JP6766978B1 - Automotive structural members - Google Patents

Abstract

In a hollow automobile structural member having a top wall portion, a bottom wall portion facing the top wall portion, and a pair of vertical wall portions connecting the top wall portion and the bottom wall portion, a metal material is provided inside the automobile structural member. The first reinforcing member is provided, and the first reinforcing member is joined to the vertical wall portion, the top wall portion, and the bottom wall portion of any one of the pair of vertical wall portions, and has an automobile structure. A plurality of automobile structural members provided at intervals along the longitudinal direction of the members.

Description

The present invention relates to automobile structural members.

In recent years, in response to stricter CO ₂ emission regulations for automobiles, weight reduction of automobile bodies has been promoted. Further, in structural members such as side sills and bumper beams, further improvement in energy absorption performance at the time of collision is required.

Patent Document 1 discloses a structure in which reinforcing ribs are provided inside a bumper reinforcing material for automobiles. Patent Document 2 discloses a structure having a pair of main stays having bent portions arranged between facing walls of hollow members and reinforcing stays arranged between the bent portions of the pair of main stays. There is. Patent Document 3 discloses a structure in which a reinforcing member is arranged as a lateral rib in a hollow chamber between a passage member and a substrate. Patent Document 4 discloses a structure of a resin body component in which a plurality of mountain-shaped embossed portions are formed on a vertical wall portion. Patent Document 5 discloses a structure in which a partition wall is provided on a pair of side walls. Patent Document 6 discloses a bumper beam in which a plurality of vertical ribs connecting an upper wall, a lower wall and a bottom wall are arranged. Patent Document 7 discloses a vehicle bumper force in which a resin member is provided so as to straddle adjacent wall portions inside a long space. Patent Document 8 discloses a structural member for a vehicle in which a filling member is adhered to a portion that tends to be a bending starting point of the hollow member. Patent Document 9 discloses a structure in which a plurality of internal reinforcing members are arranged like a partition wall inside the frame member.

Japanese Patent Application Laid-Open No. 10-278707 JP-A-11-255048 Special Table 2007-508177 Japanese Unexamined Patent Publication No. 2004-330849 Japanese Patent Publication No. 2011-523609 Japanese Unexamined Patent Publication No. 2014-139037 Japanese Unexamined Patent Publication No. 2010-100249 JP-A-2017-159896 Japanese Patent No. 4993520

Simply reducing the thickness of the structural member for the purpose of reducing the weight of the vehicle body will lead to a decrease in surface rigidity. Therefore, in order to reduce the weight, the structure of the automobile structural member is improved as in Patent Documents 1 to 9. It is required to maintain or improve the energy absorption performance by performing the above. However, in the structures disclosed in Patent Documents 1 to 9, there is room for improvement from the viewpoint of energy absorption efficiency (weight efficiency of energy absorption performance).

The present invention has been made in view of the above circumstances, and an object of the present invention is to improve the energy absorption efficiency of an automobile structural member.

One aspect of the present invention for solving the above problems is a first aspect in which a top wall portion, a bottom wall portion facing the top wall portion, and a pair of vertical wall portions connecting the top wall portion and the bottom wall portion . In a hollow automobile structural member having a vertical wall portion and a second vertical wall portion , a plate-shaped first reinforcing member made of a metal material is provided inside the automobile structural member, and the first reinforcing member is provided. of the previous SL and the first vertical wall portion, said top wall portion, the joined to the bottom wall portion, and a plurality are provided at intervals along the longitudinal direction of the motor vehicle structural member, the motor vehicle structural member The second vertical wall portion, the top wall portion, and the other first reinforcing member joined to the bottom wall portion are further provided inside the above, and the cross section parallel to the top wall portion. the height h of the first reinforcing member from the first vertical wall portion, front SL ratio h / W of the first vertical wall portion and the second vertical wall portion interval W of 0.18 to 0 .34 der is, the ratio d / L of the length L in the longitudinal direction of the first distance d between the automobile structural member of the reinforcing member in the longitudinal direction of the motor vehicle structural member is 0.30 or less, the top The ratio h / W of the height h of the other first reinforcing member from the second vertical wall portion in the cross section parallel to the wall portion and the interval W is 0.18 to 0.34, and the said It is characterized in that the ratio d / L of the distance d of the other first reinforcing member and the length L in the longitudinal direction of the automobile structural member is 0.30 or less .

The ratio h / W may be 0.30 or less .

A second reinforcing member made of a metal material is provided, and the second reinforcing member includes the first reinforcing member joined to the vertical wall portion of one of the two vertical wall portions, and the other reinforcing member. It may be joined to the other first reinforcing member joined to the vertical wall portion. The first reinforcing member and the second reinforcing member may be integrally molded.

