in which the upper wall 103 is inclined and extended in this manner is an example of a design in the case where the frame member 100 is applied to a side sill and the frame member 100 is coupled to a hinge pillar or the like on the vehicle body upper side. The upper wall 103 and the lower wall 104 preferably extend linearly in the vehicle width direction when viewed from the longitudinal direction. Therefore, the upper wall 103 and the lower wall 104 are flat walls. The upper surface of the upper wall 103 may be a flat surface so that the assembling property of other members (for example, when the frame member 100 is applied to a side sill, as described above) is improved.

  The frame member 100 further includes an upper lateral rib 105 and a lower lateral rib 106 provided between the upper wall 103 and the lower wall 104. The lower lateral rib 106 is provided on the lower side of the vehicle body with respect to the upper lateral rib 105. The lateral ribs 105 and 106 connect the first side wall 101 and the second side wall 102. The lateral ribs 105 and 106 extend linearly when viewed from the longitudinal direction. Accordingly, the lateral ribs 105 and 106 are flat plate members. The number of lateral ribs connecting the first side wall 101 and the second side wall 102 is not limited to two, but the width of the upper wall 103 and the lower wall 104 (in the vehicle width direction) as in the frame member 100 shown in FIG. (Dimension) is different with respect to the length (dimension in the vertical direction of the vehicle body) of the first side wall 101 and the second side wall 102 (that is, when the frame member 100 is viewed from the longitudinal direction, the whole is approximately rather than substantially square. In the case of a rectangular shape), it has been found that a higher EA mass efficiency can be obtained by providing an even number of transverse ribs.

  The upper lateral rib 105 and the lower lateral rib 106 are inclined with respect to the first side wall 101 and extend non-parallel to each other when viewed from the longitudinal direction. Specifically, the lateral ribs 105, 106 extend with an inclination with respect to the first side wall 101 so as to be separated from each other toward the inner side in the vehicle width direction from the outer side in the vehicle width direction. More specifically, the upper lateral rib 105 extends toward the vehicle body upper side from the vehicle width direction outer side toward the vehicle width direction inner side as viewed from the longitudinal direction. The lower lateral rib 106 extends toward the vehicle body lower side from the vehicle width direction outer side toward the vehicle width direction inner side when viewed from the longitudinal direction. The lateral ribs 105 and 106 may be provided over the entire longitudinal direction, or may be provided only in a part of the longitudinal direction. By providing the transverse ribs 105 and 106 in an appropriate range in the longitudinal direction of the frame member 100, the EA mass efficiency can be improved.

  As described above, the inclination angle of the lateral ribs 105 and 106 with respect to the vehicle width direction is preferably 1 to 20 degrees with respect to the vehicle width direction. In the illustrated example, the upper lateral rib 105 extends at an angle of 1 degree to the vehicle body upper side with respect to the vehicle width direction (indicated by the broken line X1 in FIG. 1), and the lower lateral rib 106 It extends at an angle of 5 degrees to the lower side of the vehicle body with respect to the width direction (indicated by a broken line X2 in FIG. 1).

  The frame member 100 further includes an upper vertical rib 107 and a lower vertical rib 108 disposed to face the first side wall 101. The upper vertical rib 107 connects the upper wall 103 and the upper horizontal rib 105. The lower longitudinal rib 108 connects the lower wall 104 and the lower lateral rib 106. The longitudinal ribs 107 and 108 may be provided over the entire longitudinal direction, or may be provided only in a part of the longitudinal direction corresponding to the lateral ribs 105 and 106. FIG. 1 shows an example in which the vertical ribs 107 and 108 extend in parallel to the first side wall 101 (that is, the vertical ribs 107 and 108 extend in the vertical direction of the vehicle body). In the present invention, when two lines or surfaces are parallel to each other, not only the configuration in which the two lines or surfaces are completely parallel (that is, the distance between them is constant), but also the effects of the present invention can be obtained. It should be understood that configurations deviating from parallel in scope are also included in the present invention. As a modified example in this regard, as shown in FIG. 2, the vertical ribs 107 and 108 extend non-parallel to the first side wall 101 (that is, the vertical ribs 107 and 108 extend in the vertical direction of the vehicle body when viewed from the longitudinal direction. It may be inclined and extended).

