Automobile body construction component

Abstract

The structural member of the automobile body has a roof panel portion, a pair of side wall portions extending through first corners, a hat-shaped member having a pair of flange portions extending through second corners, a pair of joint portions, and a joint member having a roof panel facing portion; a first protrusion extending in a length direction is formed on the roof panel portion; and two or more second protrusions extending in a direction intersecting the length direction are formed on the pair of side wall portions.

Description

Technical Field

[0001] This invention relates to structural components for automobile bodies. This application claims priority based on Japanese Patent Application No. 2020-130553, filed on July 31, 2020, the contents of which are incorporated herein by reference. Background Technology

[0002] In recent years, the application of high-tensile steel sheets in automotive components has been expanding, aiming to improve the crash safety performance and reduce the weight of automobiles. By using high-tensile steel sheets, it is possible to obtain components with superior crash safety performance, or to achieve both crash safety performance and weight reduction through thinner wall thickness.

[0003] However, if the thickness of the material plate decreases, not only will the rigidity of the steel plate before processing decrease, but the rigidity of the component after processing will also decrease. Therefore, simply using high-strength, thin steel plates may not achieve a sufficiently high strength effect in terms of collision safety performance.

[0004] As part of the crash safety performance of automotive body components, there are bending crush characteristics for components such as lower longitudinal beams or B-pillars in side impacts (side impacts) and bumpers in frontal impacts (forward impacts). Regarding the bending crush characteristics of these components, it is desirable to improve the three-point bending characteristics of local bending modes and to achieve higher crash safety performance even when using thinner materials.

[0005] Patent document 1 discloses a vehicle impact-resistant reinforcement component with excellent bending resistance, which has a recessed strip extending in the center of the width direction of the body portion along the length direction of the body portion.

[0006] Patent document 2 discloses a metal shock absorber for vehicles having concave or convex ribs on one or both of the upper and lower meshes that are substantially parallel to the front-rear direction of the vehicle.

[0007] Existing technical documents

[0008] Patent documents

[0009] Patent Document 1: Japanese Patent No. 5119477

[0010] Patent Document 2: Japanese Patent No. 4330652 Invention Summary

[0011] The problem that the invention aims to solve

[0012] However, the technology in Patent Documents 1 and 2 cannot fully utilize the three-point bending characteristics of the local bending mode of the required higher bending crushing component.

[0013] The present invention was made in view of the aforementioned problems, and the object of the present invention is to provide a structural component that can achieve excellent collision safety performance by improving the load-bearing capacity in the early stage of deformation in a local bending mode.

[0014] means for solving problems

[0015] The specific implementation of this invention is as follows.

[0016] (1) A first aspect of the present invention is a structural component of an automobile body, comprising a hat-shaped component and a joining component, wherein the hat-shaped component has: a top plate portion extending in the length direction, a pair of side wall portions extending through first corner portions formed at both ends in the width direction of the top plate portion, and a pair of flange portions extending through second corner portions formed at the ends opposite to the first corner portions of the pair of side wall portions; the joining component has: a pair of joining portions engaging with the pair of flange portions of the hat-shaped component, and top plate opposing portions opposite to the top plate portion of the hat-shaped component; a first protrusion extending in the length direction is formed on the top plate portion; and two or more second protrusions extending in a direction intersecting the length direction are formed on the pair of side wall portions.

[0017] (2) In the structural components of the automobile body described in (1), two or more of the first protrusions are formed side by side in the width direction.

[0018] (3) In the structural components of the automobile body described in (2), the first protrusion may also be formed such that, in a cross section perpendicular to the length direction, the center of the first protrusion in the width direction is located in the region of a point from the boundary point between the top plate portion and the first corner portion to a distance of 1 / 4 of the width of the top plate portion in the width direction.

[0019] (4) In the structural components of the automobile body described in (2), the first protrusion may also be formed such that in a cross section perpendicular to the length direction, the boundary point between the first protrusion and the top plate portion is located in the area of ​​a point at a distance of 20 mm from the boundary point between the top plate portion and the first corner portion.

[0020] (5) In any of the structural components of the automobile body described in (1) to (4), the second protrusion may extend from the first corner portion.

[0021] (6) In the structural components of the automobile body described in (5), the second protrusion may extend to the second corner.

[0022] (7) In any of the structural components of the automobile body described in (1) to (6), the width of the first protrusion is 5 mm to 20 mm, and the depth of the first protrusion is 5 mm to 20 mm.

[0023] (8) In any of the structural components of the automobile body described in (1) to (7), the aspect ratio calculated by the depth / width of the first protrusion may be 0.25 to 4.0.

[0024] (9) In any of the structural components of the automobile body described in (1) to (8), the width of the second protrusion is 10 mm to 60 mm, and the depth of the second protrusion is 2 mm to 10 mm.

[0025] (10) In any of the structural components of the automobile body described in (1) to (9), the aspect ratio calculated by the depth / width of the second protrusion may be 0.05 to 1.0.

[0026] (11) In any of the structural components of the automobile body described in (1) to (10), the top plate portion of the hat-shaped component may also be formed of a steel plate with a thickness of 1.2 mm or less. (12) In any of the structural components of the automobile body described in (1) to (11), the top plate portion of the hat-shaped component may also be formed of a steel plate with a tensile strength of 980 MPa or more.

[0027] (13) In any of the structural components of the automobile body described in (1) to (12), the cap-shaped component may also be a hardened component.

[0028] Invention Effects

[0029] According to the present invention, the three-point bending characteristics of the local bending mode of the bending crushing component improve the deformation resistance of the stress in the length direction and the stress in the height direction generated on the component, thereby achieving high collision safety performance even when using materials with thinner plate thickness. Attached Figure Description

[0030] Figure 1 (a) is a schematic diagram illustrating the three-point bending characteristics of the local bending mode.

[0031] (b) is a schematic diagram illustrating the three-point bending characteristics of the wall bending mode, and (c) is a schematic diagram illustrating the moment bending characteristics.

[0032] Figure 2 A perspective view showing the structural component 100 of the first embodiment.

[0033] Figure 3 Figure 2 A-A' cross-sectional view.

[0034] Figure 4 A schematic plan view of the structural component 100 of the first embodiment.

[0035] Figure 5 Figure 4 A magnified view of part B.

[0036] Figure 6 A perspective view showing the deformed state of the structural component 100 of the first embodiment.

