WO2026029065A1 - Élément de châssis de véhicule automobile - Google Patents

Élément de châssis de véhicule automobile

Info

Publication number
WO2026029065A1
WO2026029065A1 PCT/JP2025/026874 JP2025026874W WO2026029065A1 WO 2026029065 A1 WO2026029065 A1 WO 2026029065A1 JP 2025026874 W JP2025026874 W JP 2025026874W WO 2026029065 A1 WO2026029065 A1 WO 2026029065A1
Authority
WO
WIPO (PCT)
Prior art keywords
flange
cross
reference line
ridge
vertical wall
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2025/026874
Other languages
English (en)
Japanese (ja)
Inventor
遼馬 加藤
智史 広瀬
康治 田中
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nippon Steel Corp
Original Assignee
Nippon Steel Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nippon Steel Corp filed Critical Nippon Steel Corp
Publication of WO2026029065A1 publication Critical patent/WO2026029065A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units

Definitions

  • the present invention relates to an automobile frame member.
  • Examples of structural components that contribute to collision safety include bumper beams, side sills, cross members, roof side rails, center pillars, and other components located around the cabin. These components are required to generate a high reaction force (deformation resistance) against external forces such as collision loads and absorb collision energy in order to improve occupant safety during a collision and to improve the protection of the battery located under the floor.
  • Possible methods for improving energy absorption performance include improving the materials used, such as increasing the strength or thinning of the structural components, or using different materials, but improvements to the shape of the individual components that make up the structural components and the joining structure between them will also be necessary.
  • Patent Document 1 discloses forming an outward-facing continuous flange across a metal frame member having a groove bottom, two ridges, and two vertical walls.
  • Patent Documents 2 to 4 also disclose members with an outward-facing continuous flange, similar to Patent Document 1.
  • Patent Document 5 discloses a joint structure comprising a hat-shaped first member and a hat-shaped second member whose longitudinal end is connected to the first member.
  • a flange is formed on the top surface of the second member extending toward the first member, and this flange is joined to the vertical wall of the first member.
  • Patent Document 6 discloses a press-formed product having a T-shaped top plate portion, a wall portion continuing from the top plate portion, and a flange portion continuing from the wall portion, in which the ridge line connecting the vertical and horizontal sides of the top plate portion is curved.
  • the present invention was made in consideration of the above circumstances, and aims to improve the energy absorption performance of automobile frame components without substantially increasing their weight.
  • an automobile frame member formed of steel having a tensile strength of 900 MPa or more, the automobile frame member having a top plate, two vertical walls facing each other, two first flanges extending from each of the two vertical walls in a cross section perpendicular to the top plate, a first ridge portion sandwiched between the top plate and the vertical walls, a second ridge portion sandwiched between the vertical walls and the first flanges, two second flanges extending from each of the two vertical walls, and a third flange extending from the top plate, wherein the first flange and the second flange, and the second flange and the third flange are respectively connected, and when a straight line extending from an intersection line of a vertical wall extension plane extending the vertical wall toward the first flange and a first flange extension plane extending the first flange toward the vertical wall is taken as a reference line, the second ridge portion has a monotonically decreasing
  • L0 cross section A cross section perpendicular to the reference line that passes through the end point O h of the vertical wall extension surface on the second flange side on the reference line and the end point Of of the first flange extension surface on the second flange side on the reference line that is farthest from the second flange.
  • L1 cross section a cross section perpendicular to the reference line, located at a distance L1 in the extension direction of the reference line from the intersection of a plane including the second flange and the reference line, where F is the flange width of the first flange and satisfies F/2 ⁇ L1 ⁇ 3F.
  • N direction A direction in a cross section perpendicular to the reference line in which the first flange extension surface is rotated by an angle ⁇ /2 toward the vertical wall extension surface around the reference line.
  • Angle ⁇ the angle between the vertical wall extension surface and the first flange extension surface in a cross section perpendicular to the reference line.
  • the energy absorption performance can be improved without a substantial increase in weight.
