Structural member for vehicle

Abstract

In a vehicle structural member formed by press forming, a roof panel portion, a pair of longitudinal wall portions extending in a flared manner from both end portions of the roof panel portion, and a pair of flange portions extending in a bent manner toward the outside from both ends of the longitudinal wall portions are provided, and a cross section orthogonal to a long direction becomes a hat-shaped form. According to the embodiment, a bending angle of the longitudinal wall portion and the flange portion is 87° to 94°. According to the embodiment, a length of the flange portion from the longitudinal wall portion is greater than 11 mm.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle structural member. In particular, it relates to a vehicle structural member suitable as a bumper reinforcement of a bumper device equipped on a vehicle. BACKGROUND

[0002] Various vehicle structural members are equipped on a vehicle such as an automobile. One of them is a structural member whose cross section orthogonal to the longitudinal direction is a hat-shaped cross section. Figure 14 A vehicle structural member 114 representing a general hat-shaped cross section is shown. The vehicle structural member 114 is roughly composed of a top plate portion 120, a vertical wall portion 122, and a flange portion 124, and is usually formed by press forming. Further, the vehicle structural member 114 is usually formed by press forming. Further, the vehicle structural member 114 is usually formed by press forming. Figure 14 The cross section shape is schematically shown.

[0003] The top plate portion 120 is depicted on the upper side in Figure 14 . The left and right vertical wall portions 122 extend downward from both end portions of the top plate portion 120 and diverge from each other. The left and right flange portions 124 extend in an L-shaped manner from the lower ends of the corresponding vertical wall portions 122 toward the outer side. Further, a concave rib 126 is formed in the top plate portion 120. Each of the above-mentioned portions is formed into a predetermined shape by bending forming or draw forming of the known press forming.

[0004] Since the conventional general vehicle structural member 114 is formed by press forming, the hat-shaped cross section becomes a shape without a negative angle that ensures the draft angle of the press die, and the vertical wall portion 122 extends in a manner diverging downward from both end portions of the top plate portion 120. Further, the flange portion 124 is parallel to the top plate portion 120. Therefore, the bending angle α1 of the vertical wall portion 122 and the flange portion 124 is usually about 97°. In addition, the length of the flange portion 124 from the vertical wall portion 122 is usually a length of 11 mm or less. This is because the cross-sectional space of the vehicle structural member 114 is limited to a relatively narrow space due to the arrangement of other structural members as shown by the imaginary frame X with double-dot chain lines in Figure 14 .

[0005] As a representative example of such a vehicle structural member 114, there is a bumper reinforcement 114 of a vehicle bumper device (refer to Japanese Patent Application Laid-Open No. 2017-47818 and Japanese Patent Application Laid-Open No. 2008-542094). Since the bumper reinforcement 114 of the vehicle bumper device is a structural member that receives an impact load at the time of a vehicle collision, it is required to have bending strength.

[0006] The bending strength of the bumper reinforcement 114 as a vehicle structural member is generally evaluated by a three-point bending method. Figure 12 and Figure 13 An evaluation method based on the three-point bending method is shown. Figure 12represents a state before a load is applied to the bumper reinforcement 114, Figure 13 represents a state after a load is applied. In an evaluation based on a three-point bending method, as shown in Figure 12 The support member 118 is arranged to support the long bar-shaped bumper reinforcement 114 at a position in the vehicle at which the bumper reinforcement 114 is supported (a position corresponding to the bumper support structure 18 (see Figure 2 ). Then, the impactor 150 is made to collide with the central portion of the bumper reinforcement 114 from above, and the reaction force received by the impactor 150 at this time is measured. The distance between the support members 118 is, for example, 1000 mm, and the speed of the impactor 150 is, for example, 10 km / h. Thus, as shown in Figure 13 The bumper reinforcement 114, which has been subjected to a load by the impactor 150, is bent and deformed downward. The reaction force received by the impactor 150 at the time of this deformation is measured, and the bending strength of the bumper reinforcement 114 is evaluated.

[0007] The evaluation result based on the CAE analysis is generally evaluated using an F-S line graph as shown in Figure 11 . The F-S line graph is represented by the reaction force load (kN) with respect to the stroke amount (mm) of the impactor 150 downward. The F-S line graph in the case of the cross-sectional shape of the conventional general bumper reinforcement 114 described above is represented by the graph Y in Figure 11 .

