Title of invention: Shock absorbing member
Technical field
[0001]
　The present disclosure relates to a shock absorbing member.
Background technology
[0002]
　Conventionally, in order to protect an occupant of an automobile, an impact absorbing member is arranged inside the automobile at a place where an impact is expected to be input. As such a shock absorbing member, for example, a door impact bar is known. For example, the following Patent Document 1 describes the structure of an automobile door impact bar.
Prior art documents
Patent literature
[0003]
Patent Document 1: Japanese Patent Laid-Open No. 5-319092
Summary of the invention
Problems to be Solved by the Invention
[0004]
　The conventional shock absorbing member is composed of a thick structure in order to secure a shock absorbing amount. For this reason, there are restrictions on the location of the vehicle. Also, considering the deformation at the time of collision, if a shock absorbing member is provided on the outer side of the vehicle (away from the occupant) as much as possible, it will not contact the occupant even if the deformation amount of the shock absorbing member is large. Can be absorbed.
[0005]
　However, it is difficult to dispose a thick member because there is no large space in which a thick structure can be installed on the outside of the automobile.
[0006]
　The present disclosure has been made in view of the above problems. An object of the present disclosure is to provide a new and improved shock absorbing member that can absorb a shock at the time of a collision without a large space outside the inside of a vehicle.
Means for solving the problem
[0007]
　In order to solve the above problems, according to an aspect of the present disclosure, an exterior material of an automobile, a first member disposed adjacent to the exterior material, and a first member disposed adjacent to the exterior material. No. 2 member, an intersection where the first member and the second member are overlapped with each other and intersects with each other, and the first member and the second member are joined at the intersection. In a cross section orthogonal to the extending direction of the first member, the height of the first member in the direction orthogonal to the exterior material is the first direction in the direction along the exterior material. In a cross section that is larger than the width of the member and is orthogonal to the extending direction of the second member, the height of the second member in the direction orthogonal to the exterior material is the second direction in the direction along the exterior material. A shock absorbing member is provided that is larger than the width of the member.
[0008]
　The joint may be a laser weld joint. Further, the joint portion may be a joint portion made of a structural adhesive.
[0009]
　Further, at the intersection, the thickness of the first member and the second member in a direction orthogonal to the exterior material may be reduced.
[0010]
　Further, there may be the intersection where the second member is arranged on the side of the exterior material, between the two intersections where the first member is arranged on the side of the exterior material.
[0011]
　Further, the first member or the second member may cross the exterior material.
[0012]
　Further, at least one position in the longitudinal direction of the first member or the second member has a supported portion supported on the side opposite to the exterior material, and the first member or the second member. The distance between the intersection and the supported portion may be within 1/3 of the length of the first member or the second member having the supported portion.
[0013]
　Further, the supported portion may be an end portion of the first member or the second member.
[0014]
　Further, the supported portion may be joined to another component other than the exterior material.
[0015]
　Further, the first member or the second member has a hollow structure in which a plate material is bent, and the first surface adjacent to the exterior material and the first surface orthogonal to the extending direction. A second surface larger than the width of the first surface and spaced apart from the first surface.
[0016]
　Also, the second surface may be divided along the extending direction.
[0017]
　Further, the first member or the second member may have a martensite structure.
Effect of the invention
[0018]
　As described above, according to the present disclosure, it is possible to absorb a shock at the time of a collision without a large space.
Brief description of the drawings
[0019]
FIG. 1 is a schematic view showing a state where an exterior panel of an automobile according to the present embodiment is viewed from the back side.
FIG. 2 is a schematic diagram showing a conventional structure for comparison, and is a schematic diagram showing a configuration in which a door impact bar and a reinforcement are arranged inside an exterior material.
FIG. 3 is a schematic diagram showing an example of arrangement of reinforcing members.
FIG. 4 is a schematic view showing an example of arrangement of reinforcing members.
FIG. 5 is a schematic view showing an example of arrangement of reinforcing members.
FIG. 6 is a schematic view showing an example of arrangement of reinforcing members.
FIG. 7 is a schematic view showing an example of arrangement of reinforcing members.
FIG. 8 is a schematic diagram showing an exterior panel (door panel) in which a first reinforcing member is arranged in the vertical direction of the exterior material and a second reinforcing member is arranged in the horizontal direction of the exterior material 110.
FIG. 9 is a schematic diagram showing a state seen from the direction of arrow A in FIG. 8.
FIG. 10 is a perspective view showing in detail an intersection of the first reinforcing member and the second reinforcing member in FIG.
FIG. 11 is a perspective view showing in detail the intersection of the first reinforcing member and the second reinforcing member in FIG.
FIG. 12 is a schematic diagram showing a cross-sectional configuration of the first and second reinforcing members in the direction orthogonal to the longitudinal direction in the configuration of FIG.
FIG. 13 is a characteristic diagram showing the relationship between the applied load and the displacement amount of the indenter 140 obtained by a simulation for evaluating the tension rigidity of the exterior panel with reference to FIGS. 8 and 9.
FIG. 14 is a schematic diagram showing a state in which a load is applied to the exterior panel by a load applying member, assuming a side collision of a vehicle (side collision).
FIG. 15 is a characteristic diagram showing a relationship between a stroke and a load when a load is applied by the load applying member 300, which is obtained by a simulation for evaluating the side collision performance of the exterior panel in the configuration of FIG. ..
FIG. 16 is a schematic diagram showing an example of bending the end portions of the plate material to the opposite sides with respect to the configuration shown in FIG.
[FIG. 17] In the configuration shown in FIG. 8, the load (vertical axis) and time of the exterior panel when the first reinforcing member and the second reinforcing member are bonded at the intersection and a load is applied by the load applying member It is a characteristic view which shows the relationship with (horizontal axis).
MODE FOR CARRYING OUT THE INVENTION
[0020]
　Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, constituent elements having substantially the same functional configuration are designated by the same reference numerals, and a duplicate description will be omitted.