A third reinforcing member made of a metal material is provided, and the third reinforcing member includes an end surface of the first reinforcing member on a side opposite to the joint side of the vertical wall portion, the top wall portion, and the above. It may be joined to the bottom wall portion. For example, one third reinforcing member may be joined to all the first reinforcing members joined to the same vertical wall portion of the two vertical wall portions. Further, for example, one third reinforcing member may be joined to two adjacent first reinforcing members joined to the same vertical wall portion of the two vertical wall portions. .. Further, for example, one said third reinforcing member may be joined to one said first reinforcing member.

The angle formed by the end surface of the first reinforcing member on the side opposite to the joint side of the vertical wall portion and the top wall portion may be substantially vertical. The vertical wall portion and the first reinforcing member may be integrally molded.

The automobile structural member may be a side sill, a bumper beam, a center pillar, a side member of the rudder frame, or a cross member of the rudder frame.

The energy absorption efficiency can be improved.

It is a figure which shows an example of the body frame of an automobile. It is a figure which shows an example of a rudder frame. It is a perspective view which shows the schematic structure of the automobile structural member which concerns on one Embodiment of this invention. It is a figure which shows the cross section parallel to the top wall part of the automobile structural member of FIG. It is a figure which shows the AA cross section in FIG. It is a figure which shows an example of the cross-sectional shape of an automobile structural member. It is a figure which shows an example of the cross-sectional shape of an automobile structural member. It is a figure which shows an example of the cross-sectional shape of an automobile structural member. It is a figure which shows the example of joining the vertical wall part and the 1st reinforcing member. It is a figure which shows an example of the 1st reinforcing member. It is a figure which shows an example of the 1st reinforcing member. It is a perspective view of the automobile structural member provided with the 2nd reinforcing member. It is a figure which shows an example of the 2nd reinforcing member. It is a figure which shows an example of the 3rd reinforcing member. It is a figure which shows the BB cross section in FIG. It is a figure which shows an example of the 3rd reinforcing member. It is a figure which shows an example of the 3rd reinforcing member. It is a figure which shows the example of joining the 1st reinforcing member and the 3rd reinforcing member. It is a figure which shows the example of joining the 1st reinforcing member and the 3rd reinforcing member. It is a figure which shows the example of joining the 1st reinforcing member and the 3rd reinforcing member. It is a figure which shows the condition of the bending crushing simulation. It is a figure which shows the energy absorption efficiency of each analysis model in simulation (1). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (2). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (3). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (4). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (5). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (6). It is a figure which shows the energy absorption efficiency of each analysis model in simulation (7).

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the present specification and the drawings, elements having substantially the same functional configuration are designated by the same reference numerals to omit duplicate description.

FIG. 1 is a diagram showing an example of a vehicle body skeleton. The automotive structural members of this embodiment can be applied, for example, as side sills, bumper beams or center pillars. Further, the automobile structural member can be applied as a side member of the rudder frame or a cross member of the rudder frame as shown in FIG.

As shown in FIGS. 3 to 5, the automobile structural member 1 of the present embodiment has a square tubular hollow portion 10, and the hollow portion 10 is composed of four wall portions. More specifically, the hollow portion 10 is a first pair of vertical wall portions 13 connecting the top wall portion 11, the bottom wall portion 12 facing the top wall portion 11, and the top wall portion 11 and the bottom wall portion 12. It has four wall portions including a vertical wall portion 13a and a second vertical wall portion 13b. The material of the top wall portion 11, the bottom wall portion 12, and the pair of vertical wall portions 13 is, for example, a metal material such as a steel material, an aluminum alloy member, or a magnesium alloy member. Only in FIG. 5, a dot pattern is attached to the first reinforcing members 20a and 20b in the drawing in order to make it easier to see where the first reinforcing members 20a and 20b described later are located.

In the hollow portion 10 of the present embodiment, the top wall portion 11 and the bottom wall portion 12 are parallel to each other, and the first vertical wall portion 13a and the second vertical wall portion 13b are parallel to each other. Further, the first vertical wall portion 13a and the second vertical wall portion 13b are substantially perpendicular to the top wall portion 11 and the bottom wall portion 12, respectively. The walls that are in a parallel relationship do not have to be strictly parallel to each other. For example, the two vertical wall portions 13 may have a cross-sectional shape such as an inclined trapezoid. In addition, beads, holes, and the like may be partially provided in each wall portion constituting the hollow portion 10. The plate thickness of each wall portion constituting the hollow portion 10 is, for example, 1 to 5 mm. The length of the automobile structural member 1 is, for example, 300 to 3000 mm, and the size of the cross section perpendicular to the longitudinal direction of the member is, for example, 50 to 200 mm square.