  FIG. 1 shows an example in which the upper vertical rib 107 and the lower vertical rib 108 are separated in the vertical direction of the vehicle body. As a modification, as shown in FIG. 3, the upper vertical rib 107 and the lower vertical rib 108 are integrated, and one vertical rib 109 extending in the vertical direction of the vehicle body (or inclined with respect to the vertical direction of the vehicle body) is provided. May be.

  Due to the connection between the upper wall 103 and the upper vertical rib 107, a node 111 is formed on the upper wall 103. By connecting the upper horizontal rib 105 and the upper vertical rib 107, a node 112 is formed in the upper horizontal rib 105. By connecting the lower lateral rib 106 and the lower longitudinal rib 108, a node 113 is formed in the lower lateral rib 106. By connecting the lower wall 104 and the lower vertical rib 108, a node portion 114 is formed in the lower wall 104.

  In the upper wall 103, an outer wall portion 103 a is defined at a portion outside the node portion 111 in the vehicle width direction, and an inner wall portion 103 b is defined at a portion inside the vehicle width direction from the node portion 111. In the upper lateral rib 105, an outer rib portion 105 a is defined at a portion on the outer side in the vehicle width direction from the node portion 112, and an inner rib portion 105 b is defined at a portion on the inner side in the vehicle width direction from the node portion 112. In the lower lateral rib 106, an outer rib portion 106a is defined at a portion on the outer side in the vehicle width direction from the node portion 113, and an inner rib portion 106b is defined at a portion on the inner side in the vehicle width direction from the node portion 113. In the lower wall 104, an outer wall 104a is defined at a portion outside the node 114 in the vehicle width direction, and an inner wall 104b is defined at a portion inside the vehicle width in the vehicle width direction. In the present specification, the “wall portion” and the “rib portion” may be referred to as “plate portions”, respectively.

  The closed cross section defined by the upper part of the first side wall 101, the upper part of the second side wall 102, the upper wall 103 and the upper lateral rib 105 is further divided into two closed cross sections S1 and S2 by the upper vertical rib 107. The closed cross section defined by the lower portion of the first side wall 101, the lower portion of the second side wall 102, the lower wall 104 and the lower lateral rib 106 is further divided into two closed cross sections S3 and S4 by the lower vertical rib 108. . When a load is input to the first side wall 101 from the outside in the vehicle width direction (particularly, from the direction perpendicular to the main surface of the first side wall 101 to the entire main surface), the frame member 100 causes the nodes 111 to 114 to move. As a fulcrum, the closed cross sections S1 and S3 are first buckled, and then the closed cross sections S2 and S4 are buckled, that is, buckled in two stages.

  The node portions 111 and 114 are located outside the center portion in the vehicle width direction on the upper wall 103 and the lower wall 104, respectively, when viewed from the longitudinal direction. Further, the node portions 112 and 113 are also located outside the center in the vehicle width direction in the upper lateral rib 105 and the lower lateral rib 106, respectively, when viewed from the longitudinal direction.

  Here, FIG. 4 shows the relationship between the ratio W2 / W1 of the width W2 of the outer wall portions 103a and 104a to the total width W1 and the EA amount when the upper wall 103 and the lower wall 104 are viewed from the longitudinal direction. This relationship is obtained by CAE analysis. Specifically, a three-point bending analysis using a cylindrical pole was performed. The diameter of the pole was 250 mm. The target frame member 100 has a total length (dimension in the longitudinal direction of the vehicle body) of 1300 mm, an overall width W1 of 70 mm, and a height of the first side wall 101 (dimension in the vertical direction of the vehicle body) of 140 mm. In this analysis, the frame member 100 has a substantially rectangular shape when viewed from the longitudinal direction. That is, the upper wall 103 extends in the vehicle width direction when viewed from the longitudinal direction, and the second side wall 102 extends in the vehicle body vertical direction. The lateral ribs 105 and 106 are assumed to extend in the vehicle width direction when viewed from the longitudinal direction. The material of the frame member 100 is aluminum. The wall thicknesses of the walls 101 to 104 and the ribs 105 to 108 are assumed to be 2.0 mm. The results of the analysis shown in FIG. 4 are also shown in the following table.