[0021]
　First, with reference to FIG. 1, a configuration of a vehicle exterior panel according to an embodiment of the present disclosure will be described. FIG. 1 is a schematic view showing a state in which an exterior panel 100 of an automobile according to the present embodiment is viewed from the back side (inside of the automobile). Here, a door panel is illustrated as the exterior panel 100, but the exterior panel 100 may be a panel of another part of the automobile such as a fender, a hood, a roof, or the like.
[0022]
　As shown in FIG. 1, the exterior panel 100 includes an exterior material 110 and a reinforcing member 120. The panel member 112 is made of, for example, a steel plate having a thickness of about 0.4 mm. The exterior material 110 is curved so that the front side (vehicle outer side) is a convex surface. The curvature is along the up-down direction (vehicle height direction).
[0023]
　The reinforcing member 120 includes a first reinforcing member 122 arranged in the vertical direction and a second reinforcing member 124 arranged in the horizontal direction (vehicle length direction). The first reinforcing member 122 is preferably curved according to the shape of the exterior material 110. The second reinforcing member 124 extends substantially linearly. That is, it is preferable that the reinforcing member adjacent to the curved exterior material 110 has a shape that follows the curvature of the adjacent location of the exterior material 110. This is because the first reinforcing member 122 and the second reinforcing member 124 can be in close contact with the exterior material 110 and preferably can be bonded (bonded) to the exterior material 110 if they have a shape that follows the exterior material 110. .
[0024]
　FIG. 2 is a schematic diagram showing a conventional structure for comparison. In FIG. 2, a door impact bar 300 and a reinforcement 310 are arranged inside the exterior material 110. 3 to 7 are views showing a vehicle door panel according to the present embodiment as an exterior panel 100. 3 to 7 are schematic views showing an example of the arrangement of the reinforcing member 120. In the example shown in FIG. 3, the exterior panel 100 is provided with only the first reinforcing members 122 arranged in the vertical direction.
[0025]
　In the example shown in FIG. 4, the exterior panel 100 is provided with only the second reinforcing members 124 arranged in the horizontal direction. In the example shown in FIG. 5, the exterior panel 100 is provided with the first reinforcing member 122 arranged in the vertical direction and the second reinforcing member 124 arranged in the horizontal direction. Further, the example shown in FIG. 6 shows an example in which the reinforcing members 120 are radially arranged on the exterior panel 100. Further, the example shown in FIG. 7 shows an example in which the reinforcing member 120 is diagonally arranged on the exterior panel 100.
[0026]
　FIG. 12 is a perspective view showing the structure of the reinforcing member 120. The basic configurations of the first reinforcing member 122 and the second reinforcing member 124 can be the same. FIG. 12 also shows a cross-sectional configuration orthogonal to the longitudinal direction of the reinforcing member 120. The reinforcing member 120 has a hollow rectangular (rectangular) cross section. The reinforcing member 120 may be manufactured by bending the plate material 130. In the example shown in FIG. 12, 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. Moreover, the plate thickness of the plate member 130 that constitutes the reinforcing member 120 is, for example, about 0.8 mm. A steel plate can be used as the plate member 130.
[0027]
図１２に示すように、折り曲げられた板材１３０の端部１３０ａと端部１３０ｂの間には所定の隙間が設けられていてもよい。これに限らず、端部１３０ａと端部１３０ｂは密着していても良い。また、端部１３０ａと端部１３０ｂは、溶接や接着等により接合されても良い。補強部材１２０は、端部１３０ａ，１３０ｂが位置する面、あるいは端部１３０ａ，１３０ｂが位置する面に反対側の面が外装材１１０と密着するように配置される。好適には、端部１３０ａ，１３０ｂが位置する面、あるいは端部１３０ａ，１３０ｂが位置する面に反対側の面が外装材１１０と接合される。ここで、外装材１１０と接合されるあるいは隣接する面を底面と称する。また、底面に反対側の面を頂面と称する。底面の両側に稜線を挟んで位置する面を縦壁と称する。補強部材１２０の断面において、短辺が底面、長辺が縦壁である。端部１３０ａ，１３０ｂが接合されずに頂面に配置される構成では、外装パネル１００の外側(車外)から押されて補強部材１２０が湾曲した場合に、端部１３０ａ，１３０ｂから断面が開いて断面形状が崩壊しやすい。しかし、端部１３０ａ，１３０ｂが接合されていると、断面形状が崩壊することを防ぐことができるため、外装パネル１００の剛性をより高めることが可能となる。端部１３０ａ，１３０ｂが底面に配置され、底面が外装材１１０に接合されている場合も、外装材１１０により端部１３０ａ，１３０ｂが離れて断面形状が崩壊することを防ぐことができる。なお、補強部材１２０の断面構成は、図１２のような端部１３０ａ，１３０ｂが向かい合う構成に限定されるものではなく、例えば端部１３０ａ，１３０ｂが離れた溝型（チャンネル）形状、あるいは図１６に示すハット形状であっても良い。補強部材１２０の断面が長方形、溝型、ハット形状のいずれの場合においても、補強部材１２０の延在方向に直交する断面の短辺を「幅（Ｄ）」、長辺を「高さ（Ｈ）」とみなす。また、図１６に示すようなハット形状で、フランジを外装材１１０側に配置する場合、フランジと縦壁の間の稜線同士の間隔を「幅（Ｄ）」とみなす。短辺と長辺のなす角が直角では無い場合、短辺の垂直方向の長辺の端部との距離を高さとみなす。以上のように「幅」と「高さ」が定義される本開示に係る補強部材において、補強部材の幅より高さは大きい。外装材１１０に補強部材１２０を接合するためには、補強部材１２０の幅が高さより大きい方が望ましいが、本開示ではあえてその様にはしない。そうするのは、補強部材１２０の曲げに対する断面二次モーメントを高めることを優先するためである。
[0028]
　As described above, in the present embodiment, the reinforcing member 120 disposed adjacent to the exterior material 110 has a height in the direction orthogonal to the exterior material 110 in a direction along the exterior material 110 in a cross section orthogonal to the extending direction. Greater than the width of. This makes it possible to effectively improve the second moment of area of ​​the reinforcing member 120 when a collision load from the vehicle exterior side to the vehicle interior side of the exterior panel is applied. Reinforcing member 120, the direction of the second moment perpendicular to the longitudinal direction, 15000 4 may be a lower, more preferably, 12000 mm 4 may be less. The material, the plate thickness, and the cross-sectional shape of the plate member 130 of the reinforcing member 120 are appropriately set so as to satisfy this condition. By satisfying this condition, the plastic buckling limit of the reinforcing member 120 is increased, plastic buckling does not easily occur when a collision load is input, and the reaction force due to elastic deformation is effectively applied to the collision resistance performance. Can be utilized. The reaction force due to elastic deformation has a relatively large reaction force increment with respect to deformation, and the plastic reaction has a small reaction force increment with respect to deformation. Therefore, the reaction force due to elastic deformation can be effectively utilized as the collision resistance performance. If the second moment of area is increased, plastic buckling is likely to occur even in a small bend. In the conventional structure, the second moment of area of ​​the door impact bar is about 18000 mm 4 . That is, it is premised that the conventional structure exerts the collision resistance performance due to plastic deformation. On the other hand, in the present embodiment, since the reinforcing member 120 is elastically deformed to exert the collision resistance function, the upper limit value of the second moment of area is set as described above. As a result, the occurrence of plastic buckling can be suppressed, and the collision resistance function can be exhibited by elastic deformation.