When the automobile structural member 1 is, for example, a side sill or a side member of a ladder frame as shown in FIG. 2, the X direction is the vehicle length direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle width direction. When the automobile structural member 1 is, for example, a bumper beam or a cross member of a ladder frame as shown in FIG. 2, the X direction is the vehicle width direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle length direction. When the automobile structural member 1 is, for example, a center pillar, the X direction is the vehicle height direction, the Y direction is the vehicle length direction, and the Z direction is the vehicle width direction. The X, Y, and Z directions are perpendicular to each other.

The top wall portion 11 is a wall portion of the hollow portion 10 located on the outside of the vehicle and a wall portion located on the inside of the vehicle, which is located on the outside of the vehicle. When the automobile structural member 1 is, for example, a side sill, a center pillar, or a side member of a rudder frame, the outer wall portion of the vehicle in the vehicle width direction is the top wall portion according to the present invention, and the inner wall portion of the vehicle is the present. It is a bottom wall portion according to the invention. When the automobile structural member 1 is, for example, a front bumper beam or a cross member on the front side of a rudder frame, the front wall portion in the vehicle length direction is the top wall portion according to the present invention, and the rear side wall portion in the vehicle length direction. The wall portion is the bottom wall portion according to the present invention. When the automobile structural member 1 is, for example, a rear bumper beam or a cross member on the rear side of a rudder frame, the rear wall portion in the vehicle length direction is the top wall portion according to the present invention, and the front side in the vehicle length direction. Is the bottom wall portion according to the present invention. That is, the direction to be reinforced so as to withstand an impact load or the like is the Z direction.

The top wall portion 11, the bottom wall portion 12, the first vertical wall portion 13a, and the second vertical wall portion 13b may be manufactured by integral molding such as extrusion molding, or may be manufactured with an outer panel. It may be manufactured by joining the inner panels to each other. Further, the hollow portion 10 may be composed of, for example, an outer panel 15 formed in a hat shape and an inner panel 16 formed in a hat shape as shown in FIG. In the example of FIG. 6, the outer panel 15 has a top wall portion 15a, a vertical wall portion 15b, and a flange portion 15c, and the inner panel 16 has a top wall portion 16a, a vertical wall portion 16b, and a flange. It has a portion 16c. The hollow portion 10 is formed by joining the flange portion 15c of the outer panel 15 and the flange portion 16c of the inner panel 16 to each other. Also in the case of FIG. 6, it has the above-mentioned top wall portion 11, bottom wall portion 12, and a pair of vertical wall portions 13. More specifically, in the example of FIG. 6, the top wall portion 15a of the outer panel 15 corresponds to the top wall portion 11 of the hollow portion 10, and the top wall portion 16a of the inner panel 16 corresponds to the bottom wall portion 12 of the hollow portion 10. To do. Further, the vertical wall portion 15b of the outer panel 15 and the vertical wall portion 16b of the inner panel 16 form a pair of vertical wall portions 13a and 13b of the hollow portion 10.

The hollow portion 10 may be formed by joining the flange portion 17c of the hat-shaped panel 17 and the plate 18 to each other as shown in FIG. In the example of FIG. 7, the top wall portion 17a of the panel 17 corresponds to the top wall portion 11 of the hollow portion 10, and the pair of vertical wall portions 17b of the panel 17 corresponds to the pair of vertical wall portions 13a and 13b of the hollow portion 10. The plate 18 corresponds to the bottom wall portion 12 of the hollow portion 10. Further, the vertical wall portion 13 does not have to be perpendicular to the top wall portion 11 as in the hat-shaped panel 17 shown in FIG.

FIG. 4 is a view showing a cross section of the automobile structural member 1 parallel to the top wall portion 11. The automobile structural member 1 has a first reinforcing member 20 inside. The material of the first reinforcing member 20 is, for example, a metal material such as a steel material, an aluminum alloy member, or a magnesium alloy member. In the present embodiment, two first reinforcing members 20 are provided, the first reinforcing member 20a is joined to the inner surface of the first vertical wall portion 13a, and the first reinforcing member 20b is the second vertical. It is joined to the inner surface of the wall portion 13b. The first reinforcing member 20 of the present embodiment has a plate shape, and the plate surface of the first reinforcing member 20 is perpendicular to the member longitudinal direction (X direction in this embodiment) of the automobile structural member 1. It is arranged like this. In other words, the first reinforcing member 20 extends from the top wall portion 11 toward the bottom wall portion 12 and extends from one vertical wall portion 13 to the other vertical wall portion 13 in a cross section parallel to the top wall portion 11. It has a shape that extends toward it. The facing first reinforcing member 20a and the first reinforcing member 20b do not have to have the same shape.

