KR20250092425A - Side sill of vehicle - Google Patents

Abstract

The present invention relates to a side sill for a vehicle, comprising: a side sill frame having a hollow portion formed therein and being continuous in the longitudinal direction of the vehicle; a reinforcing frame positioned in the hollow portion and joined to the side sill frame to form a closed cross-section and including a curved surface; and a mounting member including a fastening hole penetrating the reinforcing frame in the height direction of the vehicle, contacting the side sill frame, and having a fastening member joined therein.

Description

SIDE SILL OF VEHICLE

The present invention relates to a side sill for a vehicle.

It is to be noted that the material described in this section merely provides background information for the present invention and does not constitute prior art.

In general, when a vehicle is hit from the side, the stress concentration phenomenon occurs in the lower part of the body, that is, the side sill, causing severe deformation there. As a result, the amount of air entering the interior of the side sill increases, and it can be seen that the degree of injury to the pelvic area of the passenger's body is greatly affected.

Therefore, there is an urgent need to develop a vehicle side sill that can stably secure crash performance in the event of a side collision.

KR 20-1998-0043143 U

The present invention is intended to solve the above problems, and aims to provide a side sill structure having a buffer shape capable of compressive deformation inside the side sill and capable of absorbing collision energy when a vehicle collides.

In addition, it aims to provide a structure for reducing the weight of the vehicle and efficiently absorbing energy in the event of a lateral collision.

In order to achieve the above-mentioned purpose, the present invention provides a vehicle side sill formed as follows.

According to one embodiment of the present invention, a vehicle side sill comprises: a side sill frame having a hollow portion formed therein and being continuous in the longitudinal direction of the vehicle; a reinforcing frame positioned in the hollow portion and joined to the side sill frame to form a closed cross-section and including a curved surface; and a mounting member penetrating the reinforcing frame in the height direction of the vehicle, joined to the side sill frame, and having a fastening member joined thereto. Through this, the mounting member is joined to the side sill frame, thereby providing the effects of making the side sill lightweight, sturdy, and having improved assembly properties.

Additionally, the mounting member can be welded to the side sill frame.

In addition, the side sill frame includes an inner panel and an outer panel, the inner panel is positioned further inward in the width direction of the vehicle than the outer panel, and the mounting member can be attached to the inner panel.

In addition, the reinforcing frame includes a first reinforcing member including a first bent portion curved toward the outer panel, a through hole in which the mounting member is positioned, and a flange joined to the inner panel, and a second reinforcing member disposed in the hollow portion, joined to the first reinforcing member, and including a second bent portion curved toward the outer panel, wherein the mounting member can be positioned by penetrating the first reinforcing member.

Additionally, at least one of the first reinforcing member or the second reinforcing member may include a recessed portion that is repeated in the longitudinal direction.

In addition, the uneven portion may have protruding surfaces and indented surfaces alternately formed in the longitudinal direction of the side sill frame, and an inclined surface may be formed between the protruding surfaces and the indented surfaces.

Additionally, the mounting member may be spaced apart from one side of the inner panel.

Additionally, the outer panel and the second reinforcing member may be spaced apart from each other.

Additionally, at least one of the steel plates of the first reinforcing member or the second reinforcing member can be formed by a foam forming or crash forming method.

In addition, the first reinforcing member or the second reinforcing member can be manufactured by forming a single steel plate having a tensile strength of 980 MPa or more.

In addition, the recessed portion can be formed to extend in the width direction over the entire width of the installation width of the reinforcing frame.

Additionally, a welded portion can be formed when the mounting member and the inner panel are joined.

Additionally, the mounting member can be positioned so as to penetrate the inner surface.

The present invention can stably secure the collision performance of a side sill for a vehicle through the above structure, provide a manufacturing advantage due to cost reduction, and can help in the efficient operation of a vehicle due to weight reduction.

In addition, a reinforcing frame can be provided to ensure stable crash performance even for complex-shaped inner panels.

In addition, by eliminating unnecessary parts and providing a direct connection structure, weight reduction and cost reduction can be achieved, and fastening strength can be increased.

