JP2019137336A - Vehicle structure member - Google Patents

Abstract

To obtain a vehicle structure member which can inhibit peeling of spot parts of spot welding when a load is input in a longitudinal direction of a flange part in a structure where the flange part is joined by at least spot welding.SOLUTION: A rocker 20 has an upper flange part 28 where an upper flange 22D of a rocker inner panel 22 and an upper flange 24D of a rocker outer panel 24 disposed at the outer side of the rocker inner panel 22 are joined by at least spot parts 36 of spot welding. A thickness of a tip part 42 of the upper flange part 28 as seen in a joint direction is larger than a thickness of a root part 38 of the upper flange part 28 as seen in the joint direction.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle structural member.

  Japanese Patent Application Laid-Open No. H10-260260 discloses a vehicle body plate joining structure in which a bead is formed and fitted to a flange portion and a floor panel of a front side frame, and the flange portion and the floor panel are spot-welded.

JP 2008-215423 A

  There is a vehicle structural member in which a first flange of an inner panel and a second flange of an outer panel are joined by spot welding. In the flange portion constituted by the first flange and the second flange, a plurality of spot welding spot portions are formed at intervals in the longitudinal direction of the inner panel and the outer panel. In the flange portion of the vehicle structural member, the root portion where the ridge line along the longitudinal direction is formed has higher rigidity against the load acting in the longitudinal direction than the tip portion where the ridge line is not formed. In other words, the tip end side of the flange portion has a lower rigidity with respect to a load acting in the longitudinal direction than the root portion side and is easily deformed. For this reason, when a load is input in the longitudinal direction of the flange portion, the tip end of the first flange and the tip end of the second flange are easily deformed in a direction away from each other between the hitting points of the flange portion.

  When the tip of the first flange and the tip of the second flange are deformed in the direction away from each other between the hit points of the flange, a load in the peeling direction acts on the hit points, thereby breaking the hit points. There is a possibility that. That is, there is room for improvement in order to suppress the peeling of the spot welding spot.

  In consideration of the above-mentioned fact, the present invention is for a vehicle that can suppress peeling of a spot welding spot portion when a load is input in the longitudinal direction of the flange portion in a configuration in which the flange portion is joined by at least spot welding. The purpose is to obtain a structural member.

  In the vehicle structural member according to the first aspect of the present invention, the first flange of the inner panel and the second flange of the outer panel arranged on the outer side of the inner panel are joined at least at a spot welding spot. A structural member for a vehicle having a flange portion, wherein a thickness of a tip portion of the flange portion in a joining direction is thicker than a thickness of a root portion of the flange portion in the joining direction.

  The distal end portion of the flange portion means a portion on the distal end side with respect to the center in the extending direction perpendicular to the longitudinal direction and the joining direction of the flange portion. The root portion of the flange portion includes the root (base end) of the flange portion, and means a portion on the root side with respect to the center and spot welded spot portions in the protruding direction of the flange portion.

  In the vehicle structural member according to the first aspect of the present invention, the thickness in the joining direction of the front end of the flange portion is thicker than the thickness in the joining direction of the root portion of the flange portion. For this reason, since it is possible to achieve high and low rigidity balance between the root portion and the tip portion of the flange portion, when a load is input in the longitudinal direction of the flange portion, the first flange and the It is possible to suppress deformation (opening deformation) in the direction in which the two flanges are separated from each other. Thereby, in a configuration in which the flange portions are joined by at least spot welding, it is possible to suppress separation of the spot welding spot portions when a load is input in the longitudinal direction of the flange portions.

  According to the vehicle structural member according to claim 1, in a configuration in which the flange portions are joined by at least spot welding, when a load is input in the longitudinal direction of the flange portions, peeling of the spot welding spot portions is suppressed. It has the effect of being able to.

