Invention name: Reinforcing structure for automobile exterior panels
Technical field
[0001]
　The present invention relates to a reinforcing structure for an automobile exterior panel.
Background technology
[0002]
　Conventionally, a first member which is arranged adjacent to an outer panel of an automobile and extends in a first direction and a second member which extends in a second direction different from the first direction and intersects with the first member. A reinforcing structure including the member of 2 is known (see, for example, Patent Document 1).
Prior art literature
Patent documents
[0003]
Patent Document 1: International Publication No. 2018/021422
Outline of the invention
Problems to be solved by the invention
[0004]
　According to the technique described in Patent Document 1, the first member and the second member provided in a grid pattern can absorb the impact at the time of a collision even if there is not enough space. However, in view of the recent increase in safety awareness, it is preferable to further improve the shock load absorption performance.
[0005]
　In the reinforcing structure disclosed in Patent Document 1, in order to further improve the shock load absorption performance, for example, the first member and the second member may be made thicker, or the first member and the second member may be made thicker. It is conceivable to use a high-strength material as the material of the member. However, thickening the first member and the second member is disadvantageous in that space efficiency deteriorates, and using a high-strength material for the first member and the second member deteriorates workability. It is disadvantageous. Therefore, it is required to improve the collision performance by adding a configuration different from that of the first member and the second member.
[0006]
　Therefore, an object of the present invention is to provide a reinforcing structure for an automobile exterior panel with improved impact load absorption performance.
Means to solve problems
[0007]
　The gist of this disclosure is as follows.
[0008]
(1) A plate-shaped outer panel, a plurality of long first members arranged inside the vehicle from the outer panel, and lengths arranged inside the vehicle from the outer panel and intersecting the plurality of first members. A plurality of scale-shaped second members, a plate-shaped inner panel arranged inside the vehicle from the first member and the second member, and a plate-shaped inner panel provided on the outside of the vehicle from the inner panel, the first member. The support member comprises a member or a support member that supports the second member from the inside of the vehicle, and the support member is the intersection at a plurality of intersections where the first member and the second member intersect, or adjacent to each other. A reinforcing structure for an automobile exterior panel that supports the first member or the second member between the portions.
[0009]
(2) The second member is thicker than the first member, the support member supports the first member between adjacent intersections, and at the intersection, the first member is The reinforcing structure for an automobile exterior panel according to (1) above, which is arranged between the outer panel and the second member.
[0010]
(3) The first member extends in the vehicle height direction, the second member extends in the vehicle length direction, and the second member is thicker than the first member (1). Reinforcing structure for automobile exterior panels as described in.
[0011]
(4) The reinforcing structure for an automobile exterior panel according to (3) above, wherein the first member is arranged between the outer panel and the second member at the intersection.
[0012]
(5) The reinforcing structure for an automobile exterior panel according to any one of (1) to (4) above, comprising the plurality of the support members.
[0013]
(6) The reinforcing structure for an automobile exterior panel according to any one of (1) to (5) above, wherein the outer panel is an outer panel for an automobile door.
[0014]
(7) The support member includes a first support member whose outer end portion is fixed to the first member or the second member, and a second support member whose inner end portion is fixed to the inner panel. It has two support members, and the first support member and the second support member are separated from each other so as to form a gap for an openable window glass provided in the door to enter. The reinforcing structure of the automobile exterior panel according to (6) above.
The invention's effect
[0015]
　The reinforcing structure of the automobile exterior panel according to the present invention has an effect that the shock load absorption performance can be improved.
A brief description of the drawing
[0016]
FIG. 1 is a schematic view showing a state in which the inside of the exterior panel of an automobile according to an embodiment is viewed from the back side (inside the vehicle of the automobile).
FIG. 2 is a perspective view showing the configuration of a reinforcing member.
[Fig. 3] Fig. 3 is a schematic view showing a state in which the exterior panel is viewed from the front side (outside of the vehicle of an automobile).
FIG. 4 is a schematic view showing a cross section along the alternate long and short dash line I-I'in FIG.
FIG. 5 is a perspective view showing a configuration example of one of the support members.
6 is a perspective view showing an example of the configuration of the intersection of the first reinforcing member and the second reinforcing member in FIG. 3. FIG.
FIG. 7 is a schematic view showing a state in which a first reinforcing member and a second reinforcing member are separated at an intersection.
FIG. 8 is a plan view showing a state in which the intersection is viewed from the outside of the vehicle.
9 is a schematic view showing a cross section along the alternate long and short dash line II-II'in FIG. 3. FIG.
FIG. 10 is a schematic view showing an example in which a support member 140 is arranged so as to support a first reinforcing member between two adjacent intersections.
FIG. 11 is a schematic view showing an example in which a support member 140 is arranged so as to support a first reinforcing member between two adjacent intersections.
FIG. 12 is a schematic view showing an example in which a support member 140 is arranged so as to support a second reinforcing member between two adjacent intersections.
FIG. 13 is a schematic view showing an example in which a support member 140 is arranged so as to support a second reinforcing member between two adjacent intersections.
FIG. 14 is a schematic view showing a support member provided with a flange at an end on the reinforcing member side.
FIG. 15 is a schematic view showing a support member provided with a flange at an end on the reinforcing member side.
FIG. 16 is a schematic view showing a support member in which an end portion on the reinforcing member side is bent toward an axial center and a surface 146 is formed on the reinforcing member side.
FIG. 17 is a schematic view showing a support member in which an end portion on the reinforcing member side is bent toward an axial center to form a surface on the reinforcing member side.
FIG. 18 is a perspective view showing an example in which a support member is composed of a square tube.
FIG. 19 is a perspective view showing an example in which a support member is composed of a hexagonal cylinder.
FIG. 20 is a perspective view showing a support member provided with a recess corresponding to the shape of the reinforcing member.
FIG. 21 is a perspective view showing a support member provided with a recess corresponding to the shape of the reinforcing member.
22 is a perspective view showing a state in which the support member 140 shown in FIG. 20 is arranged at an intersection where the first reinforcing member 122 and the second reinforcing member 124 intersect.
23 is a perspective view showing a state in which the support member 140 shown in FIG. 21 is arranged at the position shown in FIG. 10. FIG.
