JP6973441B2 - Joint structure of car body skeleton parts, car body skeleton parts and manufacturing method of the car body skeleton parts - Google Patents

Description

The present invention relates to a joint structure of a vehicle body skeleton component, a vehicle body skeleton component, and a method for manufacturing the vehicle body skeleton component, which is formed by bending a single metal plate, particularly in a direction intersecting with another vehicle body skeleton component. The present invention relates to a joint structure of vehicle body skeleton parts to be joined, a vehicle body skeleton part, and a method for manufacturing the vehicle body skeleton part.

Parts used in vehicles such as automobiles include panel parts that cover the outside of the vehicle and vehicle body skeleton parts that are responsible for the rigidity of the vehicle and the strength for protecting occupants in the event of a collision. Many body frame parts are arranged along the vehicle front-rear direction such as side sills and center tunnels, and those arranged along the vehicle left-right direction such as cross members, and they are joined in the direction in which they intersect each other. The vehicle structure is constructed by being used. Therefore, not only the vehicle body skeleton parts alone, but also the rigidity and strength of the joint structure in which the vehicle body skeleton parts are joined are important performances.

Among the body frame parts, the side sill and the cross member have the role of receiving a load in the event of a collision from the side of the vehicle. Therefore, for example, as in the floor body structure of an automobile disclosed in Patent Document 1, a mounting flange is formed at an end portion in the longitudinal direction of the cross member, and the mounting flange is joined to the side sill by welding or the like. ing.

The mounting flange in the technique disclosed in Patent Document 1 is provided with a flange portion 89 at the end of a groove-shaped portion 87 including a top plate portion 83 and a pair of vertical wall portions 85 as shown in FIG. Corresponds to a joint structure 81 provided with an ear portion 89c for connecting a top plate flange portion 89a extending from the top plate portion 83 and a vertical wall flange portion 89b extending from the vertical wall portion 85. ..

Here, in the process of manufacturing the joint structure 81 from one metal plate by press molding, the selvage portion 89c is a portion subject to ductile flange deformation, and therefore, in order to form the selvage portion 89c without causing cracking. It is necessary to use a metal plate with excellent ductility.

In recent years, high-strength steel plates are often used for vehicle body frame parts such as cross members in order to improve safety in the event of a vehicle collision. However, since high-strength steel sheets tend to have poor ductility, they are required to be manufactured only by bending without stretching in the manufacturing process of vehicle body frame parts.

Therefore, Patent Document 2 and Patent Document 3 disclose a technique relating to a joint structure or a joint structure in which an opening or a notch is provided in a portion corresponding to the selvage portion in order to prevent cracking due to deformation of the stretch flange. ing.

Further, as a measure for increasing the strength of parts in the event of a collision, parts provided with a portion such as Patent Document 4 and Patent Document 5 in which a part of a metal plate is overlapped between a top plate portion and a vertical wall portion. The technology related to is disclosed.

Japanese Unexamined Patent Publication No. 11-291953 Japanese Unexamined Patent Publication No. 2014-8508 Japanese Patent No. 53822171 Japanese Patent No. 5835768 WO2018 / 012603

With the techniques disclosed in Patent Document 2 and Patent Document 3, it was possible to fabricate a joint using a high-strength steel plate, but the rigidity of the portion provided with a hole or notch to prevent cracking is large. There was the problem of lowering. This is because when an external force is applied to the joint portion, the force concentrates on the portion having low rigidity and acts.

Further, the techniques disclosed in Patent Documents 4 and 5 are effective for increasing the strength when a collision load is input in the longitudinal direction, but are effective for joining with other members or vehicle body frame parts. When forming the flange portion at the end portion, the portion formed by overlapping the metal plates between the top plate portion and the vertical wall portion becomes an obstacle, and the longitudinal direction of the member or part in which such metal plates are overlapped is obstructed. There has been no joint structure in which a flange portion for joining with other members or vehicle body frame parts is provided at the end portion, or a method for manufacturing the joint structure.

The present invention has been made to solve the above-mentioned problems, and is formed by bending one metal plate, and is formed by bending only along the end edge in the longitudinal end of the vehicle body skeleton component. It is an object of the present invention to provide a joint structure of a vehicle body skeleton component having a flange portion having a continuous shape, a vehicle body skeleton component, and a method for manufacturing the vehicle body skeleton component.

In the present invention, the metal plate is a single plate composed of various metals such as hot-rolled steel plate, cold-rolled steel plate, stainless steel plate, aluminum plate, titanium plate, and magnesium plate, and zinc is formed on the surface of these metal plates. Also includes single plates with plating or organic coating.
Further, in the present invention, the vehicle body skeleton component includes a cross member joined in a direction intersecting the side sill and the roof side rail, an A pillar, a B pillar, and the like, and intersects with another vehicle body skeleton component. Anything that is joined in the direction may be used.
Further, the vehicle body skeleton component targeted in the present invention may have a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and may have either a U-shaped cross section or a hat-shaped cross section. good.

As described above, the joint structure 81 of the conventional vehicle body skeleton component includes a groove-shaped portion 87 including a top plate portion 83 and a pair of vertical wall portions 85, as illustrated in FIG. 16, and is one vehicle body skeleton. A top plate flange portion 89a extending from the top plate portion 83 and a vertical wall flange portion 89b extending from the vertical wall portion 85 were formed on the end portion side of the component.

In order to increase the rigidity when the joint structure 81 is joined to other vehicle body skeleton parts, the top plate flange portion 89a and the vertical wall flange portion 89b are ears along the three ends of the groove-shaped portion 87. It is effective to have a continuous shape via the portion 89c. However, when a single metal plate is press-molded so that the top plate flange portion 89a and the vertical wall flange portion 89b are continuously connected to the selvage portion 89c, the selvage portion 89c is deformed by ductility. Since it is a portion that receives the metal plate, when a metal plate having low ductility such as a high-strength steel plate is used, the selvage portion 89c is cracked.

Therefore, when a high-strength metal plate is used, for example, as shown in FIG. 17, the top plate flange corresponding portion 97a corresponding to the top plate flange portion 89a and the vertical wall flange corresponding portion corresponding to the vertical wall flange portion 89b are used. Using a metal plate 91 having a notch 99 between it and 97b, the boundary between the top plate equivalent portion 93 and the vertical wall equivalent portion 95, the boundary between the top plate equivalent portion 93 and the top plate flange equivalent portion 97a, and further. A joint structure 81 in which the top plate flange portion 89a and the vertical wall flange portion 89b are not continuous by bending so that the boundary between the vertical wall corresponding portion 95 and the vertical wall flange corresponding portion 97b is a mountain fold or a valley fold. Was forced to make.

The present inventor has diligently studied to solve such a problem. Therefore, at the portion where cracks occur in the process of forming the outward flange portion 89 (ear portion 89c in FIG. 16), the material extends outward from the ridgeline between the top plate portion 83 and the vertical wall portion 85. In order to prevent cracking due to the deformation of the stretch flange, first move the material inward toward the ridgeline between the top plate 83 and the vertical wall 85, and then move the material inward to let the excess material escape. I paid attention to the fact that it should be bent outward.

Then, as a result of further studying the means for concretely realizing it, a horizontal rib portion formed by folding a metal plate is provided between the top plate portion and the vertical wall portion, and the end to be joined to other vehicle body frame parts. It is conceived that by folding the horizontal rib portion on the portion side upward, a joint structure having a flange portion in which the top plate flange portion and the vertical wall flange portion are continuously formed can be obtained only by bending. I arrived.
The present invention has been made based on such an idea, and specifically has the following configuration.