[0029]
　When the reinforcing member 120 satisfies the above conditions regarding the second moment of area, the exterior panel 100 according to the present embodiment can improve the collision resistance performance. Therefore, by further simplifying or omitting the conventional collision resistant component, it is possible to obtain a further weight reduction effect. Further, when the conventional collision resistant component is used, it can contribute to further improvement of the collision safety performance.
[0030]
　Further, the yield stress of the reinforcing member 120 may be 500 MPa or more. As a result, the plastic buckling limit of the reinforcing member 120 can be increased and the reaction force due to elastic deformation can be utilized more effectively, so that collision performance can be effectively secured and weight reduction can be achieved. The reinforcing member 120 may have a martensite structure. Thereby, the impact resistance performance can be further improved.
[0031]
　Further, even if the reinforcing member 120 is made of a thin member, it becomes a practical shock absorbing member by intersecting. If only one door impact bar 300 is used as in the conventional structure, the collision load may not be applied to the door impact bar 300 depending on the position where the collision load is applied. That is, the door impact bar may be missed. In addition, if a plurality of door impact bars 300 are installed as a measure against idling, the weight will increase significantly. According to this embodiment, since the reinforcing member 120, which is lighter than the conventional one, can be widely arranged on the entire surface of the exterior panel 100, it is possible to prevent the swinging while suppressing the weight increase. Further, the first and second reinforcing members 122 and 124 are connected as the reinforcing member 120. Therefore, the collision load applied to one of the reinforcing members also propagates to the other reinforcing member. That is, the plurality of reinforcing members can absorb the shock together.
[0032]
　Furthermore, when the exterior member 110 and the reinforcing member 120 are joined, the reinforcing member 120 can be prevented from falling down (rotation about the longitudinal direction) when the deformation of the reinforcing member 120 during collision deformation is large. Collision resistance can be improved. It is also effective that tension is generated in the exterior material in the region between the adjacent reinforcing members 120 at the time of collision deformation. When the outer casing 110 is made thin, the rigidity is lost, and the outer casing 110 is easily dented (bent) and is not useful for shock absorption. However, when the exterior material 110 and the reinforcing member 120 are joined, the exterior material 110 may contribute to shock absorption. When the reinforcement member 120 is deformed by joining the exterior member 110 and the reinforcing member 120 and restraining the exterior member 110, the exterior member 110 around the deformed portion is pulled in the in-plane direction. Since the exterior material 110 has tensile strength in the in-plane direction even if it has no rigidity in the thickness direction, it can resist tensile deformation and improve the performance of the shock absorbing member.
[0033]
　In addition, it is desirable that the reinforcing member 120 be arranged along the exterior material 110 for a certain length or more. Specifically, the reinforcing member 120 is in close contact with the exterior material 110 in a region of 1/3 or more of the entire length. That is, in the present embodiment, the reinforcing member 120 and the exterior material 110 are closely joined to each other to prevent the reinforcement member 120 from collapsing, and when the exterior material 110 is deformed, a tensile force is applied to the exterior material 110 to provide a collision resistance function. Is improving.
[0034]
　In particular, it is desirable that the first reinforcing member 122 be arranged in the longitudinal direction along the curve of the exterior material 110. That is, it is desirable that the first reinforcing member 122 is arranged so that the longitudinal direction thereof is the vertical direction. As a result, the first reinforcing member 122 is arranged so as to project toward the outside of the automobile. As a result, the curved convex curved portion of the first reinforcing member can improve the collision resistance function.
[0035]
　Further, the reinforcing member 120 is configured to cross (cross) the exterior material 110. In this embodiment, the second moment of area of ​​the reinforcing member 120 is small and the yield stress is high (the elastic deformation region is large). For this reason, it is preferable to make the reinforcing member 120 as long as possible in order that the entire exterior panel 100 receives the load and the impact at the time of a collision. Further, by configuring the reinforcing member 120 to traverse the exterior material 110, it is possible to increase the degree of freedom in setting a fulcrum (a contact point with another component in the related art) for the reinforcing member receiving a collision load to obtain a reaction force. .. Further, by making the reinforcing member 120 as long as possible, it is possible to widen the range in which the impact can be received in the event of a collision. That is, the reinforcing member 120 can be prevented from idling.
[0036]
　The improvement of the collision resistance function of the exterior panel 100 by providing the reinforcing member 120 will be described below. In FIG. 8, the longitudinal direction of the first reinforcing member 122 is arranged in the vertical direction of the exterior material 110, and the longitudinal direction of the second reinforcing member 124 is arranged in the horizontal direction of the exterior material 110. It is a schematic diagram which shows the exterior panel 100 (door panel), and has shown the structure of FIG. 5 in detail. Further, FIG. 9 is a schematic diagram showing a state seen from the direction of arrow A in FIG. FIG. 8 shows a state in which the exterior panel 100 is viewed from the front side (from the outside of the automobile). FIG. 8 shows the arrangement of the first reinforcing member 122 and the second reinforcing member 124 in a state where the exterior material 110 is seen through. The indenter 140 shown in FIG. 8 is a member that presses the exterior panel 100 in a simulation for evaluating the tensile rigidity of the exterior panel 100, the results of which will be shown in FIG. 13 described later.