  As can be seen from FIG. 4, if the ratio W2 / W1 of the width W2 of the outer wall portions 103a, 104a to the total width W1 is 50% or less, high EA mass efficiency can be obtained. On the other hand, if the ratio W2 / W1 is too small, there is a possibility that the above-described two-stage buckling action cannot be obtained in the frame member 100. If the ratio W2 / W1 is too small, it may be difficult to manufacture the frame member 100 by extrusion molding. Specifically, if the ratio W2 / W1 is small, that is, if the width of the closed cross sections S1 and S3 (dimension in the vehicle width direction) is small, the size of the mold for making the closed cross sections S1 and S3 becomes small, and the strength of the mold is reduced. There is a possibility that it cannot be secured. In view of the dimensions of a typical frame member 100, the frame member 100 can be preferably manufactured while the ratio W2 / W1 is set to 15% or more, while the frame member 100 preferably obtains the effect of two-stage buckling.

  Next, the buckling mode of the frame member 100 when a load is input to the frame member 100 from the outside in the vehicle width direction due to a side collision (for example, a pole side collision) will be described.

  When a load is input to the first side wall 101 from the outer side in the vehicle width direction in the frame member 100, the second side wall on the inner side in the vehicle width direction through the upper wall 103, the upper side rib 105, the lower side rib 106 and the lower wall 104. A load is transmitted to 102. In the present embodiment, since the first side wall 101 extends in the vertical direction of the vehicle body when viewed from the longitudinal direction, the load input from the outside in the vehicle width direction can be uniformly received by the first side wall 101, and the frame member 100. The buckling load increases. Further, in the present embodiment, the upper wall 103, the upper lateral rib 105, the lower lateral rib 106, and the lower wall 104 extend linearly when viewed from the longitudinal direction, so that the first sidewall 101 extends from the vehicle width direction outer side. The input load is easily transmitted to the second side wall 102, and the buckling load of the frame member 100 is increased. At this time, the load transferability and the buckling load of the frame member 100 can be increased as the direction in which the lateral ribs 105 and 106 extend is closer to the direction perpendicular to the first side wall 101. In the present embodiment, the vertical ribs 107 and 108 extend in parallel to the first side wall 101 when viewed from the longitudinal direction, so that the buckling with respect to the load input to the first side wall 101 from the outside in the vehicle width direction is performed. The length can be evenly secured in the vertical direction of the vehicle body, thereby increasing the buckling load of the frame member 100.

  When the load input to the first side wall 101 is large, the frame member 100 is buckled as a whole. At this time, in the frame member 100, the upper closed sections S1 and S3 are first buckled with the node portions 111 to 114 as fulcrums, and then the lower closed sections S2 and S4 are buckled, that is, buckled in two stages. Therefore, the buckling load of the frame member 100 is larger than that of a frame member having a configuration that buckles in one stage (for example, a configuration in which the vertical ribs 107 and 108 are not provided).

  In the frame member 100 configured to buckle in two stages, the load applied to the parts buckled in the first stage (that is, the outer wall parts 103a and 104a and the outer rib parts 105a and 106a) buckles in the second stage. The load is larger than the load applied to the portion (that is, the inner wall portions 103b and 104a and the outer rib portions 105a and 106a), and stress concentration occurs in the portions, for example. In the present embodiment, the nodes 111 to 114 are located outside the center in the vehicle width direction in the upper wall 103, the upper lateral rib 105, the lower lateral rib 106, and the lower wall 104 when viewed from the longitudinal direction. As a result, in the frame member 100, the buckling load at the portion where stress concentration occurs is increased. In particular, as described above, this effect can be suitably obtained by setting the ratio W2 / W1 of the width W2 of the outer wall portions 103a and 104a to the total width W1 to 15% or more and 50% or less.

  Next, refer to FIG. 5 for the buckling directions of the outer wall portions 103a and 104a and the outer rib portions 105a and 106a and the inner wall portions 103b and 104b and the inner rib portions 105b and 106b defined by the nodes 111 to 114. I will explain.

  First, in the frame member 100, when neither the horizontal ribs 105, 106 nor the vertical ribs 107, 108 are provided (that is, the node portions 111-114 are not formed), the upper wall 103 is bent upward and the lower wall 104 is Bend downward on the car body. Next, when the longitudinal ribs 107 and 108 are provided in the frame member 100 (that is, the node portions 111 and 114 are formed), the outer wall portion 103a of the upper wall 103 is bent toward the upper side of the vehicle body and sandwiches the node portion 111. Thus, the inner wall portion 103b bends to the vehicle body lower side, the outer wall portion 104a of the lower wall 104 bends to the vehicle body lower side, and the inner wall portion 104b bends to the vehicle body upper side across the node 114.