(1) The joint structure of the vehicle body skeleton component according to the present invention is formed by bending a single metal plate, and has a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and is one vehicle body skeleton component. The one car body skeleton component is provided at the end portion in the longitudinal direction and is joined in a direction intersecting with another car body skeleton component, and extends outward from both side ends of the top plate portion. The pair of lateral ribs formed so as to extend outward from the three ends on the end side joined to the other vehicle body frame parts in the groove-shaped portion, and are continuous along the three ends. The lateral rib portion has a portion of the metal plate extending outward from the side end of the top plate portion, and the vertical wall portion. A part of the metal plate that is bent outward from the upper end and extends is overlapped, and the flange portion is formed by the part of the metal plate that extends from the top plate portion and the vertical wall portion. It is characterized in that it is composed of a part of the metal plate that is bent outward and extends, and a part of the metal plate that extends from the lateral rib portion.

(2) In the above description (1), a part of the metal plate extending from the top plate portion in the flange portion and a part of the metal plate extending from the horizontal rib portion are the top plate portion. It is characterized by being perpendicular to, parallel to, or inclined with respect to a metal.

(3) In the case described in (1) or (2) above, the flange portion has a portion of the horizontal rib portion of the metal plate extending from the top plate portion cut off. It is a feature.

(4) The vehicle body skeleton component according to the present invention is formed by bending a single metal plate, has a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and has a groove-shaped portion in the longitudinal direction of the groove-shaped portion. A pair of lateral ribs that join the ends in a direction intersecting with other vehicle body frame parts and are formed over the entire length in the longitudinal direction so as to extend outward from both side ends of the top plate portion. Outwardly formed so as to extend outward from the three ends of the portion and the end side of the groove-shaped portion to be joined to the other vehicle body skeleton component and to be continuous along the three ends. The horizontal rib portion extends outward from a part of the metal plate extending outward from the side end of the top plate portion and bent outward from the upper end of the vertical wall portion. A part of the metal plate to be put out is overlapped, and the flange part extends from the part of the metal plate extending from the top plate part and the vertical wall part by being bent outward. It is characterized in that it is composed of a part of the metal plate and a part of the metal plate extending from the lateral rib portion.

(5) In the above description (4), a part of the metal plate extending from the top plate portion in the flange portion and a part of the metal plate extending from the horizontal rib portion are the top plate portion. It is characterized by being perpendicular to, parallel to, or inclined with respect to a metal.

(6) In the case described in (4) or (5) above, the flange portion has a portion of the horizontal rib portion of the metal plate extending from the top plate portion cut off. It is a feature.

(7) The method for manufacturing a car body skeleton component according to the present invention is to manufacture the car body skeleton component according to any one of (4) to (6) above by bending a single metal plate. Using a punch and a pad for sandwiching the metal plate and a pair of first cams arranged on both sides of the punch and the pad and movable toward the punch and the pad, the top plate portion of the vehicle body skeleton component is used. A part of the metal plate corresponding to the lateral rib portion of the vehicle body skeleton part by moving the first cam to the punch and the pad side in a state where a part of the corresponding metal plate is sandwiched between the punch and the pad. The first bending step of folding the metal plate into an intermediate product in which the top plate portion, the vertical wall portion, and the horizontal rib portion are formed, and the other vehicle body frame parts in the punch and pad. The top plate portion of the intermediate product is sandwiched between the punch and the pad and the vertical length of the intermediate product is further used by further using a second cam arranged on the end portion side to be joined to the punch and the pad side. With the wall portion and the lateral rib portion sandwiched between the punch and pad and the first cam, the second cam is moved to the punch and pad side to form the metal plate corresponding to the flange portion of the vehicle body frame component. 2. A part of the metal plate extending from the top plate portion is bent upward to form the top plate flange portion, and a part of the metal plate extending from the vertical wall portion is bent outward to form the vertical portion. It is characterized in that a wall flange portion is formed, and a part of the metal plate extending from the lateral rib portion is folded to form the horizontal rib flange portion.

(8) In the above-mentioned item (7), a part of the metal plate corresponding to the top plate portion, the vertical wall portion, the horizontal rib portion and the flange portion of the vehicle body skeleton component prior to the first bending step. It is characterized by having a preliminary bending step of imparting a fold line of a mountain fold or a valley fold to each boundary of the above.

(9) In the above (7) or (8), the top plate flange portion and the lateral rib flange portion formed in the second bending step are parallel to or inclined with respect to the top plate portion. It is characterized by being bent into a flange.

(10) In any of the above (7) to (9), a part of the metal plate extending from the top plate side of the horizontal rib portion prior to the first bending step. It is characterized by excision of.

In the present invention, one metal plate is bent, provided with a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and provided at the end portion in the longitudinal direction of one vehicle body frame component. A pair of lateral rib portions formed so as to extend outward from both side ends of the top plate portion, which joins the one vehicle body skeleton component in a direction intersecting with another vehicle body skeleton component. And an outward flange formed so as to extend outward from the three end sides on the end side joined to other vehicle body frame parts in the groove-shaped portion and to be continuous along the three end sides. The horizontal rib portion has a portion, and the lateral rib portion extends outward from a part of the metal plate extending outward from the side end of the top plate portion and bent outward from the upper end of the vertical wall portion. A part of the metal plate is overlapped with each other, and the flange portion extends from the vertical wall portion by being bent outward from the part of the metal plate extending from the top plate portion. By being composed of a part of the metal plate and a part of the metal plate extending from the lateral rib portion, the rigidity in the joint portion with other vehicle body frame parts can be improved, and the ductility can be improved. A low and high strength metal plate can be applied. Furthermore, by having a horizontal rib portion formed by folding a metal plate between the top plate portion and the vertical wall portion, it is possible to improve the strength against a load input in the axial direction and the strength against three-point bending deformation. can.

It is a figure which shows the joint structure of the vehicle body frame part which concerns on Embodiment 1 of this invention. It is a figure which illustrates the joint structure of the car body skeleton component which concerns on Embodiment 1 of this invention, and the spot welding point which joins with other car body skeleton parts in the joint structure. It is a figure which shows the folding overlap of the metal plate in the flange part of the joint structure of the car body skeleton component which concerns on Embodiment 1 of this invention ((a) side view, (b) perspective view seen from the car body skeleton component 120 side). .. It is a figure which shows the joint structure of the car body skeleton component which concerns on another aspect of Embodiment 1 of this invention. It is a figure which shows the car body skeleton component which concerns on Embodiment 2 of this invention. It is a figure which shows the pre-bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention ((a) before the start of a pre-bending process, (b) at the end of a pre-bending process, (c) a pre-bent processed product. ). It is a figure which shows the fold line which is given to the metal plate in the preliminary bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention (solid line: mountain fold line, broken line: valley fold line). It is a figure which shows the 1st bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention ((a) before the start of the 1st bending process, (b) at the end of the 1st bending process, (c) intermediate Goods) (Part 1). It is a figure which shows the 1st bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention ((a) before the start of the 1st bending process, (b) at the end of the 1st bending process, (c) intermediate Goods) (Part 2). It is a figure which shows the 2nd bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention ((a) before the start of the 1st bending process, (b) before the start of the 2nd bending process, (c) first. 2 At the end of the bending process, (d) the end of the target vehicle body frame part) (1). It is a figure which shows the 2nd bending process in the manufacturing method of the car body frame part which concerns on Embodiment 3 of this invention ((a) before the start of the 1st bending process, (b) before the start of the 2nd bending process, (c) first. 2 At the end of the bending process, (d) the end of the target vehicle body skeleton part) (Part 2). It is a figure which shows the test piece used for the torsional test which concerns on Example 1, and the direction which applies the torsional torque in the torsional test. It is the result of the change rate of the twist angle obtained in the twist test which concerns on Example 1. It is a figure which shows the test piece used for the shaft crushing test which concerns on Example 2, and the direction which applies a load and causes shaft crushing in the shaft crushing test. It is the result of the rate of change of the collision absorption energy obtained in the shaft crushing test according to Example 2. It is a figure which illustrates the position of the spot welding point with the joint structure of the conventional car body skeleton part, and the other car body skeleton parts in the joint structure. It is a figure which illustrates the shape of the metal plate used for manufacturing the part which has the joint structure of the conventional car body frame part.

