Title of the Invention : Automobile Structural Member
Technical field
[0001]
　The present invention relates to automotive structural members.
Background technology
[0002]
In recent years, the weight reduction of automobile bodies has been promoted in response to stricter 　CO 2 emission regulations for automobiles. In addition, structural members such as side sills and bumper beams are required to further improve their energy absorption performance at the time of collision.
[0003]
　Patent Literature 1 discloses a structure in which reinforcing ribs are provided on the inner side of an automobile bumper reinforcing member. Patent Literature 2 discloses a structure having a pair of main stays having bent portions arranged between opposing walls of a hollow member, and a reinforcing stay arranged between the bent portions of the pair of main stays. there is US Pat. No. 5,300,000 discloses a stiffener for automobiles in which a corrugated member is arranged between a pair of side walls. Patent Document 4 discloses a structure in which one corrugated member is arranged inside the lower member. Patent Document 5 discloses a structure in which a plurality of X-shaped synthetic resin ribs are arranged inside a side sill. Patent Literature 6 discloses a structure in which a shock absorbing member made of CFRP that bends in a zigzag pattern is arranged inside a side sill. Patent Literature 7 discloses a structure in which bellows-shaped ribs integrated with the vertical wall and the lower wall of the lower member are provided. Patent Literature 8 discloses a structure in which a reinforcing plate having quadrangular unevenness is attached to a side portion of a frame. Patent Document 9 discloses a structure in which a hat-shaped reinforcing member is arranged inside a hat-shaped cross member. In the cross member structure of Patent Document 9, a plurality of recesses are formed in the vertical wall of the reinforcing member, and the flange of the cross member and the flange of the reinforcing member are joined to each other. Patent Literature 10 discloses a metal absorber in which concave or convex beads are formed on the vertical walls of the hat member. Patent Document 11 discloses a shock absorbing member in which a hollow member is provided with bellows-shaped deformation promoting means composed of peaks and valleys.
prior art documents
patent literature
[0004]
Patent Document 1: JP-A-10-278707
Patent Document 2: JP-A-11-255048
Patent Document 3: Japanese Utility Model
Laid-Open No. 4-109683 Patent Document 4: JP-A-2016-010982
Patent Document 5: International Publication No. 2013/153872Patent
Document 6: JP-A-2014-091462Patent
Document 7: JP-A-2003-306171Patent
Document 8: JP-A-2011-131791Patent Document 9: JP- A
-9-024864
Document 10: JP-A-2008-265738
Patent Document 11: JP-A-2006-207679
SUMMARY OF THE INVENTION
Problems to be Solved by the Invention
[0005]
　Merely reducing the thickness of the structural members for the purpose of reducing the weight of the vehicle body will lead to a decrease in surface rigidity. By performing, it is required to maintain or improve the energy absorption performance. However, the structures disclosed in Patent Documents 1 to 11 have room for improvement in terms of energy absorption efficiency (weight efficiency of energy absorption performance).
[0006]
　SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to improve energy absorption efficiency in automobile structural members.
Means to solve problems
[0007]
　One aspect of the present invention for solving the above problems is a hollow body having a top wall portion, a bottom wall portion facing the top wall portion, and a pair of vertical wall portions connecting the top wall portion and the bottom wall portion. wherein the automobile structural member comprises a first corrugated reinforcing member inside the automobile structural member, the bottom and top of the first corrugated reinforcing member extending in a direction from the top wall toward the bottom wall; The bottom portion of the first wave reinforcing member is joined to the inner surface of one of the pair of vertical wall portions.
[0008]
　Even if the end surface of the first corrugated reinforcing member on the side of the top wall is in contact with the ceiling wall, and the end surface of the first corrugated reinforcing member on the side of the bottom wall is in contact with the bottom wall. good. Either the top wall side end surface of the first corrugated reinforcing member is joined to the top wall portion, or the bottom wall side end surface of the first corrugated reinforcing member is joined to the bottom wall portion. may have been An end face of the first wave-shaped reinforcing member on the side of the top wall is joined to the top wall, and an end face of the first wave-shaped reinforcing member on the side of the bottom wall is joined to the bottom wall. may be
[0009]
　The distance between the plane formed by the plurality of bottoms of the first corrugated reinforcing member and the plane formed by the plurality of tops may be 8 to 40% of the distance between the two vertical wall portions of the automobile structural member. .
[0010]
　Inside the automobile structural member, another first wavy reinforcing member whose bottom is joined to a vertical wall opposite to the vertical wall to which the first wavy reinforcing member is joined is provided. You may have more.
[0011]
　There may be further provided a second reinforcement member extending along the longitudinal direction of the vehicle structural member, the second reinforcement member being joined to the crest of the first corrugated reinforcement member.
