WO2024228387A1 - サイドメンバ、およびこれを備える車体 - Google Patents

サイドメンバ、およびこれを備える車体 Download PDF

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Publication number
WO2024228387A1
WO2024228387A1 PCT/JP2024/016752 JP2024016752W WO2024228387A1 WO 2024228387 A1 WO2024228387 A1 WO 2024228387A1 JP 2024016752 W JP2024016752 W JP 2024016752W WO 2024228387 A1 WO2024228387 A1 WO 2024228387A1
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WIPO (PCT)
Prior art keywords
tip
side member
pair
side wall
bead
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2024/016752
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English (en)
French (fr)
Japanese (ja)
Inventor
豊 三日月
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Nippon Steel Corp
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Nippon Steel Corp
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Publication date
Application filed by Nippon Steel Corp filed Critical Nippon Steel Corp
Priority to JP2024549472A priority Critical patent/JP7617499B1/ja
Publication of WO2024228387A1 publication Critical patent/WO2024228387A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body

Definitions

  • the present invention relates to a side member and a vehicle body equipped with the same.
  • Front side members exist as side members provided on the body of a vehicle such as a passenger car (see, for example, Patent Documents 1 to 3).
  • the side frame described in Patent Document 1 as a side member extends in the front-rear direction of the vehicle.
  • the side frame is a member with a closed cross-sectional structure composed of an inner member located on the inside in the vehicle width direction and an outer member located on the outside in the vehicle width direction.
  • the inner member of the side frame has band-shaped upper and lower surface portions that extend in the front-rear direction facing each other vertically, and inner side surfaces that connect to both side edges on the inside in the vehicle width direction of the upper and lower surface portions.
  • An inner band-shaped protrusion with a U-shaped cross section is formed on the front end side of this inner side surface portion, extending in the front-rear direction at the middle in the vertical width direction.
  • the inner band-shaped protrusion is formed so that the amount of protrusion in the vehicle width direction gradually decreases from the front end to the rear end.
  • Patent Document 1 does not disclose any idea or configuration for ensuring a large area for attaching other components to the inner member.
  • one of the objectives of this disclosure is to provide a side member that can increase the efficiency of absorbing impact energy and ensure a larger area onto which other vehicle body components can be attached, and a vehicle body equipped with the side member.
  • This disclosure relates to the side member and vehicle body described below.
  • a side member extending in the front-rear direction of a vehicle, A first member having a hat-shaped cross section perpendicular to the front-rear direction; A second member joined to the first member and cooperating with the first member to form a closed cross-sectional shape; Equipped with the first member includes a pair of first end walls rising from a joint portion with the second member, a first side wall disposed between the pair of first end walls, and a convex strip provided on the first side wall, extending in the front-rear direction from a tip of the first member in the front-rear direction and having a shape convex in a direction away from the second member, the first side wall has a portion extending in the front-rear direction so as to approach the apex of the protrusion as it moves away from the tip of the first member, and is flush with the apex at a midpoint in the front-rear direction; A bead extending in the front-rear direction is formed on the first side wall at a location flush with
  • the second member includes a pair of second end walls rising from a joint portion with the first member and a second side wall disposed between the pair of second end walls, The side member described in (1) or (2), wherein the second member has a recess formed on the second side wall, extending in the fore-and-aft direction from a tip of the second member in the fore-and-aft direction and recessed toward the first member.
  • the first member includes a pair of first flanges extending from the pair of first end walls
  • the second member includes a pair of second flanges joined to the pair of first flanges and constituting the joint portion together with the pair of first flanges
  • the side member according to (6), wherein the second bead is formed on the first flange and the second flange in a region where the protruding strip is arranged in the front-rear direction.
  • FIG. 1 is a perspective view showing a main portion of a side member provided on a vehicle body according to an embodiment of the present disclosure.
  • FIG. 2 is a perspective view showing a state in which the side member of FIG. 1 is turned over by 180 degrees.
  • FIG. 3 is a plan view of the first member of the side member.
  • FIG. 4 is a plan view of the second member of the side member.
  • 5 is a cross-sectional view taken along line VV in FIG. 3, and the portion behind the cross section is not shown.
  • FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 3, and the portion behind the cross section is not shown.
  • FIG. 7 is a side view of the side member as viewed along the height direction Z.
  • FIG. 8 is a perspective view of a comparative example.
  • FIG. 1 is a perspective view showing a main part of a side member 2 provided in a vehicle body 1 according to an embodiment of the present disclosure.
  • FIG. 2 is a perspective view showing a state in which the side member 2 of FIG. 1 is inverted by 180 degrees.
  • FIG. 3 is a plan view of a first member 100 of the side member 2.
  • FIG. 4 is a plan view of a second member 200 of the side member 2.
  • FIG. 5 is a cross-sectional view taken along line V-V in FIG. 3, with the illustration of the part behind the cross section omitted.
  • FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 3, with the illustration of the part behind the cross section omitted.
  • FIG. 7 is a side view of the side member 2 as viewed along the height direction Z.
  • the vehicle body 1 in this embodiment is the body of an automobile.
  • the vehicle body 1 is, for example, a passenger car.
  • the passenger car include a sedan type passenger car, a coupe type passenger car, a hatchback type passenger car, a minivan type passenger car, and an SUV (Sport Utility Vehicle) type passenger car.
  • the vehicle body 1 is equipped with a side member 2.
  • the side member 2 is one of the skeletal members for supporting the prime mover, such as the engine or electric motor, and the auxiliary equipment, such as the battery, of the vehicle, and is an impact absorbing member.
  • Impact absorbing members are members that absorb impact when the vehicle collides with an object.
  • the side member 2 is an axially crushable part that serves as an impact absorbing member. Axial crushable parts absorb impact by collapsing while being compressed (axially crushed) in the axial direction of the axially crushable part.
  • the side member 2 has a portion that extends in the fore-and-aft direction X of the vehicle body 1 (vehicle).
  • the vehicle length direction, vehicle width direction, and vehicle height direction of the vehicle body 1 are referred to as the fore-and-aft direction X, width direction Y, and height direction Z, respectively.