Hereinafter, embodiments 1 to 3 of the present invention will be described with reference to FIGS. 1 to 11.
Although the present specification describes the case where the top plate portion is located above the pair of vertical wall portions, the present invention is limited to the position of the top plate portion and the pair of vertical wall portions. It's not something. Therefore, the terms indicating the direction and position such as "upper" and "upper end" in the present invention are relative directions and positions indicating the top plate side based on the positional relationship between the top plate portion and the vertical wall portion. It does not indicate an absolute direction or position.
Further, in the present specification and the drawings, elements having substantially the same function and configuration are designated by the same reference numerals, so that duplicate description will be omitted.

[Embodiment 1]
<Joint structure of body frame parts>
As illustrated in FIG. 1, the joint structure 1 (hereinafter, simply referred to as “joint structure 1”) of the vehicle body skeleton component according to the first embodiment of the present invention is formed by bending a single metal plate. A groove-shaped portion 7 including a top plate portion 3 and a pair of vertical wall portions 5 is provided, and the vehicle body skeleton component 110 is provided at an end portion in the longitudinal direction of one vehicle body skeleton component 110 with respect to the other vehicle body skeleton component 120. A pair of lateral rib portions 9 formed so as to extend outward from both side ends 3b of the top plate portion 3 and other vehicle body skeleton parts in the groove-shaped portion 7. It extends outward from the three end sides (the end side 3a of the top plate portion 3 and the end side 5a of the pair of vertical wall portions 5) to be joined to the 120, and is continuous along the three ends. It has an outwardly facing flange portion 11 formed so as to do so.

As shown in FIG. 1, the horizontal rib portion 9 has a top plate side horizontal rib portion 9a which is a part of a metal plate extending outward from the side end 3b of the top plate portion 3 and an upper end of the vertical wall portion 5. The vertical wall side horizontal rib portion 9b, which is a part of the metal plate that is bent outward from 5b and extends, is overlapped with each other.

As shown in FIGS. 1 and 2, the flange portion 11 includes a top plate flange portion 11a, which is a part of a metal plate that is bent upward from an end side 3a of the top plate portion 3 and extends, and a vertical wall portion 5. The vertical wall flange portion 11b, which is a part of the metal plate that is bent outward from the end side 5a of the above, and the horizontal rib, which is a part of the metal plate that is bent upward and extends from the horizontal rib portion 9. It is composed of a flange portion 11c and a flange portion 11c.

As shown in FIG. 3, the horizontal rib flange portion 11c is folded upward from a portion 11c1 that is bent upward from the horizontal rib portion 9a on the top plate side and extends upward from the horizontal rib portion 9b on the vertical wall side. The site 11c2 and the site 11c3 are triple-layered. The inner end of the portion 11c1 is continuous with the top plate flange portion 11a, the portion 11c2 and the portion 11c3 are continuously folded, and the lower end of the portion 11c3 is continuous with the vertical wall flange portion 11b. ..

In the joint structure 1 according to the present embodiment having such a configuration, when joining the vehicle body skeleton component 110 and the vehicle body skeleton component 120 as shown in FIG. 1, for example, as shown in FIG. 2, the top plate flange Spot welding points can be set for each of the portion 11a, the vertical wall flange portion 11b, and the horizontal rib flange portion 11c. Therefore, as compared with the conventional joint structure 81 as shown in FIG. 16, a spot weld point can be set on the lateral rib flange portion 11c on the outer side of the top plate flange portion 11a, so that the vehicle body skeleton component 110 and the vehicle body can be set. It is possible to improve the rigidity of the joint portion 100 with the skeleton component 120.

The rib width w of the horizontal rib portion 9 (the length from the side end 3b of the top plate portion 3 to the outer end of the horizontal rib portion 9 (see FIG. 1)) is not particularly limited. However, it is preferable that the larger the rib width is, the larger the horizontal rib flange portion 11c connecting the top plate flange portion 11a and the vertical wall flange portion 11b can be. In particular, it is preferable that the rib width is 5 mm or more because it is easy to obtain an area for resistance spot welding with other vehicle body skeleton parts 120.

Further, in the joint structure 1 according to the first embodiment, the joining with the vehicle body frame parts is not limited to spot welding, but mechanical joining using bolts and nuts, joining with an adhesive, laser welding and arc. Any method may be used, such as joining by other welding such as welding. However, a method of joining a plurality of flange portions 11 by resistance spot welding is preferable because it takes a short time and is inexpensive. Next, a method of joining by laser welding or arc welding is also preferable.

Further, the lateral rib flange portion 11c preferably has all of the folded metal plates (corresponding to the parts 11c1, the parts 11c2 and the parts 11c3 in FIG. 3) joined to the car body skeleton part 120, but at least the car body skeleton parts 120. Only the contacting portion 11c3 may be joined to the vehicle body skeleton component 120.

Further, the portions 11c1, the portions 11c2 and the portions 11c3 (FIG. 3) in the lateral rib flange portion 11c are preferably in close contact with each other, but may not be in close contact with each other.

If the metal plates (corresponding to the parts 11c1, the parts 11c2 and the parts 11c3 in FIG. 3) are triplely overlapped in the horizontal rib flange portion 11c, the nugget in spot welding is difficult to be generated on all the overlapped metal plates. May occur. When it is desired to avoid such a problem, the joint structure according to the present invention is a part of a metal plate corresponding to the portion 11c2 so that the portion 11c2 is cut out or provided with a hole (opening). May be excised. In this way, even if the part 11c2 is notched or provided with a hole, the part 11c1 and the part 11c3 are joined to other vehicle body skeleton parts to deform the periphery of the excised part 11c2. The rigidity of the joint portion 100 (see FIG. 1) is improved by the fact that the portion 11c1 and the portion 11c3 are overlapped with each other.

Further, in the joint structure 1 according to the first embodiment described above, as shown in FIGS. 1 to 3, the top plate flange portion 11a is bent upward from the end side 3a of the top plate portion 3 and extends. The horizontal rib flange portion 11c was bent outward from the horizontal rib portion 9 and extended, and the top plate flange portion 11a and the horizontal rib flange portion 11c were perpendicular to the top plate portion 3. Then, as shown in FIG. 1, the flange portion 11 was joined to the vertical wall portion 123 of the other vehicle body skeleton component 120.

However, as another aspect of the first embodiment, as shown in FIG. 4, the top plate flange portion 11a and the horizontal rib flange portion 11c have the end side 3a of the top plate portion 3 and the end side 9c of the horizontal rib portion 9 ( Even if the joint structure 15 has a top plate flange portion 17a and a horizontal rib flange portion 17c that are bent along the boundary between the horizontal rib portion 9 and the horizontal rib flange portion 11c and are parallel to the top plate portion 3. good. Also in the joint structure 15, a continuous flange portion 17 is formed between the top plate flange portion 17a and the vertical wall flange portion 11b via the horizontal rib flange portion 17c.

When joining to another vehicle body skeleton component 120 by such a joint structure 15, the top plate flange portion 17a and the lateral rib flange portion 17c are joined to the top plate portion 121 (FIG. 1) of the other vehicle body skeleton component 120. , The vertical wall flange portion 17b can be joined to the vertical wall portion 123 (FIG. 1) of another vehicle body skeleton component 120.

