WO2015182549A1 - 自動車車体における部材の接合構造 - Google Patents

自動車車体における部材の接合構造 Download PDF

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Publication number
WO2015182549A1
WO2015182549A1 PCT/JP2015/064917 JP2015064917W WO2015182549A1 WO 2015182549 A1 WO2015182549 A1 WO 2015182549A1 JP 2015064917 W JP2015064917 W JP 2015064917W WO 2015182549 A1 WO2015182549 A1 WO 2015182549A1
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WIPO (PCT)
Prior art keywords
quenched
base material
tensile strength
automobile body
welded
Prior art date
Application number
PCT/JP2015/064917
Other languages
English (en)
French (fr)
Inventor
経尊 吉田
富澤　淳
一夫 植松
Original Assignee
新日鐵住金株式会社
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Filing date
Publication date
Application filed by 新日鐵住金株式会社 filed Critical 新日鐵住金株式会社
Priority to US15/313,908 priority Critical patent/US10071774B2/en
Priority to KR1020167032372A priority patent/KR101923291B1/ko
Priority to MX2016015403A priority patent/MX2016015403A/es
Priority to CN201580027109.7A priority patent/CN106457478B/zh
Priority to EP15800283.2A priority patent/EP3150325B1/en
Priority to JP2015553947A priority patent/JP5939365B2/ja
Priority to RU2016145936A priority patent/RU2648918C1/ru
Publication of WO2015182549A1 publication Critical patent/WO2015182549A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K9/00—Arc welding or cutting
    • B23K9/02—Seam welding; Backing means; Inserts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/02—Connections between superstructure or understructure sub-units rigid
    • B62D27/023—Assembly of structural joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/02—Connections between superstructure or understructure sub-units rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D7/00—Bending rods, profiles, or tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D7/00—Bending rods, profiles, or tubes
    • B21D7/08—Bending rods, profiles, or tubes by passing between rollers or through a curved die
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D7/00—Bending rods, profiles, or tubes
    • B21D7/16—Auxiliary equipment, e.g. for heating or cooling of bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D7/00—Bending rods, profiles, or tubes
    • B21D7/16—Auxiliary equipment, e.g. for heating or cooling of bends
    • B21D7/162—Heating equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K11/00—Resistance welding; Severing by resistance heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K11/00—Resistance welding; Severing by resistance heating
    • B23K11/002—Resistance welding; Severing by resistance heating specially adapted for particular articles or work
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K26/00—Working by laser beam, e.g. welding, cutting or boring
    • B23K26/20—Bonding
    • B23K26/21—Bonding by welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K26/00—Working by laser beam, e.g. welding, cutting or boring
    • B23K26/20—Bonding
    • B23K26/21—Bonding by welding
    • B23K26/24—Seam welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K31/00—Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by only one of the preceding main groups
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K9/00—Arc welding or cutting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K9/00—Arc welding or cutting
    • B23K9/0026—Arc welding or cutting specially adapted for particular articles or work
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/06—Fixed roofs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/007—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of special steel or specially treated steel, e.g. stainless steel or locally surface hardened steel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
    • F16B5/08—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of welds or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K11/00—Resistance welding; Severing by resistance heating
    • B23K11/10—Spot welding; Stitch welding
    • B23K11/11—Spot welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K2101/00—Articles made by soldering, welding or cutting
    • B23K2101/006—Vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K31/00—Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by only one of the preceding main groups
    • B23K31/02—Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by only one of the preceding main groups relating to soldering or welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • B62D65/02—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18—Hardening; Quenching with or without subsequent tempering

Definitions

  • the present invention relates to a joining structure of members in an automobile body.
  • FIG. 6 is an explanatory view showing the three-dimensional hot bending quenching (3DQ: 3 Dimensional Hot Bending and Quench) disclosed by the present applicants in Patent Documents 1 and 2 and the like.
  • the long steel material 1 is supported by the support roll 2 and is fed in the axial direction by the feeding device 3, while the high-frequency heating coil 4 performs Ac 3 points. It is rapidly heated as described above, partially forming the high temperature portion 1a, and immediately cooled rapidly by a water cooling device (not shown).
  • the steel material 1 is quenched while moving in the longitudinal direction to form an ultra-high strength portion.
  • the movable roller die 5 that supports the steel material 1 while being fed is displaced two-dimensionally or three-dimensionally in an orthogonal coordinate system, a bending moment or a shearing force is applied to the high temperature portion 1a of the steel material 1 described above, and the bent portion is It is formed.
