JP4168741B2

JP4168741B2 - Side member structure

Info

Publication number: JP4168741B2
Application number: JP2002365066A
Authority: JP
Inventors: 忠清水
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2002-12-17
Filing date: 2002-12-17
Publication date: 2008-10-22
Anticipated expiration: 2022-12-17
Also published as: JP2004196056A

Description

【０００１】
【発明の属する技術分野】
本発明はサイドメンバ構造に係り、特に、自動車等の車両のサイドメンバ構造に関する。
【０００２】
【従来の技術】
従来、自動車のサイドメンバ構造においては、前後方向に延びてその横断面がほぼＵ字形状をなす板金製のサイドメンバ（サイドフレームともいう）を設けると共に、このサイドメンバの上面に結合されるフロアパネルを設け、サイドメンバが、後下方に向って延びる傾斜メンバと、この傾斜メンバの後端からほぼ水平に後方に向って延びる水平メンバとを備え、傾斜メンバから水平メンバへの遷移部の上面に直接的に第１補強板を結合させる一方、水平メンバに対応するフロアパネルの部分の上面に第２補強板を設けて、これら水平メンバ、フロアパネル、及び第２補強板を互いに一体的に結合させた構成が知られている（例えば、特許文献１参照。）。
【０００３】
【特許文献１】
特許第３３２１０６６号明細書
【０００４】
【発明が解決しようとする課題】
しかしながら、このようなサイドメンバ構造においては、サイドメンバが、キャビンの下部に沿って上方から斜め下方に向って屈曲さた移行部を有しており、移行部の上位部、中位部、下位部における各断面形状の大きさと、車両衝突時に移行部の上位部、中位部、下位部に作用する曲げ応力との関係から、車両衝突時の移行部における曲げ強度の相対関係が、中位部が最も大きく、上位部、下位部の順になっている。この結果、車両衝突時には、移行部の上位部または下位部を起点にしてサイドメンバが折れ曲がる。このため、移行部の回転半径が大きくなり、キャビンの沈み込みが大きくなるという不具合がある。
【０００５】
本発明は上記事実を考慮し、車両衝突時に発生するキャビンの沈み込みを抑制できるサイドメンバ構造を提供することが目的である。
【０００６】
【課題を解決するための手段】
請求項１記載の本発明は、サイドメンバがキャビンに沿って上方から斜め下方に向って屈曲された移行部を有するサイドメンバ構造であって、
前記サイドメンバの内周部に、前記移行部における下位部の下端部を跨いで配設され、開口部を上方に向けた断面コ字状のリインフォースメントを有し、
前記移行部の中位部で、前記リインフォースメントの前端部より車両前方へ離れた位置に脆弱部を形成し、前記移行部に車両前後方向に沿った圧縮荷重が作用した場合に、前記移行部の上位部における曲げ強度に比べて、前記移行部の中位部の曲げ強度及び前記移行部の下位部の曲げ強度を小さくしたことを特徴とする。
【０００７】
従って、サイドメンバの内周部に、移行部における下位部の下端部を跨いで、開口部を上方に向けた断面コ字状のリインフォースメントが配設されており、その前端部より車両前方へ離れた中位部の位置に脆弱部が形成されている。このため、車両衝突時に、移行部に車両前後方向に沿った圧縮荷重が作用した場合には、キャビンに沿って上方から斜め下方に向って屈曲されたサイドメンバの移行部の上位部における曲げ強度に比べて、移行部の中位部の曲げ強度及び移行部の下位部の上方側の曲げ強度が小さいため、移行部の中位部の脆弱部及び下位部の上方側を起点にして、サイドメンバの移行部が折れ曲がる。この際、移行部の下位部が車両下方側へ変形する。この結果、サイドメンバの移行部の回転半径が、移行部の上位部または下位部を起点にして、サイドメンバの移行部が折れ曲がる場合に比べて小さくなる。このため、車両衝突時に発生するキャビンの沈み込みを抑制できる。
【００１０】
請求項２記載の本発明は、請求項１に記載のサイドメンバ構造において、前記移行部の上位部と下位部における前記キャビンとの溶接を連続溶接とし、前記移行部の中位部における前記キャビンとの溶接を不連続溶接としたことを特徴とする。
【００１１】
従って、請求項１に記載の内容に加えて、不連続溶接とすることで曲げ強度を小さくした移行部の中位部を中心に、サイドメンバの移行部を確実に折り曲げることができる。
【００１２】
【発明の実施の形態】
本発明に係るサイドメンバ構造の第１実施形態を図１及び図２に従って説明する。
【００１３】
なお、図中矢印ＦＲは車体前方方向を、矢印ＵＰは車体上方方向を、矢印ＩＮは車幅内側方向を示す。
【００１４】
図１に示される如く、本実施形態のフロントサイドメンバ１０は、車両前部の車幅方向両端下部近傍に車両前後方向に沿って左右一対配設されている。また、フロントサイドメンバ１０の前部１２は、エンジンルーム１４内に配設されており、フロントサイドメンバ１０の後部１６は、キャビン１８の床部を構成するフロアパネル部２０の下面２０Ａに沿って車両後方へ延設されている。
【００１５】
また、フロントサイドメンバ１０の前部１２と後部１６は上下方向にオフセットしており、フロントサイドメンバ１０の前部１２と後部１６との間は、エンジンルーム１４とキャビン１８を仕切るダッシュパネル部２２の傾斜部２２Ａのキャビン外側面２２Ｂに沿って、車両前側上方から斜め後側下方に向って屈曲された移行部３０となっている。また、フロントサイドメンバ１０の移行部３０は、車両前方側から上位部３２、中位部３４、下位部３６となっている。
【００１６】
図２に示される如く、フロントサイドメンバ１０の移行部３０の車幅方向に沿った垂直面で切断した断面形状は、上方に開口部を向けたハット状とされており、車幅方向外側フランジ３０Ａと車幅方向内側フランジ３０Ｂがダッシュパネル部２２の傾斜部２２Ａのキャビン外側面２２Ｂに溶着されている。