[0008] The evaluation of the bending strength of the structural member having a hat-shaped cross section is good when the stroke of the impactor 150 is short until the maximum load is reached and the maximum load is large, and various countermeasures for making this evaluation good have been proposed in the past.

[0009] However, as described above, the space for arranging the bumper reinforcement of the vehicle is limited by the arrangement of other structural members adjacent thereto. Therefore, in order to achieve an increase in bending strength, it is not desirable to make the cross-sectional shape large. Furthermore, increasing the thickness of the structural member also increases the weight of the vehicle, and is not preferable in terms of fuel consumption.

[0010] Therefore, as a countermeasure, in order to increase the bending strength without increasing the mass, a change to a high-strength material can be considered, but there are problems of formability and cost increase, and thus is not preferable. SUMMARY

[0011] Therefore, with the cross-sectional shape in which there is no negative angle because it is press-formed as a premise, it is desirable to obtain a cross-sectional shape that increases the bending strength without changing the thickness and without increasing the mass.

[0012] One aspect of the present application is a vehicle structural member formed by press forming, wherein the vehicle structural member has a roof panel portion, a pair of longitudinal wall portions extending in a flared manner from both end portions of the roof panel portion, and a pair of flange portions extending in a bent manner toward the outside from both end portions of the longitudinal wall portions, a cross section of the vehicle structural member orthogonal to a longitudinal direction becomes a hat-shaped form, and a bending angle of the longitudinal wall portions sandwiched by the flange portions is 87 to 94 degrees.

[0013] Another aspect of the present application is a vehicle structural member formed by press forming, wherein the vehicle structural member has a roof panel portion, a pair of longitudinal wall portions extending in a flared manner from both end portions of the roof panel portion, and a pair of flange portions extending in a bent manner toward the outside from both end portions of the longitudinal wall portions, a cross section of the vehicle structural member orthogonal to a longitudinal direction becomes a hat-shaped form, and a length of the flange portions from the longitudinal wall portions is greater than 11 mm.

[0014] Still another aspect of the present application is a vehicle structural member formed by press forming, wherein the vehicle structural member has a roof panel portion, a pair of longitudinal wall portions extending in a flared manner from both end portions of the roof panel portion, and a pair of flange portions extending in a bent manner toward the outside from both end portions of the longitudinal wall portions, a cross section of the vehicle structural member orthogonal to a longitudinal direction becomes a hat-shaped form, a bending angle of the longitudinal wall portions sandwiched by the flange portions is 87 to 94 degrees, and a length of the flange portions from the longitudinal wall portions is greater than 11 mm.

[0015] According to the embodiment, a widthwise length of the roof panel portion in the cross section direction gradually narrows from both end portions to a central portion of the vehicle structural member in the longitudinal direction, and a widthwise length of the flange portion in the cross section direction gradually widens from both end portions to a central portion of the vehicle structural member in the longitudinal direction.

[0016] According to the embodiment, a recessed rib is formed in the roof panel portion, and a widthwise length of the recessed rib in the cross section direction of the roof panel portion and a widthwise length of the flange portion in the cross section direction change in opposite relation to each other along the longitudinal direction of the vehicle structural member.

[0017] According to the embodiment, the vehicle structural member is a bumper reinforcement in a bumper device. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a diagram showing a disposition position of a bumper device with respect to a vehicle body.

[0019] Figure 2 is a perspective view of a disposition relation of a bumper reinforcement and a bumper support structure, as viewed from the left obliquely rearward.

[0020] Figure 3 is a schematic view showing a hat-type cross-sectional shape as one embodiment.

[0021] Figure 4 is a schematic view showing a state in which the hat-type cross-section of Figure 3 is deformed inwardly.

[0022] Figure 5 is a schematic view showing a hat-type cross-sectional shape as another embodiment.

[0023] Figure 6 is a schematic view showing a hat-type cross-sectional shape as still another embodiment.

[0024] Figure 7 is a perspective view showing a variation of a cross-sectional shape in a longitudinal direction of a bumper reinforcement as still another embodiment.

[0025] Figure 8 is an overall plan view of the bumper reinforcement of Figure 7 as viewed from a front surface direction.

[0026] Figure 9 is a perspective view showing a framework of a front side portion of an automobile body for explaining other application places of the vehicle structural member.

[0027] Figure 10 is a perspective view showing a framework of a side portion of an automobile body for explaining other application places of the vehicle structural member.

[0028] Figure 11 is an F-S line graph showing a result of computer simulation based on a three-point bending method.