[0037] Figure 7 A perspective view showing the structural component 100A of the first modified example.

[0038] Figure 8 A perspective view showing the structural component 100B of the second modified example.

[0039] Figure 9 A perspective view showing the structural component 100C of the third variation.

[0040] Figure 10 A perspective view showing the structural component 200 of the second embodiment of the present invention.

[0041] Figure 11 Figure 10 B-B' cross-sectional view.

[0042] Figure 12 A perspective view showing the deformed state of the structural component 200 of the second embodiment.

[0043] Figure 13 A schematic diagram used to illustrate the three-point bending condition.

[0044] Figure 14 A graph showing the results of the example. Detailed Implementation

[0045] The bending and crushing characteristics of automotive parts can be broadly categorized into: the three-point bending characteristics when the impact of a collision is directly applied to the crushing part of the part and causes deformation, and the moment bending characteristics when the impact of a collision is indirectly applied to the crushing part of the part and causes deformation.

[0046] Among them, the 3-point bending characteristics are classified into: the 3-point bending characteristics of the local bending mode and the 3-point bending characteristics of the wall bending mode.

[0047] The three-point bending characteristics of the local bending mode and the three-point bending characteristics of the wall bending mode are as follows: Figure 1 As shown in (a) and (b), the three-point bending characteristics are evaluated by conducting a three-point bending test in which the impactor collides directly with the component.

[0048] In the three-point bending characteristics of the local bending mode, the bending deformation at the load-bearing position caused by the impactor is the main characteristic under the condition that the distance between the support points supporting the load is relatively long in the three-point bending test.

[0049] In the three-point bending characteristics of the wall bending mode, under the condition that the distance between the support points supporting the load is short in the three-point bending test, the deformation of the side wall being squeezed in the direction of component height is the main part, with the load position brought by the impactor as the center.

[0050] In addition, the moment bending characteristics are as follows Figure 1 As shown in (c), the moment bending characteristics are often evaluated by conducting moment bending tests on the crushed parts of non-contact components such as impactors.

[0051] The inventors of this invention are used to improve Figure 1 The impact safety performance of the component shape in the deformation of the local bending mode shown in (a) was studied, and the following insights were obtained.

[0052] (1) In the three-point bending where the crushed part contacts the impactor, in addition to the compressive stress on the inner side of the bending along the length direction of the component and the tensile stress on the outer side of the bending, the component also generates compressive stress in the height direction.

[0053] (2) Considering that the compressive stress in the height direction of the component is generated on the side wall of the component, especially when the material plate is thin, the side wall is prone to bending and deformation due to the compressive stress in the height direction. Even if the component is assumed to be in a local bending mode, there is a deformation state close to the wall bending mode in the early stage of deformation.

[0054] (3) In the case of deformation state close to the wall bending mode, the following situation exists: if the sidewall bending deformation is easy to occur, not only will it be impossible to obtain good three-point bending characteristics as the wall bending mode, but also the height of the crushed part will be reduced due to the sidewall being squeezed, thereby reducing the bending stiffness in the height direction of the section intersecting the length direction. Therefore, even if the deformation state becomes a local bending mode in the subsequent deformation, it will be impossible to obtain good three-point bending characteristics as a local bending mode.

[0055] (4) Therefore, by manufacturing a component shape that can simultaneously improve the deformation resistance to compressive stress on the inside of the bend, the deformation resistance to tensile stress on the outside of the bend, and the deformation resistance to compressive stress in the height direction, it is possible to improve the load resistance during deformation in the local bending mode, especially in the early stage of the stroke, and to achieve better collision safety performance than existing methods.

[0056] The present invention, based on the aforementioned insights, will now be described in detail with reference to its embodiments. It should be noted that in this specification and accompanying drawings, constituent elements having substantially the same functional configuration are given the same reference numerals, and repeated descriptions are omitted.

[0057] In the following description, the axial direction of the structural component, that is, the direction in which the axis extends, is referred to as the length direction Z.

[0058] In addition, the direction in the plane perpendicular to the length direction Z and parallel to the top plate is called the width direction X, and the direction perpendicular to both the length direction Z and the width direction X is called the height direction Y.

[0059] The direction away from the axis of the structural component is called the outer side, and the opposite direction is called the inner side.

[0060] (First Implementation)

[0061] The following describes the structural component 100 of the automobile body according to the first embodiment of the present invention (hereinafter referred to as structural component 100).

[0062] First, refer to Figure 2 The brief structure of the structural component 100 will be described below.

[0063] like Figure 2 As shown, structural component 100 is a component with a closed cross-section structure consisting of cap-shaped component 110 and connecting component 120. Examples of applications of structural component 100 include: B-pillar, lower longitudinal beam, bumper reinforcement, etc.

[0064] Assume that the structural component 100 of this embodiment is installed on the automobile with the cap-shaped component 110 facing the outer side of the vehicle and the connecting component 120 facing the inner side of the vehicle.

[0065] (Hood-shaped component)

[0066] Figure 3 for Figure 2 The A-A' cross-sectional view. (See diagram below.) Figure 3 As shown, the hat-shaped component 110 has: a top plate portion 111 extending along the length direction Z; a pair of side wall portions 115, 115 extending through first corner portions 113, 113 formed at both ends in the width direction X of the top plate portion 111; and a pair of flange portions 119, 119 extending through second corner portions 117, 117 formed at the opposite ends of the first corner portions 113, 113 of the pair of side wall portions 115, 115.

[0067] The cap-shaped component 110 can also be a component made of resin board, CFRP (carbon fiber reinforced plastic) board, or metal board (aluminum board, aluminum alloy board, stainless steel board, titanium board, or steel board, etc.).

[0068] The cap-shaped component 110 can be easily formed, for example, by cold pressing or warm pressing of the sheet metal.

[0069] Furthermore, the cap-shaped component 110 can also be formed by hot stamping within the mold while simultaneously heating the steel plate to a high temperature in the austenitic region and stamping it. Therefore, the cap-shaped component 110 can also be a quenched component.

[0070] (Top section)

[0071] Top plate 111 is equivalent to Figure 1 The part of the impactor that is in direct contact with the local bending pattern in the 3-point bending test.

[0072] In this embodiment, the cap-shaped component 110 of the structural component 100 is mounted on the vehicle relative to the outer side of the vehicle. Therefore, when an impact load from the outer side of the vehicle is input to the top plate portion 111, if the structural component 100 undergoes bending deformation, the top plate portion 111 will generate compressive stress along the length direction Z.