  • the bending member 6 having the quenched bent part is manufactured by three-dimensional hot bending quenching.
  • Patent Document 3 a strength member and an A pillar of an automobile body are manufactured by three-dimensional hot bending quenching.
  • a steel structural member of an automobile body is joined to another member (other structural member or molded panel) mainly by welding such as spot welding, arc welding, or laser welding.
  • the tensile strength of the hardened part of the structural member manufactured by three-dimensional hot bending hardening reaches 1470 MPa or more.
  • a phenomenon that the martensite is tempered and the hardness is reduced occurs.
  • HAZ softening When an impact load is applied to a structural member that has undergone HAZ softening, the structural member breaks starting from the HAZ softened portion. For this reason, the excellent shock absorbing performance inherent to this structural member is not sufficiently exhibited.
  • a part of the structural member manufactured by the three-dimensional hot bending quenching is partially quenched by adjusting the cooling rate of the high-temperature part 1a appropriately or not by heating. It is conceivable as a countermeasure for this to form a portion (hereinafter referred to as a “base material portion”) having a tensile strength that is substantially the same as the tensile strength of the base material.
  • the HAZ softening is prevented by welding a structural member manufactured by three-dimensional hot bending quenching to another member by this base material portion.
  • the load bearing performance of the structural member may be lowered.
  • the present invention is listed below. (1) It has a closed hollow cross section without an outward flange, extends in one direction, and is hardened with a tensile strength of 1470 MPa or more and a base material with a tensile strength of less than 700 MPa in the one direction. And a steel first member comprising a transition portion in which a tensile strength gradually changes from a tensile strength of the quenched portion to a tensile strength of the preformed portion between the quenched portion and the base material portion, and A steel second member superimposed on a part of the outer surface of the first member by an overlapping portion, and the first member and the second member are welded at the overlapping portion.
  • the overlapping portion exists from the quenched portion of the first member through the transition portion and straddles the base material portion, and the welded portion formed by the welding is the first member in the first member
  • the length X is indicated by the coordinates in the one direction with the position of the end of the second member facing the hardened portion of the first member as the origin.
  • the first member has a rectangular cross-sectional shape
  • the second member includes a third member having a hat-shaped cross-section that overlaps three sides of the first member; It is described in any one of items 1 to 3, which includes a fourth member that overlaps and is joined to two flanges of the third member and that overlaps the remaining one side of the first member. Joining structure of members in an automobile body.
  • the joining structure of the members in the automobile body according to the present invention to, for example, the joining portion between the A pillar and the side sill, the joining portion between the A pillar and the roof rail, or the door beam and its attachment portion. Without lowering the load bearing performance of a structural member of an automobile body having a quenched portion with tensile strength, it is possible to suppress a reduction in impact absorption performance due to HAZ softening due to welding.
  • FIG. 1A and 1B are explanatory views showing a joining structure of members in an automobile body according to the present invention.
  • FIG. 1A is a perspective view
  • FIG. 1B is a cross-sectional view taken along line AA ′ in FIG.
  • FIG. 1C is a graph showing the tensile strength of the quenched portion, the transition portion, and the base material portion of the first member.
  • FIG. 2 is an explanatory view showing the conditions of FEM analysis performed by the inventors on a welded joint for an automobile body having the structure shown in FIGS. 1 (a) and 1 (b).
  • FIG. 3 is an explanatory diagram collectively showing the analyzed cases (base, cases A to F).
  • FIG. 1A is a perspective view
  • FIG. 1B is a cross-sectional view taken along line AA ′ in FIG.
  • FIG. 1C is a graph showing the tensile strength of the quenched portion, the transition portion, and the base material portion of the first member.
  • FIG. 4 is a graph collectively showing the analysis results of the analyzed cases (base, cases A to F).
  • FIG. 5 is a graph showing the distribution of tensile strength of the quenched portion, the transition portion, and the base material portion.
  • FIG. 6 is an explanatory view showing three-dimensional hot bending quenching.
  • FIG. 1A and 1B are explanatory views showing a joining structure 10 of members in an automobile body according to the present invention
  • FIG. 1A is a perspective view
  • FIG. 1B is a cross-sectional view taken along line AA ′ in FIG.
  • FIG. 1C is a graph showing the tensile strength of the quenched portion, the transition portion, and the base material portion of the first member 11.