[0037]
　In FIG. 8, the first reinforcing member 122 is supported by the support portions 220 arranged at both ends in the vertical direction of the exterior panel 100. Further, the second reinforcing member 124 is supported by the supporting portions 230 arranged at both ends of the exterior panel 100 in the horizontal direction. More specifically, the first reinforcing member 122 is supported by being sandwiched between the exterior material 110 and the supporting portion 220 at both ends. Similarly, the second reinforcing member 124 is supported by being sandwiched between the exterior material 110 and the support portion 230 at both ends. Further, in FIG. 8, among the intersections of the first reinforcing member 122 and the second reinforcing member 124, the intersections on the outer side in the vertical direction or the outer side in the front-rear direction of the vehicle are supported by the support portion 220 or the support portion 230. The distance from the supported portion of the first reinforcing member 122 or the second reinforcing member 124 is within 1/3 of the length of the first reinforcing member 122 or the second reinforcing member 124. Accordingly, when a load due to a collision is applied to the reinforcing member 120, for example, a load applied to the second reinforcing member 124 is applied to the first reinforcing member 122 from the intersection and is supported by the support portion 220 from the intersection. Since the distance to the supported portion of the first reinforcing member 122 is short, the load due to the collision can be efficiently received by elastic deformation.
[0038]
　In FIG. 8, the recesses 122a and 124a are provided at the intersections of the first reinforcing member 122 and the second reinforcing member 124 to intersect with each other, so that the first reinforcing member 122 and the second reinforcing member 124 are flush with each other. An example of arrangement is shown. Note that, in FIG. 8, the first reinforcing member 122 and the second reinforcing member 124 are arranged so as to be woven, and the first reinforcing member 122 and the second reinforcing member 124 are arranged vertically at an intersecting portion adjacent to each other. It may be configured differently. When the first and second reinforcing members 122 and 124 are arranged so as to be woven together, the efficiency of load transmission between the first reinforcing member 122 and the second reinforcing member 124 is improved. Accordingly, it is possible to effectively secure the shock absorbing function by the first and second reinforcing members 122 and 124 at the time of collision.
[0039]
　On the other hand, as will be described later, when the intersection portion of the first reinforcing member 122 and the second reinforcing member 124 is joined, the collision resistance performance can be significantly improved. Therefore, when the first reinforcing member 122 and the second reinforcing member 124 are joined to each other at the intersection, the first reinforcing member 122 and the second reinforcing member 124 do not have to be arranged so as to be woven. This eliminates the need for a process for weaving and reduces the manufacturing cost. However, it is possible to maximize the collision resistance performance by using the weaving and the joining at the intersection portion together.
[0040]
　Further, the manufacturing cost can be reduced by joining the intersections of the first reinforcing member 122 and the second reinforcing member 124. The process of attaching each of the first reinforcing member 122 and the second reinforcing member 124 to the exterior material 110 is complicated. It is easier to manufacture the bonded first reinforcing member 122 and the second reinforcing member 124 together on the exterior member 110. That is, the manufacturing cost can be reduced.
[0041]
　10 and 11 are perspective views showing in detail the intersection of the first reinforcing member 122 and the second reinforcing member 124 in FIG. 10 corresponds to the intersection C1 shown in FIG. 8, and FIG. 11 corresponds to the intersection C2 shown in FIG. At the intersection C1, the second reinforcing member 124 is located outside the vehicle with respect to the first reinforcing member 122 (on the exterior material 110 side). As a result, the first and second reinforcing members 122 and 124 can be arranged so as to be woven. The first reinforcing member 122 is provided with the concave portion 122a, and the second reinforcing member 124 is provided with the concave portion 124a, whereby the first reinforcing member 122 and the second reinforcing member 124 are arranged on the same plane. Further, at the intersection C2, the first reinforcing member 122 is located outside the vehicle with respect to the second reinforcing member 124. Also at the intersection C2, the first reinforcing member 122 is provided with the concave portion 122a and the second reinforcing member 124 is provided with the concave portion 124a, so that the first reinforcing member 122 and the second reinforcing member 124 are flush with each other. Is located in.
[0042]
　Although illustration is omitted, the first and second reinforcing members 122 and 124 do not necessarily have to be arranged so as to be woven, and the first reinforcing member 122 may be provided for reasons such as construction when assembled to the exterior panel 100. May be disposed on the exterior panel side with respect to all of the second reinforcing members 124, or conversely, all of the second reinforcement members 124 may be disposed on the exterior panel side with respect to all of the first reinforcing members 122. May be placed in
[0043]
　When all of the first reinforcing members 122 are arranged on the exterior panel side with respect to all of the second reinforcing members 124, or when all of the second reinforcing members 124 are exterior with respect to all of the first reinforcing members 122 When arranged on the panel side, at the intersection of the first reinforcing member 122 and the second reinforcing member 124, the first reinforcing member 122 and the second reinforcing member 124 are bonded together by an adhesive or welding (laser welding). To join. Adhesive and welding may be used in combination at the intersection. Even in the case where the first reinforcing member 122 and the second reinforcing member 124 are alternately arranged on the side of the exterior material 110, and the arrangement is such that they are knitted, the first reinforcing member 122 and the second reinforcing member 124 are similarly arranged. You may join. As a result, as will be described later, it is possible to improve the proof stress at the time of collision to about twice. The first reinforcing member 122 and the second reinforcing member 124 are joined to each other by, for example, bringing the recesses 122a and the recesses 124a shown in FIGS.
[0044]
　In this way, by joining the first reinforcing member 122 and the second reinforcing member 124 at the intersection, the rotation of the respective reinforcing members at the time of collision can be suppressed. As a result, the collision resistance performance can be greatly improved.