It is a block diagram which shows the rocker which concerns on this embodiment. (A) It is a perspective view which shows the upper flange part of the rocker which concerns on this embodiment, (B) The longitudinal cross-sectional view of the upper flange part of the rocker which concerns on this embodiment (2B-2B sectional view taken on the line of FIG. 2 (A) ). (A) It is a perspective view which shows the upper flange part of the rocker which concerns on a 1st reference example, (B) The longitudinal cross-sectional view of the rocker upper flange part which concerns on a 1st reference example (3B-3B line | wire of FIG. 3 (A)) FIG. It is a side view which shows a part of rocker upper flange part which concerns on a 2nd reference example. (A) It is a perspective view which shows the upper flange part of the rocker concerning a comparative example, (B) It is a perspective view which shows the deformation | transformation state of the upper flange part when a collision load is input into the rocker concerning a comparative example. (A) It is a longitudinal cross-sectional view before the collision load of the upper flange part which concerns on a comparative example is input, (B) The longitudinal section which shows the state which a collision load is input into the upper flange part which concerns on a comparative example, and an adhesion part fracture | ruptures FIG. 6B is a sectional view (a sectional view taken along line 6B-6B in FIG. 5B), and is a longitudinal sectional view showing a state in which a collision load is input to the upper flange portion according to the comparative example and the spot welded portion is broken.

  A rocker 20 as an example of a vehicle structural member according to the present embodiment will be described.

  FIG. 1 shows a rocker 20 constituting a part of the vehicle body (frame member) of the vehicle 10. In addition, the arrow FR shown appropriately in each figure indicates the front of the vehicle (traveling direction), the arrow UP indicates the upper side of the vehicle, and OUT indicates the outer side in the vehicle width direction. The vehicle front-rear direction, the vehicle vertical direction, and the vehicle width direction are directions orthogonal to each other. The vehicle longitudinal direction is an example of the longitudinal direction. The vehicle vertical direction is an example of an overhang direction and a short direction. The vehicle width direction is an example of a joining direction.

  Hereinafter, when simply using the front-rear, up-down, left-right directions, unless otherwise indicated, the front-rear direction of the vehicle, the up-down direction of the vehicle up-down direction, and the left-right direction of the vehicle width when facing the traveling direction are shown. Shall. Further, in the vehicle 10, since the left and right side configurations of the vehicle body are substantially bilaterally symmetric, the left side configuration will be described below, and the description of the right side configuration will be omitted.

  The rocker 20 extends in the vehicle front-rear direction at the lower part of the left side of the vehicle body of the vehicle 10. The front end portion of the rocker 20 is joined to a frame member (not shown) that constitutes the front portion of the vehicle 10. The rear end portion of the rocker 20 is joined to a frame member (not shown) constituting the rear portion of the vehicle 10. Thereby, for example, when the vehicle 10 collides with the front, a load (collision load) is input to the rocker 20 via the skeleton member at the front of the vehicle 10.

  The rocker 20 has a rocker inner panel 22 as an example of an inner panel and a rocker outer panel 24 as an example of an outer panel. The rocker outer panel 24 is disposed on the outer side in the vehicle width direction with respect to the rocker inner panel 22. The rocker inner panel 22 and the rocker outer panel 24 have the same size in the vehicle vertical direction, and are joined in the vehicle width direction by a joining method described later. Thereby, in the rocker 20, when viewed from the vehicle longitudinal direction, the rocker inner panel 22 and the rocker outer panel 24 form a substantially hexagonal closed section.

<Rocker Inner Panel>
The rocker inner panel 22 is made of sheet metal, and is formed in a long shape having the longitudinal direction of the vehicle as a longitudinal direction, and has a cross-sectional hat shape opened outward in the vehicle width direction when viewed from the front of the vehicle. Specifically, the rocker inner panel 22 includes a side wall portion 22A, an upper wall portion 22B, a lower wall portion 22C, an upper flange 22D, and a lower flange 22E. The upper flange 22D and the lower flange 22E are examples of a first flange.