FIG. 24 is a schematic view showing a configuration in which a support member includes a partition body.
FIG. 25 is a schematic view showing a configuration in which a support member includes a partition body.
FIG. 26 is a schematic view showing a configuration in which a support member includes a partition body.
FIG. 27 is a schematic view showing a configuration in which a support member includes a partition body.
FIG. 28 is a schematic view showing a configuration in which a support member includes a partition body.
FIG. 29 is a schematic diagram showing an example in which a support member is configured from a hat-shaped member.
FIG. 30 is a schematic diagram for explaining the results of evaluation by comparing the impact absorption capacity of a support member having a tubular structure and a hat-type support member in the event of a collision from the side surface of a vehicle.
[Fig. 31] Fig. 31 is a schematic diagram for explaining the results of evaluation by comparing the impact absorption capacity at the time of a collision from the side surface of a vehicle with respect to a support member having a tubular structure and a hat-type support member.
Embodiment for carrying out the invention
[0017]
　First, with reference to FIG. 1, the configuration of the exterior panel of the automobile according to the embodiment of the present invention will be described. FIG. 1 is a schematic view showing a state in which the inside of the exterior panel 100 of the automobile according to the present embodiment is viewed from the back side (inside of the vehicle of the automobile). Here, the door panel is illustrated as the exterior panel 100, but the exterior panel 100 may be a panel of another part of an automobile such as a fender, a bonnet, a roof, and a rear gate.
[0018]
　As shown in FIG. 1, the exterior panel 100 has an outer panel (exterior material) 110 and a reinforcing member 120. The outer panel 110 is made of a steel plate having a thickness of about 0.4 mm as an example. The outer panel 110 is curved so that the front side (outside of the vehicle of the automobile) is convex. Also, the curvature of the curve is along the vertical direction.
[0019]
　The reinforcing member 120 includes a long-shaped first reinforcing member 122 arranged in the vertical direction and a long-shaped second reinforcing member 124 arranged in the horizontal direction. The long shape means a shape having a length extending in a predetermined direction, and in particular, a shape extending in the predetermined direction with a length larger than the maximum value of the external dimensions of the cross section orthogonal to the predetermined direction. Means. Further, although the first reinforcing member 122 and the second reinforcing member 124 are both elongated, they do not have to be composed of one member over the entire area in the vertical direction or the horizontal direction. For example, the first reinforcing member 122 or the second reinforcing member 124 may be composed of a plurality of elongated members divided at the position of the intersection C where they intersect. It is desirable that the first reinforcing member 122 is curved according to the curvature of the outer panel 110. The second reinforcing member 124 extends substantially linearly, but when the outer panel 110 is curved, it is desirable that the second reinforcing member 124 has a shape that follows the curvature. This is because the first reinforcing member 122 and the second reinforcing member 124 can be in close contact with the outer panel 110 and preferably can be joined (adhered) to the outer panel 110 if the shape follows the outer panel 110. ..
[0020]
　FIG. 2 is a perspective view showing the configuration of the reinforcing member 120. The basic configuration of the first reinforcing member 122 and the second reinforcing member 124 can be the same, but as will be described later, one of the first reinforcing member 122 and the second reinforcing member 124 is the other. It is said that the rigidity is higher than that of the other. As an example, the reinforcing member 120 has a hollow rectangular cross section. The reinforcing member 120 is manufactured by bending the plate member 130. In the example shown in FIG. 2, the reinforcing member 120 has a rectangular cross-sectional shape, and one side thereof has a long side of about 16 mm and a short side of about 10 mm. Further, the plate thickness of the plate material 130 constituting the reinforcing member 120 is, for example, about 0.8 mm. As the plate material 130, a steel plate can be used.
[0021]
　As shown in FIG. 2, a predetermined gap may be provided between the end portion 130a and the end portion 130b of the bent plate material 130. On the other hand, the end portion 130a and the end portion 130b may be in close contact with each other. Further, the end portion 130a and the end portion 130b may be joined by welding, adhesion or the like. The reinforcing member 120 is arranged so that the surface on which the ends 130a and 130b are located or the surface opposite to the surface on which the ends 130a and 130b are located is in close contact with the outer panel 110. Preferably, the surface on which the ends 130a and 130b are located or the surface opposite to the surface on which the ends 130a and 130b are located is joined to the outer panel 110.
[0022]
　Here, the surface joined to or adjacent to the outer panel 110 is referred to as a bottom surface. The surface opposite to the bottom surface is referred to as the top surface. The surface located across the ridge on both sides of the bottom surface is called a vertical wall. In the cross section of the reinforcing member 120, the short side is the bottom surface and the long side is the vertical wall. In the configuration in which the ends 130a and 130b are not joined and are arranged on the top surface, when the reinforcing member 120 is bent from the outside of the exterior panel 100, the cross section is opened from the ends 130a and 130b and the cross-sectional shape is formed. Is easy to collapse. However, when the ends 130a and 130b are joined, it is possible to prevent the cross-sectional shape from collapsing, so that the rigidity of the exterior panel 100 can be further increased. Even when the ends 130a and 130b are arranged on the bottom surface and the bottom surface is joined to the outer panel 110, the outer panel 110 can prevent the ends 130a and 130b from being separated from each other and the cross-sectional shape from collapsing.
[0023]
　As shown in FIG. 2, in a cross section orthogonal to the longitudinal direction of the reinforcing member 120, assuming that the short side of the rectangle is "width (D)" and the long side is "height (H)", the reinforcing member 120 is The height H in the direction orthogonal to the surface of the outer panel 110 is larger than the width D in the direction along the outer panel 110. As a result, when a collision load is applied from the outside to the inside of the vehicle body of the exterior panel 100, the moment of inertia of area of ​​the reinforcing member 120 can be effectively improved. By improving the moment of inertia of area of ​​the reinforcing member 120, the exterior panel 100 according to the present embodiment can improve the collision resistance.
[0024]
　The cross-sectional structure of the reinforcing member 120 is not limited to the structure in which the end portions 130a and 130b face each other as shown in FIG. 2, for example, a groove type (channel) shape or a hat shape in which the end portions 130a and 130b are separated from each other. It may be. Further, the reinforcing member 120 may be composed of a solid member instead of a hollow member. As for the material of the reinforcing member 120, other metal materials such as aluminum may be used in addition to the steel plate, or a resin material or the like may be used.
