Title of invention: Automotive structural member
Technical field
[0001]
　The present invention relates to an automobile structural member.
Background technology
[0002]
　In recent years, in response to stricter CO 2 emission regulations for automobiles, weight reduction of automobile bodies has been promoted. On the other hand, structural members such as side sills and bumper beams are required to improve energy absorption performance at the time of collision. However, as the weight of the structural member is reduced, the bending rigidity of the structural member decreases, so measures such as arranging a reinforcing member inside the structural member are taken.
[0003]
　Patent Document 1 discloses a side sill structure in which an insert member is provided inside a hollow side sill. The insert member of Patent Document 1 is composed of two parts having different member shapes in the vehicle width direction. More specifically, the insert member has a portion provided with a cross member located on the outside of the vehicle in the vehicle width direction and a hollow portion on which the cross member located on the inside of the vehicle in the vehicle width direction is not provided. .. In the side sill structure of Patent Document 1, the portion provided with the cross member is crushed at the time of side collision to absorb energy, while the hollow portion is not crushed to protect parts such as a battery. The pair of vertical wall portions of the insert member in the vehicle width direction are not joined to the pair of vertical wall portions of the side sill.
[0004]
　Patent Document 2 discloses a joint structure having a plate-shaped reinforcing member arranged so as to be sandwiched between a hat-shaped side sill inner panel and a hat-shaped side sill outer panel. In the joining structure of Patent Document 2, each flange is spot-welded with the reinforcing member sandwiched between the flange of the side sill inner panel and the flange of the side sill outer panel, and the members are joined to each other. Has been done.
[0005]
　Patent Document 3 discloses a bumper beam structure in which a gusset forming a closed cross section is provided on the front surface side of the bumper beam main body.
[0006]
　Patent Document 4 discloses a bumper insertion having a rib connecting the front wall and the rear wall and another rib connecting the rib and the upper wall or the lower wall. Patent Document 5 discloses a structural member having a main stay connecting a pair of facing walls and a reinforcing stay connecting the main stay and the short side wall. Patent Document 6 discloses a front structure of a vehicle having a horizontal rib erected between a pair of left and right peripheral walls and a vertical rib that intersects the horizontal rib and connects the upper peripheral wall or the lower peripheral wall. ing. Patent Document 7 discloses a vehicle bumper structure having a horizontal partition wall portion connecting the front wall portion and the rear wall portion and a vertical partition wall portion connecting the horizontal partition wall portion with the upper wall portion or the lower wall portion. .. Patent Document 8 discloses a vehicle bumper structure having a rib connecting the bumper cover and the bumper insertion, and a vertical wall portion connecting the rib and the upper or lower wall portion of the bumper cover. There is. Patent Document 9 discloses a structural member in which a space in a hollow portion having a rectangular cross section is divided in an X shape.
Prior art literature
Patent documents
[0007]
Patent Document 1: US Patent Application Publication No. 2013/0088044
Patent Document 2: International Publication No. 2016/031964
Patent Document 3
: Japanese Patent Application Laid-Open No. 2006-1706045 Patent Document 4: Japanese Patent Application Laid-Open No. 09-104299
Patent Document 5: Japanese Patent Application Laid-Open No. 11-255048
Patent Document 6: Japanese Patent Application Laid-Open No. 2010-228729
Patent Document 7: Japanese Patent Application Laid-Open No. 2009-090705
Patent Document 8: Japanese Patent Application Laid-Open No. 63-141058
Patent Document 9: Japanese Patent Application Laid-Open No. 2008 -240969A
Outline of the invention
Problems to be solved by the invention
[0008]
　The side sill structure of Patent Document 1 improves the amount of energy absorption by crushing the insert member itself inside the side sill, but the structure does not utilize the material properties of the entire side sill, and the energy absorption performance. There is room for improvement in terms of weight efficiency. Further, the structures of Patent Documents 2 to 9 also have room for improvement from the viewpoint of energy absorption efficiency (weight efficiency of energy absorption performance).
[0009]
　The present invention has been made in view of the above circumstances, and an object of the present invention is to improve the energy absorption efficiency of an automobile structural member, and to achieve both weight reduction and improvement of energy absorption performance.
Means to solve problems
[0010]
　One aspect of the present invention for solving the above problems is an automobile structural member, which is a pair of vertical members connecting a top wall portion, a bottom wall portion facing the top wall portion, and the top wall portion and the bottom wall portion. In a hollow automobile structural member having a first vertical wall portion and a second vertical wall portion which are wall portions, one end is joined to the top wall portion and the other end is joined to the bottom wall portion. A second reinforcing portion, one end of which is joined to one of the first vertical wall portion and the second vertical wall portion, and the other end of which is joined to the first reinforcing portion. The second reinforcing portion is provided along the height direction of the vertical wall portion.