  The side wall portion 22A is formed in a substantially rectangular shape when viewed from the vehicle width direction, and is disposed with the plate thickness direction set in the vehicle width direction. The upper wall portion 22B extends outward in the vehicle width direction from the upper end of the side wall portion 22A. The lower wall portion 22C extends outward in the vehicle width direction from the lower end of the side wall portion 22A. The upper flange 22D extends from the outer end in the vehicle width direction of the upper wall portion 22B to the vehicle upper side along the vehicle vertical direction. The lower flange 22E extends from the outer end in the vehicle width direction of the lower wall portion 22C to the vehicle lower side along the vehicle vertical direction. The upper flange 22D and the lower flange 22E are arranged in the vehicle vertical direction.

<Rocker outer panel>
The rocker outer panel 24 is made of sheet metal, and is formed in a long shape having the longitudinal direction in the vehicle front-rear direction, and has a cross-sectional hat shape that opens inward in the vehicle width direction when the vehicle is viewed from the front. Specifically, the rocker outer panel 24 includes a side wall portion 24A, an upper wall portion 24B, a lower wall portion 24C, an upper flange 24D, and a lower flange 24E. The upper flange 24D and the lower flange 24E are examples of the second flange.

  The side wall portion 24A is formed in a substantially rectangular shape when viewed from the vehicle width direction, and is disposed with the plate thickness direction being the vehicle width direction. The upper wall portion 24B extends inward in the vehicle width direction from the upper end of the side wall portion 24A. The lower wall portion 24C extends inward in the vehicle width direction from the lower end of the side wall portion 24A. The upper flange 24D extends from the inner end in the vehicle width direction of the upper wall portion 24B to the vehicle upper side along the vehicle vertical direction. The lower flange 24E extends from the inner end in the vehicle width direction of the lower wall portion 24C to the vehicle lower side along the vehicle vertical direction. The upper flange 24D and the lower flange 24E are arranged in the vehicle vertical direction.

  Here, the side wall portion 22A, the upper wall portion 22B, the lower wall portion 22C, the side wall portion 24A, the upper wall portion 24B, and the lower wall portion 24C are collectively referred to as a rocker body portion 26. The upper flange 22D and the upper flange 24D are collectively referred to as an upper flange portion 28. Further, the lower flange 22E and the lower flange 24E are collectively referred to as a lower flange portion 32. The upper flange portion 28 is an example of a flange portion. The lower flange portion 32 is an example of a flange portion. In other words, the rocker 20 extends from the rocker body 26, the upper flange portion 28 that projects from the rocker body 26 to the upper side in the vehicle vertical direction, and from the rocker body 26 to the lower side in the vehicle vertical direction. And a lower flange portion 32.

  In the present embodiment, as an example, the upper flange portion 28 and the lower flange portion 32 have the same shape and size. Moreover, the upper flange part 28 and the lower flange part 32 are symmetrically arrange | positioned with respect to the center of the vehicle up-down direction of the rocker 20, as an example. For this reason, it is considered that the upper flange portion 28 and the lower flange portion 32 can obtain the same action. Therefore, the upper flange portion 28 will be described below, and the description of the lower flange portion 32 will be omitted.

<Upper flange>
In the upper flange portion 28 shown in FIG. 2B, the upper flange 22D and the upper flange 24D have substantially the same length in the vehicle longitudinal direction and the vehicle vertical direction, and are overlapped and joined in the vehicle width direction. ing. As an example, the upper flange 22D and the upper flange 24D are joined using an adhesive and spot welding. In other words, the upper flange 22D and the upper flange 24D have, as a joint portion, an adhesive portion 35 joined via an adhesive and a spot portion 36 joined by spot welding. The bonding portion 35 is set to a height lower than the upper end of the upper flange portion 28 so that the adhesive does not protrude outward from the upper flange portion 28 after bonding.

(Dots)
As an example, the hitting portion 36 is lower (on the rocker main body 26 side) than the center C (indicated by the alternate long and short dash line C) of the upper flange portion 28 in the vertical direction of the vehicle and above the lower end of the upper flange portion 28. Is formed.