  • FIG. 1 is a diagram showing a schematic configuration of a joining structure using an automobile frame member according to one embodiment of the present invention
  • FIG. 2 is a cross-sectional view taken along the line AA in FIG. 1.
  • 10A and 10B are diagrams for explaining the shape of a second ridge line portion at a corner portion.
  • FIG. 2 is a cross-sectional view perpendicular to a reference line at a corner portion.
  • FIG. 10 is a diagram illustrating an example of a change in the distance n between the L0 cross section and the L1 cross section. 10 is a diagram for explaining the shape of the outer edge of the second ridge line portion at the connection point between the second ridge line portion and the third ridge line portion;
  • FIG. 10 is a diagram showing a schematic configuration of a joining structure using an automobile frame member according to one embodiment of the present invention
  • FIG. 2 is a cross-sectional view taken along the line AA in FIG. 1.
  • 10A and 10B are diagrams for explaining the shape of
  • FIG. 7 is a diagram showing a connection point between a second ridge line portion and a third ridge line portion as viewed from a direction perpendicular to the first flange in FIG. 6 .
  • FIG. 10 is a diagram for explaining distances m A and m B from a reference line to end points of a second edge portion.
  • FIG. 10A and 10B are diagrams illustrating examples of the shape of a second ridge line portion at a corner portion.
  • 1A to 1C are diagrams illustrating examples of shapes of automobile frame members.
  • FIG. 1 is a diagram for explaining an analytical model in a collision simulation (1).
  • FIG. 10 is a diagram for explaining the conditions of the collision simulation (1).
  • FIG. 10 is a diagram showing dimensions of an analytical model.
  • FIG. 10 is a diagram for explaining the results of collision simulation (1).
  • FIG. 10 is a diagram for explaining the results of collision simulation (1).
  • FIG. 10 is a diagram for explaining an analytical model in a collision simulation (2).
  • FIG. 10 is a diagram for explaining the results of collision simulation (2).
  • FIG. 10 is a diagram for explaining an analytical model in a collision simulation (3).
  • FIG. 10 is a diagram for explaining the results of collision simulation (3).
  • FIG. 10 is a diagram for explaining an analytical model in a collision simulation (4).
  • FIG. 10 is a diagram for explaining the results of collision simulation (4).
  • FIG. 10 is a diagram for explaining the results of collision simulation (5).
  • FIG. 1 is a diagram showing the schematic configuration of a joint structure 1 using an automobile frame member according to this embodiment. It is a diagram showing the A-A cross section in FIG. 2. Note that the x, y, and z directions in this specification and drawings are perpendicular to one another.
  • the joining structure 1 comprises a first member 10, a second member 20, and a third member 30.
  • the first member 10 is an automobile frame member to which the third member 30 is joined
  • the second member 20 corresponds to another automobile frame member joined to that automobile frame member.
  • the first member 10 and the second member 20 are members that extend in different directions, and the axial end of the first member 10 is joined to the second member 20.
  • the first member 10 is a member whose cross section perpendicular to the axial direction (x direction) is hat-shaped. A detailed explanation of the shape of the first member 10 will be given later.
  • the second member 20 has a first wall surface 21 that extends parallel to the y-z plane or inclined at, for example, ⁇ 10 degrees so as to face the axial end of the first member 10, and a second wall surface 22 that extends from the z-direction end of the first wall surface 21 toward the opposite side from the first member 10 (the positive x-direction side).
  • Specific application examples include the joining location between a floor cross member and a side sill, the joining location between a roof cross member and a roof side rail, the joining location between a center pillar and a side sill or a roof side rail, the joining location between a front side member and a front bumper beam, and the joining location between a rear side member and a rear bumper beam.
  • the second member 20 is a side sill or roof side rail.
  • the second member 20 is a side sill or roof side rail.
  • the first member 10 is a side member (front side member or rear side member)
  • the second member 20 is a bumper beam (front bumper beam or rear bumper beam).
  • the x direction, y direction, and z direction in the drawing respectively indicate the following directions.