[0011]
　In the automobile structural member in which one end of the second reinforcing portion is joined to the first vertical wall portion and the other end portion is joined to the first reinforcing portion, one end portion is joined to the top wall portion. The other first reinforcing portion provided between the first reinforcing portion and the second vertical wall portion, which is joined and the other end portion is joined to the bottom wall portion, and one end portion thereof are the first. It further has another second reinforcing portion joined to the vertical wall portion of 2 and the other end portion joined to the other first reinforcing portion, and the other second reinforcing portion is said to have the above-mentioned other second reinforcing portion. A plurality of vertical wall portions may be provided along the height direction.
[0012]
　It is preferable that the top wall portion and the two first reinforcing portions joined to each other via the bottom wall portion are not joined to each other except for the top wall portion and the bottom wall portion.
[0013]
　The distance between the top wall portion and the bottom wall portion is referred to as a member height, the region on the top wall portion side from the center position of the member height is referred to as a first region, and the region from the center position of the member height is described. When the region on the bottom wall side is referred to as the second region, the number of the second reinforcing portions provided in the first region is the number of the second reinforcing portions provided in the second region. It is preferably more than the number of reinforcing portions.
[0014]
　When the distance between the second reinforcing portions in the height direction of the vertical wall portion is b, and the distance between the vertical wall portion to which the second reinforcing portion is joined and the first reinforcing portion is a. It is preferable that 0 As
　shown in FIGS. 1 and 2, the automobile structural member 1 of the present embodiment has a square tubular hollow portion 10, and the hollow portion 10 has four wall portions. It is configured. More specifically, the hollow portion 10 is a vertical portion that is a pair of a top wall portion 11, a bottom wall portion 12 that is a wall portion facing the top wall portion 11, and a pair of wall portions that connect the top wall portion 11 and the bottom wall portion 12. It has four wall portions including the wall portion 13. In the present specification, for convenience of explanation, the left vertical wall portion 13 in the drawing is referred to as a first vertical wall portion 13a, and the right vertical wall portion 13 is referred to as a second vertical wall portion 13b. The materials of the top wall portion 11, the bottom wall portion 12, the first vertical wall portion 13a and the second vertical wall portion 13b are not particularly limited, and for example, various materials such as steel materials, aluminum alloy members, magnesium alloy members, and fiber reinforced resins are used. Resin material and the like can be adopted.
[0024]
　In the hollow portion 10 of the present embodiment, the shape of the closed cross-sectional space in the cross section perpendicular to the X direction, which is the longitudinal direction of the member of the automobile structural member 1, is square, and the top wall portion 11 and the bottom wall portion 12 are parallel to each other. , The first vertical wall portion 13a and the second vertical wall portion 13b are parallel to each other. Further, the first vertical wall portion 13a and the second vertical wall portion 13b are perpendicular to the top wall portion 11 and the bottom wall portion 12, respectively. As used herein, the X, Y, and Z directions are perpendicular to each other.
[0025]
　FIG. 3 is a diagram showing an example of a vehicle body skeleton. When the automobile structural member 1 is, for example, a side sill, the X direction is the vehicle length direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle width direction. When the automobile structural member 1 is, for example, a bumper beam, the X direction is the vehicle width direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle length direction. When the automobile structural member 1 is, for example, a center pillar, the X direction is the vehicle height direction, the Y direction is the vehicle length direction, and the Z direction is the vehicle width direction. When the automobile structural member 1 is a side member of a rudder frame as shown in FIG. 4, for example, the X direction is the vehicle length direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle width direction. When the automobile structural member 1 is, for example, a cross member of a rudder frame, the X direction is the vehicle width direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle length direction. The shape of the closed cross-section space of the hollow portion 10 in the cross section perpendicular to the X direction may be, for example, a rectangle. Further, in the hollow portion 10, the wall portions having a parallel relationship do not have to be strictly parallel to each other, and the wall portions having a vertical relationship do not have to be strictly vertical to each other. Further, the hollow portion 10 may be partially provided with beads or holes.