  • FIG.1 (b) shows the plate
  • the joint structure 10 includes a first member 11 and a second member 12.
  • the first member 11 is manufactured by the hot three-dimensional bending method described with reference to FIG. In addition, in order to make the drawing easy to see, the bent portion of the first member 11 is omitted.
  • the first member 11 has a closed hollow cross-sectional shape without an outward flange.
  • the first member 11 is a so-called square steel pipe, and has a quadrangular (rectangular) cross-sectional shape.
  • the first member 11 is not limited to a rectangular cross-sectional shape.
  • the first member 11 may have a polygonal cross-sectional shape other than a quadrangle such as a triangle or a pentagon, or may be obtained by partially combining a cross-sectional shape such as a circle or an ellipse. It may have a cross-sectional shape.
  • the first member 11 is a steel member extending in one direction (the direction of the white arrow in FIG. 1A). As shown in FIG. 1C, the first member 11 includes a quenching portion, a transition portion, and a base material portion arranged in this order in one direction. In addition, a hardening part, a transition part, and a base material part are further demonstrated, referring FIG. 3 mentioned later.
  • the quenched portion has a metal structure composed of martensite and has a tensile strength of 1470 MPa or more.
  • the base material part has a tensile strength of less than 700 MPa.
  • the transition portion is a transition region in which the tensile strength gradually changes from the tensile strength of the quenched portion to the tensile strength of the preformed portion between the quenched portion and the base material portion.
  • a welded steel pipe is manufactured from a steel sheet, and the first member 11 is manufactured by three-dimensional hot bending quenching using the welded steel pipe as a base pipe.
  • the steel sheet is subjected to design adjustments such as steel components so that a desired hardness can be obtained by quenching.
  • the strength of the thin steel plate is usually set to about 700 MPa or less in consideration of processing into a welded pipe and the like.
  • the second member 12 is made of steel, and is overlapped with a part of the outer surface 11a of the first member 11 in one direction.
  • the overlapping portion exists from the quenched portion of the first member through the transition portion and straddling the base material portion.
  • the second member 12 has a welded portion 13 to be joined to the first member 11 in an overlapping portion with the first member 11.
  • the welded portion 13 is an arc welded portion, but is not limited to an arc welded portion, and may be a laser welded portion or a resistance spot welded portion.
  • the second member 12 includes a third member 14 and a fourth member 15.
  • the third member 14 has a hat-shaped cross-sectional shape that overlaps the three sides 11-1, 11-2, 11-3 of the first member 11 and has two outward flanges 14a.
  • the fourth member 15 is a so-called closing plate, and is joined to the two flanges 14a of the third member 14 so as to overlap with each other and overlaps with the other side 11-4 of the first member 11. Joined by welding.
  • the second member 12 has joint holes 12a that are work holes for welding to the first member 11 on the top, bottom, left, and right surfaces, and is arc welded to the first member 11 at the edges of the joint holes 12a. .
  • the joint structure 10 has a structure in which the first member 11 is sandwiched between the second members 12, and the joint holes 12 a provided on the upper, lower, left, and right surfaces of the second member 12.
  • the second member 12 is joined to the first member 11 by arc welding the edges of the first member 11.
  • the welded portion 13 in the joint structure 10 exists only at the transition portion or the base material portion of the first member 11. Thereby, the joining structure 10 can suppress the fall of the impact-absorbing performance accompanying the HAZ softening by welding, without reducing the load bearing performance of the structural member of the automobile body having a quenching portion with a tensile strength of 1470 MPa or more. The reason for this will be explained.
  • FIG. 2 is an explanatory diagram showing the conditions of the FEM analysis performed by the inventors on the joint structure 10 having the structure shown in FIGS. 1 (a) and 1 (b).
  • the second member 12 is joined to the first member 11 with the position of the first member 11 corresponding to the joining hole 12a of the second member 12 as a base material portion, the strength difference due to the HAZ softening Can be avoided, and the fear of breakage of the first member 11 due to stress concentration when an impact load is applied can be suppressed.
  • the load resistance performance may be reduced. Therefore, with respect to the portion where the first member 11 and the second member 12 overlap in the joint structure 10 having the structure shown in FIGS. 1A and 1B, the quenching length and The load bearing performance was investigated by FEM analysis.
  • the first member 11 has a total length of 280 mm, a rectangular shape with a cross-sectional shape of 35 ⁇ 45 mm, and a plate thickness of 1.4 mm.