  As shown in FIG. 2A, the hit points 36 are formed in the upper flange portion 28 with a space in the vehicle front-rear direction. The hit point portion 36 is schematically illustrated as a circular portion, but is not limited to the circular portion, and may have other shapes. Here, in the upper flange portion 28, when viewed from the vehicle width direction, a region where the hit point portion 36 is projected in the vehicle vertical direction is referred to as a first region SA. In the upper flange portion 28, a region between two first regions SA adjacent in the vehicle front-rear direction is referred to as a second region SB. In other words, the first area SA is an area that is joined by spot welding and an adhesive and has an adhesion portion 35 and a hitting portion 36. The second region SB is a region that is not spot welded and has only the bonding portion 35.

(Root)
A portion of the upper flange portion 28 shown in FIG. 2B on the lower side in the vehicle vertical direction (the base side and the base end side) than the hit point portion 36 and including the lower end of the upper flange portion 28 is referred to as a root portion 38. . The root portion 38 forms a ridge line K1 and a ridge line K2 together with the rocker body portion 26. The ridge line K1 is formed between the upper wall portion 22B and the upper flange 22D, and extends in the vehicle front-rear direction. The ridge line K2 is formed between the upper wall portion 24B and the upper flange 24D, and extends in the vehicle front-rear direction. In other words, the root portion 38 forms the ridge line K1 and the ridge line K2, thereby suppressing a decrease in rigidity with respect to a load acting (input) in the vehicle front-rear direction.

  The thickness (average value) of the rocker inner panel 22 in the rocker body 26 is defined as t1 [mm]. In addition, the plate thickness (average value) of the rocker outer panel 24 in the rocker body 26 is t2 [mm]. The plate thickness t1 and the plate thickness t2 may be the same thickness or different thicknesses. Here, since the thickness t3 [mm] in the vehicle width direction of the bonding portion 35 is much thinner than the plate thicknesses t1 and t2, it is considered that t3 = 0 [mm]. Thus, assuming that the thickness of the root portion 38 in the vehicle width direction is T1 [mm], approximately T1 = t1 + t2.

(Tip)
A portion of the upper flange portion 28 that is above the hitting point portion 36 in the vertical direction of the vehicle and above the center C and that includes the upper end surface 28A of the upper flange portion 28 is referred to as a tip portion 42. The tip end portion 42 is thicker on the upper end surface 28A side than on the root side by using a steel plate differential thickness forming technique. That is, the rocker inner panel 22 and the rocker outer panel 24 are made of differential steel plates.

  The tip portion 42 includes, for example, a thick portion 44 including the upper end surface 28A, a tapered portion 45 formed on the striking portion 36 side with respect to the thick portion 44, and a striking portion 36 side with respect to the tapered portion 45. And a flat plate portion 46. For example, the upper end surface 28A is a plane parallel to a plane including the vehicle front-rear direction and the vehicle width direction. The distal end portion 42 is formed (continuously) across the first region SA and the second region SB (see FIG. 2A).

  The thick portion 44 is a portion where the thickness T2 [mm] in the vehicle width direction is thicker than the above-described thickness T1 when viewed from the vehicle front-rear direction. Specifically, when the plate thickness of the thick portion 44 in the upper flange 22D is t4, t4> t1. Further, when the plate thickness of the thick portion 44 in the upper flange 24D is t5, t5> t2. That is, assuming that t3 = 0, T2 = (t4 + t5)> (t1 + t2).

  The tapered portion 45 is a portion where the thickness in the vehicle width direction is continuously reduced from T2 to T1. Further, the tapered portion 45 has a tapered surface 45A along an oblique direction intersecting with the vehicle vertical direction when viewed from the vehicle longitudinal direction. The height of the tapered portion 45 in the vehicle vertical direction is lower than the height of the thick portion 44 in the vehicle vertical direction. The flat plate portion 46 is a portion formed in a flat plate shape with a thickness in the vehicle width direction of T1. The flat plate portion 46 is different from the root portion 38 in that the flat plate portion 46 does not have the ridge lines K1 and K2.