【００１７】
図１に示される如く、フロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各断面の深さ、即ち、車幅方向外側壁部３０Ｃと車幅方向内側壁部３０Ｄの幅Ｈ１、Ｈ２、Ｈ３は、中位部３４の中央部３４Ａにおける断面の深さＨ２が最も浅く、上位部３２の上端部３２Ａ及び下位部３６の下端部３６Ａに向って連続的に深くなっている。また、フロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各底壁部３０Ｅの幅Ｗは略一定である。
【００１８】
従って、フロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各断面積の大きさは、中位部３４の中央部３４Ａにおける断面積が最も小さくなっており、中位部３４の中央部３４Ａが脆弱部としての断面縮小部となっている。
【００１９】
また、フロントサイドメンバ１０の内周部には、移行部３０における下位部３６の下端部３６Ａを跨いで、断面コ字状のリインフォースメント３９が、開口部を上方に向けて配設されている。
【００２０】
また、車両前突時に発生する車両前後方向に沿った圧縮荷重により、フロントサイドメンバ１０の移行部３０の上位部３２と下位部３６には、それぞれ反対向きの曲げモーメントＭ１、Ｍ２が負荷されるため、曲げ応力は、相対的に上位部３２で大、下位部３６で大、中位部３４で小となる。
【００２１】
従って、フロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各断面積の大きさと、曲げ応力との関係から、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となる。
【００２２】
次に、本実施形態の作用を説明する。
【００２３】
本実施形態では、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となるため、車両が前突した場合には、移行部３０における中位部３４の中央部３４Ａ及び下位部３６の下端部３６Ａの上方側を起点にして、サイドメンバ１０の移行部３０が車両後方側へ折れ曲がる。この際、図１に二点鎖線で示すように下位部３６が車両下方側へ変形する。
【００２４】
この結果、サイドメンバ１０における折れ部の回転半径Ｒ１が、図３に示される比較例のように、サイドメンバ７０の移行部７２の上位部７２Ａまたは下位部７２Ｂにを起点にしてサイドメンバ７０の移行部７２が折れ曲がる場合の回転半径Ｒ２に比べて、小さくなる。このため、車両前突時に発生するキャビン１８の前部１８Ａの沈み込みを抑制できる。
【００２５】
次に、本発明のサイドメンバ構造の第２実施形態を図４及び図５に従って説明する。
【００２６】
なお、第１実施形態と同一部材に付いては、同一符号を付してその説明を省略する。
【００２７】
図４に示される如く、本実施形態では、フロントサイドメンバ１０の移行部３０における中位部３４の中央部３４Ａに、脆弱部としての断面縮小部である断面内側に凸のビード４０が形成されている。
【００２８】
図５に示される如く、断面内側に凸のビード４０は、底壁部３０Ｅから、車幅方向外側壁部３０Ｃにおける車幅方向外側フランジ３０Ａの近傍と、車幅方向内側壁部３０Ｄにおける車幅方向内側フランジ３０Ｂの近傍まで連続的に形成されている。
【００２９】
また、車両前突時に発生する車両前後方向に沿った圧縮荷重により、フロントサイドメンバ１０の移行部３０の上位部３２と下位部３６には、それぞれ反対向きの曲げモーメントＭ１、Ｍ２が負荷されるため、曲げ応力は、相対的に上位部３２で大、下位部３６で大、中位部３４で小となる。
【００３０】
従って、フロントサイドメンバ１０の移行部３０における中位部３４に形成したビード４０と、曲げ応力との関係から、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となる。
【００３１】
次に、本実施形態の作用を説明する。
【００３２】
本実施形態では、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となっているため、車両が前突した場合には、サイドメンバ１０の移行部３０における中位部３４のビード４０及び下位部３６の下端部３６Ａの上方側を起点にして、サイドメンバ１０の移行部３０が車両後方側へ折れ曲がる。この際、図４に二点鎖線で示すように下位部３６が車両下方側へ変形する。
【００３３】
この結果、サイドメンバ１０における折れ部の回転半径Ｒ１が、図３に示される比較例のように、サイドメンバ７０の移行部７２の上位部７２Ａまたは下位部７２Ｂにを起点にしてサイドメンバ７０が折れ曲がる場合の回転半径Ｒ２に比べて、小さくなる。このため、車両前突時に発生するキャビン１８の前部１８Ａの沈み込みを抑制できる。
【００３４】
次に、本発明のサイドメンバ構造の第３実施形態を図６及び図７に従って説明する。
【００３５】
なお、第１実施形態と同一部材に付いては、同一符号を付してその説明を省略する。
【００３６】
図６に示される如く、本実施形態では、フロントサイドメンバ１０の移行部３０における中位部３４の中央部３４Ａに、脆弱部としての応力集中手段である断面外側に凸のビード５０が形成されている。
【００３７】
図７に示される如く、断面外側に凸のビード５０は、底壁部３０Ｅから、車幅方向外側壁部３０Ｃにおける車幅方向外側フランジ３０Ａの近傍と、車幅方向内側壁部３０Ｄにおける車幅方向内側フランジ３０Ｂの近傍まで連続的に形成されている。
【００３８】
また、車両前突時に発生する車両前後方向に沿った圧縮荷重により、フロントサイドメンバ１０の移行部３０の上位部３２と下位部３６には、それぞれ反対向きの曲げモーメントＭ１、Ｍ２が負荷されるため、曲げ応力は、相対的に上位部３２で大、下位部３６で大、中位部３４で小となる。
【００３９】
従って、フロントサイドメンバ１０の移行部３０における中位部３４に形成したビード５０と、曲げ応力との関係から、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となる。