  • the second member 12 includes third and fourth members 14 and 15, has a total length of 70 mm, a plate thickness of 1.8 mm, and a welded portion (joining hole 12 a) on the side facing the quenched portion of the first member 11.
  • the length L from the end of the second member 12 to the end of the second member 12 facing the hardened portion of the first member 11 is 24 mm.
  • a speed of 1000 mm / s is applied to the other end portion of the first member 11, Forced displacement.
  • Figure 3 and Table 1 collectively show the analyzed cases (base, cases AF).
  • reference numeral 16 denotes a quenching part in the first member 11
  • reference numeral 17 denotes a transition part in the first member 11
  • reference numeral 18 denotes a base material part in the first member 11.
  • the length of the transition part 17 in one direction in the first member 11 was set to 12 mm. As shown in FIG. 3, the length X is indicated by coordinates in one direction with the position of the end of the second member 12 facing the hardened part of the first member 11 as the origin.
  • the base in FIG. 3 is a case where the quenching part 16 and the transition part 17 do not overlap with the second member 12, and cases A and B are cases where a part of the transition part 17 overlaps the second member 12. .
  • cases C to F the transition portion 17 overlaps the second member 12 and the overlap margin between the quenching portion 16 and the second member increases as the case C changes to the case F.
  • Figure 4 and Table 1 summarize the analysis results of the analyzed cases (base, cases A to F).
  • the performance evaluation was performed with the load in the direction in which the displacement was applied, and was the maximum value of the load applied to the completely constrained portion.
  • FIG. 5 is a graph showing the distribution of tensile strength of the quenched portion 16, the transition portion 17, and the base material portion 18.
  • the length of the hardened portion of the first member 11 is set to the overlap amount of the hardened portion of the second member 12 and the first member 11 (overlap). ).