The first reinforcing member 20 is joined to the top wall portion 11, the bottom wall portion 12, and the vertical wall portion 13. When the first reinforcing member 20 is joined to the vertical wall portion 13, the first reinforcing member 20 is joined to only one of the pair of vertical wall portions 13, and both. It is not joined to the vertical wall portion 13. That is, there is a gap between the two first reinforcing members 20a and 20b. Further, the ridgeline portion between the top wall portion 11 and the vertical wall portion 13 and the first reinforcing member 20 do not have to be joined, and the ridgeline portion between the bottom wall portion 12 and the vertical wall portion 13 and the first The reinforcing member 20 of 1 may not be joined.

As a method of joining the top wall portion 11, the bottom wall portion 12, and the vertical wall portion 13 to the first reinforcing member 20, for example, mechanical joining with bolts or rivets, T-shaped fillet welding by arc welding, spot welding, or the like. Laser welding and the like can be adopted. However, "bonding" in the present specification does not include bonding using an adhesive or the like. When an impact load is input to the top wall portion 11, the first reinforcing member 20 is likely to be peeled off due to buckling of a short wavelength generated from the top wall portion 11 side end of the vertical wall portion 13. Therefore, in the automobile structural member in which the vertical wall portion 13 and the first reinforcing member 20 are bonded with an adhesive or the like, the peeling strength is small, so that the first reinforcing member 20 is subjected to the above-mentioned buckling. It becomes easy to peel off, which is disadvantageous in terms of energy absorption efficiency.

When the first reinforcing member 20 and the vertical wall portion 13 are joined by bolts, rivets, arc welding, spot welding, laser welding, or the like, for example, as shown in FIG. 9, a flange portion 21 is attached to one end of the first reinforcing member 20. Is provided, and the flange portion 21 and the vertical wall portion 13 may be joined by bolts, rivets, arc welding, spot welding, laser welding, or the like. Alternatively, without providing the flange portion 21 as shown in FIG. 9, using an L-shaped angle (not shown), the vertical wall portion 13 and the angle, and the first reinforcing member 20 and the angle are bolts, respectively. The first reinforcing member 20 and the vertical wall portion 13 may be joined by rivets, arc welding, spot welding, laser welding, or the like. In the example of FIG. 9, an example of joining the first reinforcing member 20 and the vertical wall portion 13 is shown, but the flange is also formed at the joining portion between the first reinforcing member 20 and the top wall portion 11 or the bottom wall portion 12. Both members can be joined by a portion 21 or an L-shaped angle. When the joining method is bolt, rivet, arc welding, spot welding or laser welding, it is preferable that there are a plurality of joining points, but depending on the size of each wall part constituting the hollow part 10, one wall part can be joined. There may be only one joint.

Further, the vertical wall portion 13 and the first reinforcing member 20 may be joined by being integrally molded by, for example, extrusion molding. When the vertical wall portion 13 and the first reinforcing member 20 are integrally molded, the automobile structural member 1 is, for example, the top wall portion 11 and the integrally molded product of the vertical wall portion 13 and the first reinforcing member 20. It can be manufactured by joining the bottom wall portions 12 by welding or the like.

A plurality of such first reinforcing members 20 are provided at intervals along the member longitudinal direction (X direction in this embodiment) of the automobile structural member 1. The number of the first reinforcing members 20 is appropriately changed according to the length of the automobile structural member 1, the required energy absorption performance, the weight limit, and the like, but is, for example, 4 to 100. From the viewpoint of further improving the energy absorption efficiency, the ratio d / L of the distance d (FIG. 4) of the first reinforcing member 20 and the length L (FIG. 3) of the automobile structural member 1 in the member longitudinal direction is, for example, It is preferably 0.30 or less, more preferably 0.20 or less or 0.15 or less, and even more preferably 0.12 or 0.10 or less. It is not necessary to set the lower limit in particular, but since the manufacturing cost increases as the ratio d / L becomes smaller, the lower limit may be 0.02 or more or 0.03 or more.

The ratio h / W of the height h (length in the Y direction) of the first reinforcing member 20 from the vertical wall portion 13 in the cross section parallel to the top wall portion 11 and the distance W between the two vertical wall portions 13 is It is preferably 0.18 to 0.34. When h / W is within this numerical range, the energy absorption efficiency can be effectively improved. The lower limit may be 0.19 or 0.20 or more, and the upper limit may be 0.32 or 0.30.