  As described above, the tip end portion 42 has a thickness T2 in the vehicle width direction that is thicker than the thickness T1 of the root portion 38. And since the front-end | tip part 42 is thicker than the base part 38, the fall of the rigidity with respect to the load which acts on the vehicle front-back direction (input) is suppressed. In the present embodiment, the thickness T1 and the thickness T2 are set so that the rigidity of the tip end portion 42 approaches the rigidity of the root portion 38 with respect to the load acting in the vehicle front-rear direction (to balance the rigidity). Is preset.

<Comparative example>
FIG. 5A shows a rocker 200 as a comparative example. In addition, about the structure similar to the rocker 20 (refer FIG. 2 (A)) of this embodiment, the code | symbol same as this embodiment is provided and the description is abbreviate | omitted.

  The rocker 200 is configured such that a rocker inner panel 202 and a rocker outer panel 204 are joined in the vehicle width direction and extend in the vehicle front-rear direction. The rocker 200 has a rocker body 26, an upper flange 206, and a lower flange (not shown). Since the lower flange portion has the same configuration as the upper flange portion 206 and is disposed symmetrically with respect to the center of the rocker 200 in the vehicle vertical direction, description thereof is omitted.

  The upper flange portion 206 includes a hit point portion 36, a root portion 38, and a tip portion 208. Specifically, the upper flange portion 206 has an upper flange 206A and an upper flange 206B whose thickness in the vehicle width direction is substantially constant in the vehicle vertical direction, and these are adhesive A (the application area is indicated by dots). ) And spot welding to join in the vehicle width direction. The thickness TA in the vehicle width direction of the distal end portion 208 is set to the same thickness as the thickness T1 of the root portion 38 in the vehicle width direction (see FIG. 2B). A plurality of hit points 36 are formed at intervals in the longitudinal direction of the vehicle.

  In the upper flange portion 206 shown in FIG. 6A, the upper flange 206A and the upper flange 206B are arranged in the vehicle width direction before a load (collision load) is input to the rocker 200 in the vehicle front-rear direction. It is joined. In the rocker 200, the thickness of the front end portion 208 and the thickness of the root portion 38 are equal in the vehicle width direction. Therefore, in the rocker 200, the front end portion 208 where the ridge lines K1 and K2 are not formed is in the vehicle front-rear direction (the in-plane direction of the upper flanges 206A and 206B) compared to the root portion 38 where the ridge lines K1 and K2 are formed. The rigidity with respect to the load (compression force) acting on is low, and is easily deformed.

  Here, it is assumed that a collision load F is input to the rocker 200 shown in FIG. In this case, the root portion 38 side resists the collision load F, whereas the tip portion 208 side cannot resist the collision load F. That is, between the striking point portions 36 of the upper flange portion 206, a so-called “opening deformation” occurs in which the tip of the upper flange 206A that is not restrained and the tip of the upper flange 206B are separated from each other in the vehicle width direction.

  As shown in FIGS. 6 (B) and 6 (C), in the rocker 200, when the mouth opening deformation occurs, a load in the peeling direction (direction toward both outer sides in the vehicle width direction) acts on the hitting portion 36. Thus, the hitting portion 36 may be broken. Further, the adhesive A may be broken to the root portion 38 between the hitting portions 36 of the rocker 200.

[Action and effect]
Next, the operation and effect of the rocker 20 of this embodiment will be described.

  Assume that a collision load F is transmitted from the front portion of the vehicle 10 to the rocker 20 at the time of a frontal collision of the vehicle 10 shown in FIG. Here, in the rocker 20 shown in FIG. 2B, the thickness T2 of the tip end portion 42 of the upper flange portion 28 is thicker than the thickness T1 of the root portion 38. In the upper flange portion 28, the root portion 38 and the tip portion 42 are balanced in rigidity. Therefore, when the collision load F is input in the longitudinal direction of the upper flange portion 28 shown in FIG. 2A, the root portion 38 and the tip portion 42 are in the collision load in the second region SB between the hitting point portions 36. It will resist almost evenly against F. Thereby, it can suppress that upper flange 22D and upper flange 24D deform | transform in the direction away from each other (opening deformation).