  • the welded portion 13 exists only in the transition portion 17 or the base material portion 18.
  • the length X (mm) from the end of the second member 12 on the side facing the quenching portion 16 of the first member 11 to the quenching portion 16 of the first member 11 and the quenching of the first member 11 Ratio (X / L) to the length L (mm) from the end of the welded portion 12a facing the portion 16 to the end of the second member 12 facing the quenched portion 16 of the first member 11 Is preferably 0.25 or more.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Plasma & Fusion (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Optics & Photonics (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Body Structure For Vehicles (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)
  • Laser Beam Processing (AREA)
  • Bending Of Plates, Rods, And Pipes (AREA)
  • Heat Treatment Of Articles (AREA)

Abstract

1470MPa以上の引張強度の焼入れ部を有する自動車車体の構造部材の耐荷重性能の低下のみならず、溶接によるHAZ軟化に伴う衝撃吸収性能の低下をも抑制する。外向きフランジを有さない閉じた中空の横断面を有する鋼製のその長手方向に、引張強度が1470MPa以上の焼入れ部と、引張強度が700MPa未満の母材部と, 焼入れ部(16)と母材部(18)との間に遷移部(17)とを備える第1の部材(11)と、第1の部材(11)に重ね合わされた鋼製の第2の部材(12)とが、重ね合わせ部で溶接された自動車車体における部材の接合構造(10)であって、重ね合わせ部は、第1の部材(11)の焼入れ部(16)から遷移部(17)を経て母材部(18)にまたがって存在するとともに、溶接により形成される溶接部(13)は、第1の部材(11)において遷移部(17)または母材部(18)に存在する。

Description

自動車車体における部材の接合構造
　本発明は、自動車車体における部材の接合構造に関する。
　図６は、本出願人が特許文献１，２等により開示した三次元熱間曲げ焼入れ（3DQ:3 Dimensional Hot Bending and Quench）を示す説明図である。
　三次元熱間曲げ焼入れでは、図６に示すように、長尺の鋼材１が、支持ロール２により支持されるとともに送り装置３によりその軸方向へ送られながら、高周波加熱コイル４によりＡｃ３点以上に急速に加熱され、部分的に高温部１ａを形成し、直後に水冷装置（図示しない）により急速に冷却される。
　これにより、鋼材１には、長手方向へ移動しながら焼入れされ超高強度な部位が形成される。また，鋼材１を送りながら支持する可動ローラダイス５が直交座標系で二次元または三次元に変位することにより、曲げモーメントまたはせん断力が上述の鋼材１の高温部１ａに与えられ、屈曲部が形成される。この屈曲された高温部１ａを急速に冷却することによって、焼入れされた屈曲部を有する曲げ部材６が三次元熱間曲げ焼入れにより製造される。
　本出願人は、自動車車体の強度部材やＡピラーが三次元熱間曲げ焼入れにより製造されることを特許文献３により開示した。
　自動車車体の鋼製の構造部材は、主にスポット溶接やアーク溶接あるいはレーザ溶接といった溶接により、他の部材（他の構造部材や成形パネル）と接合される。三次元熱間曲げ焼入れにより製造された構造部材の焼入れ部の引張強度は１４７０ＭＰａ以上に達する。このため、この構造部材をその焼入れ部により他の部材と溶接すると、マルテンサイトが焼き戻されて硬さが低下する現象（いわゆるＨＡＺ軟化）が発生する。衝撃荷重がＨＡＺ軟化を発生した構造部材に負荷されると、ＨＡＺ軟化した部分を起点として構造部材の破断が発生する。このため、この構造部材が本来有する優れた衝撃吸収性能が十分に発揮されない。