  • ⁇ Joint structure between cross member and side sill or roof side rail X direction vehicle width direction
  • y direction vehicle length direction
  • z direction vehicle height direction
  • ⁇ Joint structure between center pillar and side sill or roof side rail X direction vehicle height direction
  • y direction vehicle length direction
  • z direction vehicle width direction
  • ⁇ Joint structure between side member and bumper beam X direction vehicle length direction
  • y direction vehicle width direction
  • z direction vehicle height direction
  • the first wall surface 21 of the second member 20 is the wall surface on the inside (cabin side) of the side sill in the vehicle width direction.
  • the second wall surface 22 is a wall surface extending toward the outside (opposite the cabin side) in the vehicle width direction, and corresponds to the upper or lower surface of the side sill.
  • the first wall surface 21 of the second member 20 is the wall surface of the roof side rail on the inside (cabin side) side in the vehicle width direction.
  • the second wall surface 22 is a wall surface extending toward the outside (opposite the cabin side) side in the vehicle width direction, and corresponds to the upper or lower surface of the roof side rail.
  • the first wall surface 21 of the second member 20 is the upper surface of the side sill.
  • the second wall surface 22 is a wall surface that extends downward from the upper surface of the side sill, and corresponds to the wall surface on the inside (cabin side) or outside (opposite the cabin side) of the side sill in the vehicle width direction.
  • the first wall surface 21 of the second member 20 is the underside of the roof side rail.
  • the second wall surface 22 is a wall surface that extends upward from the underside of the roof side rail, and corresponds to the wall surface on the inside (cabin side) or outside (opposite the cabin side) of the roof side rail in the vehicle width direction.
  • the first wall surface 21 of the second member 20 is the wall surface on the inside of the vehicle (cabin side) in the vehicle length direction of the bumper beam.
  • the second wall surface 22 is the wall surface extending toward the outside of the vehicle (opposite the cabin side) in the vehicle length direction, and corresponds to the top or bottom surface of the bumper beam.
  • the overall length of the first member 10 and the overall length of the second member are each changed as appropriate depending on the application location of the joining structure 1 on the vehicle body, etc., but are, for example, 100 to 3000 mm.
  • the plate thickness of the first member 10 and the plate thickness of the second member 20 are each changed as appropriate depending on the application location of the joining structure 1 on the vehicle body and the required energy absorption performance, etc., but are, for example, 0.5 to 6.0 mm.
  • the plate thickness of each member 10, 20 may be, for example, 0.8 mm or more, or 1.0 mm or more.
  • the plate thickness of each member 10, 20 may be, for example, 4.0 mm or less, or 3.0 mm or less.
  • the plate thickness of each member 10, 20 may be different from each other.
  • the first member 10 and the second member 20 may be made of a metal material such as steel with a tensile strength of 590 MPa or more, or an aluminum alloy or magnesium alloy.
  • the materials for the members 10 and 20 may also be different metal materials.
  • the tensile strength of the steel be 900 MPa or more. As will be shown in the examples described below, use of the first member 10 according to this embodiment can improve energy absorption performance compared to conventional members, and this effect is significantly greater when the tensile strength is 900 MPa or more.
  • the tensile strength of the steel is preferably 980 MPa or more, more preferably 1180 MPa or more, and even more preferably 1470 MPa or more.
  • the third member 30 is a mating member joined to the first member 10, which has a hat-shaped cross section.
  • a hollow portion 35 extending in the x-direction is formed between the third member 30 and the first member 10.
  • the hollow portion 35 is formed by the third member 30 surrounding the top plate 11 and two vertical walls 12 and 13 (described below) of the first member 10.
  • the cross-sectional shape perpendicular to the top plate 11 of the automobile frame member in which the first member 10 and the third member 30 are joined together is a closed cross-sectional shape.
  • the third member 30 is a flat closing plate.
  • the third member 30 may also be, for example, a hat-shaped member or another component such as a floor panel.
  • the third member 30 may be made of a metal material, such as steel with a tensile strength of 270 MPa or more, or an aluminum alloy or magnesium alloy.
  • the first member 10 is a member having a hat-shaped cross section perpendicular to the axial direction (x direction), and has a top plate 11, two vertical walls 12 and 13, and two first flanges 14 a and 15 a.