[0026]
　The top wall portion 11, the bottom wall portion 12, the first vertical wall portion 13a, and the second vertical wall portion 13b may be manufactured by integral molding such as extrusion molding. Further, for example, the hollow portion 10 may be configured by joining the outer panel 15 formed in a hat shape and the inner panel 16 formed in a hat shape to each other as shown in FIG. In the example of FIG. 5, the outer panel 15 has a top wall portion 15a, a vertical wall portion 15b, and a flange portion 15c, and the inner panel 16 has a top wall portion 16a, a vertical wall portion 16b, and a flange. It has a portion 16c. In the example of FIG. 5, the hollow portion 10 is formed by joining the flange portion 15c of the outer panel 15 and the flange portion 16c of the inner panel 16 to each other. Also in the case of FIG. 5, the hollow portion 10 has the above-mentioned top wall portion 11, bottom wall portion 12, and a pair of vertical wall portions 13. More specifically, in the example of FIG. 5, the top wall portion 15a of the outer panel 15 corresponds to the top wall portion 11 of the hollow portion 10, and the top wall portion 16a of the inner panel 16 corresponds to the bottom wall portion 12 of the hollow portion 10. To do. Further, the vertical wall portion 15b of the outer panel 15 and the vertical wall portion 16b of the inner panel 16 form a pair of vertical wall portions 13a and 13b of the hollow portion 10. The shape of the closed cross-section space in the cross section perpendicular to the X direction in the case of FIG. 5 is also, for example, square or rectangular, depending on the shape of the outer panel 15 and the inner panel 16, as in the case of the square tubular hollow portion 10 described above. It becomes.
[0027]
　As shown in FIG. 6, the hollow portion 10 may include the top wall portion 11 and the bottom wall portion 12 of the hollow portion 10 by the vertical wall portion 15b of the outer panel 15 and the vertical wall portion 16b of the inner panel 16. In the example of FIG. 6, the top wall portion 15a of the outer panel 15 and the top wall portion 16a of the inner panel 16 correspond to a pair of vertical wall portions 13a and 13b of the hollow portion 10. The hollow portion 10 may be formed by joining the flange portion 17c of the hat-shaped panel 17 and the plate 18 to each other as shown in FIG. In the example of FIG. 7, the top wall portion 17a of the panel 17 corresponds to the top wall portion 11 of the hollow portion 10, and the pair of vertical wall portions 17b of the panel 17 corresponds to the pair of vertical wall portions 13a and 13b of the hollow portion 10. The plate 18 corresponds to the bottom wall portion 12 of the hollow portion 10. Further, in the example of FIG. 8, the pair of vertical wall portions 17b of the panel 17 correspond to the top wall portion 11 and the bottom wall portion 12 of the hollow portion 10, and the hollow portion 10 is formed by the top wall portion 17a and the plate 18 of the panel 17. A pair of vertical wall portions 13a and 13b are configured.
[0028]
　As shown in FIG. 2, the automobile structural member 1 is a plate-shaped reinforcing portion in which one end is joined to the top wall portion 11 and the other end is joined to the bottom wall portion 12. Has 20 ". Two first reinforcing portions 20 of the present embodiment are provided at intervals in the Y direction. In the present specification, the first reinforcing portion 20 on the side close to the first vertical wall portion 13a is referred to as "first reinforcing portion 20a", and the first reinforcing portion 20 on the side close to the second vertical wall portion 13b. The reinforcing portion 20 is referred to as a “first reinforcing portion 20b”. The material of the first reinforcing portion 20 is not particularly limited, and various resin materials such as a steel material, an aluminum alloy member, a magnesium alloy member, and a fiber reinforced resin can be adopted. The method of joining the first reinforcing portion 20 to the top wall portion 11 and the bottom wall portion 12 is not particularly limited.
[0029]
　From the viewpoint of improving the energy absorption efficiency, the top wall portion 11 is a wall portion located on the outside of the vehicle among the wall portion located on the outside of the vehicle and the wall portion located on the inside of the vehicle of the automobile structural member 1. Is preferable. That is, when the automobile structural member 1 is, for example, a side sill, a center pillar, or a side member of a rudder frame, the top wall portion 11 is preferably a wall portion on the outer side of the vehicle in the vehicle width direction. When the automobile structural member 1 is, for example, a bumper beam on the front side or a cross member on the front side of the rudder frame, the top wall portion 11 is preferably a wall portion on the front side in the vehicle length direction. When the automobile structural member 1 is, for example, a bumper beam on the rear side or a cross member on the rear side of the rudder frame, the top wall portion 11 is preferably a wall portion on the rear side in the vehicle length direction. That is, when the automobile structural member 1 is a cross member of a bumper beam or a rudder frame, the top wall portion 11 is preferably a wall portion on the outer side of the vehicle in the vehicle length direction.
[0030]
　The automobile structural member 1 has a plate-like shape in which one end is joined to either one of the first vertical wall portion 13a and the second vertical wall portion 13b, and the other end is joined to the first reinforcing portion 20. It further has a "second reinforcing portion 30" which is a reinforcing portion. A plurality of second reinforcing portions 30 are provided along the height direction of the vertical wall portion 13.
[0031]
　In the present embodiment, one end is joined to the first vertical wall portion 13a, the other end is joined to the first reinforcing portion 20a, the second reinforcing portion 30a, and one end is the second vertical wall. Two second reinforcing portions 30, such as a second reinforcing portion 30b joined to the portion 13b and the other end joined to the first reinforcing portion 20b, are provided. The material of the second reinforcing portion 30 is not particularly limited, and for example, various resin materials such as a steel material, an aluminum alloy member, a magnesium alloy member, and a fiber reinforced resin can be adopted.