[0029] Figure 12 is a perspective view showing a state before a load is applied to the bumper reinforcement in a three-point bending analysis.

[0030] Figure 13 is a perspective view of the bumper reinforcement deformed by receiving an impact load through a three-point bending.

[0031] Figure 14 is a schematic view showing a hat-type cross-sectional shape in a conventional vehicle structural member. DETAILED DESCRIPTION

[0032] Hereinafter, embodiments of the present invention will be described based on the accompanying drawings. One embodiment of the vehicle structural component is a bumper reinforcement member fitted to a bumper assembly in a vehicle such as an automobile. Furthermore, unless otherwise specified, the directions such as left-right, up-down, and front-back in the following description refer to the directions in the referenced figures. Additionally, when similar components are located on the left and right sides, and it is necessary to distinguish them, for components on the right side, a reference numeral R is added to the end of their reference numerals, and for components on the left side, a reference numeral L is added to the end of their reference numerals.

[0033] <Bumper assembly and bumper reinforcement>

[0034] First, the configuration structure of the vehicle bumper device 10, which is used to equip the bumper reinforcement 14 as a structural component of the vehicle, will be described. Figure 1 This indicates the location of the bumper assembly 10 in the automobile. The bumper assembly 10 is typically positioned at the front and rear of the automobile body 12, arranged relative to the automobile body 12 in the width direction.

[0035] The bumper assembly 10 includes an elongated bumper reinforcement 14, a bumper cover 16, and a bumper support structure 18. The bumper reinforcement 14 serves as the core material for the strength of the bumper assembly 10. The bumper cover 16 is configured to cover the entire surface of the bumper reinforcement 14. The bumper cover 16 is located on the outermost surface of the bumper assembly 10 and is designed for aesthetic purposes. It is typically made of resin suitable for molding in terms of appearance.

[0036] The bumper support structure 18 is mounted on both sides of the bumper reinforcement 14 in the longitudinal direction (width direction when viewed from the vehicle body) of the frame component of the vehicle body 12. Figure 1 Not shown in the image, but will be discussed later. Figure 9 (Referring to by reference numeral 36 in the accompanying drawings) and the bumper reinforcement 14. Furthermore, the bumper support structure 18 transmits the collision load borne by the bumper reinforcement 14 to the vehicle body 12, and the vehicle body 12 supports the collision load. Next, as an example, an embodiment where the bumper reinforcement 14 is located at the front of the vehicle body 12 will be described.

[0037] Figure 2 This is a perspective view obtained from a left-rear angle observation of the configuration relationship between the bumper reinforcement 14 and the bumper support structure 18. The bumper assembly 10 is as follows... Figure 1As shown in the structure, the collision load acting on the central part of the bumper assembly 10 due to a frontal collision is first borne by the bumper cover member 16 and supported by the bumper reinforcement member 14. Moreover, the load acting on the bumper reinforcement member 14 is borne by the vehicle body 12 via the bumper support structures 18 provided on both sides of the bumper reinforcement member 14.

[0038] Next, the shape of the cross-section orthogonal to the long side direction of the bumper reinforcement 14 will be described. The bumper reinforcement 14 is basically formed into a hat-shaped cross-section. The hat-shaped cross-section is formed having a top plate portion 20, a longitudinal wall portion 22, and flange portions 24L and 24R, and is formed by stamping. The stamping is performed by known bending forming or deep drawing forming. Therefore, the hat-shaped cross-section is formed in stamping into a cross-section without negative angles.

[0039] As one implementation method, the hat shape can be as follows: Figure 3 The shape is as shown. The hat-shaped cross-section is formed by a top plate portion 20, left and right flange portions 24L and 24R, and left and right longitudinal wall portions 22L and 22R connecting the top plate portion 20 and the flange portions 24L and 24R respectively. The longitudinal wall portions 22L and 22R are formed downwardly from both ends of the top plate portion 20. The two longitudinal wall portions 22L and 22R on the left and right sides are formed in a manner that extends downward. For example, as shown Figure 3 As shown, it forms a trapezoid without a negative angle.

[0040] Flange portions 24L and 24R extend outward in the left-right direction from the lower ends of the corresponding longitudinal wall portions 22L and 22R. The left flange portion 24L is formed by connecting to the lower end of the left longitudinal wall portion 22L, and the right flange portion 24R is formed by connecting to the right longitudinal wall portion 22R.

