Shock absorption structure for vehicle body

Abstract

The present invention provides a vehicle body impact absorption structure, which is provided with an energy absorption member (20) for absorbing collision energy from the outside in the vehicle body width direction in a closed cross-sectional structure of a sill (10), and which is provided with an outer member (21) disposed on the outside in the vehicle body width direction and an inner member (22) disposed on the inside in the vehicle body width direction. The outer member (21) and the inner member (22) are disposed so that a collision load in the vehicle body width direction can be transmitted therebetween, and the outer member (21) has a higher deformation strength against a collision load from the outside in the vehicle body width direction than the inner member (22). The length of the outer member (21) and the inner member (22) in the front-rear direction of the vehicle body is set to be longer than the size of an object to be collided in the same direction.

Description

Technical Field

[0001] The present invention relates to a shock absorbing structure of a vehicle body. Background Art

[0002] For example, Japanese Patent No. 6587707 discloses a structure in which an energy absorbing member is arranged in a closed cross-section structured vehicle door sill (also commonly referred to as a lower side sill) to absorb the impact during a side collision. With the above structure, the energy absorbing member is deformed by the collision load during a side collision, thereby protecting the occupants and protecting the battery and the like located on the inner side of the vehicle width direction relative to the vehicle door sill.

[0003] In the technology disclosed in Japanese Patent No. 6587707, in the case of a side collision with a member such as a rod whose collision area is small relative to the front-rear length of the door sill, the energy absorbing member deforms with a small area corresponding to the size of the collision surface of the collision object. Therefore, the energy absorbing member may not be able to effectively absorb the collision load. Summary of the invention

[0004] The present disclosure aims to provide a rocker impact absorbing structure that receives the collision load over a larger surface and transmits it to an energy absorbing member, thereby allowing the energy absorbing member to deform over a larger area even when colliding with a member having a small area such as a rod, thereby effectively absorbing the collision load.

[0005] A technical solution disclosed in the present invention provides a vehicle body impact absorption structure, wherein the lower end portions on both sides of the vehicle body are provided with door sills extending in the longitudinal direction of the vehicle body, and an energy absorbing component for absorbing collision energy from the outside in the width direction of the vehicle body is provided in a closed cross-section structure in which the door sills are formed as a hollow structure connected in the longitudinal direction. The energy absorbing component comprises an outer component arranged on the outside in the width direction of the vehicle body, and an inner component arranged on the inside in the width direction of the vehicle body. The outer component and the inner component are arranged to be able to transfer the collision load in the width direction of the vehicle body therebetween. The outer component has a stronger deformation strength against the collision load from the outside in the width direction of the vehicle body than the inner component. The outer component and the inner component are set to have a length in the front-rear direction of the vehicle body longer than the size of the collision object in the same direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 It is a schematic structural diagram showing a shock absorbing structure of a vehicle according to an embodiment. Figure 2 It is a vertical cross-sectional view of a door sill as an embodiment. Figure 3 It is a perspective view of a door sill according to one embodiment. Figure 4 It is a diagram showing a collision deformation state of a side rocker caused by a side collision according to one embodiment. Figure 5 This is a diagram showing a collision deformation state of a side rocker caused by a side collision in one embodiment, as viewed from above. Figure 6 This is a diagram showing a collision deformation state of a door sill caused by a side collision in a comparative example, as viewed from above. Figure 7 is a vertical cross-sectional view of a door sill in another embodiment. Figure 8 This is a perspective view of an energy absorbing member of a door sill in still another embodiment. Fig. 9 Observed from the inside Figure 8 FIG. 2 is a diagram of a single body of an outer side member of an energy absorbing member of an embodiment. Fig.10 This is a perspective view of an energy absorbing member of a door sill in still another embodiment. Fig.11 yes Fig.10 IX-IX line cross-sectional view. Fig.12 This is a perspective view of an energy absorbing member of a door sill in still another embodiment. Fig.13 It is a vertical cross-sectional view of a door sill in still another embodiment. Fig.14 It is a vertical cross-sectional view of a door sill in still another embodiment. Fig.15 Yes means Fig.14 FIG. 1 is a diagram showing a collision deformation state of an energy absorbing component caused by a side collision according to an embodiment of the present invention. Fig.16 It is a diagram showing the collision deformation state of the energy absorbing member caused by the side collision in the comparative example. DETAILED DESCRIPTION