【００４０】
次に、本実施形態の作用を説明する。
【００４１】
本実施形態では、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となっているため、車両が前突した場合には、サイドメンバ１０の移行部３０における中位部３４のビード５０及び下位部３６の下端部３６Ａの上方側を起点にして、サイドメンバ１０の移行部３０が車両後方側へ折れ曲がる。この際、図６に二点鎖線で示すように下位部３６が車両下方側へ変形する。
【００４２】
この結果、サイドメンバ１０における折れ部の回転半径Ｒ１が、図３に示される比較例のように、サイドメンバ７０の移行部７２の上位部７２Ａまたは下位部７２Ｂにを起点にしてサイドメンバ７０が折れ曲がる場合の回転半径Ｒ２に比べて、小さくなる。このため、車両前突時に発生するキャビン１８の前部１８Ａの沈み込みを抑制できる。
【００４３】
次に、本発明のサイドメンバ構造の第４実施形態を図８及び図９に従って説明する。
【００４４】
なお、第１実施形態と同一部材に付いては、同一符号を付してその説明を省略する。
【００４５】
図９に示される如く、本実施形態では、フロントサイドメンバ１０の移行部３０における中位部３４においては、車幅方向外側フランジ３０Ａとダッシュパネル部２２との溶着及び車幅方向内側フランジ３０Ｂとダッシュパネル部２２との溶着が不連続溶接としてのスポット溶接（溶接点Ｐ１）により所定の間隔で溶接されている。
【００４６】
一方、フロントサイドメンバ１０の移行部３０における上位部３２と下位部３６においては、車幅方向外側フランジ３０Ａとダッシュパネル部２２との溶着及び車幅方向内側フランジ３０Ｂとダッシュパネル部２２との溶着が、連続溶接としてのレーザ溶接（溶接線Ｐ２）により線溶接されている。
【００４７】
また、車両前突時に発生する車両前後方向に沿った圧縮荷重により、フロントサイドメンバ１０の移行部３０の上位部３２と下位部３６には、それぞれ反対向きの曲げモーメントＭ１、Ｍ２が負荷されるため、曲げ応力は、相対的に上位部３２で大、下位部３６で大、中位部３４で小となる。
【００４８】
従って、フロントサイドメンバ１０の移行部３０における中位部３４のスポット溶接及び上位部３２と下位部３６のレーザ溶接と、曲げ応力との関係から、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となる。
【００４９】
次に、本実施形態の作用を説明する。
【００５０】
本実施形態では、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となっているため、車両が前突した場合には、キャビン１８に沿って上方から斜め下方に向って屈曲されたサイドメンバ１０の移行部３０におけるスポット溶接された中位部３４の溶接点Ｐ１間及び下位部３６の下端部３６Ａの上方側を起点にして、サイドメンバ１０の移行部３０が車両後方側へ折れ曲がる。この際、図８に二点鎖線で示すように下位部３６が車両下方側へ変形する。
【００５１】
この結果、サイドメンバ１０における折れ部の回転半径Ｒ１が、図３に示される比較例のように、サイドメンバ７０の移行部７２の上位部７２Ａまたは下位部７２Ｂにを起点にしてサイドメンバ７０が折れ曲がる場合の回転半径Ｒ２に比べて、小さくなる。このため、車両前突時に発生するキャビン１８の前部１８Ａの沈み込みを抑制できる。
【００５２】
次に、本発明のサイドメンバ構造の第５実施形態を図１０及び図１１に従って説明する。
【００５３】
なお、第１実施形態と同一部材に付いては、同一符号を付してその説明を省略する。
【００５４】
図１１に示される如く、本実施形態では、フロントサイドメンバ１０の移行部３０における中位部３４においては、車幅方向外側フランジ３０Ａとダッシュパネル部２２との溶着及び車幅方向内側フランジ３０Ｂとダッシュパネル部２２との溶着が不連続溶接としてのスポット溶接（溶接点Ｐ１）により所定の間隔で溶接されている。
【００５５】
一方、フロントサイドメンバ１０の移行部３０における上位部３２と下位部３６においては、車幅方向外側フランジ３０Ａとダッシュパネル部２２との溶着及び車幅方向内側フランジ３０Ｂとダッシュパネル部２２との溶着が連続溶接としてのレーザ溶接（溶接線Ｐ２）により線溶接されている。
【００５６】
更に、本実施形態では、フロントサイドメンバ１０の移行部３０における中位部３４の中央部３４Ａに、脆弱部としての応力集中手段である断面外側に凸のビード５０が形成されている。
【００５７】
また、車両前突時に発生する車両前後方向に沿った圧縮荷重により、フロントサイドメンバ１０の移行部３０の上位部３２と下位部３６には、それぞれ反対向きの曲げモーメントＭ１、Ｍ２が負荷されるため、曲げ応力は、相対的に上位部３２で大、下位部３６で大、中位部３４で小となる。
【００５８】
従って、フロントサイドメンバ１０の移行部３０における中位部３４のスポット溶接及び上位部３２と下位部３６のレーザ溶接と、中位部３４のビード５０と、曲げ応力との関係から、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となる。
【００５９】
次に、本実施形態の作用を説明する。
【００６０】
本実施形態では、車両前突時のフロントサイドメンバ１０の移行部３０における上位部３２、中位部３４、下位部３６の各曲げ強度は、上位部３２で大、中位部３４で小、下位部３６で小となっているため、車両が前突した場合には、サイドメンバ１０の移行部３０におけるスポット溶接され且つビード５０が形成された中位部３４及び下位部３６の下端部３６Ａの上方側を起点にして、サイドメンバ１０の移行部３０が車両後方側へ折れ曲がる。この際、図１０に二点鎖線で示すように下位部３６が車両下方側へ変形する。
【００６１】
この結果、サイドメンバ１０における折れ部の回転半径Ｒ１が、図３に示される比較例のように、サイドメンバ７０の移行部７２の上位部７２Ａまたは下位部７２Ｂにを起点にしてサイドメンバ７０が折れ曲がる場合の回転半径Ｒ２に比べて、小さくなる。このため、車両衝突時に発生するキャビン１８の前部１８Ａの沈み込みを抑制できる。