  • the side member 2 comprises a first member 100 having a hat-shaped cross section perpendicular to the longitudinal direction X, and a second member 200 joined to the first member 100 and forming a closed cross-sectional shape in cooperation with the first member 100.
  • the closed cross-sectional shape refers to an endless shape (a shape with no interruptions) when tracing the side member 2 in the circumferential direction of the side member 2 in a cross section perpendicular to the longitudinal direction X.
  • the first member 100 has a pair of first flanges 101, 102 joined to the second member 200, a pair of first end walls 103, 104 rising from the pair of first flanges 101, 102, a first side wall 105 disposed between the pair of first end walls 103, 104, and a convex rib 106 provided on the first side wall 105, extending in the fore-and-aft direction X from the tip of the first member 100 in the fore-and-aft direction X and having a convex shape in the direction away from the second member 200.
  • the first side wall 105 has a portion that approaches the apex 123 of the protruding rib 106 as it moves away from the tip of the first member 100 in the fore-and-aft direction X, and is flush with the apex 123 at a midpoint of the first member 100 in the fore-and-aft direction X.
  • the midpoint of the first member 100 in the fore-and-aft direction X refers to a position between the front and rear ends of the first member 100 in the fore-and-aft direction X, and can also be called an intermediate position.
  • a first bead 107 extending in the fore-and-aft direction X is formed on the first side wall 105 at a location flush with the apex 123.
  • the above configuration increases the efficiency of impact energy absorption in the side member 2 and also ensures a larger area for mounting other vehicle body components (suspension tower 3).
  • the vehicle body 1 includes a side member 2 and a suspension tower 3 as a vehicle body member joined to a first member 100 of the side member 2 .
  • the side member 2 is a front side member, and is installed in front of the passenger compartment (not shown).
  • the side member 2 is provided to absorb impact energy due to an impact load acting on the side member 2 in the fore-and-aft direction X when the vehicle collides with a wall or the like while moving forward.
  • a pair of side members 2 are installed on the left and right sides of the vehicle body 1, but since the pair of side members 2 have a symmetrical shape in the width direction Y, this disclosure will explain the configuration of one of the side members 2.
  • the side member 2 extends along the fore-and-aft direction X. As described above, the side member 2 is both an impact absorbing member and a suspension tower support member to which the suspension tower 3 is attached.
  • the tip 20 of the side member 2 is the end of the side member 2 on the front side of the vehicle.
  • a bumper beam is connected to the tip 20 of the side member 2 via a crash box (not shown) or the like.
  • the side member 2 is formed from a steel plate, an aluminum alloy plate, carbon fiber reinforced plastic, a composite material of these, or the like.
  • the tensile strength of the side member 2 is, for example, 590 MPa to 1470 MPa. In this case, the lower limit of the tensile strength may be 980 MPa or 1180 MPa. If the side member 2 is made of steel plate, the plate thickness of the side member 2 is, for example, about 1.0 mm to 2.0 mm.
  • the side member 2 is a structural member that supports the vehicle's own weight, and is thicker than exterior members such as panels.
  • the portion of the side member 2 shown in the drawing is a part of the side member 2, and its length in the fore-and-aft direction X is approximately 400 mm.
  • the specific shape of the portion of the side member 2 rearward of the rear end 23 of the portion shown in the drawing is not important.
  • the side member 2 has a first member 100 and a second member 200.
  • the first member 100 and the second member 200 are aligned in the width direction Y, with the first member 100 disposed on the vehicle inner side (center side) in the width direction Y, and the second member 200 disposed on the vehicle outer side in the width direction Y.
  • the tip of the first member 100 and the tip of the second member 200 are both also the tip 20 of the side member 2.
  • the first member 100 and the second member 200 are symmetrical in the height direction Z.
  • the first member 100 has a pair of first flanges 101, 102, a pair of first end walls 103, 104, a first side wall 105, a protruding rib 106, and a first bead 107. It is preferable that the first member 100 further includes second beads 111 to 116 as in this embodiment.
  • the pair of first flanges 101, 102 are disposed at the upper and lower ends of the first member 100.
  • Each of the first flanges 101, 102 extends from a pair of first end walls 103, 104 along the height direction Z, and is a portion of the side member 2 that protrudes upward and downward.
  • the length of the first flanges 101, 102 in the height direction Z changes, and the tip 20 side of the side member 2 is relatively short and the rear side of the side member 2 is relatively long.
  • a pair of second flanges 201, 202 of the second member 200 which will be described later, are formed in the same shape. With this configuration, when an impact load during a frontal collision of the vehicle acts on the side member 2, the tip 20 side portion of the side member 2 including the protruding strip 106 can be preferentially axially crushed.
  • a pair of first end walls 103, 104 are connected to the pair of first flanges 101, 102.
  • the pair of first end walls 103, 104 extend inward in the width direction Y from the corresponding first flanges 101, 102.
  • Each first end wall 103, 104 may be parallel to the width direction Y, or, as in this embodiment, may be inclined relative to the width direction Y so that the distance between the pair of first end walls 103, 104 narrows as it moves away from the corresponding first flanges 101, 102.
  • a first side wall 105 is connected to the pair of first end walls 103, 104.
  • the first side wall 105 faces inward in the width direction Y.
  • a protruding rib 106 protrudes from the middle of the first side wall 105 in the height direction Z toward the inside in the width direction Y.
  • the convex rib 106 is provided as a portion that increases the number of ridges in the first member 100.
  • the convex rib 106 is formed from the tip 20 of the side member 2 to the middle portion of the side member 2 in the fore-aft direction X.
  • the convex rib 106 is formed, for example, by bending a blank that is the material of the first member 100, and has a different shape from the first bead 107 that is formed by recessing a portion of the material of the first member 100.
  • the height Wif-Wifs of the convex rib 106 at the tip 20 of the side member 2 is greater than the depth of the first bead 107, and is set to, for example, 20 mm or more (approximately 30 mm).
  • the ridge 106 has a pair of ridge end walls 121, 122 connected to the first side wall 105, and a top 123 connected to the ridge end walls 121, 122.