Further, the top plate flange portion 11a and the lateral rib flange portion 11c are not limited to those that are perpendicular to or parallel to the top plate portion 3 as described above, but are inclined with respect to the top plate portion 3. It may be present, and the angles of the top plate flange portion 11a and the lateral rib flange portion 11c with respect to the top plate portion 3 may be appropriately set according to the shape and the joining position of the other vehicle body skeleton component 120. ..

Further, the thickness of the metal plate used for the joint structure according to the present invention is not limited, but is preferably in the range of 0.4 mm to 6.0 mm, and more preferably in the range of 0.6 mm to 4.0 mm.
If the plate thickness is thinner than 0.4 mm, the rigidity of the joint structure itself is low, so that there is little advantage in improving the rigidity of the joint portion where the vehicle body skeleton parts are joined to each other. In addition, if the plate thickness is thicker than 6.0 mm, the load required to bend the lateral rib flange portion on which the metal plate is folded increases, making it difficult to process with the capacity of a general press machine. ..

[Embodiment 2]
<Body frame parts>
As shown in FIG. 5, the vehicle body skeleton component 21 according to the second embodiment of the present invention is formed by bending a single metal plate, and has a groove shape including a top plate portion 23 and a pair of vertical wall portions 25. A portion 27 is provided, and the longitudinal end portion of the groove-shaped portion 27 is joined in a direction intersecting with another vehicle body skeleton component 120, and extends outward from both side end portions 23b of the top plate portion 23. A pair of lateral rib portions 29 formed over the entire length in the longitudinal direction and three end sides (end side 23a of the top plate portion 23) on the end side to be joined to the other vehicle body skeleton component 120 in the groove-shaped portion 27. , An outward flange portion 31 extending outward from the end side 25a) of the pair of vertical wall portions 25 and formed so as to be continuous along the three end sides.

As shown in FIG. 5, the horizontal rib portion 29 has a top plate side horizontal rib portion 29a which is a part of a metal plate extending outward from the side end 23b of the top plate portion 23 and an upper end of the vertical wall portion 25. The vertical wall side horizontal rib portion 29b, which is a part of the metal plate that is bent outward from 25b and extends, is overlapped with each other.

As shown in FIG. 5, the flange portion 31 has a top plate flange portion 31a, which is a part of a metal plate that is bent upward from the end side 23a of the top plate portion 23 and extends, and an end side of the vertical wall portion 25. A vertical wall flange portion 31b that is a part of a metal plate that is bent outward from 25a and extends, and a horizontal rib flange portion 31c that is a part of a metal plate that is bent upward and extends from the horizontal rib portion 29. And.

Then, in the horizontal rib flange portion 31c, a part of the metal plate extending from the horizontal rib portion 29a on the top plate side and folded and folded (the portion in FIG. 3), as in the joint structure 1 according to the first embodiment described above. The metal plate is triple-folded by (corresponding to 11c1) and a part of the metal plate extending from the vertical wall side horizontal rib portion 29b (corresponding to the portion 11c2 and the portion 11c3 in FIG. 3).

In the vehicle body skeleton component 21 according to the second embodiment, the flange portion 31 has three ends (end sides) on the end side in the longitudinal direction of the groove-shaped portion 27, as in the joint structure 1 according to the first embodiment described above. Since it is formed in a continuous shape along 25a, the end side 23a and the end side 25a), it should be joined to another vehicle body skeleton component 120 by a spot welding point set on the outer side of the top plate flange portion 31a. Can be done. This makes it possible to improve the rigidity of the joint portion 105 when it is joined to another vehicle body skeleton component 120.
Further, since the vehicle body skeleton component 21 is formed only by bending a single metal plate, a high-strength steel plate having low ductility can be applied, and the vehicle body skeleton component 21 can be joined to another vehicle body skeleton component 120. The strength of the joint portion 105 can be improved.

Further, in the vehicle body skeleton component 21, a horizontal rib portion 29 is formed between the top plate portion 23 and the vertical wall portion 25 over the entire length in the longitudinal direction. Therefore, it is possible to improve the axial crush strength against the collision load input in the longitudinal direction of the vehicle body frame component 21.

Here, the rib width w of the horizontal rib portion 29 (the width from the side end 23b of the top plate portion 23 to the outer end of the horizontal rib portion 29, see FIG. 5) is not particularly limited. However, it is preferable that the larger the rib width is, the larger the area of the horizontal rib flange portion 31c connecting the top plate flange portion 31a and the vertical wall flange portion 31b can be. In particular, it is preferable that the rib width is 5 mm or more because it is easy to obtain an area for resistance spot welding with other vehicle body skeleton parts 120.

The joining of the car body skeleton component 21 and the other car body skeleton parts 120 according to the second embodiment is not limited to spot welding, but is mechanical joining using bolts and nuts, joining with an adhesive, and welding. Any method such as joining may be used. However, a method of joining by welding a plurality of flange portions or resistance spot welding is preferable because it takes a short time and is inexpensive. Next, a method of joining by laser welding or arc welding is also preferable.

The lateral rib flange portion 31c preferably has all of the overlapping metal plates (corresponding to the parts 11c1, the parts 11c2 and the parts 11c3 in FIG. 3) joined to the other car body skeleton parts 120, but at least the other car body skeleton parts 120. Only a part of the metal plate (corresponding to the portion 11c3 in FIG. 3) that comes into contact with the metal plate needs to be joined.

Further, in the horizontal rib flange portion 31c, the portions where the metal plates are folded (corresponding to the portions 11c1, the portions 11c2 and the portions 11c3 in FIG. 3) are preferably in close contact with each other, but are not in close contact with each other. There may be.

Further, if the horizontal rib flange portion 31c has a portion where the metal plates are triple-folded, there is a possibility that a nugget in spot welding is difficult to be formed on all the overlapping metal plates. When it is desired to avoid such a problem, the vehicle body frame component according to the present invention is obtained by cutting out a part of a metal plate (corresponding to the portion 11c2 in FIG. 3) which is triple-folded at the lateral rib flange portion 31c. A part of the metal plate may be cut off so as to have a hole (opening) or a hole (opening).

As described above, even if a part of the horizontal rib flange portion 31c (a portion corresponding to the portion 11c2 shown in FIG. 3) is cut out or provided with a hole, other parts of the horizontal rib flange portion 31c are provided. By joining a part of the metal plate (corresponding to the parts 11c1 and 11c3 in FIG. 3) to the other body frame parts 120, deformation around a part of the excised metal plate is suppressed, and the rest. Rigidity is improved by folding a part of the metal plate.

Further, in the vehicle body skeleton component 21 according to the second embodiment described above, the top plate flange portion 31a is bent upward from the end side 23a of the top plate portion 23 and extends, and the lateral rib flange portion 31c is a lateral rib portion. It is bent outward from 29 and extends, the top plate flange portion 31a and the lateral rib flange portion 31c are perpendicular to the top plate portion 23, and the flange portion 31 of the vehicle body skeleton component 21 is another vehicle body skeleton component 120. It was to be joined to the vertical wall portion 123 of.

However, as another aspect of the second embodiment, the top plate flange portion 31a and the lateral rib flange portion 31c are similar to the joint structure 15 (FIG. 4B) according to the other aspect of the first embodiment described above. Along the edge 23a of the top plate portion 23 and the edge of the lateral rib portion 29 (the boundary between the lateral rib portion 29 and the lateral rib flange portion 31c, corresponding to the end edge 9c of the lateral rib portion 9 in FIG. 4). It may be bent and parallel to the top plate portion 3. In such a vehicle body skeleton component, the top plate flange portion and the horizontal rib flange portion are joined to the top plate portion 121 (FIG. 5) of the other vehicle body skeleton component 120, and the vertical wall flange portion is joined to the other vehicle body skeleton component 120. It can be joined to the vertical wall portion 123 (FIG. 5).