[0073] From a lightweighting perspective, the top plate 111 is preferably formed of a steel plate with a thickness of 1.2 mm or less, and more preferably of a steel plate with a thickness of 1.0 mm or less. It should be noted that the lower limit of the thickness of the top plate 111 is not specifically limited, as long as it is 0.3 mm or more.

[0074] Furthermore, from the viewpoint of collision safety performance, the top plate 111 is preferably formed of a steel plate with a tensile strength of 980 MPa or more, and more preferably of a steel plate with a tensile strength of 1470 MPa or more.

[0075] The width W of the top plate 111 can be between 40mm and 200mm. The width W of the top plate 111 is as follows: Figure 3 As shown, the distance in the width direction X is the distance between the boundary points of the top plate portion 111 and the first corner portions 113 at both ends on a cross section perpendicular to the length direction Z of the structural component 100.

[0076] The first protrusion 150 formed on the top plate 111 will be described later.

[0077] (Side wall portion)

[0078] A pair of sidewall portions 115, 115 extend through first corner portions 113, 113 formed at both ends of the top plate portion 111 in the width direction X. It should be noted that the first corner portions 113, 113 are, for example, arc portions with a radius of curvature of 1 mm to 10 mm.

[0079] Since the cap-shaped component 110 of the structural component 100 of this embodiment is installed on the automobile in a manner opposite to the outer side of the vehicle, if an impact load from the outer side of the vehicle is input to the top plate portion 111 and causes bending deformation on the structural component 100, compressive stress will be generated on the pair of side wall portions 115, 115 in a direction intersecting the length direction Z, that is, compressive stress along the side wall portion 115 in a section perpendicular to the length direction Z of the structural component 100.

[0080] The second protrusion 160 formed on the side wall portion 115 will be described later.

[0081] The thickness and tensile strength of the side wall portion 115 can be the same as the tensile strength and thickness of the top plate portion 111.

[0082] The height H of the side wall portion 115 can be between 20mm and 150mm. Figure 3 The figure shows the distance in the height direction Y between the boundary points of the sidewall portion 115 and the first corner portion 113 and the boundary points of the sidewall portion 115 and the second corner portion 117 on a cross section perpendicular to the length direction Z of the structural component 100. It should be noted that the second corner portions 117, 117 have, for example, arc portions with a radius of curvature of 1 mm to 10 mm.

[0083] (Flange)

[0084] like Figures 2-5 As shown, second corner portions 117 and 117 are formed on the opposite ends of the first corner portions 113 and 113 of a pair of sidewall portions 115 and 115. A pair of flange portions 119 and 119 are formed in such a way that they extend outward from the second corner portions 117 and 117.

[0085] On the flange portion 119, spot weld portions 170 for engaging with the engaging member 120 are formed at predetermined intervals in the longitudinal direction Z. It should be noted that spot welding is only one means of engagement; laser welding or brazing may also be used.

[0086] (Jointing components)

[0087] The following describes the mating component 120.

[0088] The joining member 120 is a member that joins to the cap-shaped member 110. In this embodiment, the joining member 120 of the structural member 100 is provided in the automobile in a manner opposite to the inside of the vehicle. If an impact load from the outside of the vehicle is input to the roof plate portion 111, causing the structural member 100 to bend and deform, a tensile stress along the length direction Z will be generated on the joining member 120.

[0089] Therefore, by engaging the cap-shaped component 110 with the engaging component 120, it is possible to increase the deformation resistance to tensile stress along the length direction Z, thus enabling high collision safety performance.

[0090] Furthermore, by engaging with the cap-shaped member 110, the joining member 120 prevents the sidewall portion 115 from opening in the width direction X when bending deformation occurs on the structural member 100. This makes it possible to prevent a reduction in the three-point bending characteristic and achieve high collision safety performance.

[0091] like Figure 2 , Figure 3 As shown, in the structural component 100 of this embodiment, a flat plate is used as the joining component 120.

[0092] The joining component 120 may also be a component made of resin plate, CFRP (Carbon Fiber Reinforced Plastic) plate or metal plate (aluminum plate, aluminum alloy plate, stainless steel plate, titanium plate, or steel plate, etc.).

[0093] The tensile strength and plate thickness of the joining component 120 are not specifically limited. As described above, if an impact load from the outside of the vehicle is input to the top plate portion 111, causing the structural component 100 to bend, a tensile stress along the length direction Z will be generated on the joining component 120. Assuming that when compressive stress occurs, although the plate thickness and strength of the component will have a significant impact on the bending deformation caused by compressive stress, under tensile stress, a thinner plate and a lower strength material can be used within the range that the component will not break due to tensile deformation. Therefore, for example, the tensile strength and plate thickness of the joining component 120 can be lower than that of the top plate portion 111 of the cap-shaped component 110, and the plate thickness can be thinner. However, the joining component 120 can also be a hardened component.

[0094] like Figure 3 As shown, the joining member 120 has: a pair of joining portions 121, 121 disposed at both ends in the width direction X, and a top plate opposing portion 123 disposed at the center in the width direction X.

[0095] The pair of joints 121, 121 are the areas where the pairs of flanges 119, 119 of the cap-shaped component 110 are in contact with each other by means of spot welding or the like.

[0096] The top plate opposing portion 123 is the portion excluding the joint portion 121 of the joint member 120, and is the portion opposite the top plate portion 111 of the cap-shaped member 110. The top plate opposing portion 123 is not a structure that supports the top plate portion 111 from the inside. That is, the top plate opposing portion 123 does not contact the inner surface of the top plate portion 111. Since the perimeter of the cross-section per unit area enclosed by the closed section of the constructed member 100 can be reduced, the efficiency of the three-point bending characteristics (e.g., maximum load) obtained through the average component weight can be improved. In other words, weight reduction can be achieved.

[0097] In the structural component 100 of this embodiment, since the joining component 120 is made of a single flat steel plate, the joining portion 121 and the top plate facing portion 123 are adjacent to each other on the same plane.