  • the pair of ridge end walls 121, 122 extend inward in the width direction Y from the first side wall 105.
  • Each ridge end wall 121, 122 may be parallel to the width direction Y, or, as in this embodiment, may be inclined relative to the width direction Y so that the distance between the pair of ridge end walls 121, 122 narrows as it moves away from the first side wall 105.
  • a top 123 is connected to the pair of ridge end walls 121, 122.
  • the apex 123 is the tip portion of the first member 100 in the width direction Y, and is a portion that is perpendicular to the width direction Y. In this embodiment, the apex 123 extends straight along the front-rear direction X.
  • the first side wall 105 has a flat portion 105a located behind the ridge 106, and a pair of branch portions 105b, 105c that branch forward from the flat portion 105a and are located on both the upper and lower sides of the ridge 106.
  • the flat portion 105a is a flat portion perpendicular to the width direction Y.
  • the width direction Y is, for example, a direction perpendicular to both the side walls 105, 205 of the first and second members 100, 200.
  • the position of the tip 105a1 of the flat portion 105a coincides with the position of the rear end 106a of the convex rib 106.
  • the outer surface of the flat portion 105a and the outer surface of the apex 123 of the convex rib 106 (the surface facing inward in the width direction Y) are flush with each other and form a continuous flat surface.
  • the flat portion 105a is the portion where the pair of branch portions 105b, 105c and the apex 123 of the convex rib 106 join together, and is the portion where the three outer surfaces of the branch portions 105b, 105c and the convex rib 106 are integrated into one.
  • the suspension tower 3 is fixed to the outer surface of the flat portion 105a and the outer surface of the top portion 123 by welding and/or adhesive.
  • the pair of branch portions 105b, 105c extend from the tip 105a1 of the flat portion 105a to the tip 20 of the side member 2.
  • the length (width) of the ridge 106 in the height direction Z is greater than the length (width) of each branch portion 105b, 105c in the height direction Z. This ensures that the length of the ridge 106 in the height direction Z is sufficient.
  • the branch portion 105b is connected to the ridge end wall 121, and the branch portion 105c is connected to the ridge end wall 122.
  • Each branch 105b, 105c has a tip 105d and an inclined portion 105e located behind the tip 105d.
  • the tip portion 105d extends straight rearward from the tip 20 of the side member 2 in the fore-and-aft direction X.
  • the inclined portion 105e is disposed rearward of the rear end 105d1 of the tip portion 105d, and inclines toward the apex 123 of the convex strip 106 as it moves rearward.
  • the tip portion 105d has a constant length (width) in the height direction Z.
  • the inclined portion 105e narrows in width as it moves rearward.
  • the rear end 105e1 of the inclined portion 105e is aligned in the fore-and-aft direction X with the rear end 106a of the convex strip 106.
  • the length of the inclined portion 105e is longer than the length of the tip portion 105d. This allows the inclined portion 105e to be longer in the front-rear direction X, and reduces the change in shape of the inclined portion 105e when it progresses along the front-rear direction X. Therefore, it is possible to suppress deformation of the inclined portion 105e so as to bend when an impact force along the front-rear direction X acts on the side member 2.
  • Each inclined portion 105e is formed in a shape that continuously progresses toward the top 123 of the protruding portion 106 as it progresses rearward.
  • the height (length in the width direction Y) of the protruding portion end walls 121, 122 adjacent to the inclined portion 105e becomes shorter toward the rear end side of each inclined portion 105e.
  • the difference in height between the first side wall 105 and the protruding portion 106 is largest at the tip 20 of the side member 2, and gradually becomes smaller as it progresses rearward from the tip 20.
  • the length of the pair of first end walls 103, 104 in the width direction Y (height from the first flanges 101, 102) is constant where the tip portion 105d is located, and is longer toward the rear where the inclined portion 105e is located.
  • the first bead 107 is provided on the rear side of the ridge 106 to increase strength against impact loads along the fore-and-aft direction X.
  • the first bead 107 functions to preferentially axially crush the tip 20 side portion of the side member 2 (the portion where the ridge 106 is formed).
  • the first bead 107 is formed at least on the flat portion 105a of the first side wall 105.
  • the first bead 107 is a recessed portion extending along the front-rear direction X, and is formed in a shape recessed from the flat portion 105a toward the second member 200.
  • the first bead 107 may be formed in a shape protruding from the flat portion 105a to the side opposite the second member 200.
  • the first bead 107 may be formed over the entire area of the flat portion 105a, or may be formed only on a part of the flat portion 105a.
  • the depth of the first bead 107 is several mm to about 15 mm, for example, 10 mm. By making the depth of the first bead 107 a certain level or more, the stiffening effect of the first bead 107 can be more reliably achieved.
  • the width (length in the height direction Z) of the first bead 107 is preferably 25% to 95% of the width (length in the height direction Z) of the convex rib 106. By making the width of the first bead 107 equal to or greater than the above lower limit, the stiffening effect of the first bead 107 can be more reliably achieved.
  • the width of the first bead 107 can be extended to the convex rib 106, and the stiffening effect of the first bead 107 on the convex rib 106 can be more reliably achieved. Furthermore, by making the width of the first bead 107 equal to or less than the above upper limit, a larger area can be secured for the flat portion 105a of the first side wall 105, and a larger area can be secured in design to which the suspension tower 3 can be joined.
  • the tip of the first bead 107 is formed in a semicircular shape when viewed from the width direction Y, and the first bead 107 extends straight from this tip to the rear in the fore-aft direction X. It is preferable that the first bead 107 extends over both the flat portion 105a of the first side wall 105 and the apex 123 of the protruding strip 106. In this embodiment, the tip 107a of the first bead 107 is disposed on the apex 123 at a location from the location where the first side wall 105 and the apex 123 are flush in the fore-aft direction X (the tip 105a1 of the flat portion 105a) toward the tip 20 of the side member 2.
  • the tip 107a of the first bead 107 is preferably located about 10 mm to 150 mm forward from the tip 105a1 of the flat portion 105a, and more preferably about 75 mm to 150 mm.