From the viewpoint of improving energy absorption efficiency, as shown in FIGS. 5 to 8, the end faces of the top wall portion 11 of the automobile structural member 1 and the first reinforcing member 20 on the side opposite to the joint side of the vertical wall portion 13. The angle θ formed by 22 is preferably substantially vertical. For example, the angle θ is preferably 85 to 95 degrees. In particular, as shown in FIG. 8, the end face 23 on the joint side of the vertical wall portion 13 of the first reinforcing member 20 has a shape that follows the vertical wall portion 13 of the automobile structural member 1, so that the top wall portion 11 Even if it is not substantially vertical, the angle θ is preferably 85 to 95 degrees from the viewpoint of improving the energy absorption efficiency.

As shown in FIG. 4, in the automobile structural member 1 of the present embodiment, the first reinforcing member 20 is joined perpendicularly to the vertical wall portion 13 in the cross section parallel to the top wall portion 11. The first reinforcing member 20 may be joined so as to be inclined with respect to the vertical wall portion 13 in a cross section parallel to the top wall portion 11. Further, the first reinforcing member 20 may have a curved shape in a cross section parallel to the top wall portion 11. Further, the first reinforcing member 20 of the present embodiment is provided over the entire area of the automobile structural member 1 in the X direction, but the first reinforcing member 20 is provided in the shape of the automobile structural member 1 or a portion to be reinforced. Depending on the situation, the automobile structural member 1 may be partially provided in the X direction.
For example, as shown in FIG. 10, the position of the first reinforcing member 20a in the X direction and the position of the first reinforcing member 20b in the X direction do not have to coincide with each other. Further, for example, as shown in FIG. 11, the first reinforcing member 20 may be provided only on the vertical wall portion 13 of any one of the pair of vertical wall portions 13.

In the automobile structural member 1 as in the present embodiment, the top wall portion 11 is provided with the first reinforcing member 20 joined to the top wall portion 11, the bottom wall portion 12, and the vertical wall portion 13. Surface rigidity is improved. As a result, the energy absorption performance of the automobile structural member 1 can be improved. Further, as shown in Examples described later, since the automobile structural member 1 as in this embodiment is also excellent in energy absorption efficiency (EA efficiency), it is possible to achieve both weight reduction and energy absorption performance. ..

(Second reinforcing member)
As shown in FIG. 12, the automobile structural member 1 may include a second reinforcing member 30 joined to the first reinforcing members 20a and 20b in addition to the first reinforcing member 20. The energy absorption efficiency can be improved by providing the second reinforcing member 30. The material of the second reinforcing member 30 is, for example, a metal material such as a steel material, an aluminum alloy member, or a magnesium alloy member.

The second reinforcing member 30 in the example of FIG. 12 has a plate shape, and the end surface 22a of the first reinforcing member 20a on the side opposite to the joint side of the vertical wall portion 13a and the first reinforcing member 20b. It is joined to the end surface 22b on the side opposite to the joining side of the vertical wall portion 13b.

The joining position of the second reinforcing member 30 with respect to the first reinforcing member 20a and the first reinforcing member 20b is not particularly limited. For example, FIG. 13A shows an example in which the second reinforcing member 30 is joined to the first reinforcing member 20a, the first reinforcing member 20b, and the bottom wall portion 12 of the hollow portion 10. FIG. 13B is an example in which the second reinforcing member 30 is joined to the first reinforcing member 20a, the first reinforcing member 20b, and the top wall portion 11 of the hollow portion 10. FIG. 13C shows an example in which the second reinforcing member 30 is joined to the first reinforcing member 20a and the first reinforcing member 20b, and the top wall portion 11 and the bottom wall portion 12 of the hollow portion 10. is there. FIG. 13D is an example in which the second reinforcing member 30 is joined to the central portion of the first reinforcing member 20a and the first reinforcing member 20b in the Z direction. Of these, as shown in FIG. 13A, it is most preferable that the second reinforcing member 30 is joined to the bottom wall portion 12 of the hollow portion 10 because the energy absorption efficiency (EA efficiency) is higher. ..

As a method of joining the first reinforcing member 20 and the second reinforcing member 30, for example, mechanical joining by bolts or rivets, T-shaped fillet welding by arc welding or the like, or spot welding can be adopted. Further, the first reinforcing members 20a and 20b and the second reinforcing member 30 may be manufactured by integral molding. That is, the first reinforcing members 20a and 20b and the second reinforcing member 30 may be a single plate-shaped reinforcing member.