Further, the top plate flange portion 31a and the lateral rib flange portion 31c are not limited to those that are perpendicular to or parallel to the top plate portion 23 as described above, but are inclined with respect to the top plate portion 23. It may be present, and the angles of the top plate flange portion 31a and the lateral rib flange portion 31c with respect to the top plate portion 23 may be appropriately set according to the shape and the joining position of the other vehicle body frame parts.

The vehicle body skeleton component according to the present invention is preferably formed with a flat surface formed by a top plate portion and a lateral rib portion, so that it is preferable to load accessories and the like on the upper portion of the vehicle body skeleton component.

Further, the thickness of the metal plate used for the joint structure according to the present invention is not limited, but is preferably in the range of 0.4 mm to 6.0 mm, and more preferably in the range of 0.6 mm to 4.0 mm.
If the plate thickness is thinner than 0.4 mm, the rigidity of the joint structure itself is low, so that there is little advantage in improving the rigidity of the joint portion where the vehicle body skeleton parts are joined to each other. Further, if the plate thickness is thicker than 6.0 mm, the load required for folding the metal plate to process the horizontal rib flange portion increases, which makes processing difficult with the capacity of a general press machine.

[Embodiment 3]
<Manufacturing method of joint structure for body frame parts>
Next, a method for manufacturing the vehicle body skeleton component according to the third embodiment of the present invention will be described.
The method for manufacturing a vehicle body skeleton component according to the third embodiment is to manufacture the vehicle body skeleton component 21 shown as an example in FIG. 5 by bending a single metal plate, and includes a preliminary bending step and a first method. It includes one bending step and a second bending step. Hereinafter, each of the above steps will be described with reference to FIGS. 6 to 11. It should be noted that FIGS. 6 to 11 show only the end portion side of the vehicle body skeleton component 21 to be joined to the other vehicle body skeleton component 120, and the groove-shaped portion 27 is omitted for convenience.

≪Preliminary bending process≫
In the preliminary bending step, as shown as an example in FIGS. 6 and 7, a mountain fold (solid line in FIG. 7) and a valley fold (solid line in FIG. 7) and valley folds (solid line in FIG. 7) and valley folds (solid line in FIG. 7) are performed on the metal plate 45 by using the upper mold 41 and the lower mold 43. This is a step of forming a pre-bent product 51 by adding a fold line (broken line in the middle).

As shown in FIGS. 6C and 7, the pre-bent product 51 corresponds to the top plate equivalent portion 53 corresponding to the top plate portion 23 in the vehicle body skeleton component 21 (see FIG. 5) and the vertical wall portion 25. It has a vertical wall corresponding portion 55, a horizontal rib corresponding portion 57 corresponding to the horizontal rib portion 29, and a flange corresponding portion 59 corresponding to the flange portion 31.

As shown in FIG. 7, the horizontal rib corresponding portion 57 includes a top plate side horizontal rib corresponding portion 57a extending from the top plate equivalent portion 53 and a vertical wall side horizontal rib corresponding portion 57b extending from the vertical wall corresponding portion 55. Has. A mountain fold fold line is provided at the boundary between the top plate side horizontal rib equivalent portion 57a and the vertical wall side horizontal rib equivalent portion 57b, and the boundary between the vertical wall equivalent portion 55 and the vertical wall side horizontal rib equivalent portion 57b. Is given a valley fold line.

As shown in FIGS. 6C and 7, the flange equivalent portion 59 includes a top plate flange equivalent portion 59a extending from the top plate equivalent portion 53 and a vertical wall flange equivalent portion extending from the vertical wall equivalent portion 55. It has 59b, a horizontal rib flange corresponding portion 59c extending from the horizontal rib corresponding portion 57, and a horizontal rib flange corresponding portion 59d. The horizontal rib flange equivalent portion 59d is a substantially rectangular region, and its three sides are continuous with the horizontal rib flange equivalent portion 59c, the vertical wall side horizontal rib equivalent portion 57b, and the vertical wall flange equivalent portion 59b, respectively. There is.

The boundary between the top plate equivalent portion 53 and the top plate flange equivalent portion 59a, the boundary between the top plate side horizontal rib equivalent portion 57a and the horizontal rib flange equivalent portion 59c, and the vertical wall equivalent portion 55 and the vertical wall flange equivalent portion. A valley fold line is provided at the boundary with 59b.
Further, in the horizontal rib flange equivalent portion 59d, a mountain fold fold line is provided at the boundary between the horizontal rib flange equivalent portion 59c, the vertical wall side horizontal rib equivalent portion 57b, and the vertical wall flange equivalent portion 59b. Further, the horizontal rib flange equivalent portion 59d is provided with a valley fold fold line along the diagonal line of the substantially rectangular region thereof, and has a triangular shape continuous to the horizontal rib flange equivalent portion 59c and the vertical wall side horizontal rib equivalent portion 57b. It is divided into two parts, a portion 59d1 and a triangular portion 59d2 continuous with the vertical wall flange corresponding portion 59b.

≪First bending process≫
In the first bending step, as shown in FIGS. 8 and 9, a punch 61, a pad 63, and a pair of first cams 65 are used to form a top plate corresponding portion 53 in the preliminary bending product 51 formed in the preliminary bending step. In a state of being sandwiched between the punch 61 and the pad 63, the lateral rib corresponding portion 57 in the preliminary bending product 51 is bent by the first cam 65, the punch 61 and the pad 63, and the top plate portion 23, the vertical wall portion 25 and the lateral portion are bent. This is a step of bending into an intermediate product 71 having a rib portion 29.

In the first bending step, along the fold line given to the pre-bent product 51 in the pre-bending step, the top plate side horizontal rib corresponding portion 57a and the vertical wall side horizontal rib corresponding portion 57b in the horizontal rib corresponding portion 57 Is folded to form the horizontal rib portion 29.

With the formation of the horizontal rib portion 29, the top plate flange equivalent portion 59a and the horizontal rib flange equivalent portion 59c are bent upward, the vertical wall flange equivalent portion 59b is bent outward, and further, the horizontal rib flange equivalent portion is further bent. The 59d is bent along the valley fold line between the portions 59d1 and 59d2 (see FIGS. 9 (c) and 7).

However, the top plate flange equivalent portion 59a, the vertical wall flange equivalent portion 59b, and the horizontal rib flange equivalent portions 59c and 59d, which are bent in the first bending step, are all the top plate flange portions 31a of the target vehicle body frame component 21. The vertical wall flange portion 31b and the horizontal rib flange portion 31c are not formed.

≪Second bending process≫
As shown in FIGS. 10 and 11, the second bending step is arranged on the end side of the punch 61 and the pad 63 to be joined to the other vehicle body frame parts 120 (see FIG. 5), and is arranged on the punch 61 and the pad 63 side. Further using the movable second cam 67, the top plate portion 23 of the intermediate product 71 is sandwiched between the punch 61 and the pad 63, and the vertical wall portion 25 and the horizontal rib portion 29 of the intermediate product 71 are sandwiched between the punch 61 and the pad 63. This is a step of moving the second cam 67 toward the punch 61 and the pad 63 and bending the flange corresponding portion 59 of the intermediate product 71 to form the flange portion 31 in a state of being sandwiched between the first cam 65 and the first cam 65.