　三次元熱間曲げ焼入れにおいて高温部１ａの冷却速度を部分的に適宜調整すること、または加熱しないことにより、三次元熱間曲げ焼入れにより製造される構造部材の一部に部分的に焼入れが行われずに母材の引張強度とほぼ同じままの引張強度を有する部分（本明細書では「母材部」という）を形成することが、この対策として考えられる。ＨＡＺ軟化は、三次元熱間曲げ焼入れにより製造された構造部材をこの母材部により他の部材と溶接することにより、防止される。
　この対策では、焼入れ部とともに母材部が構造部材の一部に設けられるため、構造部材の耐荷重性能が低下するおそれがある。
特許第４８２５０１９号明細書 特開２０１２－２５３３５号公報 ＰＣＴ／ＪＰ／２００８／０５６３７１
　これまで、１４７０ＭＰａ以上の引張強度の焼入れ部を有する自動車車体の構造部材の耐荷重性能を低下せずに、溶接によるＨＡＺ軟化に伴う衝撃吸収性能の低下を抑制できる、自動車車体における部材の接合構造は、知られていない。
　本発明は以下に列記の通りである。
（１）外向きフランジを有さない閉じた中空の横断面を有し、一の方向へ延びるとともに、該一の方向へ、引張強度が１４７０ＭＰａ以上の焼入れ部、引張強度が７００ＭＰａ未満の母材部、および、前記焼入れ部と前記母材部との間に引張強度が前記焼入れ部の引張強度から前記母材部の引張強度へ次第に変化する遷移部を備える鋼製の第１の部材と、前記第１の部材の外面の一部に重ね合わせ部により重ね合わされる鋼製の第２の部材とを備え、前記第１の部材および前記第２の部材が前記重ね合わせ部において溶接される、自動車車体における部材の接合構造において、
　前記重ね合わせ部は、前記第１の部材の前記焼入れ部から前記遷移部を経て前記母材部に跨って存在すること、および
　前記溶接により形成される溶接部は、前記第１の部材において前記遷移部または前記母材部に存在すること
を特徴とする自動車車体における部材の接合構造。
（２）前記一の方向について、前記第１の部材の前記焼入れ部を臨む側の前記第２の部材の端部から当該第１の部材の前記焼入れ部の端部までの長さＸ（ｍｍ）と、前記第１の部材の前記焼入れ部を臨む側の前記溶接部の端部から前記第１の部材の前記焼入れ部を臨む側の前記第２の部材の端部までの長さＬ（ｍｍ）との比（Ｘ／Ｌ）は０．２５以上である１項に記載された自動車車体における部材の接合構造。
　ただし、長さＸは、第１の部材の焼入れ部を臨む側の第２の部材の端部の位置を原点とする前記一の方向への座標により示す。
（３）前記溶接部は、アーク溶接部、レーザ溶接部または抵抗スポット溶接部である１項または２項に記載された自動車車体における部材の接合構造。
（４）前記第１の部材は、矩形の横断面形状を有するとともに、前記第２の部材は、前記第１の部材の三辺と重なり合うハット型の横断面を有する第３の部材と、該第３の部材の二つのフランジと重なり合って接合されるとともに、前記第１の部材の残りの一辺と重なり合う第４の部材とにより構成される１項から３項までのいずれか１項に記載された自動車車体における部材の接合構造。
（５）前記第２の部材は、前記溶接部を形成する際の作業穴である接合穴を有する１項から４項までのいずれ１項に記載された自動車車体における部材の接合構造。
（６）前記第１の部材は、三次元熱間曲げ焼入れにより製造されたものである１項から５項までのいずれか１項に記載された自動車車体における部材の接合構造。
　本発明に係る自動車車体における部材の接合構造を、例えば、Ａピラーとサイドシルとの接合部や、Ａピラーとルーフレールとの接合部、あるいはドアビームとその取付部等に適用することにより、１４７０ＭＰａ以上の引張強度の焼入れ部を有する自動車車体の構造部材の耐荷重性能を低下することなく、溶接によるＨＡＺ軟化に伴う衝撃吸収性能の低下を抑制することが可能になる。
図１は、本発明に係る自動車車体における部材の接合構造を示す説明図であり、図１（ａ）は斜視図、図１（ｂ）は図１（ａ）におけるＡ－Ａ’断面図であり、図１（ｃ）は、第１の部材の焼入れ部、遷移部および母材部の引張強度を示すグラフである。 図２は、本発明者らが、図１（ａ），図１（ｂ）に示す構造を有する自動車車体用溶接継手について行ったＦＥＭ解析の条件を示す説明図である。 図３は、解析したケース（ベース，ケースＡ～Ｆ）をまとめて示す説明図である。 図４は、解析したケース（ベース，ケースＡ～Ｆ）の解析結果をまとめて示すグラフである。 図５は、焼入れ部、遷移部および母材部の引張強度の分布を示すグラフである。 図６は、三次元熱間曲げ焼入れを示す説明図である。
　以下、添付図面を参照しながら、本発明に係る自動車車体における部材の接合構造を説明する。
　図１は、本発明に係る自動車車体における部材の接合構造１０を示す説明図であり、図１（ａ）は斜視図、図１（ｂ）は図１（ａ）におけるＡ－Ａ’断面図であり、図１（ｃ）は、第１の部材１１の焼入れ部、遷移部および母材部の引張強度を示すグラフである。なお、図１（ｂ）は、各構成部材の板厚中心位置を示す。
　図１（ａ），図１（ｂ）に示すように、本発明に係る接合構造１０は、第１の部材１１と、第２の部材１２とを有する。
　第１の部材１１は、図６を参照しながら説明した熱間三次元曲げ加工方法により製造されたものである。なお、図面を見易くするため、第１の部材１１における屈曲部は省略して示す。