[0032]
　The method of joining the second reinforcing portion 30 to the hollow portion 10 and the first reinforcing portion 20 is not particularly limited. For example, flange portions 31 are provided at both ends of the second reinforcing portion 30 in the Y direction so that the cross-sectional shape of the second reinforcing portion 30 is U-shaped as shown in FIG. The second reinforcing portion 30 may be joined to the hollow portion 10 and the first reinforcing portion 20 by spot welding the vertical wall portion 13 and the first reinforcing portion 20. Further, for example, the hollow portion 10, the first reinforcing portion 20, and the second reinforcing portion 30 may be integrally molded by extrusion molding to be joined. The mode of joining is not limited to spot welding, and may be, for example, T-shaped fillet welding such as arc welding or joining with an adhesive or the like.
[0033]
　As will be shown in Examples described later, from the viewpoint of improving the energy absorption efficiency, the two first reinforcing portions 20, that is, the first reinforcing portion 20a and the first reinforcing portion 20b are the top wall portion 11 and the bottom. It is preferable that the portions other than the wall portion 12 are not joined to each other. In the example of FIG. 2, the ends of the first reinforcing portion 20a and the first reinforcing portion 20b in the height direction (Z direction) are joined to each other via the top wall portion 11 and the bottom wall portion 12. However, in the other portion, that is, in the inner space of the hollow portion 10, the first reinforcing portion 20a and the first reinforcing portion 20b are not joined to each other. In such an automobile structural member 1, the energy absorption efficiency is improved as compared with the case where the first reinforcing portions 20a and 20b are joined to each other at portions other than the top wall portion 11 and the bottom wall portion 12.
[0034]
　In the example of FIG. 10, two third reinforcing portions 40 and four fourth reinforcing portions 50 are provided between the first reinforcing portion 20a and the first reinforcing portion 20b. Similar to the first reinforcing portion 20, the third reinforcing portion 40 has one end joined to the top wall portion 11 and the other end joined to the bottom wall portion 12. The fourth reinforcing portion 50 is provided between a pair of third reinforcing portions 40, one end thereof is joined to one third reinforcing portion 40, and the other end portion is joined to the other third reinforcing portion 40. It is joined. Even in the automobile structural member 1 shown in FIG. 10, energy absorption is performed because the first reinforcing portion 20a and the first reinforcing portion 20b are not joined to each other in the portions other than the top wall portion 11 and the bottom wall portion 12. Efficiency is likely to improve.
[0035]
　The first reinforcing portion 20 and the second reinforcing portion 30 may be provided over the entire area of ​​the automobile structural member 1 in the X direction (longitudinal direction of the member) as shown in FIG. 1, but the automobile structure is shown as shown in FIG. It may be provided in a part of the region of the member 1 in the X direction. From the viewpoint of effectively improving the energy absorption efficiency, the length L of the first reinforcing portion 20 and the second reinforcing portion 30 in the X direction is 2% or more of the length L 0 of the automobile structural member 1 in the X direction. Is preferable. The length L of the first reinforcing portion 20 and the second reinforcing portion 30 is preferably 5% or more, more preferably 10% or more, and 15% of the length L 0 of the automobile structural member 1. The above is more preferable. Further, from the viewpoint of effectively improving the energy absorption efficiency, the length L of the first reinforcing portion 20 and the second reinforcing portion 30 is 80% or less of the length L 0 of the automobile structural member 1. It is preferably 60% or less, more preferably 40% or less.
[0036]
　The automobile structural member 1 of the present embodiment is configured as described above. In the automobile structural member 1, the first reinforcing portion 20 joined to both the top wall portion 11 and the bottom wall portion 12 inside the hollow portion 10, and the vertical wall portion 13 and the first reinforcing portion 20. By providing the second reinforcing portion 30 joined to both, the surface rigidity of the top wall portion 11 is improved. In particular, since a plurality of second reinforcing portions 30 are provided along the height direction of the vertical wall portion 13, the surface rigidity of the top wall portion 11 can be effectively increased. As shown in Examples described later, the automobile structural member 1 provided with the first reinforcing portion 20 and the second reinforcing portion 30 as in the present embodiment is excellent in energy absorption efficiency, so that the weight can be reduced. It is possible to achieve both energy absorption performance.