[0025]
　FIG. 3 is a schematic view showing a state in which the exterior panel 100 is viewed from the front side. For the sake of explanation, FIG. 3 shows the internal structure of the exterior panel 100 by breaking the outer panel 110. In addition to the outer panel 110 and the reinforcing member 120, the exterior panel 100 has a support member 140 that supports the reinforcing member 120 from the inside of the vehicle, and an inner panel 135.
[0026]
　FIG. 4 is a schematic view showing a cross section along the alternate long and short dash line I-I'in FIG. As shown in FIG. 4, these are arranged in the order of the outer panel 110, the reinforcing member 120, the support member 140, and the inner panel 135 from the front side of the exterior panel 100. An automobile interior part (not shown) is arranged further inside the inner panel 135. The ends of the first reinforcing member 122 and the second reinforcing member 124 are fixed to the inner panel 135 between the outer panel 110 and the inner panel 135.
[0027]
　In the example shown in FIGS. 3 and 4, the support member 140 is provided at the intersection C of the first reinforcing member 122 and the second reinforcing member 124. The support member 140 is composed of a tubular body whose axial center is directed from the front side to the back side of the exterior panel 100. The support member 140 is welded to the inner panel 135 at the flange 142 provided on the inner panel 135 side.
[0028]
　In addition, in FIG. 3, the support member 140 does not necessarily have to be provided at all the intersections C, and the support member 140 is among a plurality of intersections C where the first reinforcing member 122 and the second reinforcing member 124 intersect. , May be provided only at a part of the intersection C. The number of support members 140 can be appropriately set according to the shock absorbing capacity assumed by the exterior panel 100.
[0029]
　The end portion of the support member 140 on the reinforcing member 120 side is in close proximity to or in contact with the surface on the back side (inside the vehicle) of the reinforcing member 120. The support member 140 is not fixed to the reinforcing member 120 and is not constrained to the reinforcing member 120. Preferably, the end portion of the support member 140 on the reinforcing member 120 side and the reinforcing member 120 are separated from each other, and a gap is provided between the two. On the other hand, the support member 140 may be fixed to the reinforcing member 120 by welding or the like.
[0030]
　FIG. 5 is a perspective view showing one configuration example of the support member 140. As shown in FIG. 5, the support member 140 is formed in a cylindrical shape, and a flange 142 is provided at one end in the axial direction. For example, the body of the support member 140 is composed of a cylindrical pipe. The flange 142 may be integrally formed with the tubular main body of the support member 140, or may be made of another component joined to the main body. The support member 140 is fixed to the inner panel 135 by welding (spot welding, arc welding) at the welded portion 141 of the flange 142. The support member 140 may be attached to the inner panel 135 by a method such as riveting, bonding, or fastening with bolts. Like the reinforcing member 120, the support member 140 may be made of a metal material such as steel or aluminum, or may be made of a resin material or the like.
[0031]
　FIG. 6 is a perspective view showing an example of the configuration of the intersection C between the first reinforcing member 122 and the second reinforcing member 124 in FIG. 3, and shows a state in which the intersection C is viewed from the outside of the vehicle. .. Further, FIG. 7 is a schematic view showing a state in which the first reinforcing member 122 and the second reinforcing member 124 are separated at the intersection C. As shown in FIG. 6, at the position of the intersection C, the second reinforcing member 124 is located on the outside of the vehicle (on the outer panel 110 side) with respect to the first reinforcing member 122. Further, as shown in FIG. 7, the first reinforcing member 122 is provided with the recess 122a, and the second reinforcing member 124 is provided with the recess 124a. Therefore, when the first reinforcing member 122 and the second reinforcing member 124 are combined so that the recess 122a and the recess 124a abut at the intersection C, the vehicle of the first reinforcing member 122 and the second reinforcing member 124 is combined. The outer surface and the inner surface of the vehicle are almost the same surface.
[0032]
　In the present embodiment, when an impact load is applied from the outside of the vehicle, the roles played by the first reinforcing member 122 and the second reinforcing member 124 are different. The first reinforcing member 122 and the second reinforcing member 124 have different rigidity even if they have the same thickness due to the difference in length and degree of curvature in the exterior panel 100. For example, when the exterior panel 100 is a door panel, the first reinforcing member 122 is shorter than the second reinforcing member 124 because the door panel is usually horizontally elongated in the horizontal direction. Therefore, if the first reinforcing member 122 and the second reinforcing member are considered to be beams having both ends fixed, the first reinforcing member 122 having a shorter length is the second reinforcing member 124 having a longer length. Rigidity when an impact load is applied is higher than that. Therefore, in order to receive the impact load and absorb the impact, the first reinforcing member 122 is more suitable than the second reinforcing member 124.
[0033]
　Further, if the first reinforcing member 122 is curved so as to be convex to the outside of the vehicle following the curvature of the outer panel 110, the first reinforcing member 122 will be subjected to an impact load from the outside of the vehicle. It is crushed by receiving a compressive force in the longitudinal direction. On the other hand, the second reinforcing member 124 having less curvature receives almost no compressive force in the longitudinal direction when an impact load is applied from the outside of the vehicle. Therefore, the first reinforcing member 122 is superior in impact resistance to the second reinforcing member 124 by being crushed when an impact load is applied.
[0034]
　Therefore, by making the first reinforcing member 122, which has high rigidity and is more suitable for shock absorption, than the second reinforcing member 124, the rigidity of the first reinforcing member 122 can be further increased, and shock absorption can be achieved. It can be done more effectively. In other words, by making the first reinforcing member 122 thicker than the second reinforcing member 124, the first reinforcing member 122, which is excellent in both dimensional and shape in terms of impact resistance, mainly absorbs the impact load. be able to.
[0035]
　The term "thicker" than the second reinforcing member 124 means that the first reinforcing member 122 is a member having a cross section (cross section) orthogonal to the longitudinal direction of the first reinforcing member 122 or the second reinforcing member 124. It means that the first reinforcing member 122 is larger than the second reinforcing member 124 in terms of the area of ​​the region inside the contour of the above. For example, when the cross section of the first reinforcing member 122 and the second reinforcing member 124 has a hollow rectangular shape as shown in FIG. 2, the first reinforcing member 122 is "thicker" than the second reinforcing member 124. "" Means that the first reinforcing member 122 is larger than the second reinforcing member 124 in the area represented by D × H shown in FIG.