  • the top plate 11 extends in the longitudinal direction of the first member 10 and has a flat portion that extends parallel to the x-y plane or inclined, for example, by ⁇ 30 degrees relative to the x-y plane.
  • the two vertical walls 12, 13 face each other, with one vertical wall 12 located between the top plate 11 and the first flange 14a and the other vertical wall 13 located between the top plate 11 and the first flange 15a.
  • the opening angle between the two vertical walls 12, 13, i.e., the angle ⁇ between each of the two vertical walls 12, 13 and a plane perpendicular to the top plate 11 in a cross section perpendicular to the axial direction (x direction) of the first member 10, is, for example, 0 to 20°.
  • the angle between the top plate 11 and one vertical wall 12 and the angle between the top plate 11 and the other vertical wall 13 may be different from each other.
  • the first flange 14a extends outward (toward the negative y direction) from the end of the vertical wall 12 on the negative z-direction side (opposite the top plate 11 side), and the first flange 15a extends outward (toward the positive y direction) from the end of the vertical wall 13 on the negative z-direction side (opposite the top plate 11 side).
  • the first member 10 which includes the top plate 11, two vertical walls 12, 13, and two first flanges 14a, 15a, is formed, for example, by press working, with the top plate 11 and the two vertical walls 12, 13 connected, and the two vertical walls 12, 13 connected to the two first flanges 14a, 15a, respectively.
  • the first member 10 is composed of a single part, and the top plate 11, the two vertical walls 12, 13, and the two first flanges 14a, 15a are made of a continuous material.
  • first ridges 16, 17 are formed between the top plate 11 and each of the two vertical walls 12, 13.
  • a second ridge 18 is formed between the vertical wall 12 and the first flange 14a
  • a second ridge 19 is formed between the vertical wall 13 and the first flange 15a.
  • the first ridges 16, 17 and the second ridges 18, 19 each extend along the axial direction (x direction) of the first member 10.
  • the top plate 11 sandwiched between the two first ridge portions 16, 17 is a flat area located between the R end of one first ridge portion 16 (in other words, the boundary between the curved surface and the flat surface) and the R end of the other first ridge portion 17. Furthermore, the vertical wall 12 sandwiched between the first ridge portion 16 and the second ridge portion 18 is a flat area located between the R end of the first ridge portion 16 and the R end of the second ridge portion 18. Furthermore, the vertical wall 13 sandwiched between the first ridge portion 17 and the second ridge portion 19 is a flat area located between the R end of the first ridge portion 17 and the R end of the second ridge portion 19.
  • first flange 14a corresponds to the flat area located outside (on the negative y-axis side) of the end of the R of the second ridge 18
  • first flange 15a corresponds to the flat area located outside (on the positive y-axis side) of the end of the R of the second ridge 19.
  • the first member 10 further has two second flanges 14b and 15b and a third flange 15c.
  • the second flange 14b is a flange extending from both the vertical wall 12 and the top plate 11 at the end of the vertical wall 12 facing the second member 20.
  • the second flange 15b is a flange extending from both the vertical wall 13 and the top plate 11 at the end of the vertical wall 13 facing the second member 20.
  • the third flange 15c is a flange extending from the top plate 11 at the end of the top plate 11 facing the second member 20.
  • the first flanges 14a, 15a are connected to the second flanges 14b, 15b, respectively, and the second flanges 14b, 15b are also connected to the third flange 15c.
  • These flanges formed from a single piece of material, comprised of the first flanges 14a, 15a, the second flanges 14b, 15b, and the third flange 15c, are referred to in this specification as continuous flanges.
  • a third ridge portion 60 is formed between the vertical wall 13 and the second flange 15b, and between the first flange 15a and the second flange 15b.
  • the vertical wall 13 and the second flange 15b are connected to each other, and the first flange 15a and the second flange 15b are connected to each other via the third ridge portion 60.