[0098] The width of the top plate facing portion 123 can be between 40 mm and 200 mm. Preferably, the width of the top plate facing portion 123 is larger than the width W of the top plate portion 111. In this case, the pair of side wall portions 115, 115 are inclined outwards from the first corner portions 113, 113 to the second corner portions 117, 117. When an impact load from the outside of the vehicle is input to the top plate portion 111, with the second protrusion 160 positioned on the side wall portions 115, although the pair of side wall portions 115, 115 may tend to lean towards the first corner portions 113, 113, this can be supported by the top plate portion 111 through the first corner portions 113, 113. Therefore, it is possible to obtain an effect where the cross-section perpendicular to the length direction Z of the hat-shaped component 110 is less likely to be crushed. Furthermore, when stamping the hat-shaped component 110, since the negative angle (undercut) when the height direction Y is the pressure direction can be eliminated, the forming process can also be simplified. Furthermore, since the structural component 100 of this embodiment is composed of a cap-shaped component 110 and a connecting component 120, the perimeter of the cross section per unit area enclosed by the closed cross section can be reduced, thereby achieving the effect of efficiently improving the three-point bending characteristics (e.g., maximum load) obtained with the average component weight.

[0099] The first and second protrusions are described below.

[0100] (First protrusion)

[0101] At the top plate 111, two first protrusions 150 and 150 are formed side by side along the length direction Z.

[0102] like Figure 3 As shown, the first protrusion 150 is formed in the central portion of the top plate portion 111 in the width direction X, in such a way that it protrudes inward from the top plate portion 111.

[0103] The first protrusion 150 has an arcuate portion with a predetermined radius of curvature at its end on the top plate portion 111 side. In this case, the first protrusion 150 is connected to the top plate portion 111 via the arcuate portion of the first protrusion 150.

[0104] By providing such a first protrusion 150, the deformation resistance to compressive stress along the length direction Z occurring on the top plate portion 111 can be increased. Thus, when bending deformation occurs on the structural member 100, the occurrence of early bending deformation of the top plate portion 111 is suppressed, thereby increasing the maximum load.

[0105] The first protrusion 150 can be formed simultaneously by the same mold when stamping the top plate portion 111, the side wall portion 115 and the flange portion 119, or it can be formed by other molds or tools before stamping the top plate portion 111, the side wall portion 115 and the flange portion 119.

[0106] like Figure 3 As shown, the first protrusion 150 is formed by a pair of protrusion sidewalls 151, 151 and a protrusion base plate 152.

[0107] A pair of protruding sidewalls 151, 151 bend inward from the top plate portion 111.

[0108] The bottom plate 152 extends between the opposite ends of the top plate portion 111 of a pair of protruding sidewalls 151, 151.

[0109] like Figure 3 As shown, the first protrusion 150 has a predetermined depth d1 and a predetermined width w1.

[0110] The depth d1 of the first protrusion 150 is the distance in the height direction Y from the outer surface of the top plate portion 111 to the outer surface of the protrusion base plate 152 of the first protrusion 150. When the first protrusion 150 has a shape in which the depth varies along the length direction Z, the maximum value of the distance in the height direction Y from the top plate portion 111 to the protrusion base plate 152 is set as the depth d1.

[0111] The greater the depth d1 of the first protrusion 150, the greater the resistance to deformation under compressive stress along the length direction Z occurring in the top plate portion 111, thereby suppressing early bending deformation on the top plate portion 111 and increasing the maximum load. Therefore, the depth d1 of the first protrusion 150 is preferably 5 mm or more, and more preferably 8 mm or more.

[0112] On the other hand, if the depth d1 of the first protrusion 150 is too large, the pair of protrusion sidewalls 151, 151 will tend to tilt towards each other after the impact load from the outside of the vehicle is input into the top plate portion 111. If the pair of protrusion sidewalls 151, 151 tend to tilt towards each other, the pair of sidewall portions 115, 115 will also tend to tilt towards each other. In this case, when the pair of protrusion sidewalls 151, 151 are tilting towards each other, the time for the increase of deformation resistance to the compressive stress along the length direction Z generated by the top plate portion 111 may be delayed. Furthermore, if the depth d1 of the first protrusion 150 is too large, the width w1 of the first protrusion 150 will be relatively small, and the forming process of the first protrusion 150 may become difficult. Therefore, the depth d1 of the first protrusion 150 is preferably 20 mm or less, and more preferably 16 mm or less.

[0113] The width w1 of the first protrusion 150 is: the distance between the intersection of an imaginary straight line obtained by extending the protrusion sidewall 151 on one side of the first protrusion 150 and an imaginary straight line obtained by extending the top plate portion 111 on the outer surface of the top plate portion 111 in a section perpendicular to the length direction Z, and the intersection of an imaginary straight line obtained by extending the protrusion sidewall 151 on the other side of the first protrusion 150 and an imaginary straight line obtained by extending the top plate portion 111.

[0114] When the first protrusion 150 has a shape in which the width changes along the length direction Z, the spacing distance in the section with the largest spacing distance is set as the width w1.

[0115] The smaller the width w1 of the first protrusion 150, the greater the resistance to deformation under compressive stress along the length direction Z of the top plate portion 111, thereby suppressing early bending deformation of the top plate portion 111 and increasing the maximum load. Therefore, the width w1 of the first protrusion 150 is preferably 20 mm or less, and more preferably 15 mm or less.

[0116] On the other hand, if the width w1 of the first protrusion 150 is too small, the forming process of the first protrusion 150 may become difficult when the depth d1 of the first protrusion 150 is relatively large. Therefore, the width w1 of the first protrusion 150 is preferably 5 mm or more, and more preferably 8 mm or more.

[0117] It should be noted that the first protrusion 150 does not need to be formed along the entire length Z of the top plate portion 111, but can be formed on a portion of the entire length of the top plate portion 111. The location where the first protrusion 150 is formed can be selected at the location where the bending and crushing characteristics of the structural component 100 are most needed to be strengthened, for example, at or near the impactor contact location (the location where the impact load is input). In addition, the first protrusion 150 can also be formed at multiple locations along the length Z.

[0118] As described above, the depth d1 and width w1 of the first protrusion 150 affect the deformation resistance against compressive stress in the longitudinal direction Z occurring on the top plate portion 111. When the aspect ratio A1, obtained from the depth d1 relative to the width w1 of the first protrusion 150 (depth d1 / width w1), is between 0.25 and 4.0, the effect of improving the deformation resistance against compressive stress in the longitudinal direction Z occurring on the top plate portion 111 can be more effectively achieved, and is therefore preferred. An aspect ratio A1 between 0.5 and 2.0 is more preferred.

[0119] (Second Exception)

[0120] On a pair of sidewall portions 115, 115, a plurality of second protrusions 160 are formed side by side in a direction intersecting the length direction Z.