  Further, when the lateral ribs 105 and 106 are provided in the frame member 100 (that is, the node portions 112 and 113 are formed), the bending directions of the outer rib portions 105a and 106a and the inner rib portions 105b and 106b vary. In the frame member 100, since the upper lateral rib 105 extends from the outer side in the vehicle width direction toward the inner side in the vehicle width direction as viewed from the longitudinal direction, the outer rib portion 105a is easily bent downward in the vehicle body ( The position after bending is indicated by 105a ′), and the inner rib portion 105b is easily bent upward of the vehicle body with the node 112 interposed therebetween (the position after bending is indicated by 105b ′). In addition, since the lower lateral rib 106 extends from the outer side in the vehicle width direction toward the inner side in the vehicle width direction as viewed from the longitudinal direction, the outer rib portion 106a is easily bent upward (after bending). , The inner rib portion 106b is easily bent to the lower side of the vehicle body (the position after bending is indicated by 106b ′).

  As described above, in the frame member 100, the lateral ribs 105 and 106 are inclined with respect to the first side wall 101 when viewed from the longitudinal direction and extend non-parallel to each other, whereby the outer rib portions 105 a of the lateral ribs 105 and 106. 106a and the inner rib portions 105b, 106b can be controlled in a desired direction to increase the buckling load of the frame member 100. Specifically, plate portions adjacent in the vertical direction of the vehicle body (the outer wall portion 103a and the outer rib portion 105a, the outer wall portion 104a and the outer rib portion 106a, the inner wall portion 103b and the inner rib portion 105b, and the inner wall portion 104b, The buckling load can be increased by controlling the bending direction of each plate portion so that the bending directions of the inner rib portions 106b) are opposite to each other.

  In particular, in the present embodiment, both the large buckling load and the stable buckling direction can be achieved by setting the inclination angle of the lateral ribs 105 and 106 with respect to the vehicle width direction to 1 to 20 degrees with respect to the vehicle width direction. I know I can.

  Here, when viewed from the longitudinal direction, the upper bent portion 121 composed of the upper wall 103 and the upper lateral rib 105 and the lower bent portion 122 composed of the lower wall 104 and the lower lateral rib 106 are respectively viewed as a vehicle width. The buckling directions when a load is input from the outside in the direction coincide with each other. That is, for the upper wall 103 and the lower lateral rib 106, the bending directions of the outer wall portion 103a and the outer rib portion 106a are the same, and the bending directions of the inner wall portion 103b and the inner rib portion 106b are the same. Further, regarding the lower wall 104 and the upper lateral rib 105, the bending directions of the outer wall portion 104a and the outer rib portion 105a are the same, and the bending directions of the inner wall portion 104b and the inner rib portion 105b are the same. Thereby, the load added to the upper side bending part 121 and the lower side bending part 122 can be equalized from the vehicle body up-down direction, and the buckling direction can be stabilized more.

  As described above, in the frame member 100, a large buckling load is obtained, and as a result, high EA mass efficiency can be obtained.

[Second Embodiment]
6 to 8 are cross-sectional views showing a frame member 200 according to the second embodiment of the present invention. In the description of the frame member 200, the same components as those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  In the frame member 200, a high-strength portion having a higher strength than the surrounding portion of the first side wall 101 and the upper lateral rib 105 is provided at a corner portion 131 that forms an acute angle between the first side wall 101 and the upper lateral rib 105. Is provided. In addition, a corner 132 that forms an acute angle between the first side wall 101 and the lower lateral rib 106 is provided with a high-strength portion that is stronger than the surrounding portions of the first side wall 101 and the lower lateral rib 106. ing. Specifically, as shown in FIGS. 6 to 8, the corner portions 131 and 132 of the frame member 100 are provided with the thick portions 201 and 202 having a plate thickness larger than the surrounding portions as the high-strength portions. It has been. The thick portions 201 and 202 may have a triangular shape when viewed from the longitudinal direction as shown in FIG. 6, and may be provided with a corner (R) portion as shown in FIG. As shown, the plate thickness of the entire corners 131 and 132 may be increased.