【００６２】
なお、本実施形態では、不連続溶接により所定の間隔で溶接した中位部３４に、脆弱部としての応力集中手段である断面外側に凸のビード５０を形成したが、これに代えて、不連続溶接により所定の間隔で溶接した中位部３４に、脆弱部としての断面内側に凸のビード４０を形成しても良い。また、ビード５０、４０に代えて、不連続溶接により所定の間隔で溶接した中位部３４の中央部３４Ａにおける断面積を最も小さくした構成としても良い。
【００６３】
以上に於いては、本発明を特定の実施形態について詳細に説明したが、本発明はかかる実施形態に限定されるものではなく、本発明の範囲内にて他の種々の実施形態が可能であることは当業者にとって明らかである。例えば、上記実施形態では、フロントサイドメンバ１０を矩形閉断面形状としたが、フロントサイドメンバ１０の断面形状はこれに限定されず、他の閉断面形状としても良い。
【００６４】
【発明の効果】
請求項１記載の本発明は、サイドメンバがキャビンに沿って上方から斜め下方に向って屈曲された移行部を有するサイドメンバ構造であって、サイドメンバの内周部に、移行部における下位部の下端部を跨いで配設され、開口部を上方に向けた断面コ字状のリインフォースメントを有し、移行部の中位部で、リインフォースメントの前端部より車両前方へ離れた位置に脆弱部を形成し、移行部に車両前後方向に沿った圧縮荷重が作用した場合に、移行部の上位部における曲げ強度に比べて、移行部の中位部の曲げ強度及び移行部の下位部の曲げ強度を小さくしたため、車両衝突時に発生するキャビンの沈み込みを抑制できるという優れた効果を有する。
【００６６】
請求項２記載の本発明は、請求項１に記載のサイドメンバ構造において、移行部の上位部と下位部におけるキャビンとの溶接を連続溶接とし、移行部の中位部におけるキャビンとの溶接を不連続溶接としたため、請求項１に記載の内容に加えて、移行部の中位部を中心に、サイドメンバの移行部を確実に折り曲げることができるという優れた効果を有する。
【図面の簡単な説明】
【図１】本発明の第１実施形態に係るサイドメンバ構造を示す側断面図である。
【図２】本発明の第１実施形態に係るサイドメンバ構造を示す車両斜め後方内側から見た斜視図である。
【図３】本発明の比較例に係るサイドメンバ構造を示す側断面図である。
【図４】本発明の第２実施形態に係るサイドメンバ構造を示す側断面図である。
【図５】本発明の第２実施形態に係るサイドメンバ構造を示す車両斜め後方内側から見た斜視図である。
【図６】本発明の第３実施形態に係るサイドメンバ構造を示す側断面図である。
【図７】本発明の第３実施形態に係るサイドメンバ構造を示す車両斜め後方内側から見た斜視図である。
【図８】本発明の第４実施形態に係るサイドメンバ構造を示す側断面図である。
【図９】本発明の第４実施形態に係るサイドメンバ構造を示す車両斜め後方内側から見た斜視図である。
【図１０】本発明の第５実施形態に係るサイドメンバ構造を示す側断面図である。
【図１１】本発明の第５実施形態に係るサイドメンバ構造を示す車両斜め後方内側から見た斜視図である。
【符号の説明】
１０フロントサイドメンバ
１８キャビン
２０フロアパネル部
２２ダッシュパネル部
３０フロントサイドメンバの移行部
３２移行部の上位部
３４移行部の中位部
３４Ａ中位部の中央部（脆弱部、断面縮小部）
３６移行部の下位部
４０ビード（脆弱部、断面縮小部）
５０ビード（脆弱部、応力集中手段）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a side member structure, and more particularly to a side member structure of a vehicle such as an automobile.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in a side member structure of an automobile, a sheet metal side member (also referred to as a side frame) extending in the front-rear direction and having a substantially U-shaped cross section is provided, and the floor is coupled to the upper surface of the side member. An upper surface of the transition portion from the inclined member to the horizontal member is provided with a panel, and the side member includes an inclined member extending rearwardly downward and a horizontal member extending substantially horizontally rearwardly from the rear end of the inclined member. The first reinforcing plate is directly coupled to the horizontal member, and the second reinforcing plate is provided on the upper surface of the portion of the floor panel corresponding to the horizontal member, and the horizontal member, the floor panel, and the second reinforcing plate are integrated with each other. A combined configuration is known (for example, see Patent Document 1).