[0036]
　Alternatively, when the cross section of the first reinforcing member 122 and the second reinforcing member 124 has a hollow rectangular shape as shown in FIG. 2, the first reinforcing member 122 is "thicker" than the second reinforcing member 124. "" Means that the first reinforcing member 122 is larger than the second reinforcing member 124 with respect to either or both of the width D and the height H shown in FIG.
[0037]
　On the other hand, the second reinforcing member 124 has a function of transmitting the impact load applied to the exterior panel 100 from the outside to the first reinforcing member 122. Therefore, in the configuration examples shown in FIGS. 3 and 4, the second reinforcing member 124 is located outside the vehicle at the intersection C rather than the first reinforcing member 122.
[0038]
　Therefore, when a collision load is applied to the exterior panel 100 from the outside of the vehicle body, the impact load is first transmitted from the outer panel 110 to the reinforcing member 120, and the reinforcing member 120 arranged adjacent to the outer panel 110 receives the impact load. At this time, at the intersection C, the second reinforcing member 124 is arranged outside the vehicle with respect to the first reinforcing member 122, so that the impact load is applied to the outer panel 110 between the adjacent first reinforcing members 122. Is transmitted to the second reinforcing member 124, and then transmitted to the first reinforcing member 122. Since the first reinforcing member 122 has higher rigidity than the second reinforcing member 124 and is crushed when an impact load is applied, the impact load can be effectively absorbed by the first reinforcing member 122.
[0039]
　As described above, when the reinforcing member 120 is formed by crossing the two reinforcing members, the reinforcing member having the lower rigidity is arranged on the outside of the vehicle, and the reinforcing member having the higher rigidity is arranged on the inside of the vehicle. .. As a result, when an impact load is applied from the outside of the vehicle, the impact load is transmitted from the reinforcing member with lower rigidity to the reinforcing member with higher rigidity, and the impact load is reliably absorbed by the reinforcing member with higher rigidity. can do. Further, by relatively reducing the rigidity of the reinforcing member on the outer side of the vehicle, it is possible to provide the exterior panel 100 which is lighter in weight while maintaining the required strength.
[0040]
　Further, in the present embodiment, a support member 140 that supports the reinforcing member 120 from the inside of the vehicle is provided. When the reinforcing member 120 that has received the impact load is deformed to the inside of the vehicle, the reinforcing member 120 comes into contact with the end portion of the support member 140 on the reinforcing member 120 side, and the impact load is transmitted to the support member 140. Since the flange 142 of the support member 140 is fixed to the inner panel 135, the impact load is absorbed by crushing the support member 140 that has received the impact load. Since the support member 140 is a cylindrical body whose axis extends from the outside of the vehicle to the inside of the vehicle, it is easily crushed when it receives an impact load, and its impact absorption capacity is enhanced.
[0041]
　Therefore, according to the present embodiment, in addition to absorbing the impact load by the reinforcing member 120, the support member 140 can also absorb the impact load, so that the impact resistance performance of the exterior panel 100 can be significantly improved. .. As described above, a gap is preferably provided between the end portion of the support member 140 on the reinforcing member 120 side and the reinforcing member 120. As a result, when an impact load is applied from the outside of the vehicle, the impact load is absorbed by the reinforcing member 120 before the reinforcing member 120 comes into contact with the end of the support member 140 on the reinforcing member 120 side, and then the support member 140. Is crushed and the impact load is absorbed. On the other hand, when no gap is provided between the end portion of the support member 140 on the reinforcing member 120 side and the reinforcing member 120, the impact load is directly applied to the support member 140. In this case, if the support member 140 cannot sufficiently absorb the impact load, the inner panel 135 may be deformed toward the vehicle interior side. By providing a gap between the end portion of the support member 140 on the reinforcing member 120 side and the reinforcing member 120, an idle distance until the reinforcing member 120 comes into contact with the end portion of the support member 140 is secured, and the reinforcing member 120 is secured. Since the impact load is absorbed in two stages by both the support member 140 and the support member 140, the inner panel 135 is suppressed from being deformed toward the vehicle interior side.
[0042]
　The wall thickness of the tubular body of the support member 140 is preferably set to such a value that the support member 140 is appropriately crushed when an impact load is applied.
[0043]
　The support member 140 can be arranged at various positions with respect to the reinforcing member 120. In the example shown in FIGS. 3 and 4, the support member 140 is provided at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect, so that the first reinforcing member 122 and the second reinforcing member 122 are reinforced. Impact absorption is possible due to both the impact absorption performance at the intersection C of the member 124 and the impact absorption performance of the support member 140, and the impact resistance performance can be improved.
[0044]
　Specifically, as described above, the first reinforcing member 122 mainly absorbs the impact load, but the second reinforcing member 124 passing through the intersection C also contributes to the impact absorption by deforming to the inside of the vehicle. .. Therefore, by providing the support member 140 at the intersection C, in addition to the impact absorption capacity of the first reinforcing member 122 and the second reinforcing member 124 at the intersection C, the impact using the impact absorption capacity of the support member 140 is used. Absorption is possible.
[0045]
　In order for the support member 140 to reliably support the reinforcing member 120, it is important that the end face of the support member 140 on the reinforcing member 120 side reliably supports the reinforcing member 120 when an impact load is applied. Therefore, in the present embodiment, a predetermined relationship is provided between the width of the support member 140 and the width of the reinforcing member 120 so that the end portion of the support member 140 on the reinforcing member 122 side always supports the reinforcing member 120. ing.