(Third reinforcing member)
FIG. 14 is a view showing a cross section of the automobile structural member 1 parallel to the top wall portion 11, and FIG. 15 is a view showing a BB cross section in FIG. As shown in FIGS. 14 and 15, the automobile structural member 1 includes an end surface 22 of the first reinforcing member 20 opposite to the joint side of the vertical wall portion 13, a top wall portion 11, and a bottom wall portion. A third reinforcing member 40 joined to 12 may be provided. The energy absorption efficiency can be improved by providing the third reinforcing member 40. The material of the third reinforcing member 40 is, for example, a metal material such as a steel material, an aluminum alloy member, or a magnesium alloy member. In addition, in order to make it easy to see where the first reinforcing members 20a and 20b are located only in FIG. 15, a dot pattern is attached to the first reinforcing members 20a and 20b in the drawing.

In the examples of FIGS. 14 and 15, two third reinforcing members 40 are provided, and the third reinforcing member 40a is joined to all the first reinforcing members 20a, and all the first reinforcing members 40a are joined. A third reinforcing member 40b is joined to the reinforcing member 20b. In other words, with respect to all the first reinforcing members 20 (for example, the first reinforcing member 20a) joined to the same vertical wall portion 13 (for example, the vertical wall portion 13a) of the two vertical wall portions 13. One third reinforcing member 40 (for example, a third reinforcing member 40a) is joined.

The automobile structural member 1 having the third reinforcing member 40 is not limited to the form shown in FIGS. 14 and 15. In the example of FIG. 16, in the automobile structural member 1, two adjacent first reinforcing members 20 arranged along the X direction and one third reinforcing member 40 are joined. In other words, two adjacent first reinforcing members 20 (for example, two adjacent first reinforcing members) joined to the same vertical wall portion 13 (for example, vertical wall portion 13a) of the two vertical wall portions 13. One third reinforcing member 40 (for example, a third reinforcing member 40a) is joined to 20a). Further, in the example of FIG. 17, one third reinforcing member 40 is joined to one first reinforcing member 20. In any configuration, the third reinforcing member 40 is joined to the end surface 22 of the first reinforcing member 20 on the side opposite to the vertical wall portion 13 side, the top wall portion 11, and the bottom wall portion 12. Therefore, the energy absorption efficiency of the automobile structural member 1 can be improved.

As a method of joining the first reinforcing member 20 and the third reinforcing member 40, for example, mechanical joining by bolts or rivets, T-shaped fillet welding by arc welding or the like, spot welding or laser welding can be adopted. When the joining method is spot welding or laser welding, flange portions 21 and flange portions 24 are provided at both ends of the first reinforcing member 20 as shown in FIGS. 18 to 20, and the flange portions 21 and the vertical wall portions 13 are spotted. It may be joined by welding or laser welding, and the flange portion 24 and the third reinforcing member 40 may be joined by spot welding or laser welding. Alternatively, the members may be joined using an L-shaped angle (not shown) without providing the flange portions 21 and 24. Further, the vertical wall portion 13, the first reinforcing member 20, and the third reinforcing member 40 may be integrally molded by, for example, extrusion molding. When integrally molded in this way, the automobile structural member 1 has, for example, the top wall portion 11 and the bottom wall portion 12 with respect to the integrally molded product of the vertical wall portion 13, the first reinforcing member 20, and the third reinforcing member. Can be manufactured by joining by welding or the like.

Further, the automobile structural member 1 may have a configuration in which the first to third reinforcing members are combined. In this case, the second reinforcing member 30 is indirectly joined to the first reinforcing member 20a and the first reinforcing member 20b by being joined to, for example, the third reinforcing member 40a and the third reinforcing member 40b. Be joined. The plate thickness of the first to third reinforcing members is preferably 0.5 to 1.2 times the plate thickness of the wall portion constituting the hollow portion 10, for example. The lower limit may be 0.6 times or 0.7 times the plate thickness of the wall portion, and the upper limit may be 1.0 times or 0.8 times the plate thickness of the wall portion. The plate thicknesses of the first to third reinforcing members may be different from each other.

Although one embodiment of the present invention has been described above, the present invention is not limited to such an example. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the technical idea described in the claims, and of course, the technical scope of the present invention also includes them. It is understood that it belongs to.

A bending crush simulation of automobile structural members was carried out. FIG. 21 is a diagram showing simulation conditions, in which a rigid body plate 50 is provided on the outside of the bottom wall portion 12 of the automobile structural member 1. The simulation is carried out by pushing the impactor 51 of φ254 into the top wall portion 11 in the analysis model in which the two first reinforcing members are provided inside the automobile structural member 1 of FIG. 21. The automobile structural member 1 is a square tubular steel material, and the automobile structural member 1 has a length of 1000 mm in the X direction and a plate thickness of 1.0 mm. The shape of the cross section of the automobile structural member 1 perpendicular to the X direction is square, and the cross-sectional dimension is 100 mm square. The material of the reinforcing member is steel, and the plate thickness is 1.0 mm. In this simulation, both end faces of the automobile structural member 1 in the X direction are completely restrained.