Specifically, by moving the second cam 67 toward the punch 61 and the pad 63, referring to FIGS. 5 and 7, at the end side of the intermediate product 71 to be joined to the other vehicle body skeleton component 120, the heavens The top plate flange corresponding portion 59a, which is a part of the metal plate extending from the plate portion 23, is bent upward to form the top plate flange portion 31a, which is a part of the metal plate extending from the vertical wall portion 25. The wall flange corresponding portion 59b is bent outward to form the vertical wall flange portion 31b, and the horizontal rib flange corresponding portion 59d, which is a part of the metal plate extending from the horizontal rib portion 29, is valley-folded along the folding line. The portion 59d1 and the portion 59d2 (see FIG. 7) are folded and further overlapped with the lateral rib flange corresponding portion 59c (see FIG. 7) to form the lateral rib flange portion 31c.

As a result, the top plate flange portion 31a and the vertical wall flange portion 31b are formed into the horizontal rib flange portions along the three end sides (end side 25a, end side 23a and end side 25a, see FIG. 5) of the groove-shaped portion 27. A continuous flange portion 31 is formed via 31c.

According to the method for manufacturing a vehicle body frame component according to the third embodiment, the top plate flange portion 31a extending from the top plate portion 23, the vertical wall flange portion 31b extending from the vertical wall portion 25, and the horizontal rib portion. Since the lateral rib flange portion 31c extending from 29 is formed only by bending, the ear portion 89c connecting the top plate flange portion 89a and the vertical wall flange portion 89b in the above-mentioned conventional joint structure 81 (see FIG. 16). It is possible to prevent cracks from occurring due to deformation of the stretched flange as in. Therefore, according to the method for manufacturing a vehicle body skeleton component according to the third embodiment, it is possible to use various metal plates regardless of the strength. In particular, high-strength steel plates with poor ductility and a tensile strength of 590 MPa class or higher, ultra-high-strength steel plates of 980 MPa class or higher, stainless steel plates, aluminum plates, magnesium plates, and metal plates mainly made of titanium plates can be used.

Further, the groove-shaped portion 27 is continuous along the three end sides (end side 25a, end side 23a, and end side 25a) on the end side to be joined to the other vehicle body frame component 120 (see FIG. 5). Since the outward flange portion 31 is formed, it can be joined to another vehicle body frame component 120 by a spot welding point set on the lateral rib flange portion 31c on the outer side of the top plate flange portion 31a. As a result, the rigidity of the joint portion 105 (see FIG. 5) when joined with another vehicle body skeleton component 120 can be improved.

Further, since the horizontal rib portion 29 formed by folding the metal plate between the top plate portion 23 and the vertical wall portion 25 is formed over the entire length in the longitudinal direction, the axial crush strength against the load input in the longitudinal direction and three points It is possible to manufacture a vehicle body frame component 21 having excellent strength against bending deformation.

In the above description, prior to the first bending step, the metal plate 45 is provided with a fold line to form the preliminary bending product 51, and the fold line is provided in the preliminary bending step. This makes it possible to stabilize the bending position in the bending process in the subsequent first bending step and the second bending step. However, in the present invention, the intermediate product 71 may be formed by bending the flat metal plate as it is in the first bending step without performing the preliminary bending step.

In the method for manufacturing a vehicle body skeleton component according to the present invention, it is desirable that the portions where the metal plates are folded (corresponding to the portions 11c1, the portions 11c2 and the portions 11c3) in the horizontal rib flange portion 31c are in close contact with each other. , It is not limited to close contact.

Further, since the lateral rib flange portion 31c shown in FIG. 5 is formed by folding a portion extending from the lateral rib portion 29 (corresponding to the portions 59d1 and 59d2 shown in FIG. 7), the lateral rib flange portion 31c is formed. The height and width may be determined according to the rib width w (see FIG. 5) of the lateral rib portion 29. However, in the second bending step, the horizontal rib flange corresponding portion 59c extending from the horizontal rib corresponding portion 57 and the horizontal rib flange corresponding portion 59d may be stretched and deformed to form the horizontal rib flange portion 31c. Therefore, the height and width of the horizontal rib flange portion 31c are not necessarily determined by the rib width of the horizontal rib portion 29, and may be appropriately set.

In the above description, the vehicle body skeleton component 21 in which the top plate flange portion 31a and the lateral rib flange portion 31c are perpendicular to the top plate portion 23 is manufactured, but the vehicle body according to the third embodiment is described. As another aspect of the method for manufacturing the skeleton part, the vehicle body skeleton in which the top plate flange portion and the lateral rib flange portion are parallel to the top plate portion (corresponding to the joint structure 15 shown in FIG. 4B) or inclined. It may be one that manufactures parts.

Further, the top plate flange portion 31a and the lateral rib flange portion 31c formed in the second bending step of the method for manufacturing the vehicle body skeleton component according to the third embodiment are parallel or inclined with respect to the top plate portion 3. You may fold it into. Similarly, according to another aspect of the present invention, after forming a horizontal top plate flange portion and a horizontal rib flange portion with respect to the top plate portion 3, the top plate flange portion and the horizontal rib portion are used as the top plate portion. It may be bent so as to be perpendicular to or inclined with respect to it.

As described above, in the method for manufacturing a vehicle body skeleton component according to the present invention, the angle (vertical, parallel, The inclination) may be appropriately set and formed.

Further, when manufacturing the vehicle body skeleton component 21 in which the angle formed by the top plate portion 23 and the vertical wall portion 25 is changed from the vehicle body skeleton component 21 described above, the angle formed by the top plate portion 23 and the vertical wall portion 25 is the same. If the difference is within 20 °, it can be manufactured by covering with the expansion and contraction of the metal plate in the process of forming the lateral rib flange portion 31c without changing the shape of the lateral rib flange portion 31c.

In the above description, the horizontal rib flange portion 31c is formed by folding a metal plate in three layers, but the horizontal rib flange portion 31c in which the metal plate is folded in three layers is joined to another vehicle body frame component. In doing so, there may be a problem that nuggets in spot welding are difficult to form on all overlapping metal plates. When it is desired to avoid such a problem, before forming the intermediate product 71 in the first bending step shown in FIG. 9, the portion 59d1 of the lateral rib flange corresponding portion 59d in the metal plate 45 or the preliminary bending product 51 is formed. By cutting out in advance such as by providing a notch or a hole, it is possible to make the metal plates doubly overlapped in the lateral rib flange portion 31c of the vehicle body skeleton component 21.

In this way, even if a part of the metal plate in the lateral rib flange portion 31c is cut off, a part of the remaining metal plate (corresponding to the portion 11c1 and the portion 11c3 in FIG. 5) is joined to the other vehicle body frame component 120. By doing so, the deformation of a part of the cut metal plate in the lateral rib flange portion 31c is suppressed, and the remaining part of the metal plate is folded, so that the rigidity is improved.

As a means for cutting the metal plate 45 or the pre-bent product 51 in order to prevent the metal plate from being folded in three layers, any means such as punching with a die punch or fusing with a laser can be used. You may.

Further, in the method for manufacturing a vehicle body skeleton component according to the present invention, the top plate portion 3 and the lateral rib portion 29 can be formed so as to have a flat surface, and an accessory or the like is loaded on the upper portion of the vehicle body skeleton component 21. Is preferable.

The thickness of the metal plate used in the method for manufacturing the vehicle body skeleton component according to the third embodiment is not limited, but is preferably in the range of 0.4 mm to 6.0 mm, and more preferably in the range of 0.6 mm to 4.0 mm. It is a range.
If the plate thickness is thinner than 0.4 mm, the rigidity of the manufactured vehicle body skeleton component 21 itself is low, so that there is an advantage of improving the rigidity of the joint portion 105 (see FIG. 5) to which the other vehicle body skeleton component 120 is joined. few. Further, if the plate thickness is thicker than 6.0 mm, the load required for bending the lateral rib flange portion 31c in the first bending process and the second bending process becomes high, so that it is difficult to process with the capacity of a general press machine. Become.