[0012]
　The vertical wall portion and the first corrugated reinforcing member may be integrally formed. An angle formed by the ceiling wall portion and the first corrugated reinforcing member may be substantially perpendicular.
[0013]
　The automotive structural member may be a side sill, a bumper beam, a center pillar, a ladder frame side member or a ladder frame cross member.
Effect of the invention
[0014]
　Energy absorption efficiency can be improved.
Brief description of the drawing
[0015]
[Fig. 1] Fig. 1 is a diagram showing an example of a body frame of an automobile.
2 is a diagram showing an example of a ladder frame; FIG.
3 is a perspective view showing a schematic configuration of an automobile structural member according to the first embodiment of the present invention; FIG.
4 is a diagram showing a cross section of the automobile structural member of FIG. 3, parallel to the ceiling wall.
5 is a diagram showing a cross section taken along line AA in FIG. 4; FIG.
6 is a diagram showing an example of a cross-sectional shape of an automobile structural member; FIG.
7 is a diagram showing an example of a cross-sectional shape of an automobile structural member; FIG.
8] A diagram showing an example of a cross-sectional shape of an automobile structural member. [FIG.
9 is a diagram showing an example of a first corrugated reinforcing member; FIG.
[Fig. 10] Fig. 10 is a diagram showing an example of a first corrugated reinforcing member.
11] A diagram showing an example of a first wave reinforcing member. [FIG.
[Fig. 12] Fig. 12 is a diagram showing an example of a first corrugated reinforcing member.
13 is a diagram showing an example of a first corrugated reinforcing member; FIG.
14 is a perspective view showing a schematic configuration of an automobile structural member according to a second embodiment of the present invention; FIG.
15 is a diagram showing a cross-section of the automobile structural member of FIG. 14 parallel to the ceiling wall. FIG.
16 is a diagram showing an example of a first corrugated reinforcing member; FIG.
17 is a diagram showing an example of a first corrugated reinforcing member; FIG.
18 is a diagram showing conditions for bending crush simulation. FIG.
19 is a diagram showing the energy absorption efficiency of each analytical model in simulation (1). FIG.
20 is a diagram showing the energy absorption efficiency of each analysis model in simulation (2). FIG.
21 is a diagram showing the energy absorption efficiency of each analysis model in simulation (3). FIG.
22 is a diagram showing the energy absorption efficiency of each analysis model in simulation (4). FIG.
23 is a diagram showing the energy absorption efficiency of each analytical model in simulation (5). FIG.
24 is a diagram showing the energy absorption efficiency of each analytical model in simulation (6). FIG.
25 is a diagram showing the energy absorption efficiency of each analytical model in simulation (7). FIG.
MODE FOR CARRYING OUT THE INVENTION
[0016]
　An embodiment of the present invention will be described below with reference to the drawings. In this specification and drawings, elements having substantially the same functional configuration are denoted by the same reference numerals, thereby omitting redundant description.
[0017]
　FIG. 1 is a diagram showing an example of a body frame of an automobile. The automobile structural member of this embodiment can be applied as a side sill, bumper beam or center pillar, for example. The automotive structural member may also be applied as a ladder frame side member or a ladder frame cross member as shown in FIG.
[0018]

　As shown in FIGS. 3 to 5, an automobile structural member 1 of the present embodiment has a rectangular tubular hollow portion 10, and the hollow portion 10 is composed of four wall portions. It is More specifically, the hollow portion 10 includes a top wall portion 11, a bottom wall portion 12 facing the top wall portion 11, and a pair of vertical wall portions 13 connecting the top wall portion 11 and the bottom wall portion 12. It has four walls consisting of a vertical wall portion 13a and a second vertical wall portion 13b. The materials of the ceiling wall portion 11, the bottom wall portion 12, and the pair of vertical wall portions 13 are not particularly limited, and various resin materials such as steel materials, aluminum alloy members, magnesium alloy members, fiber-reinforced resins, etc. are employed. obtain.
[0019]
　In the hollow portion 10 of the present embodiment, the top wall portion 11 and the bottom wall portion 12 are parallel, and the first vertical wall portion 13a and the second vertical wall portion 13b are parallel. The first vertical wall portion 13a and the second vertical wall portion 13b are substantially perpendicular to the top wall portion 11 and the bottom wall portion 12, respectively. Note that the parallel wall portions may not be strictly parallel to each other. For example, the two vertical wall portions 13a and 13b may have a cross-sectional shape such as an inclined trapezoid. Also, each wall portion forming the hollow portion 10 may be partially provided with a bead, a hole, or the like. The plate thickness of each wall portion forming the hollow portion 10 is, for example, 1 to 5 mm. The length of the automobile structural member 1 is, for example, 300 to 3000 mm, and the size of the cross section perpendicular to the longitudinal direction of the member is, for example, 50 to 200 mm square.