[0003]
[Patent Document 1]
Japanese Patent No. 3321066 Specification
[Problems to be solved by the invention]
However, in such a side member structure, the side member has a transition portion that is bent obliquely downward from above along the lower portion of the cabin, and the upper portion, middle portion, and lower portion of the transition portion. From the relationship between the size of each cross-sectional shape in the section and the bending stress acting on the upper part, middle part, and lower part of the transition part at the time of the vehicle collision, the relative relationship of the bending strength at the transition part at the time of the vehicle collision is The part is the largest, in order of the upper part and the lower part. As a result, at the time of a vehicle collision, the side member bends starting from the upper part or the lower part of the transition part. For this reason, there exists a malfunction that the turning radius of a transfer part becomes large and the sinking of a cabin becomes large.
[0005]
In view of the above fact, an object of the present invention is to provide a side member structure that can suppress the sinking of a cabin that occurs during a vehicle collision.
[0006]
[Means for Solving the Problems]
The present invention according to claim 1 is a side member structure having a transition portion in which the side member is bent obliquely downward from above along the cabin,
On the inner periphery of the side member, the reinforcement is disposed across the lower end of the lower part of the transition part, and has a U-shaped reinforcement with the opening facing upward,
In the middle portion of the transition portion, a fragile portion is formed at a position away from the front end portion of the reinforcement toward the front of the vehicle, and when a compressive load along the vehicle front-rear direction acts on the transition portion, the transition portion The bending strength of the middle part of the transition part and the bending strength of the lower part of the transition part are smaller than the bending strength of the upper part of the transition part.
[0007]
Accordingly, a reinforcement having a U-shaped cross-section with the opening facing upward is disposed on the inner periphery of the side member across the lower end of the lower part of the transition part, and forward from the front end to the front of the vehicle. The weak part is formed in the position of the distant middle part. Therefore, when a compressive load along the vehicle longitudinal direction acts on the transition portion at the time of a vehicle collision, the bending strength at the upper portion of the transition portion of the side member that is bent obliquely downward from above along the cabin compared to, since the upper side of the bending strength of the lower part of the flexural strength and transition of the middle portion of the transition section is small, then the upper side of the weak portion and the lower portion of the middle part of the transition to the origin, the side Member transitions bend. At this time, the lower portion of the transition portion is deformed to the vehicle lower side. As a result, the turning radius of the transition portion of the side member becomes smaller than that when the transition portion of the side member is bent starting from the upper portion or the lower portion of the transition portion. For this reason, the sinking of the cabin that occurs at the time of a vehicle collision can be suppressed.
[0010]
The present invention is claimed in claim 2, wherein, in the side member structure according to claim 1, the welding between the cabin in the upper portion and lower portion of the transition portion and continuous welding, the at middle portions of the transition portion cabin It is characterized by discontinuous welding.
[0011]
Therefore, in addition to the content of the first aspect , the transition part of the side member can be reliably bent around the middle part of the transition part having the bending strength reduced by discontinuous welding.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
1st Embodiment of the side member structure which concerns on this invention is described according to FIG.1 and FIG.2.
[0013]
In the figure, the arrow FR indicates the vehicle body front direction, the arrow UP indicates the vehicle body upward direction, and the arrow IN indicates the vehicle width inside direction.
[0014]
As shown in FIG. 1, a pair of left and right front side members 10 according to the present embodiment are disposed in the vicinity of the lower ends of both ends in the vehicle width direction along the vehicle front-rear direction. Further, the front portion 12 of the front side member 10 is disposed in the engine room 14, and the rear portion 16 of the front side member 10 extends along the lower surface 20 A of the floor panel portion 20 constituting the floor portion of the cabin 18. It extends to the rear of the vehicle.
[0015]
Further, the front portion 12 and the rear portion 16 of the front side member 10 are offset in the vertical direction, and a dash panel portion 22 that partitions the engine room 14 and the cabin 18 between the front portion 12 and the rear portion 16 of the front side member 10. The transition portion 30 is bent along the cabin outer surface 22B of the inclined portion 22A from the upper front side of the vehicle toward the lower rear side of the vehicle. Further, the transition part 30 of the front side member 10 is an upper part 32, a middle part 34, and a lower part 36 from the front side of the vehicle.
[0016]
As shown in FIG. 2, the cross-sectional shape of the transition portion 30 of the front side member 10 cut along a vertical plane along the vehicle width direction is a hat shape with the opening facing upward, and the outer flange in the vehicle width direction 30A and the vehicle width direction inner side flange 30B are welded to the cabin outer surface 22B of the inclined portion 22A of the dash panel portion 22.
[0017]
As shown in FIG. 1, the cross-sectional depths of the upper portion 32, the middle portion 34, and the lower portion 36 in the transition portion 30 of the front side member 10, that is, the vehicle width direction outer side wall portion 30C and the vehicle width direction inner side wall. The widths H1, H2, and H3 of the portion 30D have the shallowest cross-sectional depth H2 in the central portion 34A of the middle portion 34, and continuously toward the upper end portion 32A of the upper portion 32 and the lower end portion 36A of the lower portion 36. It is deeper. Moreover, the width W of each bottom wall part 30E of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 is substantially constant.