[0121] Figure 4 This is a schematic plan view of the structural component 100 of this embodiment. Figure 5 yes Figure 4 A magnified view of part B.

[0122] like Figure 4 and Figure 5 As shown, the second protrusion 160 is formed in such a way that it protrudes inward from the side wall portion 115.

[0123] There is a case where the second protrusion 160 has an arcuate portion with a predetermined radius of curvature at its end on the sidewall portion 115. In this case, the second protrusion 160 is connected to the sidewall portion 115 through the arcuate portion of the second protrusion 160.

[0124] By providing such a second protrusion 160, the deformation resistance generated on the sidewall portion 115 against compressive stress in the direction intersecting the length direction Z can be increased. Thus, early bending deformation of the sidewall portion 115 is suppressed, and the maximum load is increased.

[0125] The second protrusion 160 is preferably formed on the sidewall portion 115 of each of the pair of sidewall portions 115. Thus, compared to the case where the second protrusion 160 is formed only on one sidewall portion 115, the deformation resistance against compressive stress generated on the sidewall portion 115 in the direction intersecting the length direction Z can be further improved.

[0126] In the structural component 100 of this embodiment, the second protrusion 160 is formed such that it extends from the first corner 113 to the second corner 117.

[0127] The second protrusion 160 is formed extending from the first corner 113, thereby contributing to the deformation resistance in the height direction Y of the first corner 113 and making the first corner 113 less susceptible to crushing. By making the first corner 113 less susceptible to crushing, the upper portion of the sidewall portion 115 connected to the first corner 113 becomes more difficult to crush. Because the first corner 113 and the sidewall portion 115 become less susceptible to crushing, the bending stiffness in the height direction Y of the section intersecting the length direction Z is suppressed as the height of the structural member 100 decreases, and the reduction of the three-point bending characteristics of the local bending mode can be prevented, which is therefore preferable. It should be noted that when the second protrusion 160 is formed extending from the first corner 113, the first corner 113 will have a drop along the length direction Z, with the portion of the protrusion base plate 162 of the second protrusion 160 (described later) and the portion of the sidewall portion 115 where the second protrusion 160 is not formed.

[0128] Furthermore, the second protrusion 160 is formed by extending from the first corner 113 to the second corner 117, thereby contributing to the deformation resistance in the height direction Y of the second corner 117, making the second corner 117 less susceptible to crushing. Thus, the first corner 113, the sidewall portion 115, and the second corner 117 become less susceptible to crushing, further suppressing the decrease in bending stiffness in the height direction Y of the section intersecting the length direction Z as the height of the structural member 100 decreases, and further preventing the reduction of the three-point bending characteristics of the local bending mode, which is therefore preferable.

[0129] Like the first protrusion 150, the second protrusion 160 can be formed simultaneously by the same mold when stamping the top plate portion 111, the side wall portion 115, and the flange portion 119, or it can be formed by other molds or tools before stamping the top plate portion 111, the side wall portion 115, and the flange portion 119.

[0130] like Figure 5 As shown, the second protrusion 160 is formed by a pair of protrusion sidewalls 161, 161 and a protrusion base plate 162.

[0131] A pair of protruding sidewalls 161, 161 extend inward from the sidewall portion 115.

[0132] The bottom plate 162 extends between the opposite ends of the sidewall portions 115 of a pair of protruding sidewalls 161, 161.

[0133] like Figure 5 As shown, the second protrusion 160 has a predetermined depth d2 and a predetermined width w2.

[0134] The depth d2 of the second protrusion 160 is the interval distance in the width direction X from the outer surface of the side wall portion 115 of the second protrusion 160 to the outer surface of the protrusion base plate 162. When the second protrusion 160 has a shape in which the depth changes along a direction intersecting the length direction Z, the maximum value of the interval distance in the width direction X from the side wall portion 115 to the protrusion base plate 162 is the depth d2.

[0135] The greater the depth d2 of the second protrusion 160, the greater the resistance to deformation against the compressive stress generated in the sidewall portion 115 in the direction intersecting the length direction Z. Therefore, the depth d2 of the second protrusion 160 is preferably 2 mm or more, and more preferably 4 mm or more.

[0136] On the other hand, if the depth d2 of the second protrusion 160 is too large, the dimension in the width direction X of the structural member 100 will locally become small, and the bending stiffness of the section intersecting the length direction Z will become too small, resulting in a situation where the desired three-point bending characteristics cannot be obtained. Furthermore, as described later, in a configuration where the first protrusion 150 is formed near the end portion in the width direction X of the top plate portion 111, if the depth d2 of the second protrusion 160 is too large, it may be impossible to form the first protrusion 150 at the desired position. Moreover, if the depth d2 of the second protrusion 160 is too large and the width w2 of the second protrusion 160 is relatively small, the forming process of the second protrusion 160 will also become difficult. Therefore, the depth d2 of the second protrusion 160 is preferably 10 mm or less, more preferably 8 mm or less.

[0137] The plurality of second protrusions 160 are preferably formed in the longitudinal direction Z of the sidewall portion 115 at a protrusion spacing of 50 mm or less, and more preferably at a protrusion spacing of 30 mm or less. In this case, the deformation resistance against compressive stress generated on the sidewall portion 115 in a direction intersecting the longitudinal direction Z can be further improved. It should be noted that the protrusion spacing refers to: as Figure 5 As shown, the distance between the end of the second protrusion 160 on one side and the end of the adjacent second protrusion 160 on the other side.

[0138] It should be noted that the plurality of second protrusions 160 do not necessarily extend along the entire length of the sidewall portion 115; they may be formed on a portion of the entire length of the sidewall portion 115. The location where the plurality of second protrusions 160 are formed may be selected as the location where the bending and crushing characteristics of the structural component 100 should be most reinforced, such as the location of the impactor contact and its vicinity.

[0139] Furthermore, the multiple second protrusions 160 do not need to be formed on the sidewall portion 115 with equal protrusion spacing. For example, when three second protrusions 160 are formed, the spacing between the two protrusions can be different.

[0140] Furthermore, the multiple second protrusions 160 on the pair of sidewall portions 115, 115 do not necessarily need to be formed at the same position in the length direction Z. For example, the second protrusion 160 may not be formed on the other sidewall portion 115 at the same position in the length direction Z as the second protrusion 160 formed on one sidewall portion 115.