  • a flat portion at a position a predetermined distance rearward from the tip 107a of the first bead 107 may be regarded as the rear end 106a.
  • the tip 107a of the first bead 107 is preferably 150 mm or more rearward from the tip 20 of the side member 2. If the first bead 107 is too close to the tip 20 of the side member 2, when an impact load acts on the side member 2 in the fore-and-aft direction X, the axial crushing behavior of the first member 100 and the second member 200 at the tip 20 of the side member 2 is likely to differ between the first member 100 and the second member 200. Therefore, in order to axially crush the first member 100 and the second member 200 in a balanced manner at the tip 20 of the side member 2, it is preferable that the distance from the tip 20 of the side member 2 to the first bead 107 be equal to or greater than the above value.
  • the above-mentioned parts of the first member 100 are connected via multiple ridges 131 to 138.
  • each first flange 101, 102 and the corresponding first end wall 103, 104 are connected via ridge portions 131, 138.
  • Each first end wall 103, 104 and the first side wall 105 are connected via ridge portions 132, 137.
  • the first side wall 105 and each convex end wall 121, 122 of the convex rib 106 are connected via ridge portions 133, 136.
  • Each convex end wall 121, 122 of the convex rib 106 is connected to the top 123 via ridge portions 134, 135.
  • Each ridge portion 131-138 is an arc-shaped portion having a predetermined radius of curvature when viewed from the front-rear direction X.
  • This radius of curvature is preferably 5 mm to 20 mm, for example, 7 mm.
  • each ridgeline portion 131-138 by setting the radius of curvature of each ridgeline portion 131-138 to the above upper limit or less, the first end walls 103, 104, the first side wall 105, the convex strip end walls 121, 122 of the convex strip 106, and the top portion 123 each have a sufficient length of linear shape when viewed from the front-rear direction X. Therefore, the decrease in the impact energy absorption efficiency of the side member 2 due to irregular deformation during axial crush of the first member 100 when an impact load acts in the front-rear direction X may be suppressed.
  • the first member 100 has eight ridges 131-138 and nine sides 101-104, 105d, 105d, 121-123 at the tip 20 of the side member 2, which is a greater number of ridges than a simple hat shape. Therefore, the first member 100 has a large deformation resistance when axially crushed by an impact load in the fore-and-aft direction X, and can absorb a greater amount of impact energy.
  • the second beads 111 to 116 determine the positions that become the starting points of axial crushing of the side member 2 when an impact load is applied along the fore-and-aft direction X.
  • the second beads 111 to 116 are formed by partially recessing the material of the first member 100 toward the second member 200.
  • the second beads 111 to 116 may also be formed by protruding in a direction away from the second member 200.
  • the second beads 111-116 are arranged in the region where the protruding strip 106 is arranged in the fore-aft direction X. Specifically, in this embodiment, the second beads 111-116 are formed at multiple locations along the height direction Z at the location where the flat tip portion 105d of the first side wall 105 is arranged. The closer the second beads 111-116 are to the tip 20 of the side member 2, the more likely it is that axial crushing of the side member 2 will occur starting from a location close to the tip 20 when an impact load is applied along the fore-aft direction X. In this embodiment, the second beads 111-116 are formed on the ridge portions 131, 132, 134, 135, 137, and 138. The depth of each of the second beads 111-116 may or may not be the same as the depth of the first bead 107.
  • the second beads 111, 116 are also formed on the pair of first flanges 101, 102, and extend in a height direction Z that intersects with the front-rear direction X. As described below, the second beads 111, 116 are joined to second beads 211, 214 formed on the second flanges 201, 202 of the second member 200.
  • the second beads 112 to 115 are formed in a dot shape on the ridge portions 132, 134, 135, and 137, respectively.
  • the second member 200 is formed such that at least the rear end 23 side (FIG. 6) has a hat-shaped cross section perpendicular to the front-rear direction X.
  • the second member 200 has a pair of second flanges 201, 202 joined to the first member 100, a pair of second end walls 203, 204 rising from the pair of second flanges 201, 202, a second side wall 205 disposed between the pair of second end walls 203, 204, and a recessed rib 206 provided on the second side wall 205, extending in the fore-aft direction X from the tip 20 of the side member 2 in the fore-aft direction X and recessed toward the first member 100.
  • the second member 200 further has second beads 211-214.
  • the pair of second flanges 201, 202 are disposed at the upper and lower ends of the second member 200.
  • Each of the second flanges 201, 202 extends from the pair of second end walls 203, 204 along the height direction Z, and is a portion of the side member 2 that protrudes upward and downward.
  • the length of each of the second flanges 201, 202 in the height direction Z changes midway in the front-rear direction X, and the tip 20 side of the side member 2 is relatively short and the rear side of the side member 2 is relatively long.
  • the tip 20 side portion of the side member 2 including the protruding strip 106 can be preferentially axially crushed.
  • the pair of second flanges 201, 202 are joined to the pair of first flanges 101, 102 by welding or/and adhesive, and together with the pair of first flanges 101, 102, form the joints 21, 22.
  • a pair of second end walls 203, 204 are connected to a pair of second flanges 201, 202.
  • the pair of second end walls 203, 204 extend outward in the width direction Y from the corresponding second flanges 201, 202.
  • Each second end wall 203, 204 may be parallel to the width direction Y, or, as in this embodiment, may be inclined with respect to the width direction Y such that the distance between the pair of second end walls 203, 204 narrows as it moves away from the corresponding second flanges 201, 202.
  • the height Wof of each second end wall 203, 204 from the joints 21, 22 is less than the height Wif of each first end wall 103, 104 from the joints 21, 22.
  • a second side wall 205 is connected to the pair of second end walls 203, 204.
  • the second side wall 205 is a portion facing outward in the width direction Y.
  • the second side wall 205 is formed by a flat portion 205a that is flat along the fore-aft direction X from the tip 20 of the side member 2 to halfway in the fore-aft direction X.
  • the second side wall 205 also has an inclined portion 205b formed behind the rear end 205a1 of the flat portion 205a, and this inclined portion 205b smoothly inclines so as to progress toward the first member 100 as it progresses rearward.