  In the frame member 200, the corner portions 131 and 132 are provided with high-strength portions, so that when the load is input from the outside in the vehicle width direction, the bending of the outer rib portion 105a toward the upper side of the vehicle body is suppressed, and the outer side The bending of the rib portion 106a toward the lower side of the vehicle body is suppressed. Accordingly, the outer rib portion 105a is easily bent on the lower side of the vehicle body, and the inner rib portion 105b is easily bent on the upper side of the vehicle body. Further, the outer rib portion 106a is easily bent on the upper side of the vehicle body, and the inner rib portion 106b is easily bent on the lower side of the vehicle body. In this manner, in the frame member 200, the bending direction of each plate portion is more reliably controlled so that the bending directions of the adjacent plate portions in the vertical direction of the vehicle body are opposite to each other, and a large buckling load is obtained. As a result, high EA mass efficiency can be obtained.

[Third Embodiment]
FIG. 9 is a cross-sectional view showing a frame member 300 according to the third embodiment of the present invention. In the description of the frame member 300, the same components as those described in the first and second embodiments are denoted by the same reference numerals and description thereof is omitted.

  A frame member 300 shown in FIG. 9 is similar to the frame member 100 shown in FIG. 1 in that a first side wall 101, a second side wall 102, an upper wall 103, a lower wall 104, an upper side rib 105, a lower side rib 106, and an upper side. A vertical rib 107 and a lower vertical rib 108 are provided. Further, in the frame member 300, reinforcing portions are provided on the outer wall portion 103 a of the upper wall 103 and the outer wall portion 104 a of the lower wall 104, respectively. Specifically, thick portions 301 and 302 are provided on the outer wall portions 103a and 104a of the frame member 300 as the reinforcing portions, respectively. The thick portions 301 and 302 are provided on the lower surface of the upper wall 103 and the upper surface of the lower wall 104, respectively. The plate thickness of the outer wall portion 103a and the outer wall portion 104a provided with the thick wall portions 301 and 302 is, for example, the plate thickness of the inner wall portion 103b and the inner wall portion 104b where the thick wall portions 301 and 302 are not provided. It may be twice as large.

  In FIG. 9, the thick wall portions 301 and 302 are provided over the entire outer wall portion 103a and the outer wall portion 104a. However, as a modified example, the thick wall portions 301 and 302 include the outer wall portion 103a and the outer wall portion 103a. It may be provided in a part of the outer wall 104a.

  In the third embodiment, the frame member 300 includes the first sidewall 101, the second sidewall 102, the upper wall 103, the lower wall 104, the upper lateral rib 105, the lower lateral rib 106, the upper longitudinal rib 107, and the lower longitudinal rib. Although the example provided with the rib 108 was demonstrated, as shown in FIG. 10, you may abbreviate | omit the upper side rib 105 and the lower side rib 106 as a modification. In this modification, the upper vertical rib 107 and the lower vertical rib 108 are integrated, and one vertical rib 303 extending in the vertical direction of the vehicle body (or inclined with respect to the vertical direction of the vehicle body as viewed from the longitudinal direction) is provided. . At this time, the closed cross section defined by the first side wall 101, the second side wall 102, the upper wall 103, and the upper horizontal rib 105 is divided into two closed cross sections S5 and S6 by the vertical rib 303. When a load is input to the first side wall 101 from the outer side in the vehicle width direction, the frame member 300 first buckles the closed section S5 with the node portions 111 and 114 as fulcrums, and then buckles the closed section S6. That is, it is configured to buckle in two stages.

  Moreover, you may form the bead extended in a vehicle width direction instead of the thick parts 301 and 302 as said reinforcement part. In particular, when the frame member 300 is made by press molding, the bead can be easily formed.

  In the frame member 300, when a load is input from the outside in the vehicle width direction, the frame member 300 buckles in two stages with the nodes 111 to 114 as fulcrums. In the frame member 300, the load applied to the portions buckled in the first stage (that is, the outer wall portions 103a and 104a and the outer rib portions 105a and 106a) is the portion buckled in the second step (that is, the inner wall portions 103b and 104a). And the load applied to the outer rib portions 105a and 106a) is increased, or stress concentration occurs in the portions. In the frame member 300, when a reinforcing portion is provided on each of the outer wall portion 103 a of the upper wall 103 and the outer wall portion 104 a of the lower wall 104, when a load is input to the first side wall 101 from the outer side in the vehicle width direction. Thus, the buckling load at the portion where the stress concentration occurs can be increased, and as a result, high EA mass efficiency can be obtained.