[0045]
　In the embodiment of the present disclosure, joining the first reinforcing member 122 and the second reinforcing member 124 at the intersection of the first reinforcing member 122 and the second reinforcing member 124 improves the collision resistance performance. It is done for the purpose. In other words, the joining of the first reinforcing member 122 and the second reinforcing member 124 at the intersection of the first reinforcing member 122 and the second reinforcing member 124 suppresses the vibration of the outer plate and the tension of the outer plate. It is not intended to improve rigidity. For the purpose of suppressing the vibration of the exterior plate and improving the tension rigidity of the exterior plate, the purpose can be sufficiently achieved by providing a flat plate reinforcing member adjacent to the exterior plate. On the other hand, in the embodiment of the present disclosure, in order to improve the collision resistance performance, the first reinforcing member 122 and the second reinforcing member 124 are intersected with each other, and the first reinforcing member 122 and the second reinforcing member 122 are intersected at the intersection. The reinforcing member 124 is intentionally adhered. With such a configuration, the collision resistance performance of the exterior panel 100 can be significantly improved.
[0046]
　Further, the collision resistance performance can be improved by reliably joining the first reinforcing member 122 and the second reinforcing member at the intersection of the first reinforcing member 122 and the second reinforcing member 124. Joining of the first reinforcing member 122 and the second reinforcing member 124 at the intersection of the first reinforcing member 122 and the second reinforcing member 124 is performed by bonding with an adhesive and/or laser welding as described above. Is preferred. On the other hand, in the case of adhesion using, for example, a mastic adhesive, it is not possible to secure high strength and it is not possible to improve the collision resistance. An automobile may collide with the exterior panel 100 in some cases, and the adhesion between the first reinforcing member 122 and the second reinforcing member 124 can be easily broken by the adhesion using a mastic adhesive or the like when the automobile collides. Therefore, it is difficult to use the exterior panel as a collision resistant member.
[0047]
　In addition, by joining the first reinforcing member 122 and the second reinforcing member at the intersection of the first reinforcing member 122 and the second reinforcing member 124, a rectangular cross-sectional shape as shown in FIG. 12 is obtained. Even with the reinforcing member, it is possible to prevent the reinforcing member from collapsing. Therefore, when the reinforcing member has a rectangular cross section as shown in FIG. 12, it is possible to improve the collision resistance by suppressing the fall.
[0048]
　The adhesive strength required for the structural adhesive used for joining the first reinforcing member 122 and the second reinforcing member depends on the shape of the structural material, but the tensile shear strength is preferably 20 MPa or more. With such a structural adhesive, rotation (tilt) of the reinforcing member can be suppressed. Examples of the type of structural adhesive include epoxy type, acrylic type, urethane type phenol type and the like.
[0049]
　In addition, the second moment of area of ​​the reinforcing member 120 extending from the intersection portion with respect to the load from the vehicle exterior direction of the cross section orthogonal to the longitudinal direction of the reinforcing member 120 is 15,000 mm 4 or less. By providing the intersecting portion, the distance between the fulcrum of bending deformation and the point of action applied to the reinforcing member 120 at the time of input of a collision load can be shortened, so that the reaction force increment against deformation can be further increased. Therefore, the collision performance is improved by providing the intersection.
[0050]
　Further, by setting the intersecting portions to be two or more, it is possible to further reduce the distance between the fulcrum of bending deformation and the point of action applied to the reinforcing member 120 when the collision load is input. Therefore, the reaction force increment with respect to the deformation of the reinforcing member 120 can be further increased. Further, since the impact load can be transmitted to and received by the plurality of other reinforcing members 120, a higher reaction force can be obtained. Thereby, the collision performance is further improved.
[0051]
　In addition, since the recesses 122a and 124a are provided in the first and second reinforcing members 122 and 124 at the intersections, the thickness of the first reinforcing member 122 and the second reinforcing member 124 in the direction orthogonal to the exterior material 110 is increased. Is reduced. As a result, the first and second reinforcing members 122 and 124 and the exterior material 110 can be brought into close contact with each other even in the vicinity of the region including the intersection, and the collision performance can be effectively improved.
[0052]
　Further, by providing the intersecting portion, the first reinforcing member 122 and the second reinforcing member 124 are constrained to each other at the intersecting portion. Thus, for example, when the reinforcing member 120 has a rectangular cross section and the short side is in close contact with the exterior material 110, the reinforcement member 120 collapses when a collision occurs and the long side approaches the exterior material 110. Can be suppressed. Further, by arranging the first and second reinforcing members 122 and 124 so as to be woven together, it is possible to prevent the reinforcing member 120 from collapsing when a collision occurs and the long side approaches the exterior material 110. If the distance between the intersecting portions is shortened, rotation restraint is restrained at a short distance, so that the first and second reinforcing members 122 and 124 are less likely to fall. As a result, it is possible to prevent the second moment of area from decreasing due to the tilting of the reinforcing member 120, and to prevent the collision resistance performance from decreasing.
[0053]
　As the impact absorbing member, it is necessary to be supported by something to receive the impact load so that the impact absorbing member does not move rigidly in the load input direction. Since the load is input from the exterior material 110, the support portions 220 and 230 that receive the impact load are provided on the side of the reinforcing member 120 opposite to the exterior material 110. At that time, when the load input point (intersection) to the reinforcing member 120 and the supporting portions 220 and 230 are closer to each other, a higher reaction force can be obtained with less deformation. In addition, when the exterior panel 100 is a door panel, the support portions 220 and 230 correspond to portions that come into contact with a door inner panel, a front pillar, a center pillar, a side sill, and the like. Further, in the case of the exterior panel 100 other than the door, the support portions 220 and 230 may be supported by abutting against other body structure materials. For example, in the case of a roof panel, the portions that come into contact with the roof side rails, front roof rails, rear roof rails, etc. correspond to the support portions 220 and 230. Further, the supporting portions 220 and 230 may be brought into contact with these body structural members by providing another supporting component and abutting and supporting via this supporting component.