[0007] Below, while referring to the attached Figure 1 Various embodiments are described. One embodiment is a structure for absorbing the impact of a side collision in order to protect the battery of an electric vehicle. In addition, UPR in the direction display of the description of the figure represents the upper side, OUT represents the outer side viewed from the interior of the car, FR represents the front side of the car, and RR represents the rear side of the car. Therefore, the direction represented by UPR is the up-down direction of the car body, the direction represented by OUT is the width direction of the car body, and the directions represented by FR and RR are the front-back directions of the car body.

[0008] Figure 1A vertical cross section of an impact absorbing structure 1 is schematically shown, and a pole 2 for a pole side impact test is arranged on the side of the vehicle body. A battery 3, which is a power source of the electric vehicle, is arranged at the lower part of the floor 4 of the electric vehicle. A door sill 10 forming the frame of the vehicle body is arranged on the side of the outer side of the floor 4, and a side door 5 (usually a front door) is further arranged on the outer side thereof. The pole 2 in the pole side impact test is further arranged on the outer side of the side door 5. When the side door 5 collides with the pole 2, the impact absorbing structure 1 absorbs the collision energy in the range S between the side door 5 and the battery 3 to protect the battery 3. In particular, energy absorption is performed at the door sill 10.

[0009] <Energy absorbing components> In the above-mentioned embodiment, the energy absorbing member 20 can be arranged in the entire area of ​​the vehicle body front-back direction in the door sill 10, and the energy of the side collision can be absorbed at the position of the door sill 10. In the door sill 10, the outer door sill member 11 arranged on the outer side and the inner door sill member 12 arranged on the inner side are formed into a so-called hat-shaped cross-sectional shape, and the two members 11 and 12 are combined to form a closed cross-sectional structure. As a result, the door sill 10 is formed into a hollow structure, and the hollow structure extends in the vehicle body front-back direction. In addition, the material of the energy absorbing member 20 can be any steel material suitable for absorbing energy through deformation caused by extrusion. As the material of the energy absorbing member 20, other materials such as aluminum can also be used.

[0010] Figure 2 , Figure 3 The structure of the door sill 10 is shown. The outer door sill member 11 and the inner door sill member 12 are both formed into a hat-shaped cross-sectional shape, and are respectively provided with top plate portions 11A, 12A, vertical wall portions 11B, 12B, and flange portions 11C, 12C. The outer door sill member 11 and the inner door sill member 12 are combined in such a manner that the open sides of the hat shape face each other, and each pair of flange portions 11C, 12C overlap. A plate-shaped partition member 13 is sandwiched between each pair of flange portions 11C, 12C. Therefore, the space in the closed cross-sectional structure formed by the outer door sill member 11 and the inner door sill member 12 is divided into two spaces in the vehicle body width direction by the partition member 13.

[0011] Since the space in the closed cross-section structure is divided into two spaces in this way, the energy absorbing member 20 is also dispersedly arranged in the two spaces. The outer member 21 of the energy absorbing member 20 is arranged in the outer rocker member 11, and the inner member 22 of the energy absorbing member 20 is arranged in the inner rocker member 12. The outer member 21 and the inner member 22 are both formed in a hat-shaped cross-sectional shape. The outer member 21 and the inner member 22 of the hat-shaped cross-sectional shape are respectively provided with top plate portions 21A, 22A, vertical wall portions 21B, 22B, and flange portions 21C, 22C. The top plate portions 21A, 22A are combined in a manner facing each other, and the partition member 13 is sandwiched and joined at the center portion of the partition member 13 in the vertical direction. In addition, the flange portions 21C, 22C are respectively joined to the inner wall of the outer rocker member 11 and the inner wall of the inner rocker member 12. Therefore, each longitudinal wall portion 21B, 22B realizes the function of a deformation portion that deforms due to the collision load from the outside in the width direction of the vehicle body and absorbs the collision energy. Each longitudinal wall portion 21B, 22B is a plate member having a plate surface extending in the width direction of the vehicle body. The longitudinal wall portion 21B is a steel material with a higher strength against bending deformation caused by extrusion than the longitudinal wall portion 22B. Making the strength of the longitudinal wall portion 21B and the longitudinal wall portion 22B different in this way can be easily achieved by making the overall strength of the outer member 21 and the inner member 22 different. In order to make the strength different in this way, steel materials with different strengths can be used, or the plate thickness can be changed with the same material. In addition, the material can also be changed.