[0018]
Therefore, the cross-sectional area of each of the upper portion 32, the middle portion 34, and the lower portion 36 in the transition portion 30 of the front side member 10 is the smallest in the central portion 34A of the middle portion 34. A central portion 34A of the middle portion 34 is a reduced cross-sectional portion as a fragile portion.
[0019]
In addition, a reinforcement 39 having a U-shaped cross section is disposed on the inner peripheral portion of the front side member 10 so as to straddle the lower end portion 36A of the lower portion 36 of the transition portion 30 with the opening portion facing upward. .
[0020]
Further, due to the compressive load along the vehicle front-rear direction generated at the time of the frontal collision of the vehicle, bending moments M1 and M2 in opposite directions are applied to the upper part 32 and the lower part 36 of the transition part 30 of the front side member 10, respectively. Therefore, the bending stress is relatively large in the upper part 32, large in the lower part 36, and small in the middle part 34.
[0021]
Accordingly, the transition portion of the front side member 10 at the time of a vehicle front collision is determined from the relationship between the bending area and the size of the cross-sectional areas of the upper portion 32, the middle portion 34, and the lower portion 36 in the transition portion 30 of the front side member 10. The bending strength of the upper part 32, the middle part 34, and the lower part 36 at 30 is large at the upper part 32, small at the middle part 34, and small at the lower part 36.
[0022]
Next, the operation of this embodiment will be described.
[0023]
In the present embodiment, the bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time of a vehicle front collision is large in the upper part 32 and small in the middle part 34. Since the lower portion 36 becomes small, when the vehicle collides forward, the side member 10 starts from the upper side of the center portion 34A of the intermediate portion 34 and the lower end portion 36A of the lower portion 36 in the transition portion 30. The transition part 30 bends to the vehicle rear side. At this time, as shown by a two-dot chain line in FIG.
[0024]
As a result, the turning radius R1 of the bent portion of the side member 10 starts from the upper portion 72A or the lower portion 72B of the transition portion 72 of the side member 70 as in the comparative example shown in FIG. This is smaller than the turning radius R2 when the transition portion 72 is bent. For this reason, the sinking of the front portion 18A of the cabin 18 that occurs at the time of a vehicle front collision can be suppressed.
[0025]
Next, a second embodiment of the side member structure of the present invention will be described with reference to FIGS.
[0026]
In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
[0027]
As shown in FIG. 4, in the present embodiment, a convex bead 40 is formed on the inner side of the cross section, which is a reduced section of the cross section as a fragile portion, in the central portion 34 A of the middle portion 34 in the transition portion 30 of the front side member 10. ing.
[0028]
As shown in FIG. 5, the bead 40 protruding inward in the cross section has a vehicle width in the vehicle width direction inner side wall portion 30 D and in the vicinity of the vehicle width direction outer side flange 30 A in the vehicle width direction outer side wall portion 30 C. It is continuously formed up to the vicinity of the direction inner flange 30B.
[0029]
Further, due to the compressive load along the vehicle front-rear direction generated at the time of the frontal collision of the vehicle, bending moments M1 and M2 in opposite directions are applied to the upper part 32 and the lower part 36 of the transition part 30 of the front side member 10, respectively. Therefore, the bending stress is relatively large in the upper part 32, large in the lower part 36, and small in the middle part 34.
[0030]
Therefore, from the relationship between the bead 40 formed in the middle portion 34 in the transition portion 30 of the front side member 10 and the bending stress, the upper portion 32 and the middle portion in the transition portion 30 of the front side member 10 at the time of a vehicle front collision. The bending strengths of the lower portion 36 and the lower portion 36 are large at the upper portion 32, small at the middle portion 34, and small at the lower portion 36.
[0031]
Next, the operation of this embodiment will be described.
[0032]
In the present embodiment, the bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time of a vehicle front collision is large in the upper part 32 and small in the middle part 34. Since the lower portion 36 is small, when the vehicle collides forward, the upper side of the bead 40 of the middle portion 34 and the lower end portion 36A of the lower portion 36 in the transition portion 30 of the side member 10 is the starting point. The transition part 30 of the side member 10 bends toward the vehicle rear side. At this time, as shown by a two-dot chain line in FIG.
[0033]
As a result, the rotation radius R1 of the bent portion in the side member 10 is determined so that the side member 70 starts from the upper portion 72A or the lower portion 72B of the transition portion 72 of the side member 70 as in the comparative example shown in FIG. It becomes smaller than the turning radius R2 in the case of bending. For this reason, the sinking of the front portion 18A of the cabin 18 that occurs at the time of a vehicle front collision can be suppressed.
[0034]
Next, a third embodiment of the side member structure of the present invention will be described with reference to FIGS.
[0035]
In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
[0036]
As shown in FIG. 6, in the present embodiment, a convex bead 50 is formed on the outer side of the cross section, which is a stress concentration means as a fragile portion, in the central portion 34 A of the middle portion 34 in the transition portion 30 of the front side member 10. ing.
[0037]
As shown in FIG. 7, the bead 50 that protrudes outward in cross section includes the bottom wall 30E, the vicinity of the vehicle width direction outer flange 30A in the vehicle width direction outer wall portion 30C, and the vehicle width in the vehicle width direction inner wall portion 30D. It is continuously formed up to the vicinity of the direction inner flange 30B.