[0020]
　When the automobile structural member 1 is, for example, a side sill or a side member of a ladder frame as shown in FIG. 2, the X direction is the vehicle length direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle width direction. When the automobile structural member 1 is, for example, a bumper beam or a cross member of a ladder frame as shown in FIG. 2, the X direction is the vehicle width direction, the Y direction is the vehicle height direction, and the Z direction is the vehicle length direction. When the automobile structural member 1 is, for example, a center pillar, the X direction is the vehicle height direction, the Y direction is the vehicle length direction, and the Z direction is the vehicle width direction. Note that the X direction, Y direction, and Z direction are directions perpendicular to each other.
[0021]
　The ceiling wall portion 11 is the wall portion positioned on the vehicle outer side of the wall portion positioned on the vehicle outer side and the wall portion positioned on the vehicle inner side of the hollow portion 10 . When the automobile structural member 1 is, for example, a side sill, a center pillar, or a side member of a ladder frame, the wall portion on the vehicle outer side in the vehicle width direction is the ceiling wall portion according to the present invention, and the wall portion on the vehicle inner side is the main wall portion. It is a bottom wall part based on invention. When the automobile structural member 1 is, for example, a front bumper beam or a cross member on the front side of a ladder frame, the front wall portion in the vehicle length direction is the ceiling wall portion according to the present invention, and the rear wall portion in the vehicle length direction is the top wall portion. The wall is the bottom wall according to the invention. When the automobile structural member 1 is, for example, a rear bumper beam or a rear side cross member of a ladder frame, the rear side wall portion in the vehicle length direction is the ceiling wall portion according to the present invention, and the front side in the vehicle length direction. is the bottom wall according to the present invention. In other words, the direction to be reinforced so as to withstand the impact load is the Z direction.
[0022]
　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, for example, or may be integrally formed with the outer panel. You may manufacture by joining an inner panel mutually. Alternatively, the hollow portion 10 may be composed of, for example, a hat-shaped outer panel 15 and a hat-shaped inner panel 16, as shown in FIG. In the example of FIG. 6, the outer panel 15 has a ceiling wall portion 15a, a vertical wall portion 15b, and a flange portion 15c, and the inner panel 16 has a ceiling wall portion 16a, a vertical wall portion 16b, and a flange portion. and a portion 16c. The hollow portion 10 is formed by joining the flange portion 15c of the outer panel 15 and the flange portion 16c of the inner panel 16 to each other. 6 also has the top wall portion 11, the bottom wall portion 12, and the pair of vertical wall portions 13 described above. Specifically, in the example of FIG. 6, the ceiling wall portion 15a of the outer panel 15 corresponds to the ceiling wall portion 11 of the hollow portion 10, and the ceiling wall portion 16a of the inner panel 16 corresponds to the bottom wall portion 12 of the hollow portion 10. do. 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. As shown in FIG.
[0023]
　The hollow portion 10 may be configured by joining a flange portion 17c of a hat-shaped panel 17 and a plate 18 to each other as shown in FIG. In the example of FIG. 7, the ceiling wall portion 17a of the panel 17 corresponds to the ceiling 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. , and the plate 18 corresponds to the bottom wall portion 12 of the hollow portion 10 . Further, the vertical wall portion 13 may not be perpendicular to the top wall portion 11 like the hat-shaped panel 17 shown in FIG.
[0024]
　FIG. 4 is a diagram showing a cross section of the automobile structural member 1 parallel to the top wall portion 11. As shown in FIG. The hollow automotive structural member 1 has a first corrugated reinforcing member 20 inside. In this embodiment, two first wavy reinforcing members 20 are provided. The first wavy reinforcing member 20a is joined to the inner surface of the first vertical wall portion 13a, and the first wavy reinforcing member 20b is connected to the first vertical wall portion 13a. 2 is joined to the inner surface of the vertical wall portion 13b. Note that the two first corrugated reinforcing members 20a, 20b are not in contact with each other. That is, there is a gap between the two first corrugated reinforcing members 20a, 20b. Also, the first wavy reinforcing member 20a and the first wavy reinforcing member 20b may not have the same shape.