  • the third ridge portion 60 between the vertical wall 13 and the second flange 15b is curved when viewed from a direction perpendicular to the first flange 15a (the z direction), and is formed in a curved shape to connect the flat surface of the vertical wall 13 and the flat surface of the second flange 15b.
  • third ridge portions are also formed between the vertical wall 12 and the second flange 14b, and between the first flange 14a and the second flange 15b.
  • a first member 10 having such a continuous flange when an external force such as a collision load is applied from the second member 20 side, the load is transmitted more efficiently to the first ridge portions 16, 17 and the second ridge portions 18, 19, improving energy absorption performance compared to a member without a continuous flange.
  • no inwardly curved notches be formed, for example, between the first flanges 14a, 15a and the second flanges 14b, 15b, or between the second flanges 14b, 15b and the third flange 15c.
  • the first flanges 14a and 15a are joined to the third member 30, the second flanges 14b and 15b are joined to the first wall surface 21 of the second member 20, and the third flange 15c is joined to the second wall surface 22 of the second member 20.
  • welding means such as spot welding, laser welding, or plasma welding, or known joining means using industrial adhesives, for example, can be used.
  • the shape of the second ridge portions 18, 19 near the ends of the second flanges 14b, 15b differs from the shape of the second ridge portions 18, 19 in areas sufficiently distant from the second flanges 14b, 15b.
  • the ends of the second ridge portions 18, 19 are referred to as corner portions 40 in this specification.
  • the corner portions 40 are surrounded by the vertical wall 13, the first flange 15a, and the third ridge portion 60, and are portions that mitigate sudden changes in shape.
  • Fig. 3 is a diagram illustrating the shape of the second ridge portion 19 at the corner portion 40.
  • Fig. 4 is a cross-sectional view perpendicular to the reference line L at the corner portion 40.
  • the second ridge portion 19 at the corner portion 40 has a monotonically decreasing portion of distance n between the L0 cross section and the L1 cross section, as defined below.
  • the reference line L, the L0 cross section, the L1 cross section, and the distance n will first be described.
  • the "reference line L" is a line extending from the intersection of the vertical wall extension plane PA and the first flange extension plane PB shown in Figure 4.
  • the vertical wall extension plane PA is an imaginary plane extending the vertical wall 13 toward the first flange 15a side of the top plate 11 side and the first flange 15a side.
  • the first flange extension plane PB is an imaginary plane extending the first flange 15a toward the vertical wall 13 side (the negative side in the y direction).
  • the " L1 cross section” is a cross section perpendicular to the reference line L at a position at a distance L1 from a plane including the second flange 15b in the extension direction of the reference line L (in other words, a position at a distance L1 from point O on the reference line L).
  • the distance L1 is also the position where the monotonous decrease of the distance n ends.
  • the flange width of the first flange 15a is F, it is necessary to satisfy the relationship F/2 ⁇ L1 ⁇ 3F. If the distance L1 is less than F/2, the benefits of providing the corner portions 40 are not fully realized, and the effect of improving energy absorption performance is small. On the other hand, if the distance L1 exceeds 3F, the joint area between the first flange 15a and the third member 30 is reduced. For example, if the first flange 15a and the third member 30 are spot-welded, the number of spot-welded points will be reduced. In this case, as will be shown in the examples described later, the effect of improving energy absorption performance is not fully realized even if the corner portions 40 are provided.
  • the "flange width F of the first flange 15a" is the maximum width of the first flange 15a within the range of L1 to 2 x L1 on the side opposite to the second flange 15b side (negative side in the x direction) from the aforementioned L0 cross section.
  • the distance n in the L0 cross section is longer than the distance n in the L1 cross section, and the second ridge line portion 19 has a monotonically decreasing portion of the distance n from the L0 cross section to the L1 cross section.
  • the above-mentioned corner portion 40 is a portion of the second ridge line portion 19 near the end portion on the second flange 15b side, which includes this monotonically decreasing portion.
  • a reaction force (deformation resistance force) is generated in response to the input, and this reaction force increases as the member deforms, then decreases, and the fluctuations in the reaction force converge.
  • the reaction force reaches a maximum and then begins to decrease, after which it tends to increase again, and then decreases again.