[Simulation (1)]
Simulations were performed using an analysis model of the bulkhead structure covering the inner space of the hollow portion 10 and an analysis model of the structure shown in FIG. The bulkhead structure is a structure in which a square flat plate arranged inside the hollow portion 10 is joined to a top wall portion, a bottom wall portion, and a pair of vertical wall portions, and the flat plates are formed in the X direction of an automobile structural member. A plurality of them are provided at intervals of 20 mm along the line. In the structural analysis model of FIG. 3, the distance d (FIG. 4) of the first reinforcing member 20 is 20 mm, and the height h of the first reinforcing member 20 (FIG. 4) is 20 mm. FIG. 22 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. As shown in FIG. 22, the structure of FIG. 3 which is an example of the present invention has improved EA efficiency with respect to the bulkhead structure.

[Simulation (2)]
In the structure of FIG. 3, a simulation was carried out using an analysis model in which the interval d of the first reinforcing member 20 was changed. The height h of the first reinforcing member 20 is 20 mm. FIG. 23 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. In each of the analysis models, the EA efficiency was improved as compared with the analysis model in which the reinforcing member was not provided. From the viewpoint of further improving the EA efficiency, the ratio d / L of the distance d of the first reinforcing member 20 and the length L of the automobile structural member 1 is preferably 0.30 or less or 0.18 or less.

[Simulation (3)]
In the structure of FIG. 3, a simulation was carried out using an analysis model in which the height h of the first reinforcing member 20 was changed. The distance d between the first reinforcing members 20 is 20 mm. FIG. 24 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. In each of the analysis models, the EA efficiency was improved as compared with the analysis model in which the reinforcing member was not provided. From the viewpoint of further improving the EA efficiency, the ratio h / W of the height h of the first reinforcing member 20 from the vertical wall portion 13 and the distance W between the two vertical wall portions 13 is 0.18 to 0. It is preferably 34.

[Simulation (4)]
The simulation was carried out using the analysis model of the structure shown in FIG. In this analysis model, the position of the first reinforcing member 20a in the X direction and the position of the first reinforcing member 20b in the X direction are offset by 10 mm. The distance d and height h of the first reinforcing member 20a and the distance d and height h of the first reinforcing member 20b are 20 mm, respectively. FIG. 25 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. The offset analysis model exhibited the same energy absorption efficiency as the non-offset analysis model of the structure of FIG.

[Simulation (5)]
The simulation was carried out using an analysis model in which the first reinforcing member 20 was provided on one side of the pair of vertical wall portions 13 as shown in FIG. The distance d and the height h of the first reinforcing member 20 are 20 mm, respectively. FIG. 26 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. Also in the analysis model of the structure of FIG. 11, the EA efficiency was improved as compared with the analysis model in which the reinforcing member was not provided.

[Simulation (6)]
A simulation was carried out using an analysis model provided with a second reinforcing member 30 in addition to the first reinforcing member 20 as shown in FIG. FIG. 27 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. The analysis model provided with the second reinforcing member 30 has improved EA efficiency as compared with the analysis model of the bulkhead structure.

[Simulation (7)]
The simulation was carried out with an analysis model having a third reinforcing member 40. As an analysis model having the third reinforcing member 40, a structure in which only the third reinforcing member 40 is provided inside the hollow portion 10, a structure of FIG. 16, a structure of FIG. 17, and a structure of FIG. Model is used. The structure of only the third reinforcing member 40 is a structure in which the first reinforcing member 20 is not provided with respect to the structure of FIG. 14, and the distance between the vertical wall portion 13 and the third reinforcing member 40 is 20 mm. is there. In the structure of FIG. 16, the structure of FIG. 17, and the structure of FIG. 14 of this simulation, the distance d and the height h of the first reinforcing member 20 are 20 mm, respectively. Further, the length of the third reinforcing member 40 in the structure of FIG. 16 in the X direction and the length of the third reinforcing member 40 in the structure of FIG. 17 in the X direction are 20 mm, respectively.

FIG. 28 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 20 mm. As shown in FIG. 28, in the structures of FIGS. 14, 16 and 17, in which the first reinforcing member 20 and the third reinforcing member 40 are combined, only the first reinforcing member 20 is provided. The EA efficiency was further improved as compared with the structure of FIG.

The present invention can be used, for example, as a side sill, a bumper beam, a center pillar, a side member of a rudder frame, or a cross member of a rudder frame.