[0025]
　A “wavy reinforcing member” is a member in which convex portions and concave portions are alternately provided along the member longitudinal direction (X direction) of the automobile structural member 1 . In this specification, the portion of the first corrugated reinforcing member 20 that is joined to the vertical wall portion 13 is referred to as the "bottom portion 22", and the portion of the first corrugated reinforcing member 20 that is opposite to the joining side of the vertical wall portion 13 is referred to as the "top portion 21". called. The first corrugated reinforcing member 20 has a top portion 21 and a bottom portion 22 extending in a direction from the top wall portion 11 toward the bottom wall portion 12 of the automobile structural member 1 . That is, the cross-sectional shape of the first corrugated reinforcing member 20 perpendicular to the direction (Z direction) from the top wall portion 11 to the bottom wall portion 12 of the automobile structural member 1 is substantially the same. The direction in which the top portions 21 are connected and the direction in which the bottom portions 22 of the first wave reinforcing members 20 are connected are the Z directions. From the viewpoint of improving the energy absorption efficiency, the top portion 21 and the bottom portion 22 of the first corrugated reinforcing member 20 extend from the top wall portion 11 side end surface 23 ( FIG. 5 ) to the bottom wall portion 12 side end surface 24 ( FIG. 5 ). preferably extends to The plate thickness of the first corrugated reinforcing member 20 is preferably 0.5 to 1.2 times the plate thickness of the wall portion forming the hollow portion 10, for example. The lower limit may be 0.6 or 0.7 times the wall thickness, and the upper limit may be 1.0 or 0.8 times the wall thickness.
[0026]
　As shown in FIG. 4, the first corrugated reinforcing member 20 of the present embodiment has a cross section parallel to the top wall portion 11 of the automobile structural member 1 and has a shape like a hat-shaped sheet pile, and the top portion 21 and the bottom portion 22 are It has a planar shape parallel to the vertical wall portion 13 . The first corrugated reinforcing member 20 shown in FIG. 4 is an example in which the angle θ 1 between the top portion 21 and the side portion 25 between the top portion 21 and the bottom portion 22 is 150 degrees . Different angles may be used as shown in FIGS. 9 to 11, and there is no particular limitation. From the viewpoint of effectively improving the energy absorption efficiency, the angle θ 1 is preferably 60 to 150 degrees. The angle θ 1 is more preferably 70 degrees or more, even more preferably 80 degrees or more. Also, the angle θ 1 is more preferably 120 degrees or less, and even more preferably 110 degrees or less.
[0027]
From the viewpoint of improving the energy absorption efficiency, as shown in FIGS. 5 to 8, it is preferable that the 　angle θ 2 formed between the ceiling wall portion 11 of the automobile structural member 1 and the top portion 21 of the first corrugated reinforcing member 20 is substantially perpendicular. . For example, the angle θ 2 is preferably 85-95 degrees. In particular, as shown in FIG. 8, the bottom portion 22 of the first corrugated reinforcing member 20 has a shape that follows the vertical wall portion 13 of the automobile structural member 1 and is not substantially perpendicular to the top wall portion 11. Also, from the viewpoint of improving the energy absorption efficiency , it is preferable that the angle θ 2 formed between the ceiling wall portion 11 and the top portion 21 is 85 to 95 degrees.
[0028]
The distance d 1 between the (virtual) plane P 2 　formed by the plurality of bottoms 22 of the first corrugated reinforcing member 20 and the (virtual) plane P 1 formed by the plurality of tops 21 is It is preferably 8 to 40% as long as the (minimum) spacing D 1 . When the distance d1 is within this numerical range, the energy absorption efficiency can be effectively improved. More preferably, the distance d 1 is 30% or less of the distance D 1 , and more preferably 25% or less or 20% or less. The lower limit of the distance d 1 may be 10% or more or 12% or more of the distance D 1 . This distance d 1 can be regarded as the Y-direction width of the first corrugated reinforcing member. Here, the Y direction is a direction perpendicular to the longitudinal direction of the hollow automobile member and the direction from the top wall portion 11 to the bottom wall portion 12 .