[0041] The bumper reinforcement 14 uses a conventional (i.e., not a welded plate) steel sheet with a constant thickness. In addition, in order to improve strength in shape, a concave rib 26 can be formed on the top plate portion 20, and at the center position in the width direction of the top plate portion 20 along the long side direction.

[0042] <Buckling angle of the flange>

[0043] In one embodiment, in the cap-shaped cross-sectional shape, the buckling angle α2 between the longitudinal wall portions 22L, 22R and the flange portions 24L, 24R is formed as a right angle (90°). Furthermore, in Figure 3 The box X drawn with a double-dotted line and Figure 14 The same frame X is shown, indicating that due to the constraints on the configuration created by the surrounding structural components, the cap-shaped cross-section needs to be configured within the range of frame X. In the following... Figures 4-6 The same applies to China.

[0044] exist Figure 3 In the diagram, the flange portions 24L and 24R, indicated by dashed lines, represent their positions relative to the longitudinal wall portions 22L and 22R in the aforementioned conventional structure. A comparison of the two shows that the flange portions 24L and 24R in the conventional structure, if... Figure 3 As shown by the dashed line, it is arranged parallel to the top plate portion 20, with a buckling angle relative to the longitudinal wall portions 22L and 22R. Figure 14 The α1) is approximately 97°. In contrast, as one embodiment, the flange portions 24L and 24R are stamped with a buckling angle α2 of 87° to 94°. The buckling angle α2 can, for example, be as follows: Figure 3 As shown, they become 90° (right angle). Therefore, the flange portions 24L and 24R are not parallel to the top plate portion 20.

[0045] Figure 4 Indicates the use of computer simulation to Figure 3 The bumper reinforcement 14 shown is bent at three points (see reference). Figure 12 , Figure 13 The deformation state of the cap-shaped cross-section when the impact load F is applied to the central part of the top plate 20, the longitudinal wall parts 22L and 22R tilt inward. Moreover, even due to this inward deformation, Figure 4 As seen in the diagram, the longitudinal walls 22L and 22R are perpendicular to the top plate 20, and the buckling angle α2 between the longitudinal walls 22L and 22R and the flanges 24L and 24R also remains at a right angle. Thus, by tilting inwards and making the longitudinal walls 22L and 22R perpendicular, the longitudinal walls 22L and 22R are at a right angle relative to the flanges 24L and 24R. Relative to the input direction of the impact load F, the flanges 24L and 24R bear the load at a right angle, thereby improving the bending strength.

[0046] Figure 3 The result of the three-point bending of the hat-shaped cross-section shown is in Figure 11 The FS line diagram is represented by graph H1. According to graph H1, compared with the existing general cap-shaped cross-section shape's three-point bending result, i.e., graph Y, the maximum load of this embodiment is greater.

[0047] <Examples of variations in the shape of a hat-shaped cross section>

[0048] like Figure 5 As shown, in other embodiments, the cap-shaped cross-section can be formed such that the lengths of the flange portions 24L and 24R are longer than 11 mm. In one specific embodiment, the lengths of the flange portions 24L and 24R are 21 mm, which is 10 mm longer than the existing structure. Furthermore, it is preferable that the lengths of the flange portions 24L and 24R are longer than 11 mm and are 30 mm or less.

[0049] Because the flange portions 24L, 24R are formed long as described above, the hat section provided in the frame X in Figure 5 the hat section shape in the frame X is formed so that the width direction length of the top plate portion 20 is shorter by a corresponding amount. The conventional general hat section shape is indicated by a broken line, and from the difference between the broken line and the solid line, it is understood that the amount of reduction in the width direction length of the top plate portion 20 in the present embodiment is absorbed by reducing the width direction length of the existing concave rib 26 or the width direction length of the top plate portion 20.

[0050] By making the length of the flange portions 24L, 24R of the hat section longer than 11 mm, when the hat section is deformed by being inclined inward under a load, the action of the tip of the flange portion, which is most likely to displace, can be reduced. That is, the inclination of the vertical wall portions 22L, 22R can be reduced, and an increase in the bending strength can be achieved.

[0051] The results of three-point bending of the hat section shape of the present embodiment are indicated by a graph H2 in the F-S line graph of Figure 11 According to the graph H2, it is understood that the graph rises more rapidly up to the maximum load, compared with the results of the conventional general hat section shape, i.e., the graph Y.