[0012] <Effects of the above embodiment> Figure 4 , Figure 5 1 shows the deformation state of the rocker 10 and the energy absorbing member 20 after the pole side impact test. As described above, the strength of the outer member 21 of the energy absorbing member 20 is higher than the strength of the inner member 22. Therefore, when the collision load is applied to the energy absorbing member 20 via the outer rocker member 11 of the rocker 10, Figure 4 As shown in FIG. 2 , before the outer member 21 is deformed, the collision load is transmitted to the inner member 22 and the inner member 22 is deformed first. Figure 5 As shown, even if the rod 2 applies a collision load to a narrow range in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 22 via the outer member 21, causing the inner member 22 to deform over a wide range. As a result, the energy absorbing member 20 can effectively absorb the collision energy by making the most of its performance. Figure 5 In FIG. 1 , a range A indicated by hatching indicates a range in which the inner member 22 is deformed.

[0013] Figure 6FIG. 2 shows the deformation state of the rocker 10 and the energy absorbing member 20 after the pole side collision test of the comparative example. In the comparative example, the strength of the outer member 21 and the inner member 22 are not different as in the above-mentioned embodiment. Therefore, when the collision load from the pole 2 is applied to the energy absorbing member 20 of the rocker 10, Figure 6 As shown in FIG. 1 , the outer member to which the collision load is applied first deforms first, and the inner member deforms in response to the deformation. Therefore, the rocker 10 deforms in a narrow range in the front-rear direction of the vehicle body, which is equivalent to the collision range of the rod 2, and cannot effectively absorb the collision load. Figure 6 In FIG. 1 , a range A indicated by hatching represents a deformation range of the energy absorbing member 20 . Figure 6 The size of the range A in the front-rear direction of the vehicle body is the same as the width of the rod 2 in the front-rear direction of the vehicle body. Figure 5 The size of the range A is greater than Figure 6 The range A is large, and the size of the energy absorbing member 20 in the front-rear direction of the vehicle body is larger than the width of the rod 2 in the front-rear direction of the vehicle body.

[0014] <Another embodiment> like Figure 7 As shown, in another embodiment, the shape of the outer member 23 of the energy absorbing member 20 is changed from the hat-shaped cross-sectional shape of the outer member 21 of the above embodiment. The other structures are the same as those of the above embodiment, and the re-explanation of the same parts is omitted.

[0015] Figure 7 The outer member 23 of the energy absorbing member 20 of another embodiment shown is deformed in such a way that the center portion of the top plate portion 23A in the vehicle body vertical direction is moved to a position parallel to the flange portion 23C, and is formed into a substantially W-shaped cross-sectional shape. The bottom portion 23D moved to a position parallel to the flange portion 23C is joined to the inner wall surface of the outer side rocker member 11 of the rocker 10 together with the flange portion 23C. As a result, the longitudinal wall portions 23B of the outer member 23 are four members parallel to each other. Each longitudinal wall portion 23B realizes the function of a deformation portion that deforms due to a collision load from the outside in the vehicle body width direction to absorb collision energy. Each longitudinal wall portion 23B is a plate member having a plate surface extending in the vehicle body width direction.