[0029]
　It is preferable that one end portion of the first corrugated reinforcing member 20 in the Z direction is positioned near the top wall portion 11 and the other end portion is positioned near the bottom wall portion 12 . For example , as shown in FIG. is preferably 20% or less, more preferably 10% or less or 5% or less, of the interval D 2 . Further, the distance d 2 ′ between the top wall portion 11 of the automobile structural member 1 and the end surface 24 of the first corrugated reinforcing member 20 on the bottom wall portion 12 side is the distance D between the top wall portion 11 and the bottom wall portion 12 . The length is preferably 20% or less of 2 , more preferably 10% or less or 5% or less. From the viewpoint of improving the energy absorption efficiency, the end surface 23 of the first corrugated reinforcing member 20 on the side of the top wall portion 11 is in contact with the top wall portion 11 of the automobile structural member 1, or the end surface on the side of the bottom wall portion 12 is in contact. More preferably, 24 is in contact with the bottom wall portion 12 of the automobile structural member 1 . Further, it is more preferable that the end face 23 on the top wall portion 11 side is in contact with the top wall portion 11 and the end face 24 on the bottom wall portion 12 side is in contact with the bottom wall portion 12 . From the viewpoint of further improving the energy absorption efficiency, the end surface 23 of the first corrugated reinforcing member 20 on the ceiling wall portion 11 side is joined to the ceiling wall portion 11 of the automobile structural member 1, or the first corrugated reinforcing member It is preferable that the end surface 24 of the member 20 on the bottom wall portion 12 side is joined to the bottom wall portion 12 of the automobile structural member 1 . Further, it is more preferable that the end face 23 on the top wall portion 11 side is joined to the top wall portion 11 and the end face 24 on the bottom wall portion 12 side is joined to the bottom wall portion 12 .
[0030]
　The first wavy reinforcing member 20 of the present embodiment is provided over the entire area of ​​the automobile structural member 1 in the X direction. It may be partially provided in the direction. The material of the first corrugated reinforcing member 20 is not particularly limited, and various resin materials such as steel, aluminum alloy member, magnesium alloy member, fiber reinforced resin, etc. can be employed.
[0031]
　A bottom portion 22 of the first corrugated reinforcing member 20 is joined to the inner surface of the vertical wall portion 13 . By joining the bottom portion 22 of the first corrugated reinforcing member 20 to the inner surface of the vertical wall portion 13 in this way, the automobile structural member 1 can be configured such that, in a cross section parallel to the ceiling wall portion 11 as shown in FIG. It has a closed cross-section S 1 formed by the portion 13 and the first corrugated reinforcing member 20 . A plurality of closed cross-sections S 1 are formed at intervals along the X direction of the automobile structural member 1 .
[0032]
　The method of joining the vertical wall portion 13 and the first corrugated reinforcing member 20 is not particularly limited, and may be appropriately changed according to the shape of the automobile structural member 1, the shape of the first corrugated reinforcing member 20, and the like. For example, the vertical wall portion 13 and a member such as a hat-shaped sheet pile may be joined by T-shaped fillet welding such as arc welding, spot welding, laser welding, or adhesion using an adhesive. Further, the vertical wall portion 13 and the first wavy reinforcing member 20 may be joined together by integrally molding the vertical wall portion 13 and the first wavy reinforcing member 20 by, for example, extrusion molding. When the vertical wall portion 13 and the first corrugated reinforcing member 20 are integrally formed, the automobile structural member 1 is formed by, for example, forming the integrally formed vertical wall portion 13 and the first corrugated reinforcing member 20 together with the ceiling wall portion 11. It can be manufactured by joining the bottom wall portion 12 by welding or the like. The method of joining the end face 23 on the side of the top wall portion 11 to the top wall portion 11 and the method of joining the end face 24 on the side of the bottom wall portion 12 to the bottom wall portion 12 are also T-shaped fillet welding by arc welding or the like. , spot welding, laser welding, or adhesion using an adhesive.
[0033]
　The automobile structural member 1 of this embodiment is constructed as described above. In the automobile structural member 1 in which the bottom portion 22 of the first corrugated reinforcing member 20 is joined to the inner surface of the vertical wall portion 13 and the closed cross section S 1 is formed by the vertical wall portion 13 and the first corrugated reinforcing member 20 , The surface rigidity of the ceiling wall portion 11 is improved. Thereby, energy absorption performance can be improved. Further, as will be shown in examples described later, the automobile structural member 1 of the present embodiment is also excellent in energy absorption efficiency, so it is possible to achieve both weight reduction and energy absorption performance.
[0034]
　In the automobile structural member 1 shown in FIG. 4, the first wavy reinforcing member 20 is provided for each of the first vertical wall portion 13a and the second vertical wall portion 13b. Alternatively, the first corrugated reinforcing member 20 may be provided only for one of the vertical wall portions 13 of the pair of vertical wall portions 13 . When the first wavy reinforcing member 20 is provided inside the automobile structural member 1 as shown in FIG. It is not joined but joined to one of the vertical wall portions 13 .
[0035]

　As shown in FIGS. 14 and 15, in the automobile structural member 1 of the second embodiment, in addition to the first corrugated reinforcing member 20, a second reinforcing member 30 is provided. ing. A second reinforcing member 30 is joined to the crest 21 of the first corrugated reinforcing member 20 . As a result, a closed section S 2 is formed by the first corrugated reinforcing member 20 and the second reinforcing member 30 . That is, the automobile structural member 1 of the second embodiment has a first closed section S1 formed by the vertical wall portion 13 of the hollow portion 10 and the first wavy reinforcing member 20, and the first wavy reinforcing member 20 and a second closed section S 2 formed by a second reinforcing member 30 .