[0054]
　In the reinforcing member 120, the supported portion supported by the supporting portions 220 and 230 is the end portion of the reinforcing member 120. By supporting the end portion of the reinforcing member 120 in this manner, the entire reinforcing member 120 can be utilized for shock absorption. Further, by joining the supported portion to a component other than the exterior material, the supported portion can be restrained in a direction other than the load input direction, which improves collision performance and prevents the reinforcing member 120 from collapsing. Can also contribute. Further, the supported portion may be provided at a portion other than the end portion of the reinforcing member 120.
[0055]
　FIG. 12 is a schematic diagram showing a cross-sectional configuration in a direction orthogonal to the longitudinal direction of the first and second reinforcing members 122 and 124 in the configuration of FIG. As shown in FIG. 12, the first and second reinforcing members 122 and 124 have a rectangular cross-sectional shape, and for example, have a length of about 16 mm and a width of about 10 mm.
[0056]
　In the configuration shown in FIG. 12, the short side of the rectangular cross section is closely attached to the exterior material 110. Thereby, in order to secure a desired second moment of area, the reinforcing member 120 having the most efficient sectional shape can be configured. On the other hand, if the long side is made longer to secure the second moment of area, the reinforcing member 120 is likely to rotate in the axial direction and fall down when receiving an impact. When the reinforcing member 120 falls down, the second moment of area decreases, but by joining the reinforcing member 120 to the exterior material 110, the falling down (rotation) of the reinforcing member 120 can be suppressed.
[0057]
　FIG. 16 is a schematic diagram showing an example in which the end portion 130a and the end portion 130b of the plate material 130 are respectively bent to the opposite side with respect to the configuration shown in FIG. The shape of FIG. 16 is called a hat shape.
[0058]
　Also in the configuration shown in FIG. 16, the short side of the rectangular cross-sectional shape is in close contact with the exterior material 110. At this time, the flange side having the end portions 130a and 130b may be used as the bottom surface to adhere to the exterior material 110, or the side opposite to the flange side having the end portions 130a and 103b may be used as the bottom surface to adhere to the exterior material 110. .. Thereby, in order to secure a desired second moment of area, the reinforcing member 120 having the most efficient sectional shape can be configured. Further, by joining the reinforcing member 120 to the exterior material 110, the collapse (rotation) of the reinforcing member 120 can be suppressed.
[0059]
　Next, with reference to FIG. 14 and FIG. 15, the results of evaluating the bending strength of the exterior panel 100 according to the present embodiment in consideration of a collision will be described. FIG. 14 is a schematic diagram showing a state in which a load is applied to the exterior panel 100 by the load applying member 300, assuming a side collision of a vehicle in the configuration of FIG.
[0060]
　FIG. 15 is a characteristic diagram showing the relationship between the stroke and the load when a load is applied by the load applying member 300 in the configuration of FIG. In FIG. 15, in order to evaluate the anti-collision function, a larger load than that in FIG. 13 is applied to generate a stroke corresponding to a collision. In FIG. 15, the characteristic indicated by the broken line shows the characteristic when the conventional structure shown in FIG. 2 is evaluated under the same conditions for comparison. The characteristic indicated by the solid line corresponds to Reference Example 1 in which the first reinforcing member 122 and the second reinforcing member 124 are not joined to the exterior material 110, and the characteristic indicated by the chain double-dashed line indicates the first reinforcing member 122 and the second reinforcing member 122. This corresponds to Reference Example 2 in which the reinforcing member 124 of No. 1 is joined to the exterior material 110.
[0061]
　As shown in FIG. 15, in the configuration of Reference Example 1, the load is higher than that of the conventional structure particularly when the stroke is 50 mm or more. That is, the reference example 1 was able to obtain higher impact absorption performance than the conventional structure. Further, in the configuration of Reference Example 2, the load is higher than that of the conventional structure in almost the entire stroke. That is, the reference example 2 was able to obtain a higher impact absorption performance than the reference example 1. As described above, in the conventional structure, since it is premised that the impact resistant member such as the door impact bar 300 is plastically deformed, the plastic deformation occurs as the stroke increases. For this reason, in the conventional structure, the increase rate of the load due to the increase of the stroke is lower than in Reference Examples 1 and 2. On the other hand, in Reference Example 1 and Reference Example 2, since the impact is absorbed within the range of elastic deformation, the rate of increase in load accompanying an increase in stroke is greater than in the conventional structure. Therefore, according to the configuration example of FIG. 8, it is possible to obtain a large shock absorbing performance even when a pole-side collision occurs in which a utility pole or the like collides with a door panel, for example.
[0062]
　As a result of the simulation, according to the configuration of FIG. 8, in both Reference Example 1 and Reference Example 2, plastic buckling did not occur even when the stroke was increased to about 75 mm. Therefore, according to the present embodiment, it is possible to absorb the impact of a collision by using the reinforcing member 120 as an elastic member. In the reference example 1, the load is temporarily reduced at a stroke of about 65 mm. This is because the reinforcing member 120 is not joined to the exterior material 110, and thus a part of the reinforcing member 120 collapses. It is due to the fact. However, such a fall of the reinforcing member 120 can be suppressed by joining the reinforcing member 120 and the exterior material 110 as in Reference Example 2. In addition, the fall of the reinforcing member 120 can also be suppressed by providing the reinforcing member 120 with an intersecting portion or arranging the reinforcing members 120 in different directions so as to be woven as described above.
[0063]
　FIG. 17 shows the load (vertical length) of the exterior panel 100 when the first reinforcing member 122 and the second reinforcing member 124 are joined at the intersection and the load is applied by the load applying member 300 in the configuration shown in FIG. It is a characteristic view which shows the relationship between (axis) and time (horizontal axis). The test object is not arranged so that the first reinforcing member 122 and the second reinforcing member 124 are woven. In FIG. 17, in order to evaluate the collision resistance performance of the joining of the first reinforcing member 122 and the second reinforcing member 124 at the intersection, in the case of joining at the intersection (solid line (Example)) and at the intersection. The characteristics when not bonded (dashed line (reference example)) are shown.