　第１の部材１１は、外向きフランジを有さない閉じた中空の横断面形状を有する。図１の例では、第１の部材１１は、いわゆる角型鋼管を加工したものであって、四角形（矩形）の横断面形状を有する。
　第１の部材１１は、四角形の横断面形状に限定されるものではない。第１の部材１１は、三角形や五角形等の四角形以外の多角形の横断面形状を有してもよく、あるいは、円形や楕円形等の横断面形状や、これらを部分的に組み合わせて得られる横断面形状を有していてもよい。
　第１の部材１１は、一の方向（図１（ａ）における白抜き矢印方向）へ延びる鋼製の部材である。第１の部材１１は、図１（ｃ）に示すように、焼入れ部と、遷移部と、母材部とを、一の方向へ向けてこの順に並んで備える。なお、焼入れ部、遷移部、母材部は、後述する図３を参照しながらさらに説明する。
　焼入れ部は、マルテンサイトからなる金属組織を有し、１４７０ＭＰａ以上の引張強度を有する。母材部は、７００ＭＰａ未満の引張強度を有する。さらに、遷移部は、焼入れ部と母材部との間で、引張強度が焼入れ部の引張強度から母材部の引張強度へ次第に変化する遷移領域である。
　薄鋼板（steel sheet）から溶接鋼管を製作し、この溶接鋼管を素管として三次元熱間曲げ焼入れにより第１の部材１１を製作する。薄鋼板は、焼入れによって所望の硬度が得られるように鋼成分等の設計調整がなされる。薄鋼板の強度は、溶接管への加工等を考慮して、通常は７００ＭＰａ程度またはそれ以下とされる。
　第２の部材１２は、鋼製であって、一の方向における第１の部材１１の外面１１ａの一部に重ね合わされる。この重ね合わせ部は、第１の部材の焼入れ部から遷移部を経て母材部に跨って存在する。
　第２の部材１２は、第１の部材１１との重ね合わせ部に、第１の部材１１と接合する溶接部１３を有する。溶接部１３はアーク溶接部であるが、アーク溶接部に限定されるものではなく、レーザ溶接部や抵抗スポット溶接部であってもよい。
　第２の部材１２は、第３の部材１４と第４の部材１５とにより構成される。第３の部材１４は、第１の部材１１の三辺１１－１，１１－２，１１－３と重なり合うとともに二つの外向きフランジ１４ａを有するハット型の横断面形状を有する。一方、第４の部材１５は、いわゆるクロージングプレートであって、第３の部材１４の二つのフランジ１４ａと重なり合って接合されるとともに第１の部材１１の残りの一辺１１－４と重なり合った状態で溶接により接合される。
　第２の部材１２は、上下左右面に第１の部材１１と溶接するための作業穴である接合穴１２ａを有しており、接合穴１２ａの縁で第１の部材１１にアーク溶接される。
　このように、本発明に係る接合構造１０は、第１の部材１１を第２の部材１２により挟み込んだ構造を有しており、第２の部材１２の上下左右面に設けられた接合穴１２ａの縁をアーク溶接することにより、第２の部材１２は第１の部材１１に接合されている。
　接合構造１０における溶接部１３は、第１の部材１１における遷移部または母材部にのみ存在する。これにより、接合構造１０は、１４７０ＭＰａ以上の引張強度の焼入れ部を有する自動車車体の構造部材の耐荷重性能を低下させずに、溶接によるＨＡＺ軟化に伴う衝撃吸収性能の低下を抑制できる。この理由を説明する。
　図２は、本発明者らが、図１（ａ），図１（ｂ）に示す構造を有する接合構造１０について行ったＦＥＭ解析の条件を示す説明図である。
　上述のように、第２の部材１２の接合穴１２ａに相当する第１の部材１１の位置を母材部として第１の部材１１に第２の部材１２を接合すれば、ＨＡＺ軟化による強度差を回避でき、衝撃荷重負荷時の応力集中による第１の部材１１の破断の懸念を抑制できる。
　しかし、第１の部材１１に設ける母材を軸方向へ長くとると、耐荷重性能(load resistant performance)が低下する可能性がある。そこで、図１（ａ），図１（ｂ）に示す構造を有する接合構造１０における第１の部材１１と第２の部材１２が重なる部分について、図２に示す解析条件で、焼入長さと耐荷重性能をＦＥＭ解析により調査した。
　図２に示すように、第１の部材１１は、全長２８０ｍｍ、断面形状が３５×４５ｍｍの矩形、板厚が１．４ｍｍである。第２の部材１２は、第３，４の部材１４，１５からなり、全長７０ｍｍ、板厚が１．８ｍｍであり、第１の部材１１の焼入れ部を臨む側の溶接部（接合穴１２ａ）の端部から第１の部材１１の焼入れ部を臨む側の第２の部材１２の端部までの長さＬが２４ｍｍである。同図に示すように、第２の部材１２の一方の端部を完全拘束し、部材に曲げ変形を加えるため、第１の部材１１の他方の端部に１０００ｍｍ／ｓの速度を付与し、強制変位させた。
　図３および表１に解析したケース（ベース，ケースＡ～Ｆ）をまとめて示す。図３における符号１６は第１の部材１１における焼入れ部であり、符号１７は第１の部材１１における遷移部であり、符号１８は第１の部材１１における母材部である。