  • the height of the second end walls 203, 204 at the location where the inclined portion 205b is located becomes lower the further rearward.
  • a front portion of the inclined portion 205b is aligned in the width direction Y with the inclined portion 105e of the first side wall 105 of the first member 100.
  • the rear portion 205c which is the portion behind the rear end 205b1 of the inclined portion 205b, is aligned with the flat portion 105a of the first side wall 105 in the width direction Y.
  • the grooves 206 are provided as a portion that increases the number of ridges in the second member 200.
  • the grooves 206 are formed from the tip 20 of the side member 2 to the rear end 23 in FIG. 2.
  • the grooves 206 may extend to the rear end (not shown) of the side member 2, or may extend to a position forward of the rear end of the side member 2.
  • the grooves 206 are formed at least to the location where the first bead 107 is located in the front-rear direction X.
  • the grooves 206 are formed to be recessed from the second side wall 205 toward the first member 100, and do not protrude from the second side wall 205 to the outside of the side member 2.
  • the grooves 206 increase the number of ridges, and the provision of the grooves 206 does not increase the dimension of the side member 2 in the width direction Y, making the side member 2 more compact.
  • the grooves 206 are aligned with the protrusions 106 in the width direction Y.
  • the recessed ribs 206 are recessed to an extent that they do not reach the space surrounded by the protruding ribs 106.
  • the recessed rib 206 is formed by bending the material of the second member 200, and is different from the second beads 211-214 (described later) which are formed by recessing a part of the material of the second member 200.
  • the depth Woo of the recessed rib 206 at the tip 20 of the side member 2 is, for example, the same as or greater than the height Wif-Wifs of the protruding rib 106, and is set to, for example, 20 mm or more (approximately 32 mm).
  • the recessed rib 206 extends rearward from the tip 20 of the side member 2 with a constant groove width (length in the height direction Z), and then the groove width widens as it proceeds rearward, and then the groove width narrows as it proceeds rearward, and is then formed into a shape with a constant groove width.
  • the groove 206 has a pair of groove end walls 221, 222 connected to the second side wall 205, and a bottom 223 connected to the groove end walls 221, 222.
  • the pair of recessed end walls 221, 222 may be parallel to the width direction Y, or, as in this embodiment, may be inclined relative to the width direction Y so that the distance between the pair of recessed end walls 221, 222 narrows as they move away from the second side wall 205.
  • the bottom 223 is the part of the second member 200 that protrudes most inward in the width direction Y and is the part that is perpendicular to the width direction Y. At the tip 20 of the side member 2, the bottom 223 is disposed closer to the convex ribs 106 of the first member 100 than the pair of second flanges 201, 202, so that the concave ribs 206 are formed deep.
  • the bottom 223 has a tip portion 223a extending from the tip 20 of the side member 2 along the fore-and-aft direction X, an inclined portion 223b disposed rearward of the tip portion 223a and extending toward the second side wall 205 as it advances rearward, and a rear portion 223c disposed rearward of the inclined portion 223b and parallel to the tip portion 223a.
  • the tip portion 223a is aligned in the width direction Y with the tip portions 105d of the branch portions 105b, 105c of the first side wall 105.
  • the inclined portion 223b is disposed behind the rear end 223a1 of the tip portion 223a.
  • the length of the inclined portion 223b in the front-rear direction X is less than the length of the inclined portion 105e of the first side wall 105, and the entire area of the inclined portion 223b is aligned in the width direction Y with the inclined portion 105e.
  • the rear end 223b1 of the inclined portion 223b is aligned with the rear end 205a1 of the flat portion 205a of the second side wall 205.
  • the depth of the groove 206 is constant at the tip portion 223a, and becomes shallower at the inclined portion 223b as it moves away from the tip 20 of the side member 2.
  • the depth of the groove 206 at the rear 223c becomes shallower as it moves away from the tip 20 of the side member 2 at the point where it connects to the inclined portion 205b of the second side wall 205, and is constant at the point where it connects to the rear 205c of the second side wall 205.
  • the groove width Hoo (the center-to-center distance in the height direction Z of the ridge portions 234, 235) of the groove 206 is constant where the tip portion 223a is located, and where the inclined portion 223b is located, it gradually increases toward the rear at the portion connected to the flat portion 205a of the second side wall 205, and gradually decreases toward the rear at the portion connected to the front side of the inclined portion 205b of the second side wall 205, is constant where the rear side of the inclined portion 205b is connected, and is also constant where the rear portion is connected to the rear portion 205c of the second side wall 205.
  • the above-mentioned parts of the second member 200 are connected via multiple ridges 231 to 238.
  • each second flange 201, 202 and the corresponding second end wall 203, 204 are connected via ridge portions 231, 238.
  • Each second end wall 203, 204 and the second side wall 205 are connected via ridge portions 232, 237.
  • the second side wall 205 and each concave end wall 221, 222 of the concave rib 206 are connected via ridge portions 233, 236.
  • Each concave end wall 221, 222 of the concave rib 206 is connected to the bottom 223 via ridge portions 234, 235.
  • Each ridge portion 231-238 is an arc-shaped portion having a predetermined radius of curvature when viewed from the front-rear direction X.
  • This radius of curvature is preferably 5 mm to 20 mm, for example 7 mm.
  • the significance of the lower and upper limits of the radius of curvature of each edge portion 231-238 is the same as the significance of the lower and upper limits of the radius of curvature of each edge portion 131-138 of the first member 100.
  • the above-described configuration allows the second member 200 to have eight ridges 231-238 and nine sides 201-204, 205a, 205a, 221-223 at the tip 20 of the side member 2, which is a greater number of ridges than a simple hat-shaped member.
  • the second member 200 like the first member 100, has a greater resistance to deformation when subjected to an impact load in the fore-and-aft direction X and is axially crushed, allowing it to absorb a greater amount of impact energy.
  • the second beads 211-214 are portions that determine the position that will be the starting point of axial crushing of the side member 2 when an impact load is applied along the fore-and-aft direction X.