1 Automotive structural member 10 Hollow part 11 Top wall part 12 Bottom wall part 13 Vertical wall part 13a First vertical wall part 13b Second vertical wall part 15 Outer panel 15a Top wall part 15b Vertical wall part 15c Flange part 16 Inner panel 16a Top wall part 16b Vertical wall part 16c Flange part 17 Panel 17a Top wall part 17b Vertical wall part 17c Flange part 18 Plate 20 First reinforcing member 21 Flange part 22 End face 23 on the side opposite to the joint side of the vertical wall part 23 Vertical wall End face on the joint side of the portion 24 Flange portion 30 Second reinforcing member 40 Third reinforcing member 50 Rigid body plate 51 Impactor d Spacing of the first reinforcing member h Height of the first reinforcing member from the vertical wall portion L Automobile Length in the longitudinal direction of the structural member W Spacing between vertical walls θ The angle between the end face of the first reinforcing member and the top wall of the automobile structural member

Claims (12)

A top wall portion, a bottom wall portion facing the top wall portion , a first vertical wall portion and a second vertical wall portion which are a pair of vertical wall portions connecting the top wall portion and the bottom wall portion, In a hollow automobile structural member having
A plate-shaped first reinforcing member made of a metal material is provided inside the automobile structural member.
Said first reinforcing member before Symbol a first vertical wall portion, the top wall, joined to the bottom wall portion, and a plurality spaced along the longitudinal direction of the motor vehicle structural member Be,
Inside the automobile structural member, the second vertical wall portion, the top wall portion, and the other first reinforcing member joined to the bottom wall portion are further provided.
The height h of the first reinforcing member from said first vertical wall portion in a cross section parallel to the top wall portion, front Symbol of the first vertical wall portion and the second vertical wall portion interval W of the ratio h / W is Ri der from 0.18 to 0.34,
The ratio d / L of the distance d of the first reinforcing member in the longitudinal direction of the automobile structural member to the length L in the longitudinal direction of the automobile structural member is 0.30 or less.
The ratio h / W of the height h of the other first reinforcing member from the second vertical wall portion in the cross section parallel to the top wall portion and the interval W is 0.18 to 0.34. ,
An automobile structural member having a ratio d / L of the distance d of the other first reinforcing member and the length L in the longitudinal direction of the automobile structural member of 0.30 or less . The first reinforcing members adjacent to each other are separated from each other on the first vertical wall side.
The automobile structural member according to claim 1, wherein the other first reinforcing members adjacent to each other are separated from each other on the second vertical wall side. The ratio h / W of the height h of the first reinforcing member to the interval W and the ratio h / W of the height h of the other first reinforcing member to the interval W are 0.30 or less , respectively . The automobile structural member according to claim 1 or 2 . Equipped with a second reinforcing member made of metal material
Said second reinforcing member, pre-Symbol a first reinforcing member, wherein is joined to the other of the first reinforcing member, an automobile structural member according to claim 3. The automobile structural member according to claim 4 , wherein the first reinforcing member, the other first reinforcing member, and the second reinforcing member are integrally molded. A third reinforcing member made of a metal material and another third reinforcing member made of a metal material are provided.
The third reinforcing member is joined to the end surface of the first reinforcing member on the side opposite to the joint side of the first vertical wall portion, the top wall portion, and the bottom wall portion .
The other third reinforcing member is joined to the end surface of the other first reinforcing member on the side opposite to the joint side of the second vertical wall portion, the top wall portion, and the bottom wall portion. are, automotive structural members according to any one of claims 1-5. One of the third reinforcing members is joined to all the first reinforcing members .
The automobile structural member according to claim 6 , wherein one other third reinforcing member is joined to all the other first reinforcing members. One said third reinforcing member is joined to two adjacent first said reinforcing members .
The automobile structural member according to claim 6 , wherein one other third reinforcing member is joined to two adjacent other first reinforcing members. One of the third reinforcing members is joined to the one of the first reinforcing members .
The automobile structural member according to claim 6 , wherein one other third reinforcing member is joined to one of the other first reinforcing members. The angle formed by the end surface of the first reinforcing member on the side opposite to the joint side of the first vertical wall portion and the top wall portion is substantially vertical .
Any one of claims 1 to 9 , wherein the end surface of the other first reinforcing member on the side opposite to the joint side of the second vertical wall portion and the angle formed by the top wall portion are substantially vertical. The automobile structural member described in the section. The first vertical wall portion and the first reinforcing member are integrally molded .
The automobile structural member according to any one of claims 1 to 10 , wherein the second vertical wall portion and the other first reinforcing member are integrally molded . The automobile structural member according to any one of claims 1 to 11 , which is a side sill, a bumper beam, a center pillar, a side member of a rudder frame, or a cross member of the rudder frame.

Images