[0016] exist Figure 7In another embodiment shown, the number of the longitudinal wall portions 23B in the outer member 23 is 4. On the other hand, the number of the longitudinal wall portions 22B in the inner member 22 is maintained at 2. Here, the steel material of the longitudinal wall portion 23B and the longitudinal wall portion 22B uses a steel material of the same strength. Therefore, the number of the longitudinal wall portions 23B of the outer member 23 is greater than the number of the longitudinal wall portions 22B of the inner member 22, and the strength against bending deformation caused by extrusion is higher than that of the inner member 22 as a whole. Therefore, in this embodiment, as in the case of the above-mentioned embodiment, even if the rod 2 applies a collision load to a narrow range of the door sill 10 in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 22 via the outer member 23, causing the inner member 22 to deform in a wide range. As a result, the collision load can be effectively absorbed.

[0017] <Another embodiment> like Figure 8 , Fig. 9 As shown in FIG. 1 , in another embodiment, a reinforcement structure is provided on the outer member 24 of the energy absorbing member 20. The other structures are the same as those in the above-mentioned embodiment, and the re-explanation of the same parts is omitted.

[0018] exist Figure 8 , Fig. 9 In another embodiment shown in FIG. 1 , in the energy absorbing member 20 provided in the rocker 10 , a reinforcing rib 24D extending in the width direction of the vehicle body is formed on the longitudinal wall portion 24B of the outer member 24 . A plurality of reinforcing ribs 24D are formed in the front-rear direction of the vehicle body. Fig. 9 As shown, the reinforcing rib 24D is formed by stamping the longitudinal wall portion 24B, and constitutes a reinforcing structure of the longitudinal wall portion 24B. That is, the strength of the longitudinal wall portion 24B in the vehicle body width direction is increased by the reinforcing rib 24D extending in the vehicle body width direction. In the present embodiment, steel materials of the same strength are used for the outer component 24 and the inner component 22, and the deformation strength of the outer component 24 is made stronger than that of the inner component 22 by the reinforcing structure. Therefore, in the present embodiment, as in the above-mentioned embodiment, even if the rod 2 applies a collision load to a narrow range of the door sill 10 in the front-rear direction of the vehicle body, the collision load is transmitted to the wide range of the inner component 22 via the outer component 24, causing the inner component 22 to deform in a wide range. As a result, the collision load can be effectively absorbed. Fig. 9 In FIG. 2 , reference numeral 24C denotes a flange portion of the outer member 24 .

[0019] <Another embodiment> like Fig.10 , Fig.11As shown in FIG. 1 , in another embodiment, a weakened structure is provided in the inner member 25 of the energy absorbing member 20. The other structures are the same as those in the above embodiment, and the re-explanation of the same parts is omitted.

[0020] exist Fig.10 , Fig.11 In another embodiment shown in FIG. 1 , in the energy absorbing member 20 provided in the rocker 10, a step 25D extending in the front-rear direction of the vehicle body is formed in the vertical wall portion 25B of the inner member 25. Fig.11 As shown, the step 25D is formed by stamping the longitudinal wall portion 25B, and constitutes a weakened structure of the longitudinal wall portion 25B. The step 25D is provided at the center of the longitudinal wall portion 25B in the vehicle body width direction. Due to the step 25D, the width between the longitudinal wall portions 25B that are opposed in the vertical direction of the vehicle body is wider on the inner side than on the outer side in the vehicle body width direction. By forming the step 25D on the longitudinal wall portion 25B in this way, the deformation strength of the longitudinal wall portion 25B against the load in the vehicle body width direction is weakened. In this embodiment, the steel material of the outer member 24 and the inner member 22 uses the same strength steel material, and the deformation strength of the inner member 25 is made weaker than that of the outer member 21 by the weakened structure. That is, the deformation strength of the outer member 21 is made stronger than that of the inner member 25. Therefore, in this embodiment, as in the case of the above-mentioned embodiment, even if the rod 2 applies a collision load to a narrow range of the door sill 10 in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 25 via the outer member 21, causing the inner member 25 to deform in a wide range. As a result, the collision load can be effectively absorbed. Fig.11 In the figure, 25A denotes a top plate portion of the inner member 25 , and 25C denotes a flange portion of the inner member 25 .

[0021] <Another embodiment> exist Fig.12 In the illustrated embodiment, a weakened structure is provided in the inner member 26 of the energy absorbing member 20. The other structures are the same as those in the above-described embodiment, and a re-explanation of the same parts is omitted.