  As described above, in the rocker 20 in which the upper flange portion 28 is joined by at least spot welding, when a collision load is input in the longitudinal direction of the upper flange portion 28, the above-described rocker 200 (FIG. 5A ))), It is possible to suppress the peeling of the hit point portion 36.

  In addition, this invention is not limited to said embodiment.

<Modification>
The vehicle structural member is not limited to the rocker 20, and may be a member having another inner panel and an outer panel. As another example, a roof side rail having an inner panel and an outer panel may be used. The joining direction of the vehicle structural member is not limited to the vehicle width direction in which the upper flange 22D and the upper flange 24D are joined, and may be an intersecting direction that intersects the vehicle width direction when the vehicle is viewed from the front.

  The joining of the upper flange 22D and the upper flange 24D is not limited to joining by an adhesive and spot welding, but may be joining by spot welding without using an adhesive. The upper flange 22D and the upper flange 24D may be joined at least using spot welding. For example, joining using a fastening member such as a bolt and a nut and spot welding may be performed.

  The tip portion 42 may not have the tapered portion 45 formed therein. The same applies to the lower flange 22E and the lower flange 24E. The plate thickness t4 and the plate thickness t5 may be the same thickness or different thicknesses.

  As mentioned above, although the vehicle structural member which concerns on embodiment and modification of this invention was demonstrated, you may use these embodiment and modification suitably combining, and in the range which does not deviate from the summary of this invention, it is various. Of course, it can be implemented in any manner.

<First Reference Example>
3A and 3B show a rocker 50 as a first reference example. In addition, about the structure similar to the rocker 20 (refer FIG. 2 (A)), the code | symbol same as the rocker 20 is provided, and the description is abbreviate | omitted. Further, the upper and lower sides of the rocker 50 in the vehicle vertical direction are substantially symmetrical with respect to the center. For this reason, the upper side of the rocker 50 in the vehicle vertical direction is illustrated and described, and the lower side description is omitted.

  The rocker 50 has a configuration in which the upper flange portion 52 is formed instead of the upper flange portion 28 (see FIG. 2A) in the rocker 20 described above, and the other configurations are the same as those of the rocker 20. Has been. The upper flange portion 52 includes an upper flange 52A disposed on the inner side in the vehicle width direction, and an upper flange 52B joined to the upper flange 52A from the outer side in the vehicle width direction. Further, the upper flange portion 52 has a configuration in which a front end portion 54 is formed in the upper flange portion 52 in place of the front end portion 42 (see FIG. 2A). The same is said.

  The tip 54 shown in FIG. 3B is a portion that is above the hitting point 36 in the upper flange portion 52 in the vehicle vertical direction and above the center C, and includes the upper end surface 52C of the upper flange portion 52. . Specifically, the distal end portion 54 has a bent portion 62 instead of the thick portion 44 and the tapered portion 45 (see FIG. 2B), and has a flat plate portion 46. Moreover, the front-end | tip part 54 is continuously formed in 1st area | region SA and 2nd area | region SB (refer FIG. 3 (A)).

  When viewed from the front-rear direction of the vehicle, the bent portion 62 has an upper end in the vehicle vertical direction of the upper flange 52A bent at a substantially right angle inward in the vehicle width direction by bending, and an upper end of the upper flange 52B is bent by the bending process. It is a portion bent substantially perpendicularly to the outside in the width direction. In other words, the bent portion 62 is made of a plate material having the same thickness as the flat plate portion 46, but has a width T3 [mm] wider than the width (thickness T1) of the flat plate portion 46 in the vehicle width direction. Are different parts.

  Thus, the front end portion 54 has a width T3 (maximum width) in the vehicle width direction that is wider than the thickness T1 of the root portion 38 in the vehicle width direction. And since the front-end | tip part 54 is made wider than the base part 38, the fall of the rigidity with respect to the load which acts on the vehicle front-back direction (input) is suppressed. It should be noted that the width T3 is set in advance so that the rigidity of the distal end portion 54 approaches the rigidity of the root portion 38 with respect to the load acting in the vehicle front-rear direction (to balance the rigidity).