  • the second beads 211-214 are formed by partially forming the material of the second member 200 into a convex or concave shape.
  • the second beads 211-214 are arranged in the region where the convex rib 106 is arranged in the front-rear direction X. Specifically, in this embodiment, the second beads 211-214 are aligned in the front-rear direction X with the second beads 111-116 of the first member 100.
  • the second beads 211-214 are formed at multiple locations along the height direction Z. In this embodiment, the second beads 211-214 are formed on the pair of second flanges 201, 202 of the second member 200 and the ridges 231, 238, and on the ridges 233, 236 connecting the flat portions 205a, 205a of the second side wall 205 and the concave rib end walls 221, 222.
  • the depth of each of the second beads 211-214 may be the same as the depth of the second beads 111-116 of the first member 100, or it may not be the same.
  • the second beads 211, 214 are formed on the second flanges 201, 202 and the ridges 231, 238, and extend in a direction intersecting the front-rear direction X.
  • the second beads 211, 214 are overlapped and joined to the second beads 111, 116 of the first member 100.
  • the second beads 213, 214 are formed in a dot shape on the ridges 234, 235, respectively.
  • the height Wif of the first member 100 from the joints 21, 22 in the width direction Y is higher than the height Wof of the second member 200 from the joints 21, 22.
  • the height Wif of the first member 100 refers to the height in the width direction Y from the joints 21, 22 to the top 123 of the convex strip 106.
  • the height Wof of the second member 200 refers to the height in the width direction Y from the joints 21, 22 to the second side wall 205.
  • the line length of the first member 100 (the length when the first member 100 is viewed as a single line) can be made longer than the line length of the second member 200 (the length when the second member 200 is viewed as a single line).
  • the strength against impact loads in the front-rear direction X can be increased. This further increases the effect of improving the amount of impact energy absorption by providing the ridges 106.
  • the height Wif-Wifs of the ridge 106 along the width direction Y is preferably 15 mm or more. This ensures that the ridge 106 has a sufficient height, thereby increasing the strength of the ridge 106 against the impact load during a frontal collision. This increases the efficiency with which the ridge 106 absorbs impact energy.
  • the ratio Wifs/Wif of the height Wifs of the first end walls 103, 104 to the height Wif of the first member 100 is preferably 0.4 ⁇ Wifs/Wif ⁇ 0.6.
  • the strength of the first end walls 103, 104 and the strength of the ridge 106 against the impact load during a frontal collision can be well balanced, and a higher impact energy absorption efficiency can be achieved for the first member 100 as a whole.
  • the depth Woo of the groove 206 of the second member 200 is preferably 15 mm or more.
  • the depth Woo of the groove 206 15 mm or more, for example about 20 mm, the shape around the groove 206 when viewed from the front-to-rear direction X can be made less flat. This increases the strength of the second member 200 against impact loads during a frontal collision.
  • the ratio Hoo/Woo of the width Hoo of the recessed rib 206 of the second member 200 to the depth Woo of the recessed rib 206 is preferably Hoo/Woo ⁇ 1.5.
  • the suspension tower 3 is an example of another vehicle body member joined to the side member 2.
  • Examples of the other vehicle body member include a frame member or a panel member such as a subframe or a bulkhead.
  • the suspension tower 3 is provided on a vehicle having a strut-type suspension structure or a multi-link-type suspension structure.
  • the suspension tower 3 is, for example, a thin plate member made of the same material as the side member 2.
  • the suspension tower 3 has a lower portion 3a joined to the flat portion 105a of the first side wall 105 of the first member 100 and/or the periphery of the flat portion 105a, and an upper portion 3b extending upward from the lower portion 3a and toward the outside of the vehicle body 1 in the width direction Y.
  • the upper portion 3b is configured to receive the upper end of a shock absorber (not shown).
  • the lower end of the shock absorber is connected to a knuckle arm or link arm (not shown), etc.
  • the portion of the side member 2 where the first bead 107 is formed is suppressed from being axially crushed while the front portion where the first bead 107 is not formed is being axially crushed due to the stiffening effect of the first bead 107.
  • the portion where the first bead 107 is formed is axially crushed while generating high deformation resistance, thereby absorbing the impact load.
  • the first member 100 additionally has the ridges 134 and 135 which are the boundaries between the top 123 of the convex strip 106 and the pair of convex strip end walls 121 and 122, and the ridges 133 and 136 which are the boundaries between the convex strip end walls 121 and 122 and the first side wall 105. Therefore, the strength of the first member 100 against the impact load at the time of a frontal collision of the vehicle is high.
  • the impact energy absorption efficiency can be further increased when the side member 2 is plastically deformed so as to be axially crushed by the impact load.
  • the first side wall 105 has a shape which is inclined so as to gradually become flush with the top 123 as it proceeds from the tip 20 of the side member 2 in the front-rear direction X. Therefore, there is no portion where the shape suddenly changes between the first side wall 105 and the protruding strip 106, and the impact force along the front-rear direction X is not converted into bending force midway along the front-rear direction X. Therefore, the efficiency of absorbing impact energy by axial crushing of the side member 2 can be increased, and the collision safety performance of the vehicle can be improved.
  • the first side wall 105 is formed with the first bead 107 extending in the front-rear direction X at a portion flush with the top portion 123.
  • the portion where the first bead 107 is formed has a high strength along the front-rear direction X and is less likely to be axially crushed than the portion where the first bead 107 is not formed. Therefore, in the side member 2, the tip side where the first bead 107 is not formed, i.e., the tip side portion of the protruding strip 106, is preferentially plastically deformed during impact absorption, and the impact load can be absorbed by the side member 2.
  • the side member 2 can be plastically deformed (axially crushed) more reliably and more greatly during a vehicle collision, and the impact energy absorption efficiency by the side member 2 can be increased. Furthermore, in the side member 2, a flat portion of the surface of the first side wall 105 is widely secured around the portion where the first bead 107 is formed. By providing this wide flat portion, a wide area can be secured for fixing other body parts of the vehicle body 1, such as the suspension tower 3, by welding or bonding. Therefore, the mountability of other body parts of the vehicle body 1 can be improved.