[0022] exist Fig.12 In another embodiment shown in the figure, in the energy absorbing member 20 provided in the rocker 10, a circular through hole 26D is formed in the center portion in the vehicle body width direction of the vertical wall portion 26B of the inner member 26. The through hole 26D is formed in a plurality of (in the middle of) the vertical wall portion 25B in the vehicle body front-rear direction. Fig.127 holes are formed in each longitudinal wall portion 26B, and 14 holes are formed as a whole), which constitutes a weakened structure of the longitudinal wall portion 26B. By forming the through hole 26D in the longitudinal wall portion 26B in this way, the deformation strength of the longitudinal wall portion 26B against the load in the width direction of the vehicle body is weakened. The shape and size of the through hole 26D can be appropriately determined according to the strength required for the longitudinal wall portion 26B. In this embodiment, steel materials of the same strength are used as the base materials of the outer member 21 and the inner member 26, and the deformation strength of the inner member 26 is made weaker than that of the outer member 21 by the weakened structure. That is, the deformation strength of the outer member 21 is made stronger than that of the inner member 26. Therefore, in this embodiment, as in the case of the above-mentioned embodiment, even if the rod 2 applies a collision load to a narrow range of the door sill 10 in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 26 via the outer member 21, and the inner member 26 is deformed in a wide range. As a result, the collision load can be effectively absorbed.

[0023] <Another embodiment> exist Fig.13 In another embodiment shown, in the inner member 27 of the energy absorbing member 20, the dimension of the longitudinal wall portion 27B in the vehicle body width direction is larger than the dimension of the longitudinal wall portion 21B in the outer member 21 in the vehicle body width direction. The other structures are the same as those in the above embodiment, and the re-explanation of the same parts is omitted.

[0024] exist Fig.13 In another embodiment shown, the dimension of the longitudinal wall portion 27B of the inner member 27 of the energy absorbing member 20 in the vehicle body width direction is larger than the dimension of the longitudinal wall portion 21B of the outer member 21 in the vehicle body width direction. The top plate portion 27A of the inner member 27 having a hat-shaped cross-section is joined to the partition member 13, and the flange portion 27C is joined to the inner side rocker member 14. Therefore, when a side collision load is applied from the outer side in the vehicle body width direction, the longitudinal wall portion 27B of the inner member 27 is weaker in bending deformation strength due to extrusion than the longitudinal wall portion 21B of the outer member 21. In this embodiment, steel materials of the same strength are used as the base materials of the outer member 21 and the inner member 27, and the deformation strength of the inner member 27 is made weaker than that of the outer member 21 due to the difference in the dimensions of the longitudinal wall portion 27B and the longitudinal wall portion 21B. That is, the deformation strength of the outer member 21 is made relatively stronger than that of the inner member 27. Therefore, in this embodiment, as in the case of the above-mentioned embodiment, even if the rod 2 applies a collision load to a narrow range of the rocker 10 in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 27 via the outer member 21, causing the inner member 27 to deform in a wide range. As a result, the collision load can be effectively absorbed.

[0025] <Another embodiment> exist Fig.14In the illustrated embodiment, an intermediate member 28 is provided between the outer member 29 and the inner member 22 of the energy absorbing member 20 so as to be sandwiched in the vehicle body width direction. The other structures are the same as those in the above embodiment, and the description of the same parts will be omitted.

[0026] exist Fig.14 In another embodiment shown, the inner side rocker member 16 has a larger dimension in the vehicle body width direction than the outer side rocker member 15 of the rocker 10. In addition, the inner member 22 and the intermediate member 28 of the energy absorbing member 20 are provided in a space defined by the inner side rocker member 16 and the partition member 13. The inner member 22 and the intermediate member 28 are arranged adjacent to each other in the vehicle body width direction so that the open sides of the hat-shaped cross-sections face in opposite directions, and the top plate portions 22A and the top plate portions 28A are joined to each other. Each flange portion 22C of the inner member 22 is joined to the inner wall of the inner side rocker member 16, and each flange portion 28C of the intermediate member 28 is joined to the inner wall surface of the partition member 13.