Further, the method for manufacturing a vehicle body skeleton component according to the present invention is preferable because press molding (cold press molding) in a normal temperature environment is inexpensive. However, in order to improve the press load at the time of bending and the shape and dimensional accuracy of the target vehicle body skeleton part, the metal plate may be heated and press-formed (hot press forming, warm press forming). When a steel plate is used as the metal plate, if the temperature is higher than the Ac3 transformation point, for example, 910 ° C or higher when heating the steel plate, the metal plate is used in the pre-bending step, the first bending step, and the second bending step. There is an advantage that the strength of the metal plate is improved because it is quenched when it is cooled.

Further, according to the method for manufacturing a car body skeleton part according to the present invention, since the car body skeleton part can be manufactured only by bending one metal plate, notches and holes for preventing deformation of the stretch flange are provided. There is no scrap generated by the installation, and the yield is excellent.

Since a specific experiment was conducted to confirm the action and effect of the present invention, the results will be described below.
In Example 1, the rigidity was evaluated by a torsion test using the test body 130 shown in FIG. 12 as a test object.

<Test material and part shape>
As shown in FIG. 12, the test body 130 is manufactured by joining a vehicle body skeleton component 131 simulating a vehicle body cross member and a component 151 simulating a floor panel by spot welding.
The body frame component 131 was made of a GA-plated steel plate having a plate thickness of 1.6 mm and a tensile strength of 1180 MPa class, and the component 151 was made of a mild steel plate having a plate thickness of 0.6 mm and a tensile strength of 270 MPa class. Table 1 shows the material of the GA-plated steel plate used as the test material for the vehicle body skeleton component 131.

The vehicle body skeleton component 131 includes a groove-shaped portion 137 including a top plate portion 133, a pair of vertical wall portions 135, a horizontal rib portion 139 connecting the top plate portion 133 and the vertical wall portion 135, and a groove-shaped portion. The longitudinal end of the 137 has an outward flange portion 141 formed so as to be continuous along the three ends. Further, the vehicle body skeleton component 131 has a flange portion 143 welded to the component 151 at the lower end of the vertical wall portion 135. The rib width w of the horizontal rib portion 139 was set to 20 mm.

<Torsion test>
As shown in FIG. 12, a torsion test was performed in which a torsion torque was applied to the axial end portion of the test body 130, and the rigidity of the vehicle body skeleton component 131 was evaluated based on the torsion angle of the flange portion 141 of the vehicle body skeleton component 131.
In the torsion test, the flange portions 141 on both ends in the longitudinal direction of the vehicle body frame component 131 are joined to the rigid wall 161 simulating the side sill, the other end side is fixed, and the torsion torque of 400 kN / mm is applied to the flange portion 141 on one end side. The twist angle was measured when the above was added.

In the first embodiment, the test body 130 using the vehicle body skeleton component 131 according to the present invention is used as an example of the invention.
Further, as a comparison target, as in the conventional joint structure 81 (FIG. 16) described above, the top plate flange portion continuous from the top plate portion and the vertical wall flange portion continuous from the vertical wall portion without the horizontal rib portion are provided. As a conventional example, a test piece using a vehicle body skeleton part (not shown) having no ear portion connecting the top plate flange portion and the vertical wall flange portion was used.
Furthermore, a comparison of test specimens using vehicle body skeleton parts (not shown) that have horizontal ribs between the top plate and the vertical wall but do not have ears that connect the top plate flange and the vertical wall flange. As an example.

Then, the test pieces according to the conventional example and the comparative example were also subjected to a twist test under the same conditions as those of the invention example, and the twist angles were measured respectively. Similar to the vehicle body skeleton component 131 according to the invention example, the rib width of the lateral rib portion of the vehicle body skeleton component according to the comparative example was set to 20 mm.

FIG. 13 shows the results of the rate of change of the twist angle in the comparative example and the invention example when the twist angle in the conventional example is used as a reference. Here, the rate of change of the twist angle was calculated by the following formula.
Rate of change in twist angle (%) = ((twist angle in the invention example or comparative example)-(twist angle in the conventional example)) / (twist angle in the conventional example) × 100

From FIG. 13, the rate of change in the twist angle is about -1% in the comparative example in which only the lateral rib portion is provided, and the twist angle is slightly reduced as compared with the conventional example in which neither the lateral rib portion nor the selvage portion is provided. Met. This is because the body frame component according to the comparative example is provided with the lateral rib portion, so that the moment of inertia of area is increased and the rigidity is improved.

Further, in the invention example having the horizontal rib flange portion 31c connecting the top plate flange portion 31a and the vertical wall flange portion 31b in addition to the horizontal rib portion 29, the rate of change of the twist angle is about -9%, which is conventional. The twist angle was significantly reduced compared to the examples and comparative examples. From this, it was demonstrated that the rigidity of the vehicle body skeleton component 131 according to the invention example is remarkably improved.

Next, the test piece 130 shown in FIG. 14 was used as a test object, and a shaft crush test in which a load was input in the longitudinal direction to compress the test piece 130 was performed to evaluate the strength at the time of a side collision.

<Test material and part shape>
The test body 130 shown in FIG. 14 is manufactured by joining a vehicle body skeleton component 131 simulating a vehicle body cross member and a component 151 simulating a floor panel by spot welding in the same manner as in the first embodiment. .. The test materials of the vehicle body skeleton component 131 and the component 151 are also the same as those in the above-described first embodiment.

<Shaft crush test>
As shown in FIG. 14, a shaft crushing test was conducted in which a load was input to the axial end of the test body 130, the collision absorption energy in the shaft crushing process was calculated, and the strength of the vehicle body skeleton component 131 was evaluated.
In the shaft crushing test, the flange portions 141 on both ends in the longitudinal direction of the vehicle body skeleton component 131 are joined to the rigid wall 161 simulating the side sill, the other end side is fixed, and the load is input to the flange portion 141 on the one end side. bottom. Then, the load was input and the length of crushing the test piece 130 was set to 50 mm, and the collision absorption energy of the test piece 130 was calculated from the crushing length and the value of the load in the crushing process.

In Example 2, as the vehicle body skeleton component 131 according to the present invention, the rib width w of the lateral rib portion 139 was changed in the range of 1 mm to 20 mm, and the influence of the rib width on the collision absorption energy was investigated.

Further, in the second embodiment, as a comparison target, there is no selvage portion connecting the horizontal rib portion, the top plate flange portion and the vertical wall flange portion, as in the conventional joint structure 81 (see FIG. 16) (rib width w). A shaft crush test was performed using a test piece using a vehicle body frame component (not shown) (not shown) as a conventional example, and the collision absorption energy was calculated.

FIG. 15 shows the result of the rate of change of the collision absorption energy in the invention example when the collision absorption energy in the conventional example is used as a reference. Here, the rate of change in collision absorption energy was calculated by the following equation.
Rate of change of collision absorption energy (%) = ((collision absorption energy in the invention example)-(collision absorption energy in the conventional example)) / (collision absorption energy in the conventional example) × 100

In FIG. 15, the rib width of 0 mm corresponds to the result in the conventional example.
From the results shown in FIG. 15, it can be seen that in the vehicle body skeleton component 131 according to the invention example, the shaft crush strength is improved as compared with the conventional example. The more the lateral rib portion 139 extends to the outside of the cross section of the vehicle body skeleton component 131 and the higher the lateral rib portion 139, the higher the axial crush strength of the vehicle body skeleton component 131. rice field.