[0037]
　From the viewpoint of improving the energy absorption efficiency, it is preferable that the first reinforcing portion 20 is not too close to the vertical wall portion 13. For example, as shown in FIG. 2, the distance (length in the Y direction) between the first vertical wall portion 13a and the second vertical wall portion 13b is referred to as a member width W, and the distance (length in the Y direction) is referred to as the member width W from the center position C of the member width W. The distance from the central position C of the member width W to the vertical wall portion 13 on the side where the first reinforcing portion 20 exists with respect to the central position C is defined as Wh 0, and the distance from the central position C of the member width W to the first reinforcing portion 20 is defined as Wh. If so, it is preferable to satisfy 0 ≦ (Wh / Wh 0 ) × 100 ≦ 95. When the value of (Wh / Wh 0 ) × 100 satisfies this range, the effect of improving the energy absorption efficiency becomes large.
[0038]
　In the case of the present embodiment, of the first vertical wall portion 13a and the second vertical wall portion 13b, the vertical wall portion 13 on the side where the first reinforcing portion 20a exists with respect to the central position C of the member width W is , The first vertical wall portion 13a. Therefore, the distance Wh 0 from the center position C of the member width W to the first vertical wall portion 13a and the distance Wh from the center position C of the member width W to the first reinforcing portion 20a are 0 ≦ (Wh / Wh /). It is preferable to satisfy Wh 0 ) × 100 ≦ 95. Further, in the case of the present embodiment, of the first vertical wall portion 13a and the second vertical wall portion 13b, the vertical wall portion on the side where the first reinforcing portion 20b exists with respect to the central position C of the member width W. Reference numeral 13 denotes a second vertical wall portion 13b. Therefore, the distance Wh 0 from the center position C of the member width W to the second vertical wall portion 13b and the distance Wh from the center position C of the member width W to the first reinforcing portion 20b are 0 ≦ (Wh / Wh /). It is preferable to satisfy Wh 0 ) × 100 ≦ 95.
[0039]
　From the viewpoint of improving the energy absorption efficiency, the value of (Wh / Wh 0 ) × 100 is preferably 90 or less, more preferably 80 or less, and further preferably 70 or less. Further, the value of (Wh / Wh 0 ) × 100 is preferably 5 or more, more preferably 10 or more, and further preferably 20 or more. The distance from the center position C of the member width W to the first reinforcing portion 20a and the distance from the center position C of the member width W to the first reinforcing portion 20b may be different from each other, but the member width W The first reinforcing portion 20 is provided between the central position C of the above and the first vertical wall portion 13a, and between the central position C of the member width W and the second vertical wall portion 13b, respectively. preferable.
[0040]
　From the viewpoint of improving the energy absorption efficiency, the distance between the vertical wall portion 13 to which the second reinforcing portion 30 is joined and the first reinforcing portion 20 is set to “a” as shown in FIG. 12, and the vertical wall portion 13 When the distance between the second reinforcing portions 30 in the height direction of is “b”, it is preferable that 0 As
　shown in FIG. 16, in the automobile structural member 1 of the second embodiment, the second reinforcing portion 30 is provided so as to be inclined rather than parallel to the top wall portion 11. There is. Other configurations of the automobile structural member 1 in the second embodiment are the same as those in the first embodiment.
[0044]
　Similar to the first embodiment described above, the automobile structural member 1 of the second embodiment includes the first reinforcing portion 20 joined to the top wall portion 11 and the bottom wall portion 12, and the vertical wall portion 13. It has a structure having a second reinforcing portion 30 joined to the first reinforcing portion 20, and can improve the surface rigidity of the top wall portion 11. The angle θ formed by the surface P parallel to the top wall portion 11 and the second reinforcing portion 30 shown in FIG. 17 is appropriately changed according to the required weight limit, energy absorption performance, etc., but is 60 ° or less. It is preferable to have. Further, from the viewpoint of improving the energy absorption efficiency, it is preferable that the angle θ approaches 0 °.
[0045]

　The automobile structural member 1 of the first to second embodiments described above is provided with two first reinforcing portions 20, but the automobile of the third embodiment shown in FIG. In the structural member 1, only one first reinforcing portion 20 is provided. Other configurations of the automobile structural member 1 in the third embodiment are the same as those in the first embodiment.
[0046]
　Similar to the first embodiment described above, the automobile structural member 1 of the third embodiment includes the first reinforcing portion 20 joined to the top wall portion 11 and the bottom wall portion 12, and the vertical wall portion 13. It has a structure having a second reinforcing portion 30 joined to the first reinforcing portion 20, and can improve the surface rigidity of the top wall portion 11. When only one first reinforcing portion 20 is provided as in the third embodiment, the other end of the second reinforcing portion 30 to which one end is joined to the first reinforcing portion 20 is the first. It is joined to either one of the vertical wall portion 13a of 1 and the vertical wall portion 13b of the second.