[0038]
Further, due to the compressive load along the vehicle front-rear direction generated at the time of the frontal collision of the vehicle, bending moments M1 and M2 in opposite directions are applied to the upper part 32 and the lower part 36 of the transition part 30 of the front side member 10, respectively. Therefore, the bending stress is relatively large in the upper part 32, large in the lower part 36, and small in the middle part 34.
[0039]
Accordingly, from the relationship between the bead 50 formed in the middle portion 34 in the transition portion 30 of the front side member 10 and the bending stress, the upper portion 32 and the middle portion in the transition portion 30 of the front side member 10 at the time of a vehicle front collision. The bending strengths of the lower portion 36 and the lower portion 36 are large at the upper portion 32, small at the middle portion 34, and small at the lower portion 36.
[0040]
Next, the operation of this embodiment will be described.
[0041]
In the present embodiment, the bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time of a vehicle front collision is large in the upper part 32 and small in the middle part 34. Since the lower portion 36 is small, when the vehicle collides forward, the upper side of the bead 50 of the middle portion 34 and the lower end portion 36A of the lower portion 36 in the transition portion 30 of the side member 10 is the starting point. The transition part 30 of the side member 10 bends toward the vehicle rear side. At this time, as shown by a two-dot chain line in FIG. 6, the lower portion 36 is deformed to the vehicle lower side.
[0042]
As a result, the rotation radius R1 of the bent portion in the side member 10 is determined so that the side member 70 starts from the upper portion 72A or the lower portion 72B of the transition portion 72 of the side member 70 as in the comparative example shown in FIG. It becomes smaller than the turning radius R2 in the case of bending. For this reason, the sinking of the front portion 18A of the cabin 18 that occurs at the time of a vehicle front collision can be suppressed.
[0043]
Next, 4th Embodiment of the side member structure of this invention is described according to FIG.8 and FIG.9.
[0044]
In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
[0045]
As shown in FIG. 9, in the present embodiment, the middle portion 34 of the transition portion 30 of the front side member 10 is welded to the vehicle width direction outer flange 30A and the dash panel portion 22 and the vehicle width direction inner flange 30B. The welding with the dash panel portion 22 is welded at a predetermined interval by spot welding (welding point P1) as discontinuous welding.
[0046]
On the other hand, at the upper portion 32 and the lower portion 36 in the transition portion 30 of the front side member 10, welding between the vehicle width direction outer side flange 30A and the dash panel portion 22 and welding between the vehicle width direction inner side flange 30B and the dash panel portion 22 are performed. However, wire welding is performed by laser welding (welding line P2) as continuous welding.
[0047]
Further, due to the compressive load along the vehicle front-rear direction generated at the time of the frontal collision of the vehicle, bending moments M1 and M2 in opposite directions are applied to the upper part 32 and the lower part 36 of the transition part 30 of the front side member 10, respectively. Therefore, the bending stress is relatively large in the upper part 32, large in the lower part 36, and small in the middle part 34.
[0048]
Therefore, the transition portion of the front side member 10 at the time of the frontal collision of the vehicle from the relationship between the spot welding of the middle portion 34 in the transition portion 30 of the front side member 10 and the laser welding of the upper portion 32 and the lower portion 36 and the bending stress. The bending strength of the upper part 32, the middle part 34, and the lower part 36 at 30 is large at the upper part 32, small at the middle part 34, and small at the lower part 36.
[0049]
Next, the operation of this embodiment will be described.
[0050]
In the present embodiment, the bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time of a vehicle front collision is large in the upper part 32 and small in the middle part 34. Since the lower portion 36 is small, when the vehicle collides forward, the spot-welded middle portion at the transition portion 30 of the side member 10 bent from the upper side to the diagonally lower side along the cabin 18. The transition part 30 of the side member 10 bends toward the vehicle rear side starting from between the welding points P1 of 34 and the upper side of the lower end part 36A of the lower part 36 . At this time, as shown by a two-dot chain line in FIG. 8, the lower portion 36 is deformed to the vehicle lower side.
[0051]
As a result, the rotation radius R1 of the bent portion in the side member 10 is determined so that the side member 70 starts from the upper portion 72A or the lower portion 72B of the transition portion 72 of the side member 70 as in the comparative example shown in FIG. It becomes smaller than the turning radius R2 in the case of bending. For this reason, the sinking of the front portion 18A of the cabin 18 that occurs at the time of a vehicle front collision can be suppressed.
[0052]
Next, a fifth embodiment of the side member structure of the present invention will be described with reference to FIGS.
[0053]
In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
[0054]
As shown in FIG. 11, in the present embodiment, the intermediate portion 34 of the transition portion 30 of the front side member 10 is welded between the vehicle width direction outer flange 30A and the dash panel portion 22 and the vehicle width direction inner flange 30B. The welding with the dash panel portion 22 is welded at a predetermined interval by spot welding (welding point P1) as discontinuous welding.
[0055]
On the other hand, at the upper portion 32 and the lower portion 36 in the transition portion 30 of the front side member 10, welding between the vehicle width direction outer side flange 30A and the dash panel portion 22 and welding between the vehicle width direction inner side flange 30B and the dash panel portion 22 are performed. Are wire-welded by laser welding (welding line P2) as continuous welding.
[0056]
Furthermore, in the present embodiment, a convex bead 50 is formed on the outer side of the cross section, which is a stress concentration means as a fragile portion, at the central portion 34A of the middle portion 34 in the transition portion 30 of the front side member 10.