　第１の部材１１における一の方向への遷移部１７の長さは１２ｍｍに設定した。なお、図３に示すように、長さＸは、第１の部材１１の焼入れ部を臨む側の第２の部材１２の端部の位置を原点とする一の方向への座標により示す。
　図３におけるベースは、焼入れ部１６および遷移部１７がいずれも第２の部材１２と重ならない場合であり、ケースＡ，Ｂは遷移部１７の一部が第２の部材１２と重なる場合である。また、ケースＣ～Ｆでは、遷移部１７が第２の部材１２に重なるとともに、焼入れ部１６の第２の部材との重なり代がケースＣからケースＦになるにつれて増加する場合である。
　図４および表１に、解析したケース（ベース，ケースＡ～Ｆ）の解析結果をまとめて示す。性能評価は、変位を加えた方向の荷重で行い、完全拘束した部位に加わる荷重の最大値とした。図４のグラフにおける縦軸の荷重ベース比は、ベースを１とする比である。
　また、図５は、焼入れ部１６、遷移部１７および母材部１８の引張強度の分布を示すグラフである。
　図４および表１に示すように、長さＬ，Ｘにより、第１の部材１１の焼入部の長さを、第２の部材１２と第１の部材１１の焼入部の重ね代（オーバーラップ）として整理した。
　図４および表１に示すように、比（Ｘ／Ｌ）が０．２５以上であると、荷重性能が飛躍的に向上し、焼入部１６をオーバーラップさせた継手構造が必要であることがわかる。また、ケースＥ，Ｆのように遷移部１７に溶接部１３を形成するとさらに効果的であることが分かる。
　以上の理由により、溶接部１３は、遷移部１７または母材部１８にのみ存在する。特に、第１の部材１１の焼入れ部１６を臨む側の第２の部材１２の端部から第１の部材１１の焼入れ部１６までの長さＸ（ｍｍ）と、第１の部材１１の焼入れ部１６を臨む側の溶接部１２ａの端部から第１の部材１１の焼入れ部１６を臨む側の第２の部材１２の端部までの長さＬ（ｍｍ）との比（Ｘ／Ｌ）は０．２５以上であることが望ましい。
Figure JPOXMLDOC01-appb-T000001
１０　自動車車体における部材の接合構造
１１　第１の部材
１１ａ　外面
１１－１～１１－４　辺
１２　第２の部材
１２ａ　接合穴
１３　溶接部
１４　第３の部材
１４ａ　外向きフランジ
１５　第４の部材
１６　焼入れ部
１７　遷移部
１８　母材部

Claims (6)

  1. 　外向きフランジを有さない閉じた中空の横断面を有し、一の方向へ延びるとともに、該一の方向へ、引張強度が１４７０ＭＰａ以上の焼入れ部、引張強度が７００ＭＰａ未満の母材部、および、前記焼入れ部と前記母材部との間に引張強度が前記焼入れ部の引張強度から前記母材部の引張強度へ次第に変化する遷移部を備える鋼製の第１の部材と、前記第１の部材の外面の一部に重ね合わせ部により重ね合わされる鋼製の第２の部材とを備え、前記第１の部材および前記第２の部材が前記重ね合わせ部において溶接される、自動車車体における部材の接合構造において、
    　前記重ね合わせ部は、前記第１の部材の前記焼入れ部から前記遷移部を経て前記母材部に跨って存在すること、および
    　前記溶接により形成される溶接部は、前記第１の部材において前記遷移部または前記母材部に存在すること
    を特徴とする自動車車体における部材の接合構造。
  2. 　前記一の方向について、前記第１の部材の前記焼入れ部を臨む側の前記第２の部材の端部から当該第１の部材の前記焼入れ部の端部までの長さＸ（ｍｍ）と、前記第１の部材の前記焼入れ部を臨む側の前記溶接部の端部から前記第１の部材の前記焼入れ部を臨む側の前記第２の部材の端部までの長さＬ（ｍｍ）との比（Ｘ／Ｌ）は０．２５以上である請求項１に記載された自動車車体における部材の接合構造。
    　ただし、長さＸは、第１の部材の焼入れ部を臨む側の第２の部材の端部の位置を原点とする前記一の方向への座標により示す。
  3. 　前記溶接部は、アーク溶接部、レーザ溶接部または抵抗スポット溶接部である請求項１または請求項２に記載された自動車車体における部材の接合構造。
  4. 　前記第１の部材は、矩形の横断面形状を有するとともに、前記第２の部材は、前記第１の部材の三辺と重なり合うハット型の横断面を有する第３の部材と、該第３の部材の二つのフランジと重なり合って接合されるとともに、前記第１の部材の残りの一辺と重なり合う第４の部材とにより構成される請求項１から請求項３までのいずれか１項に記載された自動車車体における部材の接合構造。
  5. 　前記第２の部材は、前記溶接部を形成する際の作業穴である接合穴を有する請求項１から請求項４までのいずれ１項に記載された自動車車体における部材の接合構造。
  6. 　前記第１の部材は、三次元熱間曲げ焼入れにより製造されたものである請求項１から請求項５までのいずれか１項に記載された自動車車体における部材の接合構造。
PCT/JP2015/064917 2014-05-27 2015-05-25 自動車車体における部材の接合構造 WO2015182549A1 (ja)

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