[0047]
　Further, also in the automobile structural member 1 of the third embodiment, similarly to the first to second embodiments described above, the vertical direction on the side where the first reinforcing portion 20 exists from the central position C of the member width W. When the distance to the wall portion 13 (the first vertical wall portion 13a in the third embodiment) is Wh 0, and the distance from the center position C of the member width W to the first reinforcing portion 20 is Wh. , 0 ≦ (Wh / Wh 0 ) × 100 ≦ 95 is preferably satisfied. From the viewpoint of effectively improving the energy absorption efficiency, the value of (Wh / Wh 0 ) × 100 is preferably 90 or less, more preferably 80 or less, and further preferably 70 or less. .. Further, the value of (Wh / Wh 0 ) × 100 is preferably 5 or more, more preferably 10 or more, and further preferably 20 or more. In the automobile structural member 1 in which only one first reinforcing portion 20 is provided as in the third embodiment, the length of the second reinforcing portion 30 in the Y direction is long, so that, for example, the first reinforcing portion 30 is shown in FIG. A structure is also conceivable in which the reinforcing portion 20 of 1 is provided on the second vertical wall portion 13b side with respect to the central position C of the member width W. In the case of such a structure, the value of Wh can be a negative value, but if a plurality of second reinforcing portions 30 are provided along the height direction of the vertical wall portion 13, the effect of improving the energy absorption efficiency can be obtained. It is possible to get.
[0048]
　Although one embodiment of the present invention has been described above, the present invention is not limited to such an example. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the technical idea described in the claims, and of course, the technical scope of the present invention also includes them. It is understood that it belongs to.
Example
[0049]
　A bending crush simulation of automobile structural members was carried out. FIG. 19 is a diagram showing simulation conditions, in which a rigid body plate 70 is provided on the bottom wall portion 12 of the hollow member 60. The simulation is carried out by pushing the impactor 71 of φ254 into the top wall portion 11. The hollow member 60 is a 100 mm square tubular aluminum extruded material, and the hollow member 60 has a length of 1000 mm in the X direction (longitudinal direction of the member) and a plate thickness of 3.0 mm. Both end faces of the hollow member 60 in the X direction are completely restrained.
[0050]
[Simulation (1)]
　Analysis models of structures 1 to 3 shown in FIG. 20 were created and simulated. The structure 1 is a model in which one reinforcing portion 80 having a plate thickness of 7.0 mm joined to the top wall portion 11 and the bottom wall portion 12 is provided at the center position of the hollow member 60 in the Y direction. The structure 2 is a model having two reinforcing portions 80 joined to the top wall portion 11 and the bottom wall portion 12, and a plurality of reinforcing portions 90 joined to each of the pair of reinforcing portions 80. In the structure 3, the distance between the first reinforcing portion 20a and the first reinforcing portion 20b is wider than that of the structure 2, and a plurality of structures joined to the first vertical wall portion 13a and the first reinforcing portion 20a. This model is provided with a second reinforcing portion 30a, and a plurality of second reinforcing portions 30b joined to the second vertical wall portion 13b and the first reinforcing portion 20b. In the structure 2 and 3, the plate thickness of the first reinforcing portion and the second reinforcing portion is 3.0 mm, respectively. The first reinforcing portion and the second reinforcing portion are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0051]
　FIG. 21 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the impactor stroke is 50 mm. In FIG. 21, the energy absorption efficiency (energy absorption amount / weight) is calculated by normalizing the energy absorption amount by the weight of each analysis model. As shown in FIG. 21, in the structure 3 in which the vertical wall portion 13 and the first reinforcing portion 20 are joined via the plurality of second reinforcing portions 30, the energy absorption efficiency is higher than that in the structure 1 and the structure 2. Is increasing, and the first and second reinforcing portions effectively contribute to the increase in the amount of energy absorbed.
[0052]
[Simulation (2)]
　Analysis models of structures 4 to 7 shown in FIG. 22 were created and simulated. The structure 4 is a model in which only two first reinforcing portions 20 are provided. The structure 5 is a model in which a second reinforcing portion 30 is further provided with respect to the structure 4. In the structure 5, there is only one second reinforcing portion 30 in the height direction of the vertical wall portion 13. The structure 6 is a model in which a second reinforcing portion 30 is further provided with respect to the structure 5, and two second reinforcing portions 30 are provided in the height direction of the vertical wall portion 13. The structure 7 is a model in which a reinforcing portion 90 joined to the first reinforcing portion 20a and the first reinforcing portion 20b is further provided with respect to the model of the structure 6. The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0053]
　FIG. 23 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. As shown in FIG. 23, the structure 6 and the structure 7 in which a plurality of second reinforcing portions 30 are provided along the height direction of the vertical wall portion 13 are structures 4 in which the second reinforcing portion 30 is not provided. The energy absorption efficiency is improved with respect to the structure 5 in which only one second reinforcing portion 30 is provided in the height direction. Further, the energy absorption efficiency of the structure 6 is further improved as compared with the energy absorption efficiency of the structure 7 provided with the reinforcing portion 90 connecting the two first reinforcing portions 20. In view of this result, it is preferable that the two first reinforcing portions 20 are not joined to each other except for the top wall portion 11 and the bottom wall portion 12.