[0052] <Further Modification Example of Hat Section Shape>

[0053] As shown in Figure 6 , as still another other embodiment, with respect to the hat section shape, the bending angle a2 between the vertical wall portions 22L, 22R and the flange portions 24L, 24R can be made 87° to 94°, and the length of the flange portions 24L, 24R can be made longer than 11 mm. That is, the hat section shape of this embodiment is a combination of the above-described Figure 3 and Figure 5 embodiments. The bending angle a2 can be, for example, 90° (a right angle), but is not limited thereto.

[0054] In Figure 6 , the hat section shape indicated by a solid line and the conventional general hat section shape indicated by a broken line are shown within the frame X. From the difference between the hat section shapes indicated by the solid line and the broken line, it is understood that in the structure of the present embodiment, the bending angle a2 between the vertical wall portions 22L, 22R and the flange portions 24L, 24R is a right angle, and the length of the flange portions 24L, 24R is made longer than in the existing configuration.

[0055] Because the structure of the hat section shape of the present embodiment is a combination of the above-described Figure 3 and Figure 5 embodiments, the effects of these embodiments are superimposed, and an increase in the bending strength is achieved. Figure 6The results of the computer simulation of the present embodiment shown are indicated by chart H3 in the F-S diagram of FIG. 9. According to chart H3, the maximum load is increased compared with the results of the conventional general hat-shaped cross-sectional shape, i.e., chart Y, as with the embodiment of Figure 11 FIG. 1 (chart Hl). Also, as with the embodiment of Figure 3 FIG. 2 (chart H2), the graph up to the maximum load is steeper compared with the case of the conventional general hat-shaped cross-sectional shape. Figure 5

[0056]

[0057] As shown in FIGS. 10 and 11, as still another other embodiment, the cross-sectional shape of the bumper reinforcement 14 in the longitudinal direction can be further deformed. Figure 7 Figure 8 is a perspective view showing the entirety of the bumper reinforcement 14, Figure 7 is a plan view obtained by viewing the entirety of the bumper reinforcement 14 from the front surface direction. Figure 8

[0058] The present embodiment is obtained by tapering the roof portion 20 and the flange portions 24L, 24R of the bumper reinforcement 14. The widthwise length of the roof portion 20 in the cross-sectional direction is formed so as to taper gradually from both end portions to the central portion in the longitudinal direction of the bumper reinforcement 14. In Figure 7 and Figure 8 , the widthwise length of the roof portion 20 is Tl at the end portions and T2 at the central portion, and the widthwise length tapers from Tl to T2.

[0059] The widthwise length of the cross section of the flange portions 24L, 24R is formed so as to taper gradually from both end portions to the central portion in the longitudinal direction of the bumper reinforcement 14. In Figure 7 and Figure 8 , the widthwise length of the flange portions 24L, 24R is K1 at the end portions and K2 at the central portion, and the widthwise length tapers from K1 to K2.

[0060] Further, in the present embodiment, the hat-shaped cross-sectional shape can also be the same as the embodiment of Figures 3-6 described above. That is, either the bending angle a2 of the vertical wall portions 22L, 22R and the flange portions 24L, 24R can be made 87° to 94°, or the length of the flange portions 24L, 24R (entirely or partially) can be made longer than 11 mm.

[0061] ​​​​Furthermore, a concave rib 26 is formed in the top plate portion 20. The width length of the concave rib 26 in the cross-sectional direction and the width length of the flange portions 24L and 24R in the cross-sectional direction are formed such that they vary in opposite relationships along the long side direction of the bumper reinforcement 14. That is, in the portion where the width length of the concave rib 26 is narrower, the width length of the flange portions 24L and 24R is wider, and conversely, in the portion where the width length of the concave rib 26 is wider, the width length of the flange portions 24L and 24R is narrower. As a result, the cap-shaped cross-sectional shape of the bumper reinforcement 14 can be accommodated in a substantially constant space throughout the long side direction.

[0062] For example, such as Figure 7 and Figure 8 As shown, at the end along the long side, the width direction length B1 of the concave rib 26 is wider, therefore the width direction length K1 of the flange portions 24L and 24R is formed to be narrower. Moreover, at the central portion, the width direction length B2 of the concave rib 26 is narrower, therefore the width direction length K2 of the flange portions 24L and 24R is formed to be wider.

[0063] According to this embodiment, it can be housed in a space of constant size without increasing the cross-sectional shape of the space according to the position of the long side of the bumper reinforcement 14.