  • the "mountability" includes at least one of the meaning of high design freedom to select the place where the parts are to be mounted and the meaning of ease of mounting work when mounting the parts.
  • the cross-sectional shape of the portion of the side member 2 where the first bead 107 is formed is a shape that is close to a rectangular cross-section that is adopted in relatively many vehicle bodies. Therefore, the suspension tower 3 used in past vehicle models can be mounted on the side member 2 without significantly changing the shape.
  • the tip 107a of the first bead 107 is disposed at the apex 123 of the protruding strip 106.
  • ridge portions 234, 235 that are the boundaries between the bottom 223 of the groove 206 and the pair of groove end walls 221, 222, and ridge portions 233, 236 that are the boundaries between the groove 206 and the second side wall 205.
  • This increases the strength of the second member 200 against impact loads during a frontal collision of the vehicle. This can increase the efficiency of absorbing impact energy when the side member 2 is axially crushed by the impact load.
  • the groove 206 of the second member 200 includes an inclined portion 223b that becomes shallower as it moves away from the tip 20 of the side member 2 in the fore-and-aft direction X.
  • the shape of the groove 206 gradually changes as it moves rearward. Therefore, there is no point where the shape suddenly changes between the second side wall 205 and the groove 206, and the impact load along the fore-and-aft direction X is not converted into bending force midway along the fore-and-aft direction X. This makes it possible to suppress a decrease in the impact energy absorption efficiency caused by a decrease in the amount of plastic deformation of the second member 200 due to bending force. This makes it possible to further increase the impact energy absorption efficiency of the side member 2.
  • the first member 100 and the second member 200 are provided with second beads 111-116, 211-214, respectively.
  • the side member 2 buckles from the location where the second beads 111-116, 211-214 are formed near the tip 20 of the side member 2. This allows the side member 2 to preferentially undergo axial crushing at the location where the convex ribs 106 and concave ribs 206, which have a high impact energy absorption efficiency, are located. This allows the impact energy absorption efficiency of the side member 2 to be further increased.
  • the second beads 111, 116, 211, 214 are formed on the first flanges 101, 102 and the second flanges 201, 202 in the region where the convex strip 106 is arranged in the front-rear direction X.
  • the deformation starting point of the first flanges 101, 102 and the second flanges 201, 202 when the impact load during a frontal collision of the vehicle acts on the side member 2 can be set to the location where the second beads 111, 116, 211, 214 are arranged, and the axial crushing operation of the side member 2 can be more reliably performed as desired.
  • first flanges 101, 102 and the second flanges 201, 202 are firmly joined by the second beads 111, 116, 211, 214. Therefore, when the side member 2 is axially crushed, the first flanges 101, 102 and the second flanges 201, 202 are deformed out-of-plane in the same direction. In other words, it is possible to prevent the first flanges 101, 102 and the second flanges 201, 202 from deforming out of plane in opposite directions so as to peel off from each other. This makes it possible to prevent a decrease in the impact energy absorption efficiency caused by the first flanges 101, 102 and the second flanges 201, 202 peeling off from each other.
  • the first bead 107 is described as extending to the apex 123 of the protruding rib 106. However, this does not have to be the case.
  • the tip 107a of the first bead 107 may be located at a location where the first side wall 105 and the apex 123 are flush in the front-rear direction X (the tip 105a1 of the flat portion 105a).
  • the number of second beads in the first member 100 may be greater or less than the number in the above-described embodiments.
  • the number of second beads in the second member 200 may be greater or less than the number in the above-described embodiments.
  • at least one of the second beads in the first member 100 and the second beads in the second member 200 may be omitted.
  • the second beads 111-116, 211-214 are the starting points for the initiation of axial crushing in the side member 2 due to the impact load during a vehicle frontal collision, but this does not have to be the case.
  • a through hole may be provided in the first member 100 and/or the second member 200.
  • the starting points for the initiation of axial crushing in the side member 2 due to the impact load during a vehicle frontal collision are the parts in which the through holes are formed.
  • the second member 200 is generally hat-shaped in a cross section perpendicular to the front-rear direction X, but this does not have to be the case.
  • the second member 200 may have another shape, such as a straight flat plate shape in the height direction Z in a cross section perpendicular to the front-rear direction X.
  • the side member 2 is a front side member, but this need not be the case.
  • the side member of the present disclosure may be a rear side member installed at the rear of the cabin.
  • the tip 20 of the side member 2 is the rear end of the vehicle body 1.
  • the orientation of the side member as viewed from the fore-and-aft direction X may differ, for example, by 90 degrees or 180 degrees from the orientation of the side member when described as a front side member.
  • the conditions in the example are an example of conditions adopted to confirm the feasibility and effects of the present disclosure, and the present disclosure is not limited to this example of conditions.
  • the present disclosure may adopt various conditions as long as they do not deviate from the gist of the present disclosure and achieve the purpose of the present disclosure.
  • each ridge line portion 131 to 138 at the tip 20 of the side member 2 as viewed from the front-rear direction X 7 mm Length in the height direction Z between the two most distant ridges 131, 138: 150 mm
  • the distance in the height direction Z between the first flange 101 and the protruding strip 106 43 mm Height of the first member 100 in the width direction Y: 60 mm
  • the first bead 107 in Example 1 has a tip 107a disposed 50 mm forward in the fore-aft direction X from a point (tip 105a1 of the flat portion 105a) where the first side wall 105 and the top portion 123 are flush with each other, and has a length of 100 mm in the fore-aft direction X from this point rearward to the rear end 23 of the side member 2. That is, the first bead 107 is formed not only on the flat portion 105a of the first side wall 105, but also on the protruding strip 106.
  • the width (length in the height direction Z) and depth of the first bead 107 are both 10 mm.
  • the first bead 107 in Example 2 has a tip 107a disposed 100 mm forward in the fore-aft direction X from a point (tip 105a1 of the flat portion 105a) where the first side wall 105 and the top portion 123 are flush with each other, and has a length of 150 mm in the fore-aft direction X from this point rearward to the rear end 23 of the side member 2. That is, the first bead 107 is formed not only on the flat portion 105a of the first side wall 105, but also on the protruding strip 106. The width (length in the height direction Z) and depth of the first bead 107 are both 10 mm.