Figure 1 is a cross-sectional view of a vehicle side sill of Comparative Example 1 in contrast to the vehicle side sill of the present invention.
Figure 2 is a cross-sectional view of a vehicle side sill of Comparative Example 2 in contrast to the vehicle side sill of the present invention.
FIG. 3 is a perspective view of a vehicle side sill according to one embodiment of the present invention.
FIG. 4 is a perspective view showing only a portion of a vehicle side sill according to an embodiment of the present invention.
FIG. 5 is a perspective view of a reinforcing frame and a mounting frame of a vehicle side sill according to an embodiment of the present invention, viewed from a different angle than FIG. 4.
FIG. 6 illustrates a cross-sectional view of a vehicle side sill according to one embodiment of the present invention.
FIGS. 7A to 7C are drawings showing the results of deformation analysis of a side sill on a cross-section that receives an impact when the side sill receives an external impact according to one embodiment of the present invention. FIG. 7A shows the state immediately before a collision, FIG. 7B shows the results of deformation analysis in the middle of a collision while it is being deformed, and FIG. 7C shows the results of analysis in the latter period after a collision.
FIGS. 8A to 8C illustrate the deformation analysis results of the side sill when the side sill according to one embodiment of the present invention, such as FIG. 3, receives an external impact, as viewed from above. FIG. 8A illustrates the state immediately before a collision, FIG. 8B illustrates the deformation analysis results in the middle period of a collision while it is being deformed, and FIG. 8C illustrates the analysis results in the latter period of a collision.
Fig. 9 is a cross-sectional view of a vehicle side sill according to a conventional embodiment.
FIG. 10 is a load-displacement diagram for the vehicle side sill of FIG. 3, which is an embodiment of the vehicle side sill of the present invention, and the vehicle side sill of FIG. 9, which is a conventional vehicle side sill.

Hereinafter, specific embodiments of the present invention will be described with reference to the attached drawings. However, the spirit of the present invention is not limited to the presented embodiments, and those skilled in the art who understand the spirit of the present invention will be able to easily propose other regressive inventions or other embodiments included within the scope of the spirit of the present invention by adding, changing, or deleting other components within the scope of the same spirit, but this will also be considered to be included within the scope of the spirit of the present invention.

Referring to the drawings, the vehicle side sill of the present invention is illustrated in the left-right, up-down, and front-back directions, and although the terms left-right, up-down, and front-back directions are used in the detailed description of the invention, this is for the convenience of explanation, and it is to be noted that the technical features of the vehicle side sill of the present invention are not limited to these directions.

Below, the X-axis illustrated in the attached drawing is the width direction (X direction) of the vehicle side sill, the Y-axis is the length direction (Y direction) of the vehicle side sill, and the Z-axis is the height direction (Z direction) of the vehicle side sill.

Figure 1 is a cross-sectional view of a vehicle side sill of Comparative Example 1 in contrast to the vehicle side sill of the present invention.

In the case of Comparative Example 1, an inner panel (10'), an outer panel (20'), a reinforcing frame (30'), and a fastening bracket (40') are included. Unlike one embodiment of the present invention in which steel is used for the reinforcing frame (50, see FIG. 3), aluminum extrusion is used for the reinforcing frame (30').

Comparative Example 1 uses aluminum extrusion to reinforce the frame (30') as a way to reduce weight, but has a problem in that the weight reduction effect is not actually significant due to the thick cross-section configuration for sufficient collision energy absorption.

In addition, Comparative Example 1 has the problem that the cost burden is high due to the high raw material price and expensive extrusion processing process, and there is the problem that the application of a fastening bracket (40') etc. for joining different materials requires another weight increase and may cause a decrease in workability.

Figure 2 is a cross-sectional view of a vehicle side sill of Comparative Example 2 in contrast to the vehicle side sill of the present invention.

In the case of Comparative Example 2, a reinforcing frame (30') using steel was placed between the inner panel (10') and the outer panel (20'), but the reinforcing frame (30') of Comparative Example 2 has a very weak structure in absorbing the width-direction collision energy of the side sill. Due to this, there is a problem in that it is not expected to be very effective in preventing the side sill from entering the interior to protect passengers and the electric vehicle battery.

Below, components included in a vehicle side sill according to one embodiment of the present invention will be specifically described.

FIG. 3 is a cross-sectional view illustrating a vehicle side sill according to one embodiment of the present invention.

A vehicle side sill according to one embodiment of the present invention includes a side sill frame, a reinforcing frame (50), and a mounting member (60).

For example, the side sill frame includes an inner panel (10) and an outer panel (20), and a reinforcing frame (50) including a first reinforcing member (30) and a second reinforcing member (40) is formed inside. In addition, a mounting member (60) positioned to penetrate the side sill frame and the reinforcing frame (50) is provided to connect a battery frame located outside the side sill.