[Fourth Embodiment]
FIG. 11 is a perspective view of a part of a vehicle body to which the side vehicle body structure according to the fourth embodiment of the present invention is applied as viewed from the left front. On the side (right side) of the vehicle body, a roof rail 11 is provided that extends in the longitudinal direction of the vehicle body at the top of the vehicle body. A front pillar 12 extending to the front side of the vehicle body is connected to the front end portion of the roof rail 11. A hinge pillar 13 extending to the vehicle body lower side is connected to the front end portion of the front pillar 12. A rear pillar 14 is provided at the rear end of the roof rail 11 so as to extend rearward of the vehicle body and extend downward of the vehicle body.

  Side sills 15 extending in the longitudinal direction of the vehicle body are provided at both ends of the vehicle width direction. The side sill 15 is coupled to a hinge pillar 13 extending upward from its front end and a rear pillar 14 extending upward from its rear end.

  A center pillar 18 that extends in the vertical direction of the vehicle body and is coupled to the roof rail 11 and the side sill 10 is provided between the front and rear door openings 16 and 17.

  The left side portion of the passenger compartment is configured in the same manner as the right side portion of the passenger compartment. However, in FIG. 11, the center pillar 18 and the like are omitted and only the side sill 15 is omitted in order to make the drawing easier to see. Is shown.

  Next, a floor panel 19 that forms the bottom surface of the passenger compartment is provided at the bottom of the passenger compartment. A tunnel rain 20 extending in the longitudinal direction of the vehicle body is provided at the center of the floor panel 19 in the vehicle width direction. In addition, the floor panel 19 has a No. 1 frame extending in the vehicle width direction from the front side of the vehicle body toward the rear side of the vehicle body. 2 Cross member 21, No. 2 2.5 cross member 22 and no. Three cross members 23 are provided. These cross members 21, 22, and 23 are spaced apart from each other in the longitudinal direction of the vehicle body. The cross members 21, 22 and 23 are frame members having a hat-shaped cross section that protrudes from the upper surface of the floor panel 19 toward the vehicle body inward side. No. 2 cross member 21 and No. 2 The 2.5 cross member 22 is divided into left and right parts.

  Cross members 21, 22, and 23 are coupled to side sill 15, floor panel 19, and tunnel rain 20. Thus, a closed cross section extending from the tunnel rain 20 to the side sill 15 in the vehicle width direction is formed between the cross members 21, 22 and 23 and the floor panel 19. The side sill 15 is No. at a substantially intermediate position between the hinge pillar 13 and the center pillar 18 in the longitudinal direction of the vehicle body. 2 is coupled to the cross member 21 and is No. 1 at substantially the same position as the center pillar 18 in the longitudinal direction of the vehicle body. 2.5 It is coupled to the cross member 22 and is No. 1 at a substantially intermediate position between the center pillar 18 and the rear pillar 14 in the longitudinal direction of the vehicle body. Three cross members 23 are coupled.

  Next, as shown in FIG. 12, a dash panel 24 that partitions the engine room and the vehicle compartment is provided at the front of the vehicle compartment. The dash panel 24 includes a dash panel upper 25 disposed so as to rise from the floor panel 19, and a dash panel lower 26 extending downward and rearward from the lower end of the dash panel upper 25 toward the floor panel 19. Yes.

  A front side frame 27 extending in the vehicle front-rear direction is provided on the floor panel 19 between the side sill 15 and the tunnel rain 20 on the bottom surface side of the front portion of the vehicle. A torque box 28 coupled to the front side frame 27 and the side sill 15 is provided below the dash panel lower 26. The torque box 28 extends in the vehicle width direction and has a closed cross-sectional shape. The torque box 28 has a function of reinforcing the front portion of the floor panel 19. In this embodiment, no. 2 Cross member 21, No. 2 2.5 cross member 22 and no. In addition to the three cross members 23, the torque box 28 is also an example of a cross member.

  Next, with reference to FIG. 13, the coupling | bonding of the side sill 15 and a cross member is demonstrated. In the fourth embodiment, the side sill 15 may have any configuration of the frame members 100, 200, and 300 described in the present specification. However, in the fourth embodiment, the side sill 15 has an upper lateral rib 105 and a lower lateral rib 106. In the following description, an example in which the side sill 15 has the configuration of the frame member 100 shown in FIG. 1 will be described (also in FIGS. 11 and 13, the side sill 15 has the configuration of the frame member 100 shown in FIG. 1. Example).