  Here, it is assumed that a collision load is transmitted from the front portion of the vehicle 10 to the rocker 50 at the time of a frontal collision of the vehicle 10. In the rocker 50, the width T3 of the tip 54 is wider than the width corresponding to the thickness T1 of the root 38. Further, in the upper flange portion 52, the root portion 38 and the tip portion 54 are balanced in rigidity. Accordingly, in the rocker 50 shown in FIG. 3A, when a collision load is input in the longitudinal direction of the upper flange portion 52, the upper flange 52A and the upper flange 52B are separated from each other between the hit points 36. Deformation (open mouth deformation) can be suppressed. That is, in the rocker 50, when a collision load is input in the longitudinal direction of the upper flange portion 52, the peeling (breaking) of the hitting portion 36 is suppressed compared to the above-described rocker 200 (see FIG. 5A). can do.

  The rocker 50 is not limited to the configuration in which the bent portion 62 is formed continuously to the first area SA and the second area SB. That is, the rocker 50 may be configured such that the bent portion 62 is formed only in the second region SB without the bent portion 62 being formed in the first region SA.

<Second Reference Example>
FIG. 4 shows a state in which a part of the upper flange portion 72 of the rocker 70 as the second reference example is viewed from the outside in the vehicle width direction. In addition, about the structure similar to the rocker 20 (refer FIG. 2 (A)), the code | symbol same as the rocker 20 is provided, and the description is abbreviate | omitted. Further, the upper and lower sides of the rocker 70 in the vehicle vertical direction are substantially symmetrical with respect to the center. For this reason, the upper side of the rocker 70 in the vehicle vertical direction is shown and described, and the lower side description is omitted.

  The rocker 70 has a configuration in which the upper flange portion 72 is formed instead of the upper flange portion 28 (see FIG. 2A) in the rocker 20 described above, and the other configurations are the same as those of the rocker 20. Has been. The upper flange portion 72 includes an upper flange 72A disposed on the inner side in the vehicle width direction, and an upper flange 72B joined to the upper flange 72A from the outer side in the vehicle width direction. Moreover, the upper flange part 72 has the hit | damage point part 36 joined by spot welding, the adhesion part 76 joined using the adhesive agent, and the non-joining part 78 which is not adhere | attached and is not spot-welded.

  The hit point portion 36 is formed at the center portion of the upper flange portion 72 in the vehicle vertical direction with a space in the vehicle front-rear direction in the upper flange portion 72. In the upper flange portion 72, when viewed from the vehicle width direction, a region where the hit point portion 36 is projected in the vehicle vertical direction is referred to as a first region SC. In the upper flange portion 72, a region between two first regions SC adjacent in the vehicle front-rear direction is referred to as a second region SD. In other words, the first region SC is a region joined by spot welding and an adhesive. The second region SD is a region that is not spot welded and joined by an adhesive.

  The bonding portion 76 includes, for example, a hit point portion 36 and is set in a range of about 4/5 from the lower side (root side) of the upper flange portion 72 in the vehicle vertical direction. The non-joining portion 78 is an upper portion of the upper flange portion 72 with respect to the bonding portion 76, and is set within a range of about 1/5 of the vehicle vertical direction from the upper end side. The reason why the non-joint portion 78 is formed is to prevent the adhesive from protruding from the upper end of the upper flange portion 72.

  The upper flange 72A is formed in a flat plate shape having substantially the same thickness in the vehicle width direction from the lower side (base side) to the upper side (front end side) in the vehicle vertical direction, and extends in the vehicle front-rear direction. The upper flange 72A is formed with a notch 82 that is notched from the tip side toward the root side.

  The notch 82 is formed at a front side of the center in the vehicle front-rear direction in the second region SD. In other words, the notch 82 is formed in the second region SD on the input side when a collision load is input during a frontal collision. In addition, the notch 82 is formed in a substantially V shape in which the notch width in the vehicle front-rear direction decreases from the upper end (tip) of the upper flange 72A to the lower side when viewed from the vehicle width direction. . The bottom part of the notch part 82 is comprised by the curved surface which becomes convex shape below. Furthermore, the notch part 82 is formed in one place in each 2nd area | region SD as an example. As an example, the bottom of the notch 82 is located near the boundary between the bonding portion 76 and the non-joining portion 78.