[0046]
　FIG. 8 is a plan view showing a state in which the intersection C is viewed from the outside of the vehicle. As shown in FIG. 8, the diameter A of the end portion of the support member 140 on the reinforcing member 120 side is larger than the width D of the first reinforcing member 122 or the second reinforcing member 124, preferably twice the width D. It is said to be the above. By making the diameter A of the support member 140 larger than the width D, the impact load can be reliably transmitted from the intersection C to the support member 140. Further, by setting the diameter A to twice or more the width D, even if the position of the intersection C is displaced in the vertical direction or the horizontal direction along the surface of the outer panel 110 when an impact load is applied, the position is shifted from the outside of the vehicle. The position of the intersection C as viewed toward the inside of the vehicle does not deviate from the existing region of the cylinder of the support member 140, and the impact load can be reliably transmitted from the intersection C to the support member 140. As will be described later, when the support member 140 is composed of a square cylinder, a hexagonal cylinder, or the like, the outer dimensions (maximum) of the end portion of the support member 140 on the reinforcing member 120 side as viewed from the outside of the vehicle toward the inside of the vehicle. The width D is larger than the width D of the first reinforcing member 122 or the second reinforcing member 124, and is preferably at least twice the width D.
[0047]
　Next, a configuration for preventing interference between the support member 140 and the window glass 170 will be described. FIG. 9 is a schematic view showing a cross section along the alternate long and short dash line II-II'in FIG. In FIG. 3, the window 102 provided on the exterior panel 100 is provided with a window glass 170, and the window 102 is configured to open when the window glass 170 is lowered.
[0048]
　When the window glass 170 is lowered, the lower end of the window glass 170 does not reach the position of the alternate long and short dash line I-I'in FIG. Therefore, at the position of the alternate long and short dash line I-I', the window glass 170 does not interfere with the support member 140, and a structure for preventing the interference between the support member 140 and the window glass 170 is unnecessary.
[0049]
　On the other hand, when the window glass 170 is lowered, the window glass 170 reaches the position of the alternate long and short dash line II-II'in FIG. The support member 140 is provided between the reinforcing member 120 and the inner panel 135, and the space between the reinforcing member 120 and the inner panel 135 is a space through which the window glass 170 passes when the window glass 170 is lowered. Therefore, at the position of the alternate long and short dash line II-II', a structure is required in which the window glass 170 does not interfere with the support member 140.
[0050]
　Therefore, at the position of the alternate long and short dash line II-II', the length of the support member 140 is made shorter than the length at the position of the alternate long and short dash line I-I', and when the window glass 170 is lowered, the window glass 170 It has a structure that does not interfere with the support member 140.
[0051]
　As shown in FIG. 9, at the position of the alternate long and short dash line II-II', the end portion of the support member 140 on the reinforcing member 120 side does not reach the reinforcing member 120, and another supporting member is located outside the vehicle from the supporting member 140. 160 is provided. The support member 160 has a tubular body similar to that of the support member 140, and is provided so as to overlap the support member 140 at the position of the intersection C. The support member 160 is fixed to the reinforcing member 120 by welding or the like.
[0052]
　A flange 162 is provided inside the vehicle of the support member 160. A gap g is provided between the end of the support member 140 on the reinforcing member 120 side and the flange 162 of the support member 160.
[0053]
　As described above, the flange 142 inside the vehicle is fixed to the inner panel 135 of the support member 140, the end portion of the support member 160 is fixed to the reinforcing member 120 at the outer end of the vehicle, and the support member 140 is between the support member 140 and the support member 160. A gap g is provided. According to such a configuration, when the window glass 170 is lowered, the window glass 170 can enter the gap g, so that it is possible to prevent the window glass 170 and the support member from interfering with each other.
[0054]
　Further, when an impact load is applied to the exterior panel 100 from the outside, when the reinforcing member 120 that has received the impact load is deformed to the inside of the vehicle, the flange 162 of the support member 160 fixed to the reinforcement member 120 is the vehicle of the support member 140. It abuts on the outer end and the impact load is transmitted from the support member 160 to the support member 140. Since the flange 142 of the support member 140 is fixed to the inner panel 135, the impact load is absorbed by crushing the support member 160 and the support member 140 that have received the impact load. Since the support member 140 and the support member 160 are cylindrical bodies whose axes extend from the outside of the vehicle to the inside of the vehicle, they are easily crushed when subjected to an impact load, and the impact absorption capacity is further enhanced. When the window glass 170 is lowered, the flange 162 of the support member 160 comes into contact with the outer end of the support member 140 via the window glass 170.
[0055]
　As described above, according to the configuration of FIG. 9, the support member 140 and the support member 160 for absorbing the impact load are provided without interfering with the window glass 170 even at the position where the window glass 170 descends. be able to. Therefore, even at the position where the window glass 170 is lowered, when an impact load is applied to the exterior panel 100 from the outside of the vehicle, the support member 140 and the support member 160 can absorb the impact.
[0056]
　In the configuration shown in FIG. 9, the thickness of the support member 160 is thinner than that of the support member 140, and the flange 162 is provided at the end of the support member 160 inside the vehicle. Therefore, when an impact load is applied, the flange 162 of the support member 160 surely comes into contact with the outer end portion of the support member 140 on the outside of the vehicle. Since the support member 160 is fixed to the reinforcing member 120, it is not necessary to consider that the reinforcing member 120 and the support member 160 are displaced from each other when an impact load is applied. Therefore, the thickness of the support member 160 can be made thinner than that of the support member 140.
[0057]
　3 and 4 show an example in which the support member 140 is arranged at the position of the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect, but the support member 140 is provided at various positions. It is possible to obtain impact resistance performance according to the arrangement position.
[0058]
　10 and 11 show an example in which the support member 140 is arranged so as to support the first reinforcing member 122 between two adjacent intersections C.
[0059]
　FIG. 10 shows a state in which the exterior panel 100 is viewed from the front side (outside of the vehicle) as in FIG. 3, and FIG. 11 is a schematic view showing a cross section along the alternate long and short dash line III-III'in FIG. ..
[0060]
　As shown in FIG. 10, when the support member 140 is arranged so as to support the first reinforcing member 122 between two adjacent intersections C, the impact load is mainly received when the impact load is applied. The shock absorption performance can be enhanced by the first reinforcing member 122 and the support member 140.
[0061]
　As described above, the first reinforcing member 122 has a higher rigidity than the second reinforcing member 124, and has a function of mainly receiving an impact load. On the other hand, the second reinforcing member 124 has a function of transmitting an impact load from the second reinforcing member 124 to the first reinforcing member 122.