[0064] <Other Implementation Methods>

[0065] The vehicle structural component described in the above embodiment is the bumper reinforcement 14 installed on the bumper assembly 10 of a vehicle such as an automobile. However, as in other embodiments, the features of this bumper reinforcement 14 can also be applied to... Figure 9 and Figure 10 The various structural components of the car shown. For example, it can also be applied to... Figure 9 The diagram shows the center pillar 28, doorbelt line reinforcement 30, rocker out reinforcement 32, and... Figure 10 The diagram shows the door side impact protection beam 34, etc.

[0066] In addition, as other embodiments, the features of the above embodiments can also be applied to vehicle structural components formed from welded materials.

[0067] In addition, in the above embodiments, the depth of the concave rib 26 formed in the top plate portion 20 is not specifically specified, but as an embodiment, it can be a constant depth in the length direction or the depth can vary in the long side direction.

[0068] In addition, the concave rib 26 is provided at only one portion in the cross section, but as another embodiment, a shallow rib can be additionally formed in the roof portion 20.

[0069] <Advantages of the above embodiments>

[0070] Furthermore, the advantages of the above-described embodiments are summarized in the last paragraph.

[0071] According to the embodiment, the bending angle between the longitudinal wall portion and the flange portion of the vehicle structural member is formed as a right angle. Therefore, when a load is applied to the roof portion and the longitudinal wall portion is tilted inward, the longitudinal wall portion receives the maximum load, but the angle of the flange portion at this time is 90°, so that the bending strength can be improved compared with the conventional one.

[0072] According to the embodiment, the length of the flange portion of the vehicle structural member is formed to be longer than 11 mm. Thus, since the length of the flange portion is longer than that of the conventional one, when a load is applied to the roof portion and the longitudinal wall portion is tilted inward, the movement of the top end of the flange portion where the maximum displacement occurs can be reduced, so that the bending strength can be improved compared with the conventional one.

[0073] According to the embodiment, the bending angle between the longitudinal wall portion and the flange portion of the vehicle structural member is a right angle, and the length of the flange portion is formed to be longer than 11 mm. That is, this is a structure in which the above two features are combined. Thus, the advantages corresponding to the above respective features can be obtained at the same time, so that the bending strength can be more improved compared with the conventional one.

[0074] According to the embodiment, the widthwise length of the roof portion in the cross-sectional direction gradually narrows from both end portions to the central portion in the longitudinal direction, and the widthwise length of the flange portion in the cross-sectional direction gradually widens from both end portions to the central portion in the longitudinal direction. Thus, the structure can be formed with a constant size of the space shape without increasing the space of the cross-sectional shape of the vehicle structural member in the longitudinal direction.

[0075] According to the embodiment, a concave rib is formed in the roof portion, and the widthwise length of the concave rib of the roof portion in the cross-sectional direction and the widthwise length of the flange portion in the cross-sectional direction are formed to change in opposite relation to each other along the longitudinal direction of the vehicle structural member.

[0076] According to the embodiment, the vehicle structural member is suitably applied to a bumper reinforcement in a vehicle bumper device.

[0077] The above describes specific embodiments of the present application, but the present application is not limited to these embodiments, and various substitutions, modifications, and improvements can be made by those skilled in the art.

Claims

1. A vehicle structural member formed by press forming, characterized by comprising a roof panel portion, a pair of longitudinal wall portions extending in a flared manner from both end portions of the roof panel portion, and a pair of flange portions extending in a curved manner toward the outside from both ends of the longitudinal wall portions, wherein a cross section of the vehicle structural member orthogonal to a longitudinal direction is in a hat shape, wherein a bending angle of the longitudinal wall portions sandwiched by the flange portions is 87 to 94 degrees, wherein a length of the flange portion from the longitudinal wall portion is greater than 11 mm, wherein the flange portion is not parallel to the roof panel portion, wherein a widthwise length of the roof panel portion in the cross section direction gradually narrows from both end portions to a central portion of the vehicle structural member in the longitudinal direction, and wherein a widthwise length of the flange portion in the cross section direction gradually widens from both end portions to a central portion of the vehicle structural member in the longitudinal direction.

2. The vehicle structural member according to claim 1, characterized in that a concave rib is formed in the roof panel portion, wherein a widthwise length of the concave rib of the roof panel portion in the cross section direction and a widthwise length of the flange portion in the cross section direction change in opposite relation to each other along the longitudinal direction of the vehicle structural member.

3. The vehicle structural member according to claim 1 or 2, characterized in that the vehicle structural member is a bumper reinforcement in a vehicle bumper device. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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