The inner panel (10) can be arranged on the inner side of the side sill in the width direction in the X-axis direction. The inner panel (10) can be manufactured as a single piece by forming a single steel plate. Since the inner panel (10) is manufactured as a single piece by forming a single steel plate, the mechanical rigidity of the side sill for a vehicle can be improved as the inner panel (10) composed of a single steel plate moves as a single piece.

The outer panel (20) can be arranged on the outer side of the side sill in the X-axis direction in the width direction. The outer panel (20) can be manufactured as a single piece by forming a single steel plate. Since the outer panel (20) is manufactured as a single piece by forming a single steel plate, the mechanical rigidity of the vehicle side sill can be improved as the outer panel (20) composed of a single steel plate moves as a single piece.

FIG. 4 is a perspective view showing only a portion of a vehicle side sill according to an embodiment of the present invention.

According to one embodiment of the present invention, the mounting member (60) can be positioned so as to penetrate the reinforcing frame (50).

For example, the reinforcing frame (50) may include a first reinforcing member (30) and a second reinforcing member (40).

The reinforcing frame (50) may be made of a single member, but may also be made of multiple members to increase the absorption capacity for external impact.

For example, a through hole (35) may be formed in the first reinforcing member (30).

The through holes (35) may be formed in multiple numbers and may include a first through hole (351) and a second through hole (352) positioned at different positions along the height direction. In addition, the mounting member (60) may be fitted into the through hole (35) of the first reinforcing member (30) and positioned by penetrating the first reinforcing member (30). At this time, the through holes (35) may be formed in multiple numbers along the length direction.

At this time, in order to firmly fix the mounting member (60) located in the through hole (35), a welding joint may be formed surrounding the circumference of the through hole (35).

The mounting member (60) may be positioned by penetrating the second reinforcing member (40). However, when the first reinforcing member (30) is positioned on the inner panel (10) side and deformation of the reinforcing frame (50) occurs due to external impact, shock absorption due to stable crushing deformation can be facilitated more easily than when the mounting member (60) is positioned by penetrating the second reinforcing member (40).

FIG. 5 is a drawing of a reinforcing frame and a mounting member of a vehicle side sill according to an embodiment of the present invention, taken from a different angle than FIG. 4.

The reinforcing frame (50) is positioned in the hollow portion (S) and is combined with the side sill frame to form a closed cross-section and may include a curved surface.

The reinforcing frame (50) is positioned in the hollow part (S), so that when an impact is applied from outside the vehicle, stable compression occurs within the hollow part (S), thereby improving the absorption performance of collision energy.

For example, at least one of the first reinforcing member (30) or the second reinforcing member (40) may include a repetitive longitudinally concave portion (33, 43).

The reinforcing frame (50) may have repetitive uneven portions (33, 43) on the longitudinal cross-section. By including the uneven portions (33, 43), the reinforcing frame (50) can improve rigidity without increasing the thickness of the steel material or the like constituting the reinforcing frame (50).

In addition, since the reinforcing frame (50) sufficiently secures the rigidity of the reinforcing frame (50) by including the uneven portions (33, 43), stable compression can occur against the load acting in the width direction of the vehicle side sill, and there is an effect of improving the collision energy absorption performance, thereby stably securing the collision performance.

The reinforcing frame (50) may include a first reinforcing member (30) and a second reinforcing member (40).

The first reinforcing member (30) may include a first curved portion curved toward the outer panel (20) and a flange (32) joined to the inner panel (10).

The first bend may include a flat surface, or may be sharply bent without a flat surface. A flange (32) is formed at an end of the first reinforcing member (30) so as to be flush-joined with the inner panel (10).

The second reinforcing member (40) is placed in the hollow portion (S) and is connected to the first reinforcing member (30) and may include a second curved portion (41) that is curved toward the outer panel (20).

The multi-stage portion (42) formed at both ends of the second reinforcing member (40) can be shaped and joined by being fitted into the first bent portion of the first reinforcing member (30).

The multi-stage portion (42) can be formed with a curved portion so that it can meet the first curved portion over as wide an area as possible while being combined with the first reinforcing member (30), thereby enabling stable deformation in response to an external collision.

For example, the first bent portion may include a first flat portion (312) formed flatly and a first side portion (311) extending from the first flat portion (312).

For example, the first reinforcing member (30) may further include a first curved portion (31). The first curved portion (31) is provided to smoothly connect between the first bent portion and the flange (32), thereby preventing excessive impact force from being applied to the relevant portion, and may be formed so that when an impact force is applied from the outside, the impact force is normally distributed to cause crushing deformation.