[0057]
Further, due to the compressive load along the vehicle front-rear direction generated at the time of the frontal collision of the vehicle, bending moments M1 and M2 in opposite directions are applied to the upper part 32 and the lower part 36 of the transition part 30 of the front side member 10, respectively. Therefore, the bending stress is relatively large in the upper part 32, large in the lower part 36, and small in the middle part 34.
[0058]
Therefore, from the relationship between spot welding of the middle part 34 and laser welding of the upper part 32 and the lower part 36 in the transition part 30 of the front side member 10, the bead 50 of the middle part 34, and the bending stress, the frontal collision of the vehicle. The bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time is large at the upper part 32, small at the middle part 34, and small at the lower part 36.
[0059]
Next, the operation of this embodiment will be described.
[0060]
In the present embodiment, the bending strength of the upper part 32, the middle part 34, and the lower part 36 in the transition part 30 of the front side member 10 at the time of a vehicle front collision is large in the upper part 32 and small in the middle part 34. Since the lower portion 36 is small, when the vehicle collides forward, the middle portion 34 and the lower end portion 36 A of the lower portion 36 are spot-welded and the beads 50 are formed at the transition portion 30 of the side member 10. The transition part 30 of the side member 10 bends toward the vehicle rear side, starting from the upper side . At this time, as shown by a two-dot chain line in FIG.
[0061]
As a result, the rotation radius R1 of the bent portion in the side member 10 is determined so that the side member 70 starts from the upper portion 72A or the lower portion 72B of the transition portion 72 of the side member 70 as in the comparative example shown in FIG. It becomes smaller than the turning radius R2 in the case of bending. For this reason, the sinking of the front portion 18A of the cabin 18 that occurs at the time of a vehicle collision can be suppressed.
[0062]
In the present embodiment, the convex bead 50 is formed on the outer side of the cross section, which is a stress concentration means as the fragile portion, in the middle portion 34 welded at a predetermined interval by discontinuous welding. You may form the convex bead 40 in the cross-section inside as a weak part in the middle part 34 welded by the predetermined space | interval by continuous welding. Further, instead of the beads 50 and 40, the cross-sectional area at the central portion 34A of the middle portion 34 welded at a predetermined interval by discontinuous welding may be minimized.
[0063]
Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in the above embodiment, the front side member 10 has a rectangular closed cross-sectional shape, but the cross-sectional shape of the front side member 10 is not limited to this, and may have another closed cross-sectional shape.
[0064]
【The invention's effect】
The present invention according to claim 1 is a side member structure having a transition part in which the side member is bent obliquely downward from above along the cabin, and the lower part of the transition part is provided on the inner peripheral part of the side member. It has a reinforcement with a U-shaped cross-section with the opening facing upward, and is vulnerable to the middle part of the transition part away from the front end of the reinforcement to the front of the vehicle. When the compressive load along the vehicle longitudinal direction is applied to the transition part, the bending strength of the middle part of the transition part and the lower part of the transition part are compared with the bending strength of the upper part of the transition part. Since the bending strength is reduced, it has an excellent effect of suppressing the sinking of the cabin that occurs at the time of a vehicle collision.
[0066]
The present invention is claimed in claim 2, wherein, in the side member structure according to claim 1, the welding of the cabin in the upper part and lower part of the transition to the continuous welding, the welding of the cabin in the middle of the transition portion Since the discontinuous welding is used, in addition to the content described in claim 1 , there is an excellent effect that the transition part of the side member can be reliably bent around the middle part of the transition part.
[Brief description of the drawings]
FIG. 1 is a side sectional view showing a side member structure according to a first embodiment of the present invention.
FIG. 2 is a perspective view showing the side member structure according to the first embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 3 is a side sectional view showing a side member structure according to a comparative example of the present invention.
FIG. 4 is a side sectional view showing a side member structure according to a second embodiment of the present invention.
FIG. 5 is a perspective view showing a side member structure according to a second embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 6 is a side sectional view showing a side member structure according to a third embodiment of the present invention.
FIG. 7 is a perspective view showing a side member structure according to a third embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 8 is a side sectional view showing a side member structure according to a fourth embodiment of the present invention.
FIG. 9 is a perspective view showing a side member structure according to a fourth embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 10 is a side sectional view showing a side member structure according to a fifth embodiment of the present invention.
FIG. 11 is a perspective view showing a side member structure according to a fifth embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Front side member 18 Cabin 20 Floor panel part 22 Dash panel part 30 Front side member transition part 32 Transition part upper part 34 Transition part middle part 34A Middle part center part (fragile part, cross-sectional reduction part)
36 Lower part of transition part 40 Bead (fragile part, cross-section reduced part)
50 bead (fragile part, stress concentration means)

Claims

A side member structure having a transition portion in which the side member is bent obliquely downward from above along the cabin,
On the inner periphery of the side member, the reinforcement is disposed across the lower end of the lower part of the transition part, and has a U-shaped reinforcement with the opening facing upward,
In the middle portion of the transition portion, a fragile portion is formed at a position away from the front end portion of the reinforcement toward the front of the vehicle, and when a compressive load along the vehicle front-rear direction acts on the transition portion, the transition portion A side member structure characterized in that the bending strength of the middle portion of the transition portion and the bending strength of the lower portion of the transition portion are made smaller than the bending strength of the upper portion of the transition portion.

The welding with the cabin at the upper part and the lower part of the transition part is continuous welding, and the welding with the cabin at the middle part of the transition part is discontinuous welding . Side member structure.