  The upper flange 72B is formed in a flat plate shape having substantially the same thickness in the vehicle width direction from the lower side (base side) to the upper side (front end side) in the vehicle vertical direction, and extends in the vehicle front-rear direction. For example, the size of the upper flange 72B is substantially the same as the size of the upper flange 72A. Further, the upper flange 72B is formed with a notch 84 that is notched from the tip side toward the root side.

  The cutout portion 84 is formed at a portion on the front side with respect to the center in the vehicle front-rear direction in the second region SD so that at least a part is located in the second region SD. In other words, at least a part of the notch 84 is formed in the second region SD on the input side when a collision load is input during a frontal collision. Further, the notch portion 84 is formed in a substantially V shape in which the notch width in the vehicle front-rear direction decreases from the upper end (tip) of the upper flange 72B to the lower side when viewed from the vehicle width direction. . The bottom surface of the notch 84 is formed of a curved surface that is convex downward.

  As an example, one notch 84 is formed in each second region SD. The bottom surface of the notch 84 is located in the second region SD. The other part of the notch 84 is located in the first region SC. Moreover, the size and shape of the notch 84 are, for example, substantially the same as the size and shape of the notch 82. Further, as an example, the notch 84 is, when viewed from the vehicle width direction, the front side of the upper flange portion 72 with respect to the notch 82 (on the input side when a collision load is input at the time of a frontal collision and to the hit point 36. It is formed shifted (offset) to the near side. As an example, the bottom of the notch 84 is located near the boundary between the adhesive portion 76 and the non-joint portion 78. In addition, the shape when the notch 82 and the notch 84 are viewed from the vehicle width direction is not limited to a substantially V shape, but may be a substantially U shape or a slit shape (rectangular shape).

  Here, it is assumed that the collision load is transmitted from the front portion of the vehicle 10 to the rocker 70 during the frontal collision of the vehicle 10. In the rocker 70, the transmission of the collision load input in the longitudinal direction of the upper flange portion 72 to the vehicle rear side in the cutout portion 82 and the cutout portion 84 is blocked. Thereby, in the second region SD that is not spot welded, the upper flange 72A and the upper flange 72B are prevented from being deformed in a direction away from each other (opening deformation). That is, in the rocker 70, when a collision load is input in the longitudinal direction of the upper flange portion 72, the adhesion portion 76 is peeled off and the striking portion 36 is compared with the above-described rocker 200 (see FIG. 5A). Peeling (breaking) can be suppressed.

  In the rocker 70, as described above, the notch portion 82 and the notch portion 84 are formed offset in the vehicle front-rear direction. Here, the notch portion 82 and the notch portion 84 have lower strength against the applied load than other portions of the upper flange portion 72. For this reason, in the configuration in which the notch portion 82 and the notch portion 84 are arranged in the vehicle width direction, portions having low strength are gathered, and there is a possibility that a difference in strength from other portions becomes large and breaks easily. However, in the rocker 70, since the notched portion 82 and the notched portion 84 are formed offset in the vehicle front-rear direction, the low-strength portions are dispersed in the upper flange portion 72. The upper flange portion 72 can be prevented from breaking.

20 Rocker (an example of a vehicle structural member)
22 Rocker inner panel (an example of an inner panel)
22D Upper flange (example of first flange)
22E Lower flange (example of first flange)
24 Rocker outer panel (an example of an outer panel)
24D upper flange (example of second flange)
24E Lower flange (example of second flange)
28 Upper flange (example of flange)
32 Lower flange (example of flange)
36 RBI 38 Root 42 Tip

Claims (1)

A vehicle structural member having a flange portion in which a first flange of an inner panel and a second flange of an outer panel arranged outside the inner panel are joined at least at a spot welding spot portion,
A vehicle structural member in which a thickness in a joining direction of a distal end portion of the flange portion is thicker than a thickness in a joining direction of a root portion of the flange portion.