[0141] The width w2 of the second protrusion 160 refers to the distance between the intersection of an imaginary straight line obtained by extending one side wall 161 of the second protrusion 160 and an imaginary straight line obtained by extending the side wall 115 on the outer surface of the side wall portion 115 of the section perpendicular to the height direction Y, and the intersection of an imaginary straight line obtained by extending the other side wall 161 of the second protrusion 160 and an imaginary straight line obtained by extending the side wall 115.

[0142] The second protrusion 160 is a shape in which the width changes along the direction intersecting the length direction Z, with the interval distance of the cross section at which the interval distance reaches its maximum being the width w2.

[0143] The smaller the width w2 of the second protrusion 160, the greater the resistance to deformation against compressive stress generated on the sidewall portion 115 in a direction intersecting the length direction Z. Therefore, the width w2 of the second protrusion 160 is preferably 60 mm or less, and more preferably 40 mm or less.

[0144] On the other hand, if the width w2 of the second protrusion 160 is too small and the depth d2 of the second protrusion 160 is relatively large, the forming process of the second protrusion 160 may become difficult. Therefore, the width w2 of the second protrusion 160 is preferably 10 mm or more, and more preferably 15 mm or more.

[0145] As described above, the depth d2 and width w2 of the second protrusion 160 affect the deformation resistance against compressive stress generated on the sidewall portion 115 in the direction intersecting the length direction Z. When the aspect ratio A2, obtained relative to the width w2 of the second protrusion 160 and the depth d2 (depth d2 / width w2), is between 0.05 and 1.0, the effect of increasing the deformation resistance against compressive stress generated on the sidewall portion 115 in the direction intersecting the length direction Z is more effectively achieved, and is therefore preferred. An aspect ratio A2 between 0.1 and 0.5 is more preferred.

[0146] The structural member 100 of this embodiment described above has, in a cross-section perpendicular to the length direction Z, a vertical cross-section portion in which a second protrusion 160 is formed on at least one of the first protrusions 150, 150 and a pair of sidewall portions 115, 115. According to the structural member 100 of this embodiment, when an impact load from the outside of the vehicle is input to the top plate portion 111, causing bending deformation on the structural member 100, such as... Figure 6As shown, it is possible to combine the deformation resistance against the compressive stress (A) generated on the top plate portion 111 along the length direction Z, the deformation resistance against the compressive stress (B) generated on the side wall portion 115 in a direction intersecting the length direction Z, and the deformation resistance against the tensile stress (C) generated on the joint member 120 along the length direction Z. In this way, the load-bearing capacity at the beginning of the stroke can be improved, thereby improving the collision safety performance.

[0147] It should be noted that the thinner the sheet metal, the lower the deformation resistance. Therefore, the reduction in deformation resistance brought about by thinning has always been one of the obstacles to lightweighting achieved through the use of thin-walled, high-strength materials. For example, even if the deformation resistance in the longitudinal direction Z of the top plate portion 111 is increased through high strength or component shape design, if the thinning of the wall causes the side wall portion 115 to be prone to bending deformation due to flexural deformation, the structural component 100 cannot achieve good three-point bending characteristics. Conversely, even if the deformation resistance in the direction intersecting the longitudinal direction Z of the side wall portion 115 is increased through high strength or component shape, if the thinning of the wall causes the top plate portion 111 to be prone to bending deformation due to flexural deformation, the structural component 100 cannot achieve good three-point bending characteristics. However, with the structural component 100 of this embodiment, as described above, since the deformation resistance of the top plate portion 111, the side wall portion 115, and the connecting component 120 can be combined, excellent collision safety performance can be achieved even when using thin-walled, high-strength materials.

[0148] (First variation)

[0149] In the structural component 100 of the first embodiment, two first protrusions are formed on the top plate portion 111, but it can also be like... Figure 7 In the first modified example shown, only one first protrusion 150A is formed on the top plate portion 111 in the structural component 100A.

[0150] (Second variation)

[0151] In the structural component 100 of the first embodiment, the second protrusion 160 is formed from the first corner 113 to the second corner 117, but it can also be formed as follows: Figure 8 In the second modified example shown, the structural component 100B has a second protrusion 160B formed only in the center of the sidewall portion 115 in the height direction.

[0152] (Third variation)

[0153] In the structural component 100 of the first embodiment, a steel plate is used as the joining component 120, but it can also be like... Figure 9In the third modified example shown, the structural member 100C uses a cap-shaped member having a pair of flange portions 121C, 121C and a top plate portion 123C as the joining member 120C. In this case, the top plate portion 123C of the joining member 120C corresponds to the top plate opposing portion 123 of the structural member 100 of the first embodiment. It should be noted that, in the example shown, although the sidewall portion of the joining member 120C is flat, a protrusion extending in the height direction may also be formed.

[0154] Although the structural member 100 of this embodiment has the same cross-section along the length direction Z, it may also have different cross-sections along the length direction Z. For example, the structural member 100 may be bent in the length direction Z, and the cross-section perpendicular to the length direction Z may also be varied.

[0155] In the structural component 100 of this embodiment, the cross-section of the first protrusion 150 and the second protrusion 160 is trapezoidal, but the cross-section may also be rectangular, semi-circular, or wedge-shaped.

[0156] (Second Implementation)

[0157] The construction component 200 of the second embodiment of the present invention will be described below.

[0158] In the structural component 100 of the first embodiment, a first protrusion 150 is formed on the central portion of the top plate portion 111 of the cap-shaped component 110 in the width direction X.

[0159] In the structural component 200 of this embodiment, the first protrusion is formed on the portion near the end of the top plate portion in the width direction X of the cap-shaped component, which is different from the structural component 100 of the first embodiment.

[0160] For the side wall portion 115 or the joining member 120, the same reference numerals are used for configurations that are repeated in the description of the first embodiment, and the description is omitted.

[0161] First, refer to Figure 10 The brief configuration of the structural component 200 of this embodiment will be described below.

[0162] like Figure 10 As shown, structural component 200 is a component with a closed cross-section structure formed by cap-shaped component 210 and connecting component 120. Examples of applications of structural component 200 include: B-pillar, lower longitudinal beam, bumper reinforcement, etc.

[0163] The structural component 200 of this embodiment is the same as the structural component 100 of the first embodiment, and is assumed to be a component that is installed on the automobile in such a way that the cap-shaped component 210 is opposite to the outer side of the vehicle and the connecting component 120 is opposite to the inner side of the vehicle.