[0036]
　In addition to being joined to the first corrugated reinforcing member 20, the second reinforcing member is further joined to at least one of the top wall portion 11 and the bottom wall portion 12 of the hollow portion 10. good too. The method of joining the first corrugated reinforcing member 20 and the second reinforcing member 30 is not particularly limited. It can be a method. Alternatively, the first wavy reinforcing member 20 and the second reinforcing member 30 may be integrally formed by, for example, extrusion molding. The material of the second reinforcing member 30 is not particularly limited, and various resin materials such as steel materials, aluminum alloy members, magnesium alloy members, and fiber-reinforced resins can be used. Also, the second reinforcing member 30 may be partially provided with beads, holes, or the like.
[0037]
　According to the automobile structural member 1 of the second embodiment, the surface rigidity of the ceiling wall portion 11 is further increased, and the energy absorption performance can be improved.
[0038]
　Although one embodiment of the present invention has been described above, the present invention is not limited to such an example. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope of the technical idea described in the claims, and these are also within the technical scope of the present invention. be understood to belong to
[0039]
　For example, in the above-described first and second embodiments, the first wavy reinforcing member 20 was shaped like a hat-shaped sheet pile, but the first wavy reinforcing member 20 in a cross section parallel to the ceiling wall portion 11 The shape is not particularly limited. For example, the first corrugated reinforcing member 20 may have a curved top portion 21 and a bottom portion 22 in a cross section parallel to the ceiling wall portion 11 as shown in FIG. In parallel cross-sections, the top 21 and bottom 22 may be pointed.
Example
[0040]
　A bending crushing simulation of automobile structural members was carried out. FIG. 18 is a diagram showing simulation conditions, and a rigid plate 50 is provided outside the bottom wall portion 12 of the automobile structural member 1 . The simulation was performed by pushing an impactor 51 of φ254 into the top wall portion 11 in an analysis model in which two first corrugated reinforcing members were provided inside the automobile structural member 1 of FIG. 18 . The automobile structural member 1 is a rectangular tube-shaped steel material, and has a length of 1000 mm in the longitudinal direction (X direction) of the automobile structural member 1 and a plate thickness of 1.0 mm. The shape of the cross section perpendicular to the X direction of the automobile structural member 1 is square, and the cross-sectional dimension is 100 mm square. The first corrugated reinforcing member is made of steel and has a thickness of 1.0 mm. In this simulation, both end surfaces of the automobile structural member 1 in the X direction are completely restrained.
[0041]
[Simulation (1)]
　The angle θ 1 formed between the top portion 21 and the side surface portion 25 of the first corrugated reinforcing member 20 (Fig. 4) and the contact points of the corrugated reinforcing member with respect to each wall portion of the automobile structural member 1 are different. A simulation was performed with the analytical model. The results of this simulation are shown in Table 1 below and FIG. Structure A in Table 1 and FIG. 19 is a structure in which the first corrugated reinforcing member is joined to the vertical wall portion, bottom wall portion, and top wall portion of the automobile structural member. Structure B is a structure in which the first corrugated reinforcing member is joined to the vertical wall portion and the bottom wall portion of the automobile structural member (although the first corrugated reinforcing member and the top wall portion are not joined, are in contact). Structure C is a structure in which the first corrugated reinforcing member is joined to the vertical wall portion and the top wall portion of the automobile structural member (although the first corrugated reinforcing member and the bottom wall portion are not joined, are in contact). Structure D is a structure in which the first corrugated reinforcing member is joined only to the vertical wall portion of the automobile structural member (however, the first corrugated reinforcing member and the bottom wall and the first corrugated reinforcing member and the top wall parts are not joined, but are in contact). "EA efficiency" in Table 1 and FIG. 19 is the energy absorption efficiency of each analysis model when the stroke of the impactor is 50 mm. The distance d1 between the plane P2 formed by the plurality of bottoms 22 of the first wave reinforcing member 20 and the plane P1 formed by the plurality of tops 21 is 20 mm (d1 / D1 = 0.20). did.
[0042]
[table 1]

[0043]
　As shown in FIG. 19, in any analytical model, the EA efficiency was improved compared to the analytical model in which the corrugated reinforcing member was not provided. From the viewpoint of effectively improving the EA efficiency, the angle θ 1 is preferably 150 degrees or less, more preferably 120 degrees or less.