[0054]
[Simulation (3)]
　Analysis in which the ratio (b / a) of the distance b of the second reinforcing portion 30 in the height direction of the vertical wall portion 13 and the distance between the vertical wall portion 13 and the first reinforcing portion 20 is different. A simulation was performed using the model. Structure 8 and structure 9 shown in FIG. 24 are one of the analysis models in this simulation, respectively. In this simulation, there are a plurality of models in which only the value of a of the structure 8 (a = 30 mm, b = 33.3 mm) is changed and a model in which only the value of a of the structure 9 (a = 30 mm, b = 20 mm) is changed. Creating. The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0055]
　FIG. 25 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. As the result of FIG. 25 shows, when the value of b / a is 4.0 or less, it can be seen that the effect of improving the energy absorption efficiency is large.
[0056]
[Simulation (4)]
　Analysis models of structures 10 to 13 shown in FIG. 26 were created and simulated. The structure 10 is a model in which the distance between the second reinforcing portions 30 is wider than that of the structure 6 in FIG. The structure 11 is a model in which the distance between the second reinforcing portions 30 is narrower than that of the structure 6 in FIG. The structure 12 is a model in which the second reinforcing portion 30 is not provided in the first region A 1 and two second reinforcing portions 30 are provided in the second region A 2 . The structure 13 is a model in which two second reinforcing portions 30 are provided in the first region A 1 and no second reinforcing portion 30 is provided in the second region A 2 . The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0057]
　FIG. 27 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. As the result of FIG. 27 shows, high energy absorption efficiency can be obtained even when the intervals of the second reinforcing portions 30 in the height direction are different. In particular, the structure 13 in which the number of the second reinforcing portions 30 provided in the first region A 1 is larger than the number of the second reinforcing portions 30 provided in the second region A 2 is other. It was superior in energy absorption efficiency to the structure.
[0058]
[Simulation (5)]
　An analysis model of the structure 14 shown in FIG. 28 was created and a simulation was performed. The structure 14 is a model having a first reinforcing portion 20 provided only on one side with the central position of the hollow member 60 in the Y direction as a boundary, and a plurality of second reinforcing portions 30. The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0059]
　FIG. 29 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. As shown in FIG. 29, even when only one first reinforcing portion is provided, if a plurality of second reinforcing portions are joined to the vertical wall portion and the first reinforcing portion, The effect of improving the energy absorption efficiency can be obtained.
[0060]
[Simulation (6)] As
　shown in the structures 15 and 16 shown in FIG. 30, a plurality of analysis models in which the distance D between the first reinforcing portion 20a and the first reinforcing portion 20b are changed are created and a simulation is performed. did. Further, as in the structure 17 and the structure 18 shown in FIG. 30, when only one first reinforcing portion 20 is provided, the distance D between the first reinforcing portion 20 and the second vertical wall portion 13b is set. Multiple modified analysis models were created and simulated. The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0061]
　FIG. 31 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. As shown in FIG. 31, in the structure 16 in which the first reinforcing portion is provided with two and the distance D is large, high energy absorption efficiency is obtained. Further, when the distance D is smaller than that of the structure 16, the energy absorption efficiency is further improved. The value of (Wh / Wh 0 ) × 100 of the structure 16 is 90, but in this simulation result , the energy absorption efficiency is 60 when the distance D is 60, that is, the value of (Wh / Wh 0 ) × 100 is 60. Was the highest.
[0062]
　As shown in FIG. 31, the structure is provided with one first reinforcing portion, and high energy absorption efficiency is obtained in both the structure 17 having a small distance D and the structure 18 having a large distance D. Further, as the distance D approaches the central position of the hollow member 60 in the Y direction, the energy absorption efficiency is further improved.
[0063]
[Simulation (7)] A
　plurality of analysis models in which the lengths L of the first reinforcing portion 20 and the second reinforcing portion 30 in the longitudinal direction of the automobile structural member were changed were created, and the simulation was performed. The cross-sectional shape of the first reinforcing portion 20 and the second reinforcing portion 30 is the same as the structure 3 of FIG.
[0064]
　FIG. 32 is a diagram showing the energy absorption efficiency of each analysis model in this simulation. Note that "L 0 " in FIG. 32 is the length of the hollow member 60 (FIG. 19) in the longitudinal direction. According to the result of FIG. 32, the length L of the first reinforcing portion 20 and the second reinforcing portion 30 is preferably 2% or more of the length L 0 of the hollow member .