[0164] (Hood-shaped component)

[0165] Figure 11 yes Figure 10 The B-B' cross-sectional view. (See diagram below.) Figure 11 As shown, the hat-shaped component 210 has: a top plate portion 211 extending along the length direction Z; a pair of side wall portions 215, 215 extending through first corner portions 213, 213 formed at both ends in the width direction X of the top plate portion 211; and a pair of flange portions 219, 219 extending through second corner portions 217, 217 formed at the ends opposite to the first corner portions 213, 213 of the pair of side wall portions 215, 215.

[0166] (First protrusion)

[0167] At the top plate portion 211, two first protrusions 250, 250 are formed side by side along the length direction Z and the width direction X.

[0168] like Figure 11 As shown, each of the first protrusions 250, 250 is arranged in the near portion P of both ends of the top plate portion 211 in the width direction X with the center of the first protrusion 250 in the width direction of the top plate portion 211, and is formed in such a way that it protrudes inward from the top plate portion 211.

[0169] More specifically, the nearby portion P is: the area of ​​the structural component 200 in a cross section perpendicular to the length direction Z, extending from the boundary point between the top plate portion 211 and the first corner portion 213 to a point at a distance equal to 1 / 4 the width W of the top plate portion 211 in the width direction X.

[0170] From another perspective, each of the first protrusions 250, 250 can also be formed in a cross section perpendicular to the length direction Z such that the boundary point between the first protrusion 250 and the top plate portion 211 is located in the region from the boundary point between the top plate portion 211 and the first corner portion 213 to a point 20 mm away, and protrudes inward from the top plate portion 211.

[0171] (Second Exception)

[0172] On a pair of sidewall portions 215, 215, a plurality of second protrusions 260 are formed side by side in a direction intersecting the length direction Z.

[0173] The structural member 200 of this embodiment described above has, in a cross-section perpendicular to the length direction Z, a vertical cross-section portion in which a second protrusion 260 is formed on at least one of the first protrusions 250, 250 and a pair of sidewall portions 215, 215. According to the structural member 200 of this embodiment, when an impact load from the outside of the vehicle is input to the roof plate portion 211, causing bending deformation on the structural member 200, such as... Figure 12As shown, it can combine the deformation resistance to the compressive stress (A) generated on the top plate portion 211 along the length direction Z, the deformation resistance to the compressive stress (B) generated on the side wall portion 215 in a direction intersecting the length direction Z, and the deformation resistance to the tensile stress (C) generated on the joint member 120 along the length direction Z.

[0174] In particular, since the first protrusion 250 is formed in the portion P near both ends of the width direction X of the top plate portion 211, the first corner portion 213 and the first protrusion 250 are arranged at a close distance. Therefore, in the region from the first corner portion 213 to the first protrusion 250, the bending stiffness in the height direction Y of the section intersecting the length direction Z can be effectively improved. Furthermore, since the first corner portion 213, like the top plate portion 211, is a location where compressive stress in the length direction Z is generated when the structural member 100 undergoes bending deformation, the deformation resistance against the compressive stress in the length direction Z of the first corner portion 213 is weakened when the second protrusion 260 formed on the side wall portion 215 extends to the vicinity of the first corner portion 213. However, according to the structural member 200 of this embodiment, by forming the first protrusion 250 near the first corner portion 213, the weakening of the deformation resistance against the compressive stress in the length direction Z of the first corner portion 213 can be effectively compensated. Therefore, as Figure 12 As shown, the top plate portion 211 is prevented from undergoing large flexural deformation in the early stages, thereby further suppressing the flexural deformation of the side wall portion 215. Therefore, the load-bearing capacity in the early stages of the stroke is significantly improved, and the collision safety performance is further enhanced compared to the structural component 100 of the first embodiment.

[0175] (Example)

[0176] The effects of the present invention will be specifically illustrated below through examples. It should be noted that the examples described below are merely illustrative of the present invention and are not intended to limit the scope of the invention.

[0177] As examples 1 to 7, simulation models of structural components were prepared, consisting of a cap-shaped component made of a steel plate with a thickness of 0.8 mm and a tensile strength of 2.5 GPa, and a connecting component made of a steel plate with a thickness of 0.8 mm and a tensile strength of 440 MPa.

[0178] Regarding the simulation model of the structural components, the first and second protrusions are appropriately assigned, and the maximum load at the beginning of the stroke is evaluated through a hypothetical three-point bending simulation. The basic conditions are as follows. It should be noted that, in this embodiment, the inclination angle of the sidewall of the first protrusion is the same as the inclination angle of the sidewall of the cap-shaped component.

[0179] Width of top plate W: 90mm

[0180] Height H of the side wall: 60mm

[0181] Radius of curvature at the first corner (inner side of the bend): 5mm

[0182] The radius of curvature at the second corner (inner side of the bend): 5mm

[0183] Overall length L of the structural component: 800mm

[0184] Spot welding: 40mm spacing

[0185] Width of the opposite section of the top panel: 130mm

[0186] 3-point bending conditions, such as Figure 13 As shown, the radius of curvature of the impactor was set to 50 mm, and the spacing between the support platforms was 700 mm. The evaluation results of the protrusion conditions and the maximum load at the beginning of the stroke are shown in Table 1.

[0187] Table 1

[0188]

[0189] In Examples 1 to 4, the effect of increasing deformation resistance was not achieved because the first and second protrusions were not compounded.

[0190] On the other hand, in embodiments 5 to 7 where the first and second protrusions are formed in combination, the deformation resistance against compressive stress in the length direction Z generated in the top plate portion, the deformation resistance against compressive stress in the direction intersecting the length direction Z generated in the side wall portion, and the deformation resistance against tensile stress in the length direction Z generated in the joint component are combined to improve the load resistance in the early stage of the stroke.

[0191] Furthermore, comparing Embodiment 6 and Embodiment 7, Embodiment 7, which has one first protrusion at each end, has a load-bearing capacity of more than 1.5 times that of Embodiment 6, which has two first protrusions in the center.

[0192] Furthermore, as Example 1A, a simulation model of the structural component of the hat-shaped component of Example 1, which is changed to a hat-shaped component using a steel plate with a thickness of 1.6 mm and a tensile strength of 2.5 GPa, is used to evaluate the maximum load at the beginning of the stroke by simulating a three-point bending.