[0044]
[Simulation (2)] The distance d 1 between the plane P 2 formed by the plurality of bottoms 22 of the first corrugated reinforcing member 20 and the plane P
　1 formed by the plurality of tops 21 was set to 20 mm (d 1 /D 1 =0. 20), a simulation was performed on the influence of the presence or absence of connection with the vertical wall portion on the EA efficiency in a shape in which the angle θ 1 is 90 degrees as shown in FIG. The results of this simulation are shown in FIG. As shown in Figure 20, the first corrugated stiffener had the highest EA efficiency when joined to the vertical wall. In this simulation, the condition in which only the vertical wall portion is welded (see the right end of FIG. 20) is the same as the structure D in which the angle θ 1 is 90 degrees in simulation (1).
[0045]
[Simulation (3)] The distance d1 (FIG. 4) between the plane P2 formed by the plurality of bottom portions 22 of the first
　corrugated reinforcing member 20 and the plane P1 formed by the plurality of top portions 21 and the two vertical wall portions 13a , 13b with different d 1 /D 1 ratios of the distances D 1 (FIG. 4) , simulations were carried out in a shape in which the angle θ 1 is 90 degrees as shown in FIG. The results of this simulation are shown in FIG. In addition, in the analysis model of Comparative Example 1 in FIG. 21, the top portion of the first corrugated reinforcing member provided only one is joined to the inner surface of one of the two vertical wall portions, and the first The bottom portion of one corrugated reinforcing member is joined to the inner surface of the other reinforcing member. The analysis model of Comparative Example 2 has a structure in which one corrugated reinforcing member is joined to each vertical wall portion, and the crests of the corrugated reinforcing members are joined to each other.
[0046]
　As shown in FIG. 21, a structure in which one corrugated reinforcing member is joined to a pair of vertical wall portions (Comparative Example 1) and a structure in which the tops of two corrugated reinforcing members are joined to each other (Comparative Example 2) , the EA efficiency is poor.
[0047]
[Simulation (4)] A plurality of different distances d 2 (FIG. 15)
　between the top wall portion 11 and the first corrugated reinforcing member 20 and the distance d 2 ′ between the bottom wall portion 12 and the first corrugated reinforcing member 20 are different. A simulation was performed with the analytical model. The structure of the automobile structural member in each analysis model is the same structure as the structure D (θ 1 =90°) of simulation (1) except that the gaps d 2 and d 2 ' are different . Also, in each analysis model, the interval d 2 and the interval d 2 ′ are the same interval.
[0048]
　The results of this simulation are shown in FIG. The horizontal axis of FIG. 22 is represented by the ratio d 2 /D 2 between the distance d 2 and the distance D 2 between the top wall portion 11 and the bottom wall portion 12 . In FIG . 22, only the value of d 2 /D 2 is shown , but as described above, in this simulation, the distance d 2 and the distance d 2 ' are the same distance . 05 analysis model, d 2 ′/D 2 is also 0.05. As shown in FIG. 22, the EA efficiency was improved in all analytical models compared to the analytical model in which the corrugated reinforcing member was not provided. In particular, d 2 /D 2 =0 and d 2 ′/D 2= 0, that is, the structure in which the first corrugated reinforcing member 20 is in contact with the top wall portion 11 and the bottom wall portion 12, the EA efficiency is the highest, and this structure is the preferred structure.
[0049]
[Simulation (5)]
　An analysis model in which a first corrugated reinforcing member is provided on one side of a pair of vertical wall portions as shown in FIG. A simulation was performed with an analytical model provided with a first corrugated reinforcing member. In each analysis model, the first corrugated reinforcing member and the automobile structural member are joined only at the vertical wall portion, and the angle θ 1 is 120 degrees. FIG. 23 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the stroke of the impactor is 50 mm. As shown in FIG. 23, even in the analysis model in which the first wavy reinforcing member is provided on one side of the pair of vertical wall portions, the EA efficiency is improved compared to the analysis model in which the reinforcing member is not provided. did.
[0050]
[Simulation (6)]
　A simulation was performed using an analysis model provided with a second reinforcing member as shown in FIG. The analytical model includes a model in which only the second reinforcing member is provided without the first wavy reinforcing member, and a first wavy reinforcing member having a different angle θ 1 as shown in FIGS. 4 and 9 to 11. This is a model in which a second reinforcing member is joined to the . FIG. 24 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the stroke of the impactor is 50 mm. As shown in FIG. 24, the combination of the first corrugated reinforcing member and the second reinforcing member improved the EA efficiency compared to the analysis model without the reinforcing member.