  • a member equipped with a continuous flange having corner portions 40 deforms so that the reaction force in response to the collision load peaks multiple times. This allows the period during which a high reaction force is generated to be longer, resulting in improved energy absorption performance compared to a member equipped with a continuous flange without corner portions 40.
  • Figure 6 is a diagram illustrating the outer edge shape of the second ridge portion 19 at the connection point between the second ridge portion 19 and the third ridge portion 60.
  • Figure 7 is a diagram illustrating the connection point between the second ridge portion 19 and the third ridge portion 60 as viewed from a direction perpendicular to the first flange 15a in Figure 6.
  • the outer edge 19a' of the second ridge portion 19 at the end on the third ridge portion 60 side may be curved convexly toward the side away from the first flange 15a.
  • the outer edge 19a of the second ridge portion 19 at the end on the third ridge portion 60 side be curved to have an inflection point I P and be curved convexly toward the first flange 15a side between the inflection point I P and the third ridge portion 60.
  • the above describes the first member 10 according to this embodiment.
  • the first member 10 according to this embodiment has a continuous flange consisting of first flanges 14a, 15a, second flanges 14b, 15b, and third flange 15c, and the second ridge portions 18, 19 have corner portions 40.
  • first member 10 local buckling of the top plate 11, vertical walls 12, 13, and first flanges 14a, 15a due to axial loads is less likely to occur, promoting deformation of each portion. As a result, energy absorption performance can be improved.
  • a member with a continuous flange is slightly heavier than a member without a continuous flange, the weight increase due to the provision of the continuous flange is slight compared to the weight of the entire portion excluding the continuous flange. In other words, it can be said that there is no substantial weight increase due to the provision of the continuous flange. Furthermore, since the amount of material used does not change substantially even when corner portions 40 are provided, it can be said that there is no substantial weight increase due to the provision of corner portions 40. Furthermore, since the plate thickness of the member can be reduced to a degree that still achieves an improvement in energy absorption performance, it is possible to improve energy absorption performance while suppressing weight increase. In other words, by using the first member 10, it is possible to improve energy absorption performance without a substantial increase in weight.
  • Fig. 8 is a diagram for explaining the distances m A and m B from the reference line L to the end points of the second ridge line portion, and is a diagram showing a cross section perpendicular to the reference line L.
  • Points RA and RB shown in Figure 8 are end points (points where R stops) of the second ridge portion 19, with point RA being the end point on the vertical wall 13 side and point RB being the end point on the first flange 15a side.
  • the distance from the reference line L to point RA is defined as mA
  • the distance from the reference line L to point RB is defined as mB .
  • These distances mA and mB mean distances in an arbitrary cross section perpendicular to the reference line L.
  • the distances mA and mB in the L0 cross section described above are defined as distances m0A and m0B , respectively, and the distances mA and mB in the L1 cross section are defined as distances m1A and m1B , respectively.
  • m 0A /m 1 or m 0B /m 1B is preferably 3.0 or more, more preferably 3.4 or more.
  • m 0A /m 1A or m 0B /m 1B is preferably 5.0 or less, more preferably 4.6 or less.
  • Fig. 9 is a diagram for explaining an example of the shape of the second ridge line portion 19, and is a diagram showing a cross section perpendicular to the reference line L.
  • Each of the two-dot chain lines shown in Fig. 9 exemplifies the shape of the second ridge line portion 19 at the corner portion 40, and the second ridge line portion 19 may have a shape that is convex upward or downward, for example.
  • the second derivative f"(y) of f(y) is preferably 0 or greater.
  • Figure 10(a) shows an example in which the angle ⁇ between the plane extending the first flange 15a toward the second flange 15b and the second flange 15b is not 90°, and the second flange 15b is inclined.
  • Figure 10(b) shows an example in which the third flange 15c extends in a direction parallel to the second flange 15b. As shown in this example, the third flange 15c may extend in a direction that is not parallel to the top plate 11.
  • Figure 10(c) shows an example in which the top plate 11 is composed of a flat portion 11a and an inclined portion 11b.