For example, the second bent portion (41) may include a second flat portion (412) formed flatly and a second side portion (411) connecting the second flat portion (412) and the multi-stage portion (42). In addition, the second reinforcing member (40) may further include a second curved portion (44) formed between the second bent portion (41) and the multi-stage portion (42). By further including the second curved portion (44), the second bent portion (41) and the multi-stage portion (42) are smoothly connected, thereby preventing excessive impact force from being applied to the relevant portion, and when an impact is applied, deformation may occur according to normal crushing deformation.

It is formed so as to be surrounded by a second side portion (411) and a second flat portion (412), thereby forming a closed cross-section with the first reinforcing member (30), and through this, a side impact is absorbed, and the second side portion (411) can be easily changed.

In addition, the uneven portions (33, 43) are alternately formed with protruding surfaces and indented surfaces in the longitudinal direction of the side sill frame, and an inclined surface (333, 433) can be formed between the protruding surfaces (331, 431) and the indented surfaces (332, 432).

The reinforcing frame (50) has a recessed portion (33, 43), and the recessed portion (33, 43) can be formed to extend in the width direction corresponding to the width of the installation of the reinforcing frame (50).

The protruding surfaces (331, 431), the indented surfaces (332, 432), and the inclined surfaces (333, 433) can each be formed to extend in the width direction.

Since the protruding surfaces (331, 431), inclined surfaces (333, 433), and inner surfaces (332, 432) of the reinforcing frame (50) are formed to extend in the width direction, which is the direction of load application, the collision energy absorption performance can be stably secured for the load applied in the width direction of the side sill.

The protruding surfaces (331, 431), the indented surfaces (332, 432), and the inclined surfaces (333, 433) can be arranged spaced apart from each other in the longitudinal direction.

The uneven portion (33, 43) can be formed to extend in the width direction of the reinforcing frame (50) corresponding to the width direction installation width of the reinforcing frame (50).

For example, the uneven portion (33, 43) can be formed to extend in the width direction between the first inner surface (12) of the inner panel (10) and the second inner surface (22) of the outer panel (20).

For example, a through hole (35) is formed in the inner surface (332, 432) of the uneven portion (33, 43), and a fastening member can be positioned on this surface. Since the fastening member is positioned on the inner surface (332, 432), when an external force is applied and the first bending portion (34) is deformed toward the inner panel (10), the first reinforcing member (30) can be deformed while absorbing energy to the maximum extent without being destroyed.

FIG. 6 illustrates a cross-sectional view of a vehicle side sill according to one embodiment of the present invention.

The inner panel (10) is formed with a first inner surface (12) which is a surface on the hollow portion (S) side to be described below and an outer surface (11) which is not on the hollow portion (S) side, and a joint (13) of the inner panel (10) can be formed. A battery or battery frame for an electric vehicle can be provided on the outer surface (11).

In order to provide such an electric vehicle battery or battery frame, a mounting member (60) may be further included as a configuration for connection to the battery frame, and by connecting and fixing the battery frame or battery to the mounting member (60) through a fastening member, stable compression deformation is implemented, and the effect of convenient assembly during manufacturing is provided.

For example, the fastening member may be a bolt. When the fastening member is fastened, the rigidity of the mounting member (60) can be maintained and noise and vibration can be improved. For example, the mounting member (60) may be a shaft nut so that the fastening member can be stably fastened. In addition, the mounting member (60) may have a shape that is combined with the threads of the bolt inside so that it can be combined with the fastening member. However, the fastening member and the mounting member are merely members that are combined together and are not limited to the above examples.

In addition, the mounting member (60) is joined and combined with the inner panel (10) and the reinforcing frame (50) without additional components such as brackets, thereby providing weight reduction, cost reduction, fastening strength, and improved absorption capacity due to side collisions.

The outer panel (20) can be joined to the inner panel (10) in the width direction to form a hollow portion (S) together with the inner panel (10). In addition, a reinforcing frame (50) can be placed in the hollow portion (S).

The connection between components such as the inner panel (10), outer panel (20), reinforcing frame (50), and mounting member (60) can be applied using various connection methods such as welding or adhesive connection.

The first joint portion (J1), which is the joint portion between the inner panel (10) and the outer panel (20), may be a portion joined by spot welding, arc welding, or structural adhesive.

The second joint portion (J2), which is the joint portion between the first reinforcing member (30) and the second reinforcing member (40) of the reinforcing frame (50), may be a portion joined by structural adhesive, laser welding, or plug welding.