  • the first bead 107 in Example 3 has a tip 107a disposed 150 mm forward in the fore-aft direction X from a point (tip 105a1 of the flat portion 105a) where the first side wall 105 and the top portion 123 are flush with each other, and has a length of 200 mm in the fore-aft direction X from this point rearward to the rear end 23 of the side member 2. That is, the first bead 107 is formed on the convex strip 106 in addition to the flat portion 105a of the first side wall 105.
  • the width (length in the height direction Z) and depth of the first bead 107 are both 5 mm.
  • the first bead 107 of Example 2 is a more elongated version of the first bead 107 of Example 1
  • the first bead 107 of Example 3 is a more elongated version of the first bead 107 of Example 2.
  • the comparative example does not include the first bead 107, the convex rib 106, and the concave rib 206.
  • the side member is configured by the first member 100' and the second member 200'.
  • Each of the members 100' and 200' has a cross section perpendicular to the front-rear direction X formed in a hat shape.
  • the first member 100' has a pair of first flanges 101 and 102, a pair of end walls 103' and 104', and a side wall 105'.
  • the first side wall 105' is configured by a flat portion perpendicular to the width direction Y.
  • the second member 200' has a pair of first flanges 201 and 202, a pair of end walls 203' and 204', and a side wall 205'.
  • the second side wall 205' is configured by a flat portion perpendicular to the width direction Y.
  • the second beads 111, 116, 211, and 214 are formed on the first flanges 101 and 102 and the second flanges 201 and 202, and no other second beads are present.
  • the other configurations are the same as those in the first embodiment.
  • Weight ratio and energy absorption ratio of comparative examples 1.00, 1.00 Weight ratio and energy absorption ratio of Example 1: 0.92, 1.02 Weight ratio and energy absorption ratio of Example 2: 0.90, 1.37 Weight ratio and energy absorption ratio of Example 3: 0.90, 1.36
  • Examples 1 to 3 are able to absorb more energy while reducing mass compared to the comparative example, demonstrating excellent impact energy absorption efficiency.
  • Examples 2 and 3 by extending the first bead 107 more than 50 mm forward from the flat portion 105a of the first side wall 105 to the ridges 106, the energy absorption ratio can be improved by nearly 40%, demonstrating extremely excellent impact energy absorption efficiency.
  • the first beads in Examples 4 and 5 are similar to those in Example 3.
  • the width Hoo of the recessed strip 206 at the tip 20 of the side member 2 in Example 4 is 36 mm.
  • the width Hoo of the recessed strip 206 at the tip 20 of the side member 2 in Example 5 is 28 mm.
  • the depth Woo of the recessed strip 206 at the tip 20 of the side member 2 in Examples 4 and 5 is both 20 mm. Therefore, the ratio Hoo/Woo of the width Hoo to the depth Woo of the recessed strip 206 is 1.8 (more than 1.5) in Example 4 and 1.4 (1.5 or less) in Example 5.
  • Examples 4 and 5 are able to absorb more energy while reducing mass compared to the comparative example, demonstrating excellent impact energy absorption efficiency.
  • Example 5 it has been demonstrated that by setting the ratio Hoo/Woo of the width Hoo and depth Woo of the grooves 206 to 1.5 or less, the depth of the grooves 206 can be sufficiently ensured and the energy absorption ratio can be clearly increased. In this way, it has been demonstrated that the provision of the grooves 206 can increase the strength against impact loads and provide excellent impact energy absorption efficiency.
  • Example 7 differs from Example 6 in that, in addition to the configuration of Example 6, second beads having the same shape as the second bead 212 are added to the flat portions 205a, 205a of the second side wall 205 at a pitch (center-to-center distance) of 40 mm behind the second bead 212, and further, second beads having the same shape as the second bead 213 are added at a pitch of 40 mm behind the second bead 213.
  • Example 6 and 7 were the same as those for Examples 1 to 3 and the Comparative Example, except that the weight ratio and energy absorption ratio for Example 6 were both set to 1.00. The results are shown below. Weight ratio and energy absorption ratio of the comparative example: 1.11, 0.88 Weight ratio and energy absorption ratio of Example 6: 1.00, 1.00 Weight ratio and energy absorption ratio of Example 7: 1.00, 1.11
  • Examples 6 and 7 are able to absorb more energy while reducing mass compared to the comparative example, demonstrating superior impact energy absorption efficiency.
  • each portion on the tip 20 side of the side member 2 can be plastically deformed into a more fine bellows-like shape by the impact load. This demonstrates superior impact energy absorption efficiency.
  • the present invention can be applied to a side member and a vehicle body equipped with the same.
  • Vehicle body 2 Side member 3 Suspension tower (vehicle body member) 21, 22 Joint portion 100
  • First side wall 105e Inclined portion portion extending so as to approach the top of the protruding strip as it moves away from the tip of the first member)
  • Convex strip 107
  • First bead (bead) 107a Bead tip 111-116 Second bead
  • Second side wall 206 Recessed ridges 211-214 Second bead 223b Sloping portion (portion that becomes shallower as it moves away from the tip of the second member)

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
PCT/JP2024/016752 2023-05-02 2024-05-01 サイドメンバ、およびこれを備える車体 Ceased WO2024228387A1 (ja)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04297376A (ja) * 1991-03-26 1992-10-21 Nissan Motor Co Ltd 車体骨格メンバ
JP2010070133A (ja) * 2008-09-19 2010-04-02 Mazda Motor Corp 車体構造
JP2011088597A (ja) * 2009-10-26 2011-05-06 Mazda Motor Corp 車両の前部車体構造

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04297376A (ja) * 1991-03-26 1992-10-21 Nissan Motor Co Ltd 車体骨格メンバ
JP2010070133A (ja) * 2008-09-19 2010-04-02 Mazda Motor Corp 車体構造
JP2011088597A (ja) * 2009-10-26 2011-05-06 Mazda Motor Corp 車両の前部車体構造

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