  • Figure 10(d) shows an example in which the top plate 11 has a convex portion 11c formed on the flat portion 11a.
  • Figure 10(e) shows an example in which the top plate 11 is formed in a stepped shape and is composed of a lower step portion 11d and a higher step portion 11e.
  • Figure 10(f) shows an example in which multiple recesses 50 are formed in the vertical wall 13.
  • the model of Comparative Example 1 is a model of a joint structure using a first member 90 that does not have a continuous flange and a corner portion 40.
  • the model of Comparative Example 2 is a model of a joint structure using a first member 91 that has a continuous flange but does not have a corner portion 40.
  • the model of Comparative Example 3 is a model of a joint structure using a first member 92 that has a corner portion 40 but does not have a continuous flange.
  • the model of Example 1 is a model of a joint structure 1 that uses a first member 10 that has a continuous flange and a corner portion 40, and corresponds to the joint structure 1 of FIG. 1 described in the above-mentioned embodiment. Note that the corner portion 40 in each model of Comparative Example 3 and Example 1 is provided not only at the second ridge portion 19 but also at the second ridge portion 18 on the opposite side.
  • Figures 12 and 13 are diagrams used to explain the simulation conditions.
  • the flange of the first member 10 is spot welded to the second member 20 and the third member, respectively, and conditions are set such that the end face of the first member 10 on the axial side opposite the second member 20 (negative side in the x-direction) is fully constrained.
  • the material used for the first member 10 and the third member 30 is steel with a plate thickness of 1.4 mm and a tensile strength of 1470 MPa, and the second member 20 is set as a rigid body.
  • the main dimensions of each member are as shown in Figures 12 and 13.
  • the second member 20 was forcibly displaced 100 mm in the negative x-direction, and the energy absorption performance at this time was evaluated. Note that the collision simulations for Comparative Examples 1 to 3 were conducted under the same conditions as Example 1, except that the shape of the first member differed from that of Example 1.
  • Figure 14 shows the simulation results for each model. As shown in Figure 14, the model of Example 1, which has a continuous flange and corner portions, absorbed more energy than the models of Comparative Examples 1 to 3, which did not have either or both of the continuous flange and corner portions.
  • Figure 15 is a diagram showing the magnitude of the reaction force (deformation resistance force) generated in the structures of Example 1 and Comparative Example 2 relative to the amount of displacement of the second member 20.
  • the reaction force reaches a maximum in the initial stage when the displacement of the second member 20 begins (in other words, the initial stage of the collision), and after that, the reaction force begins to decrease, and then tends to increase again.
  • the time during which a high reaction force is generated is longer than before, and as shown in Figure 14, the model exhibits higher energy absorption performance than the other models.
  • a collision simulation was performed using a model of Comparative Example 4 shown in FIG. 16 , in which the area of the corner portion 40 in the extension direction of the second ridge line 19 was changed.
  • the model of Comparative Example 4 differs from the model of Example 1 in the area where the corner portion 40 is formed, but the simulation conditions, such as the constraint conditions and forced displacement conditions, are the same as those in Collision Simulation (1).
  • the flange width F of the first flange 15a was 29 mm
  • the value of F/2 was 14.5 mm
  • the value of 3F was 87 mm.
  • a collision simulation was performed using multiple example models in which the distances m A and m B from the reference line L at the corner portion 40 to the end point of the second ridge portion 19 were different from one another, as shown in FIG. 18 .
  • the distances m A and m B were different for each model, but the simulation conditions, such as the constraint conditions and forced displacement conditions, were the same as those in collision simulation (1).
  • the values of m 0A /m 1A and m 0B /m 1B were the same for one model.
  • the value of m 0A /m 1A was 4.0
  • the value of m 0B /m 1B was also 4.0.
  • the corner portion 40 of each model shown in FIG. 18 was provided not only on the second ridge portion 19 but also on the second ridge portion on the opposite side.
  • Fig. 19 shows the simulation results for each model.
  • the increase rate of the amount of absorbed energy (EA increase rate) shown on the vertical axis of Fig. 19 is calculated by the following formula.