  The upper lateral rib 105 of the side sill 15 is continuous with the upper surface 28a of the torque box 28 when viewed from the longitudinal direction. The lower lateral rib 106 of the side sill 15 is No. 5 when viewed from the longitudinal direction. 2 It is continuous with the upper surface 21 a of the cross member 21. Although not shown, the upper wall 103 of the side sill 15 is No. The three cross members 23 may be continuous with the upper surface 23a.

  When a load is input to the first side wall 101 from the outer side in the vehicle width direction at the side sill 15 due to a side collision, the inner side in the vehicle width direction through the upper wall 103, the upper side rib 105, the lower side rib 106 and the lower wall 104. A load is transmitted to the second side wall 102. In the present embodiment, the lateral ribs 105, 106 of the side sill 15 are provided so as to be continuous with the upper surfaces 28a, 21a of the cross members 28, 21, respectively, when viewed from the longitudinal direction. The input load is suitably transmitted to the cross members 28 and 21 via the lateral ribs 105 and 106, whereby load distribution to each part of the vehicle body is suitably performed.

  In the fourth embodiment, the upper surface 28a of the torque box 28 may be positioned on the vehicle body upper side with respect to the vehicle body vertical direction center portion (indicated by a broken line X3 in FIG. 13) of the first side wall 101. The upper surface 21 a of the two cross member 21 may be positioned on the lower side of the vehicle body with respect to the vehicle body vertical center of the first side wall 101. In this case, the load input from the side of the first side wall 101 of the side sill 15 can be suitably dispersed in the vertical direction of the vehicle body, thereby suppressing the deformation of the side sill 15 and improving the buckling load.

  Further, in the fourth embodiment, the upper side rib 105 and the lower side rib 106 of the side sill 15 are connected to the torque box 28 and the No. It may be provided between the two cross members 21 (a range indicated by reference sign B in FIG. 11). In this case, load distribution to each part of the vehicle body can be suitably performed while reducing the weight of the side sill 15. Or the upper side rib 105 and the lower side rib 106 of the side sill 15 may be provided over the whole longitudinal direction.

[Other Embodiments]
Although the present invention has been described with reference to the embodiment, it should not be understood that the present invention is limited to the above-described embodiment. The features described in each embodiment may be freely combined. In addition, various improvements, design changes, and deletions may be added to the above-described embodiment.

  According to the present invention, in a vehicle frame member having a longitudinal direction extending in the longitudinal direction of the vehicle body and formed in a closed cross-sectional shape, it is possible to improve the EA mass efficiency against a side collision. There is a possibility that the present invention is suitably used in a vehicle provided with a working frame member.

13 Hinge pillar 15 Side sill 19 Floor panel 20 Tunnel rain 21 2 Cross member 22 2.5 Cross member 23 3 cross member 24 dash panel 28 torque box 100, 200, 300 frame member 101 first side wall 102 second side wall 103 upper wall 104 lower wall 105 upper lateral rib 106 lower lateral rib 107 upper longitudinal rib 108 lower longitudinal rib 109 longitudinal Ribs 103a, 104a Outer wall portions 103b, 104b Inner wall portions 105a, 106a Outer rib portions 105b, 106b Inner rib portions 111, 112, 113, 114 Node portions 131, 132 Corner portions 201, 202 Thick portions (high strength portions)
301,302 Thick part (reinforcement part)
303 Vertical rib

Claims (4)

A vehicle frame member having a longitudinal direction extending in the longitudinal direction of the vehicle body and formed in a closed cross-sectional shape,
A first sidewall;
A second side wall provided on the inner side in the vehicle width direction with respect to the first side wall;
An upper wall and a lower wall defining a closed cross-sectional structure together with the first side wall and the second side wall;
An upper vertical rib and a lower vertical rib that are arranged to face the first side wall and form nodes on the upper wall and the lower wall, respectively.
Reinforcing portions are respectively provided on the upper wall and the lower wall in the vehicle width direction outer side than the node portion when viewed from the longitudinal direction.
Vehicle frame member. The upper vertical rib and the lower vertical rib are provided integrally.
The vehicle frame member according to claim 1. The upper vertical rib and the lower vertical rib extend in parallel to the first side wall as viewed from the longitudinal direction.
The vehicle frame member according to claim 1 or 2. The reinforcing part provided on the upper wall is a thick part provided on a part of the lower surface of the upper wall,
The upper surface of the upper wall is a flat surface.
The vehicle frame member according to any one of claims 1 to 3.

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