[0051]
[Simulation (7)]
　A simulation was performed using an analysis model having the first wavy reinforcing member of FIG. 16 and an analytic model having the first wavy reinforcing member of FIG. FIG. 25 is a diagram showing the energy absorption efficiency (EA efficiency) of each analysis model when the stroke of the impactor is 50 mm. As shown in FIG. 25, the EA efficiency was improved in all analytical models as compared with the analytical model in which no reinforcing member was provided.
Industrial applicability
[0052]
　The present invention can be used, for example, as a side sill, a bumper beam, a center pillar, a side member of a ladder frame or a cross member of a ladder frame.
Code explanation
[0053]
1 Automobile structural member
10 Hollow portion
11 Top wall portion
12 Bottom wall portion
13 Vertical wall portion
13a First vertical wall portion
13b Second vertical wall portion
15 Outer panel
15a Top wall portion
15b Vertical wall portion
15c Flange portion
16 Inner panel
16a Top wall portion
16b Vertical wall portion
16c Flange portion
17 Panel
17a Top wall portion
17b Vertical wall portion
17c Flange portion
18 Plate
20 First waveform reinforcing member
21 Top portion
22 Bottom portion
23 Top wall side end face
24 Bottom wall side end face
25 Side portion
30 Second reinforcing member
50 Rigid plate
51 Impactor
D 1
Interval between vertical walls d 1 　　　Interval between 　　　the plane formed by the bottoms of the first corrugated reinforcing member and the plane formed by the tops
D 2 Interval between the 　　　top wall and the bottom wall
d 2 　　　Automobile structural member Distance
d 2 ' between the top wall portion and the top wall side end face of the first corrugated reinforcing member Distance
P 1 between the bottom wall portion of the automobile structural member and the bottom wall side end face of the first corrugated reinforcing member 　　　First corrugated reinforcement Plane
P 2 formed by a plurality of tops of the member Plane
S 1 　　　formed by a plurality of bottoms of the first corrugated reinforcing member 　　　First closed cross section
S 2 　　　Second closed cross section
θ 1 　　　Top and side portions of the first corrugated reinforcing member angle
θ 2 　　　The angle formed by the top portion of the first corrugated reinforcing member and the top wall portion of the automobile structural member
The scope of the claims
[Claim 1]
　A hollow automobile structural member having a ceiling wall portion, a bottom wall portion facing the ceiling wall portion, and a pair of vertical wall portions connecting the ceiling wall portion and the bottom wall portion,
　wherein the interior of the automobile structural member a first corrugated reinforcing member
　in
　the An automobile structural member joined to the inner surface of one of a pair of vertical wall portions.
[Claim 2]
　An end face of the first wave-shaped reinforcing member on the side of the top wall is in contact with the top wall, and an end face of the first wave-shaped reinforcing member on the side of the bottom wall is in contact with the bottom wall, The automobile structural member according to claim 1.
[Claim 3]
　Either the top wall side end surface of the first corrugated reinforcing member is joined to the top wall portion, or the bottom wall side end surface of the first corrugated reinforcing member is joined to the bottom wall portion. 3. The automotive structural member of claim 2, wherein:
[Claim 4]
　An end face of the first wave-shaped reinforcing member on the side of the top wall is joined to the top wall, and an end face of the first wave-shaped reinforcing member on the side of the bottom wall is joined to the bottom wall. 4. The automotive structural member of claim 3, wherein
[Claim 5]
　The distance between the plane formed by the plurality of bottoms of the first corrugated reinforcing member and the plane formed by the plurality of tops is 8 to 40% of the distance between the two vertical wall portions of the automotive structural member. 5. The automobile structural member according to any one of 1 to 4.
[Claim 6]
　Inside the automobile structural member, another first wavy reinforcing member whose bottom is joined to a vertical wall opposite to the vertical wall to which the first wavy reinforcing member is joined is provided.
　A motor vehicle structural member according to any one of claims 1 to 5, further comprising: two said first corrugated reinforcing members not touching each other.
[Claim 7]

　7. The method according to any one of claims 1 to 6, 　further comprising a second reinforcing member extending along the longitudinal direction of said automobile structural member, said second reinforcing member being joined to the top of said first corrugated reinforcing member. Automotive structural member according to any one of the preceding claims.
[Claim 8]
　The automotive structural member according to any one of claims 1 to 7, wherein the vertical wall portion and the first corrugated reinforcing member are integrally formed.
[Claim 9]
　The automobile structural member according to any one of claims 1 to 8, wherein the top wall portion and the top portion of the first corrugated reinforcing member form an approximately vertical angle.
[Claim 10]
　The automotive structural member according to any one of claims 1 to 9, which is a side sill, a bumper beam, a center pillar, a side member of a ladder frame or a cross member of a ladder frame.