[0062]
　Therefore, by supporting the first reinforcing member 122, which is configured to mainly receive the impact load, by the support member 140 between the two adjacent intersections C, the first reinforcing member 122 is deformed. It is possible to further increase the rigidity when doing so. Therefore, the impact absorption performance of the first reinforcing member 122 can be further enhanced.
[0063]
　Next, the exterior panel 100 having an enhanced impact absorbing capacity against an impact load in the direction along the outer panel 110 will be described. For example, in the case of an exterior panel 100 extending in the vehicle length direction such as a door panel, when an impact load is applied in the vehicle length direction by thickening the second reinforcing member 124 extending in the vehicle length direction. Even if there is, the exterior panel 100 is less likely to be crushed in the vehicle length direction. Therefore, by reversing the thicknesses of the first reinforcing member 122 and the second reinforcing member 124 and making the second reinforcing member 124 thicker than the first reinforcing member 122, the impact load is applied from the front side of the vehicle. When loaded, the impact absorption capacity can be further improved. It is conceivable to increase the thickness of only the second reinforcing member 124 without reversing the thickness of the first reinforcing member 122 and the second reinforcing member 124, but in that case, the impact load is applied from the front side of the vehicle. However, since both the first reinforcing member 122 and the second reinforcing member 124 are thick, the weight of the exterior panel 100 increases.
[0064]
　On the other hand, as described above, the second reinforcing member 124 is longer than the first reinforcing member 122 and has less curvature, so that the rigidity tends to be relatively low. Therefore, simply reversing the thicknesses of the first reinforcing member 122 and the second reinforcing member 124 will reduce the impact absorption capacity when an impact load is applied in the direction perpendicular to the surface of the outer panel 110.
[0065]
　Therefore, when the second reinforcing member 124 is made thicker than the first reinforcing member 122, the second reinforcing member 124 is supported from the inside of the vehicle by the support member 140, so that the rigidity of the second reinforcing member 124 is increased. To make up for. As a result, when an impact load is applied perpendicularly to the outer surface of the exterior panel 100, the second reinforcing member 124, which is thicker than the first reinforcing member 122, can mainly receive the impact load, and the support member 140 can receive the impact load. Can receive impact load. Therefore, by making the second reinforcing member 124 thicker than the first reinforcing member 122 and supporting the second reinforcing member 124 from the inside of the vehicle by the support member 140, a horizontal impact along the surface of the outer panel 110 The impact absorption capacity can be enhanced for both the load and the impact load in the direction perpendicular to the surface of the outer panel 110.
[0066]
　As described above, when the reinforcing member 120 is formed by crossing the two reinforcing members, the reinforcing member having the lower rigidity is arranged on the outside of the vehicle, and the reinforcing member having the higher rigidity is arranged on the inside of the vehicle. .. That is, of the first reinforcing member 122 and the second reinforcing member 124, the member that mainly receives the impact load is preferably arranged inside the vehicle. Therefore, when the second reinforcing member 124 is made thicker than the first reinforcing member 122, the second reinforcing member 124 may be arranged inside the vehicle than the first reinforcing member 122 at the intersection C. preferable. Further, when the second reinforcing member 124 is supported by the support member 140, the second reinforcing member 124 is supported from the inside of the vehicle at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect. Then, at the intersection C, shock absorption can be performed by utilizing both the shock absorbing capacity due to the rigidity of the first reinforcing member 122 and the second reinforcing member 124 and the shock absorbing capacity due to the support member 140.
[0067]
　From the above viewpoint, in FIGS. 12 and 13, the thicknesses of the first reinforcing member 122 and the second reinforcing member 124 are reversed from the configurations of FIGS. 3 and 4, and the second reinforcing member 124 is used as the first reinforcing member 124. It is thicker than the reinforcing member 122. Further, in the examples shown in FIGS. 12 and 13, at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect, the second reinforcing member 124 is inside the vehicle from the first reinforcing member 122. It is placed in. Further, in the examples shown in FIGS. 12 and 13, the support member 140 is arranged at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect. FIG. 12 shows a state in which the exterior panel 100 is viewed from the front side (outside of the vehicle) as in FIG. 3, and FIG. 13 is a schematic view showing a cross section along the alternate long and short dash line IV-IV'in FIG. ..
[0068]
　As described above, by making the second reinforcing member 124 thicker than the first reinforcing member 122, it is possible to increase the impact absorbing capacity against the impact load in the direction along the outer panel 110. Further, since the rigidity of the second reinforcing member 124 can be supplemented by supporting the second reinforcing member 124 with the support member 140, the second reinforcing member also has an impact load in the direction perpendicular to the outer panel 110. It can be mainly absorbed at 124.
[0069]
　In the configuration shown in FIGS. 12 and 13, the support member 140 is arranged at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect, but the second reinforcing member C is located between the adjacent intersections C. The support member 140 may be arranged so as to support the reinforcing member 124 of the above.
[0070]
　Next, variations in the structure of the support member 140 will be described. The support member 140 has a tubular body as a basic structure, and may have various structures. 14 to 19 are schematic views showing variations in the shape of the support member 140. FIG. 14 is a schematic cross-sectional view showing a support member 140 provided with a flange 144 facing the reinforcing member 120 at an end on the reinforcing member 120 side, and shows a cross section along the axis of the support member 140. .. Further, FIG. 15 is a perspective view showing the support member 140 shown in FIG. As shown in FIGS. 14 and 15, the flange 144 is also provided at the end opposite to the flange 142. Like the flange 142, the flange 144 may be integrally formed with the tubular main body of the support member 140, or may be made of another component joined to the main body.
[0071]
　According to the configurations shown in FIGS. 14 and 15, when an impact load is applied to the exterior panel 100, the reinforcing member 120 can be received by the flat surface of the flange 144, so that the reinforcing member 120 can be supported more stably. Is possible.
[0072]
　Further, according to the configurations shown in FIGS. 14 and 15, the region for supporting the reinforcing member 120 is wider due to the provision of the flange 144 at the end of the supporting member 140 on the reinforcing member 120 side. Therefore, when an impact load is applied from the outside of the exterior panel 100, even if the position of the intersection C shifts in the vertical direction or the horizontal direction along the surface of the outer panel 110 when the impact load is applied, the intersection portion The position of C does not deviate from the region of the flange 144, and the impact load can be reliably transmitted from the intersection C to the support member 140.