The third joint portion (J3), which is the joint portion between the reinforcing frame (50) and the inner panel (10), may be a portion joined by laser welding or arc welding.

For example, the mounting member (60) and the inner panel (10) may be joined to form a joint portion as a weld (63). The inner panel (10) and the mounting member (60) may be joined to form a weld (63) as mentioned above, and this may be a weld (63) by arc welding. The mounting member (60) may be firmly joined by directly welding the inner panel (10) in contact with it.

For example, the mounting member (60) may be formed with a columnar shape with an interior that is hollow and extends in the height direction, an extension (62) formed at one end of the column (61), and a weld (63) that surrounds the extension (62) and is joined to the inner panel (10).

The pillar part (61) is formed with a hollow longitudinal extension part (62) so that even if the angle is slightly off when joining the fastening members, they can be easily aligned and fastened.

For example, at least one of the inner panel (10), the outer panel (20), and the reinforcing frame (50) may be made of steel. Alternatively, the inner panel (10), the outer panel (20), and the reinforcing frame (50) may be made of steel. Accordingly, the mechanical rigidity of the vehicle side sill may be improved.

According to one embodiment of the present invention, the outer panel (20) and the second reinforcing member (40) may be spaced apart from each other. The second reinforcing member (40) may be spaced apart from the outer panel (20) for convenience of assembly.

However, the second reinforcing member (40) may be joined to the outer panel (20), in which case the joining portion may be joined using a structural adhesive, cross-sectional laser welding, or plug welding.

According to one embodiment of the present invention, the first reinforcing member (30) or the second reinforcing member (40) can be manufactured by forming a single steel plate having a tensile strength of 980 MPa or more.

When manufacturing the first reinforcing member (30) or the second reinforcing member (40), high-strength steel having a tensile strength of 980 MPa or more is used, and since the first reinforcing member (30) or the second reinforcing member (40) is formed of a single steel plate, the mechanical rigidity can be improved as the first reinforcing member (30) or the second reinforcing member (40) moves as a single piece.

In addition, the vehicle side sill of the present invention can be manufactured by using a steel plate having a tensile strength of 980 MPa or more using a low-cost forming method such as foam forming or crash forming to manufacture the first reinforcing member (30) or the second reinforcing member (40).

FIGS. 7A to 7C illustrate the deformation analysis results of the side sill on the cross-section receiving the impact when the side sill according to one embodiment of the present invention receives an external impact, and progress from FIGS. 7A to 7C over time. FIG. 7A illustrates the state immediately before the impact, FIG. 7B illustrates the deformation analysis results in the middle of the impact while it is being deformed, and FIG. 7C illustrates the analysis results in the latter period of the impact.

As can be seen in FIGS. 7a to 7c, the reinforcing frame (50) is compressed and deformed in the width direction of the vehicle, and the first reinforcing member (30) and the second reinforcing member (40) sequentially absorb energy. Accordingly, it can be confirmed that stable collision deformation occurs.

FIGS. 8A to 8C illustrate deformation analysis results of a side sill when the side sill according to one embodiment of the present invention, such as FIG. 3, receives an external impact, as viewed from above, progressing from FIGS. 8A to 8C over time. FIG. 8A illustrates a state immediately before a collision, FIG. 8B illustrates a deformation analysis result in the middle of a collision while it is being deformed, and FIG. 8C illustrates an analysis result in the latter period of a collision.

As can be seen in FIGS. 8A to 8C, the reinforcing frame (50) is compressed and deformed in the width direction of the vehicle, and it can be seen that the reinforcing frame (50) absorbs external impact and the mounting member (60) efficiently reduces energy with almost no deformation. Accordingly, it can be seen that in the case of an electric vehicle, the battery inside is less affected and passengers can be protected.

FIG. 9 illustrates a side sill for a vehicle according to a conventional embodiment, further comprising a mounting bracket, with a mounting member (600) coupled to the bracket and not directly coupled to the inner panel (100).

According to the existing embodiment, the vehicle side sill may be provided with an inner panel (100) and an outer panel (200) coupled together and a reinforcing frame (400) provided inside. However, a mounting bracket (700) may be further provided so that the mounting member (600) may be fixedly coupled by the mounting bracket (700). Compared to an embodiment of the present invention, there is a difference in that the mounting member (600) is coupled only to the mounting bracket (700), and the inner panel (100) is not directly joined by means such as welding as in the present invention, but rather penetrates.