[0065]
[Simulation (8)] A
　plurality of analysis models in which the second reinforcing portion 30 was tilted with respect to the top wall portion 11 of the hollow member 60 were created, and a simulation was performed. The analysis model shows an angle θ between the surface P parallel to the top wall portion 11 and the second reinforcing portion 30 in each of the inclination patterns A to C of the second reinforcing portion 30 shown in FIG. 33 (FIG. 3). 17) is a modified model. The simulation is performed for the cases where the angles θ are 0 °, 30 °, 45 °, and 60 °. The first reinforcing portion 20 and the second reinforcing portion 30 are provided over the entire area of ​​the hollow member 60 in the X direction (longitudinal direction of the member).
[0066]
　FIG. 34 shows the energy absorption efficiency of each analysis model when the impactor stroke is 25 mm. As shown in FIG. 34, when the results when the angles θ are the same are compared, there is no significant difference in the energy absorption efficiency between the patterns A to C. Therefore, when the second reinforcing portion is tilted, the method of tilting is not particularly limited. Further, even when the angle θ is 60 °, the energy absorption efficiency is improved as compared with the analysis model in which only the first reinforcing portion is provided, and the closer the angle θ is to 0 °, the higher the energy absorption efficiency. It is improving. Therefore, the angle θ between the surface parallel to the top wall portion and the second reinforcing portion is preferably 60 ° or less.
Industrial availability
[0067]
　The present invention can be used, for example, as a side sill, a bumper beam, a center pillar, a side member of a rudder frame, or a cross member of a rudder frame.
Code description
[0068]
1 Automobile structural member
10 Hollow part
11 Top wall part
12 Bottom wall part
13 Vertical wall part
13a First vertical wall part
13b Second vertical wall part
15 Outer panel
15a Top wall part of
outer panel 15b Vertical wall part of outer panel
15c Outer panel flange
16 Inner panel
16a Inner panel top wall
16b Inner panel vertical wall
16c Inner panel flange
17 Panel
18 Plate
20 First reinforcement
20a First reinforcement
20b First reinforcement Part
30 Second reinforcing part
30a Second reinforcing part
30b Second reinforcing part
31 Flange part of second reinforcing part
40 Third reinforcing part
50 Fourth reinforcing part
60 Hollow member
70 Rigid body plate
71 Impactor
80 Reinforcing part
90 Reinforcing part
C Central position of member width
C H 　　　Central position of
member height H Member height
L First reinforcing part and second reinforcement in the longitudinal direction of the automobile structural member Length of part
L 0 Length of 　　　automobile structural member in the longitudinal direction
W Member width
The scope of the claims
[Claim 1]
　A top
　wall portion, a bottom wall portion facing the
　top wall portion, a first vertical wall portion and a second vertical wall portion which are a pair of vertical wall portions connecting the top wall portion and the bottom wall portion, A
　first reinforcing portion in which
　one end is joined to the top wall portion and the other end is joined to the bottom wall portion, and one end is the first vertical wall portion and the hollow automobile structural member having the above. It has a second reinforcing portion joined to any one of the second vertical wall portions and the other end portion joined to the first reinforcing portion, and
　the second reinforcing portion is the vertical reinforcing portion. A plurality of automobile structural members provided along the height direction of the wall portion.
[Claim 2]
　The one end of the second reinforcing portion is joined to said first vertical wall portion, the other end is joined to the first reinforcement sections, in automotive structural members according to claim 1,
　one end portion Another first reinforcing portion provided between the first reinforcing portion and the second vertical wall portion, which is joined to the top wall portion and the other end portion is joined to the bottom wall portion,
　The other second reinforcing portion further has one end portion joined to the second vertical wall portion and the other end portion joined to the other first reinforcing portion
　. The automobile structural member according to claim 1, wherein a plurality of reinforcing portions are provided along the height direction of the vertical wall portion.
[Claim 3]
　According to claim 2, the top wall portion and the two first reinforcing portions joined to each other via the bottom wall portion are not joined to each other except for the top wall portion and the bottom wall portion. The described automotive structural member.
[Claim 4]
　The distance between the top wall portion and the bottom wall portion is referred to as a member height, the region on the top wall portion side from the center position of the member height is referred to as a first region, and the region from the center position of the member height is described. When the region on the bottom wall side is referred to as the second region, the number of the second reinforcing portions provided in the first region is the number of the second reinforcing portions provided in the second region. The automobile structural member according to any one of claims 1 to 3, which is larger than the number of reinforcing portions.
[Claim 5]
　When the distance between the second reinforcing portions in the height direction of the vertical wall portion is b, and the distance between the vertical wall portion to which the second reinforcing portion is joined and the first reinforcing portion is a. The automobile structural member according to any one of claims 1 to 4, which satisfies 0