  • EA increase rate (EA @ each Example - EA @ Comparative Example 1) / (EA @ Comparative Example 1)
  • EA @ each Example Energy absorption amount of each Example model in this simulation
  • EA @ Comparative Example 1 Energy absorption amount of Comparative Example 1 model
  • the rate of increase in the amount of absorbed energy is improved compared to when these numerical ranges are not met.
  • a collision simulation was performed using a model of Example 2 in which the shape of the second ridge line portion 19 at the corner portion 40 is convex upward, as shown in Fig. 20.
  • the model of Example 2 differs from the model of Example 1 in that the second ridge line portion 19 at the corner portion 40 is convex upward or downward, but the simulation conditions, such as the constraint conditions and forced displacement conditions, are the same as those of Collision Simulation (1).
  • the corner portion 40 of each model shown in Fig. 20 is provided not only on the second ridge line portion 19 but also on the second ridge line portion on the opposite side.
  • Figure 21 shows the simulation results for each model.
  • the model of Example 1 in which the second ridge 19 at the corner 40 is convex downward, absorbs more energy than the model of Example 2, in which the second ridge 19 is convex upward.
  • Figure 22 shows the simulation results for each model.
  • the black circles in Figure 22 indicate the results for an example model in which the tensile strength was changed based on the model of Example 1 shown in Figure 11, and the white circles in Figure 22 indicate the results for a comparative example model in which the tensile strength was changed based on the model of Comparative Example 2 shown in Figure 11.
  • the tensile strength of the material was 900 MPa or higher, the difference in the amount of energy absorption between the example model with corner portions 40 and the comparative example model without corner portions 40 increased.
  • the present invention can be applied to automobile frame components.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un élément de châssis de véhicule automobile formé d'un matériau en acier ayant une résistance à la traction supérieure ou égale à 900 MPa, ledit élément de châssis comprenant une plaque supérieure, deux parois verticales, deux premières brides, une première partie de pli interposée entre la plaque supérieure et une paroi verticale, une seconde partie de pli interposée entre une paroi verticale et une première bride, deux deuxièmes brides s'étendant respectivement à partir des deux parois verticales, et une troisième bride s'étendant à partir de la plaque supérieure, les premières brides et les deuxièmes brides étant reliées, et les deuxièmes brides et la troisième bride étant reliées ; et la seconde partie de pli présentant une partie décroissante de manière linéaire d'une distance n d'une section transversale L0 à une section transversale L1.
PCT/JP2025/026874 2024-07-30 2025-07-29 Élément de châssis de véhicule automobile Pending WO2026029065A1 (fr)

Applications Claiming Priority (2)

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JP2024123730 2024-07-30
JP2024-123730 2024-07-30

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013154114A1 (fr) * 2012-04-10 2013-10-17 新日鐵住金株式会社 Caisse de véhicule
WO2018034104A1 (fr) * 2016-08-18 2018-02-22 新日鐵住金株式会社 Composant formé à la presse de carrosserie automobile et son procédé de fabrication
CN112124442A (zh) * 2020-09-30 2020-12-25 安徽江淮汽车集团股份有限公司 连接结构、汽车及连接结构的制备方法
WO2021025083A1 (fr) * 2019-08-05 2021-02-11 日本製鉄株式会社 Procédé de fabrication d'un produit formé à la presse, produit formé à la presse et dispositif de formage à la presse

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013154114A1 (fr) * 2012-04-10 2013-10-17 新日鐵住金株式会社 Caisse de véhicule
WO2018034104A1 (fr) * 2016-08-18 2018-02-22 新日鐵住金株式会社 Composant formé à la presse de carrosserie automobile et son procédé de fabrication
WO2021025083A1 (fr) * 2019-08-05 2021-02-11 日本製鉄株式会社 Procédé de fabrication d'un produit formé à la presse, produit formé à la presse et dispositif de formage à la presse
CN112124442A (zh) * 2020-09-30 2020-12-25 安徽江淮汽车集团股份有限公司 连接结构、汽车及连接结构的制备方法

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