[0073]
　FIG. 16 is a schematic cross-sectional view showing a support member 140 in which an end portion on the reinforcing member 120 side extends toward an axial center and a surface 146 facing the reinforcing member 120 is formed on the reinforcing member 120 side. Further, FIG. 17 is a perspective view showing the support member 140 shown in FIG. Also in the support member 140 shown in FIGS. 16 and 17, since the surface 146 is formed, the reinforcing member 120 can be received by the surface 146 when an impact load is applied to the exterior panel 100, so that the reinforcing member 120 can be provided. It is possible to support more stably.
[0074]
　FIG. 18 is a perspective view showing an example in which the support member 140 is composed of a square cylinder. Further, FIG. 19 is a perspective view showing an example in which the support member 140 is composed of a hexagonal cylinder. As described above, the shape of the support member 140 is not limited to a cylinder, and various cylindrical shapes can be adopted. In particular, when the support member 140 is configured from a hexagonal cylinder, it is possible to exert a high impact absorption capacity against compression in the axial direction. The tubular body of the support member 140 shown in FIGS. 18 and 19 can be manufactured by, for example, a method such as roll forming or a press brake.
[0075]
　Next, a configuration in which a position restricting portion for restricting the position of the reinforcing member is provided on the support member will be described by taking the case where the shape of the support member is a cylinder as an example. As shown in FIGS. 20 to 23, a recess 140b corresponding to the shape of the reinforcing member 120 is provided at the end of the support member 140 on the reinforcing member 120 side. The recess 140b is formed so as to have a depth corresponding to the length of the reinforcing member 120 in the vehicle internal / external direction. In the present embodiment, the depth of the recess 140b is formed to be about 10% shorter than the length of the reinforcing member 120 in the vehicle internal / external direction. The outermost surface of the reinforcing member 120 in the vehicle inside / outside direction is located outside the vehicle inside / outside from the upper end of the support member 140. The innermost surface of the reinforcing member 120 in the vehicle internal / external direction is in contact with the bottom of the recess 140b. A gap may be provided between the innermost surface of the reinforcing member 120 in the vehicle interior / external direction and the bottom of the recess 140b. 20 and 21 are perspective views showing a support member 140 provided with a recess 140b corresponding to the shape of the reinforcing member 120.
[0076]
　FIG. 20 shows a support member 140 arranged at the intersection C of the first reinforcing member 122 and the second reinforcing member 124. As shown in FIG. 20, at the end of the support member 140 on the reinforcing member 120 side, four recesses 140b corresponding to the first reinforcing member 122 and the second reinforcing member 124 arranged at the intersection C are provided. Has been done.
[0077]
　Further, FIG. 21 shows a support member 140 arranged between two adjacent intersections C. The support member shown in FIG. 21 corresponds to the support member 140 arranged at the position shown in FIG. As shown in FIG. 21, two recesses 140b corresponding to the first reinforcing member 122 are provided at the end of the support member 140 on the reinforcing member 120 side.
[0078]
　FIG. 22 is a perspective view showing a state in which the support member 140 shown in FIG. 20 is arranged at the intersection C where the first reinforcing member 122 and the second reinforcing member 124 intersect. As shown in FIG. 22, the first reinforcing member 122 and the second reinforcing member 124 are contained in the recess 140b of the support member 140. Therefore, when an impact load is applied to the exterior panel 100, it is suppressed that the support member 140 and the first reinforcing member 122 and the second reinforcing member 124 are relatively displaced from each other, and the crossing portion C is used. The impact load is reliably transmitted to the support member 140.
[0079]
　Further, FIG. 23 is a perspective view showing a state in which the support member 140 shown in FIG. 21 is arranged at the position shown in FIG. As shown in FIG. 23, the first reinforcing member 122 is contained in the recess 140b of the support member 140. Therefore, when an impact load is applied to the exterior panel 100, it is suppressed that the support member 140 and the first reinforcing member 122 are relatively displaced from each other, and the impact is surely made from the intersection C to the support member 140. The load is transmitted.
[0080] [0080]
　Next, a configuration in which the support member 140 includes a partition body will be described with reference to FIGS. 24 to 28. In the configuration example shown in FIGS. 24 to 28, the partition bodies 150 arranged in the axial direction are provided in the cylinder of the support member 140, and the tubular body of the support member 140 is divided into a plurality of sections by the partition body 150. ..
[0081]
　By providing the partition bodies 150 arranged in the axial direction, the partition body 150 is crushed when an impact load is applied to the exterior panel 100 from the outside and the impact load is applied to the support member 140 via the outer panel 110 and the reinforcing member 120. do. Therefore, by providing the partition body 150, the support member 140 is less likely to buckle in the axial direction, so that the impact absorption capacity of the support member 140 is further enhanced. Further, by providing a plurality of thin partition plates 150, it is possible to increase the impact absorption capacity of the support member 140 while reducing the weight, so that the weight of the support member 140 can be suppressed while ensuring the necessary strength. Can be done.
[0082]
　FIG. 24 is a perspective view showing a support member 140 including a partition body 150. Further, FIG. 25 is a plan view of the support member 140 shown in FIG. 24 as viewed from the direction of the axial center. In the example shown in FIGS. 24 and 25, eight partitions 150 are provided at intervals of 45 ° at an angle centered on the axis of the cylinder of the support member 140.
[0083]
　26 and 27 are schematic views showing another example of the support member 140 provided with the partition body 150, and is a plan view of the support member 140 viewed from the axial direction. FIG. 26 shows an example in which four partition bodies 150 are provided every 90 ° at an angle centered on the axis of the cylinder of the support member 140, and FIG. 27 shows an example in which the angle of rotation around the axis is 120 °. An example in which three partitions 150 are provided for each is shown.
[0084]
　In any of the examples of FIGS. 24 to 27, the impact absorption capacity of the support member 140 can be increased, but the larger the number of partitions 150, the higher the rigidity in the direction in which the impact load is applied, so that the impact absorption capacity increases. Will be higher.
[0085]
　Further, FIG. 28 is a schematic view showing still another example of the support member 140 provided with the partition body 150, and is a plan view of the support member 140 viewed from the axial direction. FIG. 28 shows an example in which the partition body 150 is arranged in the honeycomb structure. According to the example shown in FIG. 28, since more partitions 150 can be arranged, the impact absorption capacity can be further increased.