Then, in Example 2, the shaft crushing test was performed with the rib width of the horizontal rib portion 139 up to 20 mm, but the present invention does not limit the upper limit of the rib width of the horizontal rib portion 139 to 20 mm. Further, when the rib width is 20 mm or more, the area of the flange portion 141 becomes wider, which is preferable because welding becomes easier.

From the above, it was demonstrated that the axial crush strength is improved in the vehicle body skeleton component according to the invention example.

1 Joint structure 3 Top plate part 3a End side 3b Side end 5 Vertical wall part 5a End side 5b Upper end 7 Groove shape part 9 Horizontal rib part 9a Top plate side horizontal rib part 9b Vertical wall side horizontal rib part 9c End side 11 Flange part 11a Top plate flange part 11b Vertical wall flange part 11c Horizontal rib flange part 11c1 part 11c2 part 11c3 part 15 Joint structure 17 Flange part 17a Top plate flange part 17c Horizontal rib flange part 21 Body frame part 23 Top plate part 23a End side 23b side End 25 Vertical wall part 25a End side 25b Upper end 27 Groove shape part 29 Horizontal rib part 29a Top plate side horizontal rib part 29b Vertical wall side horizontal rib part 31 Flange part 31a Top plate flange part 31b Vertical wall flange part 31c Horizontal rib flange part 41 Upper mold 43 Lower mold 45 Metal plate 51 Pre-bent product 53 Top plate equivalent part 55 Vertical wall equivalent part 57 Horizontal rib equivalent part 57a Top plate side horizontal rib equivalent part 57b Vertical wall side horizontal rib equivalent part 59 Flange equivalent Part 59a Top plate flange equivalent part 59b Vertical wall flange equivalent part 59c Horizontal rib flange equivalent part 59d Horizontal rib flange equivalent part 59d1 Part 59d2 Part 61 Punch 63 Pad 65 1st cam 67 2nd cam 71 Intermediate product 81 Joint structure (conventional technology) )
83 Top plate 85 Vertical wall 87 Groove shape 89 Flange 89a Top plate flange 89b Vertical wall flange 89c Ear 91 Metal plate 93 Top plate equivalent 95 Vertical wall equivalent 97a Top plate flange equivalent 97b Vertical wall Flange equivalent part 99 Notch 100 Joint part 105 Joint part 110 Body skeleton part 120 Body skeleton part 130 Test piece 131 Body skeleton part 133 Top plate part 135 Vertical wall part 137 Groove shape part 139 Horizontal rib part 141 Flange part 151 Part 161 Rigid body wall

Claims (10)

It is made by bending a single metal plate, has a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and is provided at the longitudinal end of one vehicle body skeleton component. It is a joint structure of a car body skeleton part that joins parts in a direction intersecting with other car body skeleton parts.
A pair of lateral rib portions formed so as to extend outward from both side ends of the top plate portion,
With the outward flange portion formed so as to extend outward from the three ends on the end side joined to the other vehicle body skeleton parts in the groove-shaped portion and to be continuous along the three ends. Have,
The horizontal rib portion is a part of the metal plate extending outward from the side end of the top plate portion and a part of the metal plate extending outward by being bent outward from the upper end of the vertical wall portion. And are piled up
The flange portion extends from a part of the metal plate extending from the top plate portion, a part of the metal plate extending outward by being bent outward from the vertical wall portion, and extending from the lateral rib portion. A joint structure of a vehicle body skeleton component characterized by being composed of a part of the metal plate. A part of the metal plate extending from the top plate portion and a part of the metal plate extending from the lateral rib portion in the flange portion are perpendicular to, parallel to or inclined with respect to the top plate portion. The joint structure of the vehicle body skeleton component according to claim 1. The joint structure of a vehicle body skeleton component according to claim 1 or 2, wherein the flange portion has a part of the metal plate extending from the top plate portion of the horizontal rib portion cut off. .. A single metal plate is bent to provide a groove-shaped portion including a top plate portion and a pair of vertical wall portions, and the longitudinal end portion of the groove-shaped portion intersects with other vehicle body skeleton parts. It is a car body skeleton part that joins in the direction of
A pair of lateral rib portions formed over the entire length in the longitudinal direction so as to extend outward from both side ends of the top plate portion, and
An outward flange portion formed so as to extend outward from three ends on the end side of the groove-shaped portion to be joined to the other vehicle body skeleton parts and to be continuous along the three ends. And have
The horizontal rib portion includes a part of the metal plate extending outward from the side end of the top plate portion and a part of the metal plate bent outward from the upper end of the vertical wall portion and extending outward. Being piled up,
The flange portion extends from a part of the metal plate extending from the top plate portion, a part of the metal plate extending outward by being bent outward from the vertical wall portion, and extending from the lateral rib portion. A vehicle body skeleton component characterized by being composed of a part of the metal plate. A part of the metal plate extending from the top plate portion and a part of the metal plate extending from the lateral rib portion in the flange portion are perpendicular to, parallel to or inclined with respect to the top plate portion. The vehicle body frame component according to claim 4, which is characterized. The vehicle body skeleton component according to claim 4 or 5, wherein the flange portion is a portion of the horizontal rib portion of the metal plate extending from the top plate portion side. A method for manufacturing a car body skeleton part, wherein the car body skeleton part according to any one of claims 4 to 6 is manufactured by bending a single metal plate.
Using a punch and a pad that sandwiches the metal plate and a pair of first cams that are arranged on both sides of the punch and the pad and can be moved to the punch and the pad side, the punch and the pad correspond to the top plate portion of the vehicle body frame part. With a part of the metal plate sandwiched between the punch and the pad, the first cam is moved to the punch and the pad side to remove a part of the metal plate corresponding to the lateral rib portion of the vehicle body frame part. The first bending step of folding and bending the metal plate into an intermediate product in which the top plate portion, the vertical wall portion, and the horizontal rib portion are formed.
Further using a second cam arranged on the end side of the punch and pad to be joined to the other vehicle body skeleton component and movable to the punch and pad side, the top plate portion of the intermediate product is punched and the top plate portion of the intermediate product is used. The second cam is moved to the punch and the pad side in a state where the vertical wall portion and the horizontal rib portion of the intermediate product are sandwiched between the punch and the pad and the first cam while being sandwiched by the pad to move the vehicle body. A second bending step of bending a part of the metal plate corresponding to the flange portion of the skeleton component and bending it into the vehicle body skeleton component is provided.
In the second bending step, a part of the metal plate extending from the top plate portion is bent upward on the end side of the groove-shaped portion to be joined to the other vehicle body skeleton component, and the top plate flange portion is formed. Is formed, a part of the metal plate extending from the vertical wall portion is bent outward to form the vertical wall flange portion, and a part of the metal plate extending from the horizontal rib portion is folded. A method for manufacturing a vehicle body frame component, which comprises forming the lateral rib flange portion. Prior to the first bending step, a mountain fold or a valley fold fold line is formed at each boundary of a part of the metal plate corresponding to the top plate portion, the vertical wall portion, the horizontal rib portion and the flange portion of the vehicle body skeleton part. The method for manufacturing a vehicle body skeleton component according to claim 7, wherein the pre-bending step is provided. The vehicle body frame component according to claim 7 or 8, wherein the top plate flange portion and the lateral rib flange portion formed in the second bending step are bent so as to be parallel to or inclined with respect to the top plate portion. Production method. The invention according to any one of claims 7 to 9, wherein a part of the metal plate extending from the top plate portion side of the lateral rib portion is cut off prior to the first bending step. How to manufacture body frame parts.

Images