[0064]
　As shown in FIG. 17, in the initial stage after the load is applied, there is a large difference in characteristics between the case where joining is performed at the intersection (solid line) and the case where joining is not performed at the intersection (dashed line). However, in the latter period when the exterior panel 100 is deformed, there is a large difference in characteristics between the case where joining is performed at the intersection (solid line) and the case where joining is not performed at the intersection (dashed line). At time t=12, about twice as much load occurs in the case where the bonding is performed at the intersection (solid line) as compared with the case where the bonding is not performed in the intersection (dashed line). Therefore, by adhering the first reinforcing member 122 and the second reinforcing member 124 at the intersection, it is possible to significantly improve the collision resistance performance.
[0065]
　The first reinforcing member 122 and the second reinforcing member 124 do not have to be separate members. For example, one steel plate is processed into a press-molded product having a lattice shape and a thin cross section, and the first and second reinforcing members are processed. The reinforcing members 122 and 124 may be integrated. In this case, the branching point becomes the intersection.
[0066]
　The exterior material 110 and the reinforcing member 120 are not limited to steel materials, and may be made of non-ferrous metal such as aluminum. Further, the exterior material 110 may be formed of CFRP, for example, and ribs corresponding to the first and second reinforcing members 122 and 124 may be arranged on the back side of the exterior material 110. In this case, the ribs corresponding to the first and second reinforcing members 122 and 124 may be integrally molded. In this case, the branching portion (cross-shaped portion) is regarded as an intersection. Further, the ribs corresponding to the first and second reinforcing members 122 and 124 may be integrally formed with the exterior material 110. In this case, the ribs corresponding to the first and second reinforcing members 122 and 124 are exterior materials. Considered to be joined to 110.
[0067]
　As described above, according to the reinforcing member 120 of the present embodiment, the impact resistance performance of the exterior material 110 can be surely improved. Furthermore, according to the reinforcing member 120, the tensile rigidity of the exterior material 110 can also be improved. Below, the improvement of the tensile rigidity by the reinforcing member 120 will be described.
[0068]
　As described above, the exterior material 110 is in contact with the first and second reinforcing members 122 and 124. As a result, the area of ​​each region surrounded by the contours of the first and second reinforcing members 122 and 124 and the exterior material 110 is smaller than the area of ​​the entire exterior material 110, so that external force acts on the exterior material 110. In that case, tension is likely to be generated early, so that the tension rigidity of the exterior material 110 can be significantly increased. Further, it is more preferable to join the exterior material 110 and the reinforcing member 120, and when the exterior material 110 is deformed, tension is early generated by the exterior material 110 in the region between the adjacent reinforcement members 120, and the tensile rigidity is further improved. It can be further improved.
[0069]
　Further, as described above, by setting the yield stress of the reinforcing member 120 to 500 MPa or more, it is possible to prevent plastic deformation even when an external force acts on the reinforcing member 120, so that the tensile rigidity is effectively secured. It can be made lighter.
[0070]
　Further, the reinforcing member 120 is arranged along the exterior material 110 for a certain length or more. Specifically, the reinforcing member 120 is in close contact with the exterior material 110 in a region of 1/3 or more of the entire length. By arranging the reinforcing member 120 in close contact with the exterior material 110, even when the degree of thinning of the exterior material 110 is large (for example, thinning from the original thickness of 0.7 mm to 0.5 mm or less), the tensile rigidity of the exterior panel 100 is increased. Can be improved. More preferably, the reinforcing member 120 and the exterior material 110 are closely adhered to each other, whereby a tensile force is applied to the exterior material 110 when the exterior material 110 is deformed, and the tensile rigidity of the exterior panel 100 can be further enhanced.
[0071]
　In particular, the first reinforcing member 122 is arranged in the vertical direction along the direction of curvature of the exterior material 110. As a result, it is possible to improve the tensile rigidity of the convex curved portion that is curved so as to project toward the outside of the automobile. Also, the exterior material 110 has a concave curved portion that is curved so as to project inward as viewed from the outside of the automobile, and the reinforcing member 120 that overlaps the concave curved portion is in close contact with the exterior material 110. Since the concave curved portion is inferior in tensile rigidity to a load from the outside of the automobile as compared with the convex curved portion, by closely disposing the reinforcing member 120 at the relevant portion, the tensile rigidity of the entire exterior panel can be effectively improved.
[0072]
　Further, the reinforcing member 120 may have a second moment of area in the direction orthogonal to the longitudinal direction of 15,000 mm 4 or less. When the reinforcing member 120 satisfies the above conditions regarding the second moment of area, the reinforcing member 120 can have a small cross-sectional shape, and a plurality of first and second reinforcing members 122 and 124 are arranged in order to increase the tensile rigidity. Even in such a case, the tensile rigidity can be efficiently improved without causing a large increase in weight. Similarly, for the reinforcing member 120 extending from the intersection as shown in FIG. 8, the second moment of area in the direction orthogonal to the longitudinal direction may be 15,000 mm 4 or less. When there is the intersection, the area of ​​the region of the exterior material sandwiched between the reinforcing members 120 extending from the intersection is smaller than the area of ​​the entire exterior panel, and the ratio of the plate thickness to the area sandwiched between the reinforcement members 120 is relatively large. Therefore, the tensile rigidity can be further improved. Therefore, by providing the intersecting portion, it is possible to effectively improve the tensile rigidity.
[0073]
　In addition, when the number of intersections is two or more, the individual regions of the exterior member 110 sandwiched between the adjacent reinforcing members 120 are further narrowed. As a result, the ratio of the plate thickness to the area of ​​each region is relatively increased, so that the tensile rigidity can be further improved. This makes it possible to effectively improve the tensile rigidity.
[0074]
　In addition, since the recesses 122a and 124a are provided in the first and second reinforcing members 122 and 124 at the intersections, the thickness of the first reinforcing member 122 and the second reinforcing member 124 in the direction orthogonal to the exterior material 110 is increased. Is reduced. This allows the first and second reinforcing members 122 and 124 and the exterior material 110 to be in close contact with or joined to each other even in the vicinity of the region including the intersection, and the tensile rigidity can be effectively improved.