FIG. 10 is a load-displacement diagram of the vehicle side sill of FIG. 3, which is an embodiment of the present invention, and the vehicle side sill of FIG. 9, which is a conventional vehicle side sill. Specifically, as a graph comparing and analyzing collision energy absorption capacity per collision unit weight, the area inside a first value (L1) may correspond to the internal energy of the vehicle side sill according to the embodiment of the present invention, and the area inside a second value (L2) may correspond to the internal energy of the vehicle side sill of the conventional embodiment.

Specifically, the internal energy of the existing vehicle side sill was 51.3 KJ, the weight of the existing vehicle side sill was 26.5 kg, and the internal energy of the vehicle side sill of one embodiment of the present invention was 52.3 KJ, and the weight of the vehicle side sill of one embodiment of the present invention was 24.2 kg.

That is, the unit-based internal energy (the internal energy ratio per 1 kg) of the existing vehicle side sill is 1.94 KJ/kg, and the unit-based internal energy of the vehicle side sill according to the embodiment of the present invention is 2.16 KJ/kg. Therefore, it can be seen that the vehicle side sill according to the embodiment of the present invention has better energy absorption performance than the existing vehicle side sill, and has a greater ratio of internal energy per 1 kg, so that the energy absorption performance per unit weight is better.

Accordingly, the vehicle side sill according to one embodiment of the present invention is lighter than the existing vehicle side sill and has excellent collision energy absorption performance, thereby having the effect of stably securing collision performance.

Although the present invention has been described above with reference to examples, the present invention is not limited to the above-described examples, and it goes without saying that modifications may be made and implemented by those skilled in the art without changing the technical idea of the present invention as claimed in the claims.

10: Inner panel 20: Outer panel
30: First reinforcing member 31: First curved portion
32: Flange 33,43: Grooved part
34: First curved surface 35: Through hole
40: Second reinforcing member 41: Second bending member
42: Multi-stage section 44: Second curved section
50: Reinforcement frame 60: Mounting member
61: Column 62: Extension
63: Welding J1, J2, J3: Joint
S: The Central Department

Claims (13)

A side sill frame having a hollow space formed inside and extending in the longitudinal direction of the vehicle;
A reinforcing frame positioned in the above hollow portion and combined with the side sill frame to form a closed cross-section and including a curved surface; and
A vehicle side sill, comprising: a mounting member penetrating the reinforcing frame in the height direction of the vehicle, joined to the side sill frame, and having a fastening member joined therein;
In the first paragraph,
The above mounting member is a vehicle side sill that is welded to the side sill frame.
In the second paragraph,
The above side sill frame includes an inner panel and an outer panel, and the inner panel is positioned further inward in the width direction of the vehicle than the outer panel.
The above mounting member is a vehicle side sill that is attached to the inner panel.
In the third paragraph,
The above reinforcing frame is,
A first reinforcing member including a first curved portion that is curved toward the outer panel, a through hole in which the mounting member is positioned, and a flange that is joined to the inner panel,
A second reinforcing member is disposed in the above hollow portion, is coupled to the first reinforcing member, and includes a second curved portion that is curved toward the outer panel.
A vehicle side sill in which the above-mentioned mounting member is positioned so as to penetrate the above-mentioned first reinforcing member.
In paragraph 4,
A vehicle side sill including a recessed portion repeating in the longitudinal direction on at least one of the first reinforcing member and the second reinforcing member.
In paragraph 5,
A vehicle side sill in which the above-mentioned recessed portion has protruding surfaces and indented surfaces alternately formed in the longitudinal direction of the side sill frame, and an inclined surface is formed between the protruding surfaces and the indented surfaces.
In paragraph 4,
The above mounting member is a vehicle side sill spaced apart from one side of the inner panel.
In paragraph 4,
A vehicle side sill in which the above outer panel and the second reinforcing member are spaced apart from each other.
In paragraph 4,
At least one of the first reinforcing member or the second reinforcing member is a steel plate,
A side sill for a vehicle formed by foam forming or crash forming.
In paragraph 4,
The above first reinforcing member or the above second reinforcing member,
A vehicle side sill manufactured by forming a single steel plate with a tensile strength of 980 MPa or more.
In Article 6,
The above-mentioned uneven portion is,
A vehicle side sill formed to extend in the width direction over the entire width of the above-mentioned reinforcing frame.
In the third paragraph,
A vehicle side sill in which the above mounting member and the inner panel are joined to form a welded portion.
In Article 6,
A vehicle side sill in which the above mounting member is positioned so as to penetrate the inner surface.

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