[0193] Similarly, as Examples 4A, 6A, and 7A, simulation models of the structural components of the hat-shaped components of Examples 4, 6, and 7, which are modified to use steel plates with a thickness of 1.6 mm and a tensile strength of 2.5 GPa, are used to evaluate the maximum load at the beginning of the stroke by simulating a three-point bending.

[0194] Furthermore, using the maximum load obtained through Example 1A as a reference value of 1.0, the ratio of the maximum loads obtained through Examples 4A, 6A, and 7A is calculated.

[0195] Furthermore, as Example 1B, a simulation model of the structural component of a hat-shaped component that replaces the hat-shaped component of Example 1 with a steel plate with a thickness of 0.8 mm and a tensile strength of 1.5 GPa was used to evaluate the maximum load at the beginning of the stroke by simulating a three-point bending.

[0196] Similarly, as Examples 4B, 6B, and 7B, simulation models of the structural components of the hat-shaped components of Examples 4, 6, and 7, which are modified to use steel plates with a thickness of 0.8 mm and a tensile strength of 1.5 GPa, are used to evaluate the maximum load at the beginning of the stroke by simulating a three-point bending.

[0197] Furthermore, using the maximum load obtained through Example 1B as a baseline value of 1.0, the ratios of the maximum loads obtained through Examples 4B, 6B, and 7B are calculated.

[0198] Furthermore, as Example 1C, a simulation model of the structural component of a hat-shaped component that replaces the hat-shaped component of Example 1 with a steel plate with a thickness of 1.6 mm and a tensile strength of 1.5 GPa was used to evaluate the maximum load at the beginning of the stroke by simulating a three-point bending.

[0199] Similarly, as Examples 4C, 6C, and 7C, simulation models of the structural components of hat-shaped components in Examples 4, 6, and 7, which were modified to use steel plates with a thickness of 1.6 mm and a tensile strength of 1.5 GPa, were used to evaluate the maximum load at the beginning of the stroke through three-point bending. Furthermore, using the maximum load obtained through Example 1C as a reference value of 1.0, the ratio of the maximum load obtained in Examples 4C, 6C, and 7C was calculated.

[0200] Evaluation results as follows Figure 2 As shown.

[0201] Table 2

[0202]

[0203] Figure 14 The chart summarizes the results shown in Table 2. As can be seen from the chart, according to the present invention, regardless of plate thickness or strength, excellent load-bearing capacity is achieved in the initial stage of the stroke, and even with thinner walls, the first protrusion is provided at each end of the top plate.

[0204] Furthermore, even when the cap-shaped component is made thinner, the reduction in deformation resistance caused by the reduction in plate thickness can be suppressed, and the collision safety performance can be achieved even when using thin-walled high-strength materials.

[0205] Furthermore, in the case of thinning the wall of the cap-shaped component, the effect of reducing deformation resistance is significant in Embodiments 7 and 7B, where a first protrusion is provided at each of the two ends of the top plate.

[0206] Industrial availability

[0207] According to the present invention, a structural component can be provided that exhibits excellent collision safety performance by improving the load-bearing capacity during the initial stage of deformation in a local bending mode.

[0208] Explanation of reference numerals in the attached figures

[0209] 100, 100A, 100B, 100C, 200 structural components

[0210] 110 and 210 cap-shaped components

[0211] Top plate section 111, 211

[0212] 113, 213 First corner

[0213] 115, 215 side wall sections

[0214] 117, 217 Second corner

[0215] 119, 219 Flange portion

[0216] 120, 120C joint components

[0217] 121 Joint

[0218] 121C Flange

[0219] 123 Top plate opposite section

[0220] 123C Top Plate Section

[0221] 150, 150A, 250 first protrusion

[0222] 160, 160B, 260 second protrusion

Claims

1. A structural component for an automobile body, characterized in that: It has a cap-shaped component and a connecting component. The hat-shaped component has a top plate portion extending in the longitudinal direction; A pair of sidewall portions extending through first corner portions formed at both ends in the width direction of the top plate portion; and a pair of flange portions extending through second corner portions formed at the opposite ends of the first corner portions of the pair of sidewall portions; The joining component has: A pair of engaging portions of the pair of flanges of the cap-shaped component; and A top plate opposing portion that is opposite to the top plate portion of the hat-shaped component; A first protrusion extending along the length direction is formed on the top plate portion; Two or more of the first protrusions are formed side by side in the width direction. The first protrusion is formed such that, in a cross-section perpendicular to the length direction, the center of the first protrusion in the width direction is located in the region from the boundary point between the top plate portion and the first corner portion to a point at a distance equal to 1 / 4 the width of the top plate portion in the width direction. Two or more second protrusions are formed on each of the pair of sidewall portions, extending in a direction intersecting the length direction.

2. The structural component of the automobile body as described in claim 1, characterized in that: The first protrusion is formed such that, in a cross section perpendicular to the length direction, the boundary point between the first protrusion and the top plate portion is located within a region of a point at a distance of 20 mm from the boundary point between the top plate portion and the first corner portion.

3. The structural component of the automobile body as described in claim 1 or 2, characterized in that: The second protrusion extends from the first corner.

4. The structural component as described in claim 3, characterized in that: The second protrusion extends to the second corner.

5. The structural component of an automobile body as described in any one of claims 1 to 4, characterized in that: The width of the first protrusion is 5mm to 20mm. The depth of the first protrusion is 5mm to 20mm.

6. The structural component of an automobile body as described in any one of claims 1 to 5, characterized in that: The aspect ratio calculated from the depth / width of the first protrusion is 0.25 to 4.

0.

7. The structural component of an automobile body as described in any one of claims 1 to 6, characterized in that: The width of the second protrusion is 10mm to 60mm. The depth of the second protrusion is 2mm to 10mm.

8. The structural component of an automobile body as described in any one of claims 1 to 7, characterized in that: The aspect ratio calculated from the depth / width of the second protrusion is 0.05 to 1.

0.

9. The structural component of an automobile body as described in any one of claims 1 to 8, characterized in that: The top plate of the hat-shaped component is formed of a steel plate with a thickness of 1.2 mm or less.

10. The structural component of an automobile body as described in any one of claims 1 to 9, characterized in that: The top plate of the hat-shaped component is formed of a steel plate with a tensile strength of 980 MPa or higher.

11. The structural component of an automobile body as described in any one of claims 1 to 10, characterized in that: The cap-shaped component is a quenched component.

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