[0086]
　In the above-mentioned examples, the support member 140 has been described as having a tubular portion, but the support member 140 may have a structure other than the tubular shape.
[0087]
　FIG. 29 is a schematic view showing an example in which the support member 140 is configured from the hat-shaped member. As shown in FIG. 29, the support member 140 may be configured in a hat shape instead of being a tubular body. Also in the hat type support member 140, the flange 148 is fixed to the inner panel 135 by welding or the like. Further, in the case of the hat type support member 140, when an impact load is applied to the exterior panel 100 from the outside, the side wall 149 collapses to absorb the impact load.
[0088]
　30 and 31 are for explaining the results of evaluating the impact absorption capacity of the tubular support member 140 and the hat-shaped support member 140 in the event of a collision (side collision) from the side surface of the vehicle. It is a schematic diagram.
[0089]
　In this evaluation, as shown in FIG. 30, a pole-shaped indenter 200 having a diameter of 254 mm is made to collide perpendicularly with the door panel which is the exterior panel 100 at a constant speed of 20 km / h, and the displacement amount of the indenter 200 is up to 70 mm. The absorbed energy was measured. This evaluation assumes the case where a structure such as a utility pole collides with the door panel of the vehicle from the side surface, and the shape of the indenter 200 is a pole shape assuming the utility pole. Then, the EA value was obtained for each of the case where the support member 140 was a tubular body and the case where the support member 140 was a hat type. The EA value is a value obtained by dividing the absorption energy when the support member 140 is provided by the absorption energy of the comparative example in which the support member 140 is not provided. The EA value was obtained for each of the case where the support member 140 was a tubular body and the case where the support member 140 was a hat type, and the performance ratio of the tubular body to the hat type was calculated.
[0090]
　At this time, the arrangement of the support member 140 was set to the position of each number 1 to 9 shown in FIG. 31, and the case where the support member 140 was arranged at one or a plurality of positions was evaluated. Table 1 below shows the number of placement positions of the support member 140 and the result of the performance ratio of the pipe to the hat.
[0091]
　For example, under the conditions of reference numeral 5 in Table 1, the support members 140 were arranged at the four positions of Nos. 1, 2, 5, and 6 shown in FIG. 31, and the indenter 200 was made to collide with the exterior panel 100. In this case, the performance ratio of the tubular body (pipe) to the hat type was 1.02. Therefore, when the support members 140 were arranged at the four locations 1, 2, 5 and 6 in FIG. 30, the result was obtained that the cylindrical body had higher impact absorption capacity than the hat type.
[0092]
[table 1]

[0093]
　As shown in Table 1, under any of the conditions of reference numerals 1 to 19, the EA value of the cylindrical body was higher than that of the hat type. From this, it can be seen that in the case of the support member 140 of the tubular body, the support member 140 is crushed in the direction in which the impact load is applied, and the impact absorption is effectively performed. Further, in the case of the cylindrical support member 140, since it is less likely to be deformed in a specific direction as compared with the hat-type support member 140, shock absorption can be reliably performed. Therefore, although the hat-type support member 140 can absorb the impact load, the impact absorption capacity of the support member 140 can be further enhanced by the tubular body rather than the hat-type support member 140. Further, by arranging the above-mentioned partition body 150 inside the cylinder, the partition body 150 is crushed when an impact load is applied, so that the impact absorption capacity can be further enhanced.
[0094]
　As described above, according to the present embodiment, the support member 140 is provided to support the reinforcing member 120 from the inside of the vehicle, so that when an impact load is applied to the exterior panel 100 from the outside of the vehicle, the support member Since the 140 reliably supports the reinforcing member 120, the rigidity of the exterior panel 100 can be significantly increased. Therefore, the shock absorbing capacity of the exterior panel 100 can be improved.
Code description
[0095]
　100 Exterior panel
　102 Window
　110 Outer panel
　120 Reinforcing member
　122 First reinforcing member
　122a Recessed
　124 Second reinforcing member
　124a Recessing
　130 Plate material
　135 Inner panel
　140, 160 Supporting member
　141 Welded part
　142 Flange
　144 Flange
　146 Face
　148 Flange
　149 Side wall
　150 Partition
　162 Flange
　170 Window glass
　200 Indenter
The scope of the claims
[Claim 1]
　A plate-shaped outer panel,
　a plurality of long first members arranged inside the vehicle from the outer panel, and a long one
　arranged inside the vehicle from the outer panel and intersecting the plurality of first members. A plurality of second members,
　a plate-shaped inner panel arranged inside the vehicle from the first member and the second member, and
　the first member or the first member provided outside the vehicle from the inner panel. A support member for supporting the second member from the inside of the vehicle
　is provided, and the
　support member is provided at a plurality of intersections where the first member and the second member intersect, or between the adjacent intersections. A reinforcing structure for an automobile exterior panel that supports the first member or the second member.
[Claim 2]
　The second member is thicker than the first member, the support member supports the second member between adjacent intersections, and at the
　intersection, the first member is the outer panel. The reinforcing structure for an automobile exterior panel according to claim 1, which is arranged between the second member and the second member.
[Claim 3]
The automobile according to claim 　1, wherein the first member extends in the vehicle height direction, the second member extends in the vehicle length direction, and
　the second member is thicker than the first member.
Reinforcing structure for exterior panels.
[Claim 4]
　The reinforcing structure for an automobile exterior panel according to claim 3, wherein the first member is arranged between the outer panel and the second member at the intersection.
[Claim 5]
　The reinforcing structure for an automobile exterior panel according to any one of claims 1 to 4, further comprising the plurality of the support members.
[Claim 6]
　The reinforcing structure for an automobile exterior panel according to any one of claims 1 to 5, wherein the outer panel is an outer panel for an automobile door.
[Claim 7]
　The support member includes a first support member whose outer end of the vehicle is fixed to the first member or the second member, and a second support whose inner end of the vehicle is fixed to the inner panel. It has a member, and
　the first support member and the second support member are separated from each other so as to form a gap for an openable window glass provided in the door to enter. The reinforcing structure for an automobile exterior panel according to claim 6.