[0075]
　FIG. 13 is a characteristic diagram showing the relationship between the applied load and the displacement amount of the indenter 140 obtained by simulation in order to evaluate the tensile rigidity with respect to FIGS. 8 and 9. In the simulation result shown in FIG. 13, when the thickness of the exterior material 110 is 0.4 mm and the first reinforcing member 122 and the second reinforcement member 124 are not joined to the exterior material 110 (reference example 1, characteristics indicated by a solid line). And the case where the 1st reinforcement member 122 and the 2nd reinforcement member 124 were joined to the exterior material 110 (reference example 2, the characteristic shown by a dashed-two dotted line). Further, in the simulation result shown in FIG. 13, for comparison, characteristics when the thickness of the exterior material 110 is 0.7 mm and there is no reinforcing member (dashed line), the thickness of the exterior material 110 is 0.4 mm and the reinforcing member is The characteristic (broken line) when there is no is also shown.
[0076]
　The thickness of a general automobile exterior material currently used, that is, an exterior panel, is about 0.7 mm, which corresponds to the characteristic indicated by the alternate long and short dash line. As shown in FIG. 13, in Reference Example 2 (two-dot chain line) in which the first reinforcing member 122 and the second reinforcing member 124 are joined to the exterior material 110, the exterior material 110 has a thickness of 0.7 mm. Comparing with the characteristics (dashed line) where there is no, the displacement amount with respect to the applied load is equal to or more than the result. Particularly, in Reference Example 2, when the load exceeds 80 [N], the displacement amount with respect to the applied load is significantly lower than the characteristic indicated by the alternate long and short dash line. Further, the characteristic (solid line) of Reference Example 1 in which the first reinforcing member 122 and the second reinforcing member 124 are not joined to the exterior material 110 is that the displacement amount with respect to the load load is slightly larger than the characteristic of the one-dot chain line, but the load load Was about 200 [N], it was equivalent to the characteristic of the alternate long and short dash line. Therefore, according to the present embodiment, even when the thickness of the exterior material 110 is set to 0.4 mm and is made much smaller than the current state, it is possible to reliably prevent the tensile rigidity from decreasing. is there. Thereby, the thickness of the exterior material 110 can be reduced to, for example, about 0.4 mm, and the exterior panel 100 can be significantly reduced in weight.
[0077]
　In addition, as shown by the characteristic of the broken line in FIG. 13, when the thickness of the exterior material 110 is 0.4 mm and there is no reinforcing member, the displacement amount with respect to the load is significantly increased compared to the other characteristics. There is. This indicates that the exterior material 110 is largely deformed when the exterior panel is pushed. Therefore, when the thickness is 0.4 mm and there is no reinforcing member, it is difficult to use as an exterior panel of an automobile.
[0078]
　As described above, according to the present embodiment, the plurality of first reinforcing members 122 and the plurality of second reinforcing members 124 are arranged in a lattice shape and brought into close contact with the exterior material 110, and the collision load is mainly elastically deformed. By absorbing it, the collision resistance can be significantly improved. Therefore, it is possible to provide a vehicle exterior panel that is light in weight and excellent in collision resistance.
[0079]
　Further, since the reinforcing member 120 is arranged and brought into close contact with the exterior material 110 formed of a thin plate having a thickness of about 0.4 mm, the tensile rigidity can be significantly increased. Accordingly, even if the user touches the exterior panel 100 made of a thin plate or the user presses the exterior panel 100, the deformation of the exterior panel 100 can be reliably suppressed.
[0080]
　Although the preferred embodiments of the present disclosure have been described above in detail with reference to the accompanying drawings, the present disclosure is not limited to the examples. It is obvious that a person having ordinary knowledge in the technical field to which the present disclosure belongs can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present disclosure.
Explanation of symbols
[0081]
　100 Exterior Panel
　110 Exterior Material
　120 Reinforcement Member
　122 First Reinforcement Member
　124 Second Reinforcement Member
The scope of the claims
[Claim 1]
　Exterior material of automobile,
　first member
　disposed adjacent to the exterior material, second member disposed adjacent to the exterior material,
　the first member and the second member a cross section that crosses are superimposed,
　and a joining portion that joins the said second member and said first member at said intersection
comprises a,
　in the extending direction of said first member In a cross section orthogonal to each other, the height of the first member in the direction orthogonal to the exterior material is larger than the width of the first member in the direction along the exterior material, and the height of the first
　member in the extending direction of the second member. In a cross section orthogonal to each other, the height of the second member in the direction orthogonal to the exterior material is larger than the width of the second member in the direction along the exterior material
.
[Claim 2]
　The shock absorbing member according to claim 1, wherein the joint portion is a joint portion formed by laser welding.
[Claim 3]
　The shock absorbing member according to claim 1, wherein the joint portion is a joint portion made of a structural adhesive.
[Claim 4]
　The impact absorbing member according to any one of claims 1 to 3, wherein the thickness of the first member and the second member in a direction orthogonal to the exterior material decreases at the intersection.
[Claim 5]
　5. The crossing portion in which the second member is arranged on the exterior material side is between the two intersections in which the first member is arranged on the exterior material side. The shock absorbing member described.
[Claim 6]
　The shock absorbing member according to any one of claims 1 to 5, wherein the first member or the second member traverses the exterior material.
[Claim 7]
　At least one position in the longitudinal direction of
　the first member or the second member has a supported portion that is supported on the side opposite to the exterior material, and intersects the first member or the second member. The distance between the portion and the supported portion is within 1/3 of the length of the first member or the second member having the supported portion, according to any one of claims 1 to 6. Shock absorber.
[Claim 8]
　The impact absorbing member according to claim 7, wherein the supported portion is an end portion of the first member or the second member.
[Claim 9]
　The impact absorbing member according to claim 7 or 8, wherein the supported portion is joined to another component other than the exterior material.
[Claim 10]
　The first member or the second member has a hollow structure in which a plate material is bent, and a width of the first surface adjacent to the exterior material and the first surface orthogonal to the extending direction. The shock absorbing member according to any one of claims 1 to 9, further comprising: a second surface that is arranged to be spaced apart from the first surface.
[Claim 11]
The shock absorbing member according to claim 10, wherein the second surface is divided along the extending direction.
[Claim 12]
　The shock absorbing member according to any one of claims 1 to 11, wherein the first member or the second member has a martensite structure.