[0027] The outer member 29 of the energy absorbing member 20 is provided in the space defined by the outer side rocker member 15 and the partition member 13. The outer member 29 is formed into a substantially W-shaped cross-sectional shape deformed so that the center portion of the top plate portion 29A in the vehicle body vertical direction moves to a position parallel to the flange portion 29C. The bottom portion 29D moved to a position parallel to the flange portion 29C is joined to the outer wall surface of the partition member 13 of the rocker 10 together with the flange portion 29C. The top plate portion 29A divided into two is joined to the inner wall surface of the outer side rocker member 15. As a result, the energy absorbing member 20 is arranged in order from the outer side in the vehicle body width direction. Moreover, the deformation strength of each member 29, 28, 22 against the collision load from the outer side in the vehicle body width direction is set so that the outer member 29 is stronger than the middle member 28, and the middle member 28 is stronger than the inner member 22. Specifically, the outer member 29 uses the same steel material as the middle member 28, but in the outer member 29, the dimension of the longitudinal wall portion 29B in the vehicle body width direction is smaller than the dimension of the longitudinal wall portion 29B in the vehicle body width direction of the middle member 28, and the number of the longitudinal wall portions 29B constituting the deformation portion is greater than the longitudinal wall portion 28B. In addition, the dimension of the longitudinal wall portion 28B in the vehicle body width direction and the number of the longitudinal wall portions 28B are respectively the same as the dimension of the longitudinal wall portion 22B in the vehicle body width direction and the number of the longitudinal wall portions 22B, but the inner member 22 is formed of a steel material having a higher strength against bending deformation caused by extrusion in the vehicle body width direction than the middle member 28.

[0028] Therefore, in Fig.14In another embodiment shown in FIG. 1 , when the rocker 10 is subjected to a collision load from the outside in the width direction of the vehicle body, the inner member 22, the middle member 28, and the outer member 29 are deformed in sequence. Fig.15 As shown, when the rod 2 applies a collision load to a narrow range of the rocker 10 in the front-rear direction of the vehicle body, the collision load is transmitted to a wide range of the inner member 22 via the outer member 29 and the intermediate member 28, causing the inner member 22 to deform in a wide range. As a result, the collision load can be effectively absorbed.

[0029] Fig.16 FIG. 2 shows the deformation states of the outer member 29, the middle member 28, and the inner member 22 in the comparative example. In the comparative example, the deformation strength of the outer member 29 against the collision load from the outer side in the width direction of the vehicle body is set to be stronger than the middle member 28, and weaker than the inner member 22. Therefore, the outer member 29 transmits the collision load to the middle member 28 over a wide range in the front-rear direction of the vehicle body, but the portion of the middle member 28 pressed by the outer member 29 deforms while maintaining the shape. As a result, the inner member 22 can only deform in a relatively large amount. Fig.15 The situation shown is a narrow range of deformation. Fig.15 , Fig.16 In FIG. 1 , the range indicated by hatching indicates the range in which the inner member 22 is deformed. In this way, according to the present embodiment, the inner member 22 can be deformed in a wide range to effectively absorb the collision load.

[0030] <Other embodiments> Specific embodiments have been described above, but the present invention is not limited to their appearance and structure, and various changes, additions, and deletions can be made. For example, in the above-mentioned embodiment, the energy absorbing component is composed of a component with a hat-shaped cross-section shape, but it is not limited to this. In addition, in the above-mentioned embodiment, an example in which the energy absorbing component is composed of two components, an outer component and an inner component, and an example in which the energy absorbing component is composed of three components, an outer component, an intermediate component, and an inner component, are shown, but it can also be composed of four or more components. In addition, in the above-mentioned embodiment, a partition component is provided inside the door sill, but it can also be a structure without a partition component.

[0031] According to an embodiment, the outer member and the inner member respectively include a deformation portion, which is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The outer member has a larger number of deformation portions than the inner member, and the plurality of deformation portions are arranged in parallel with each other in the width direction of the vehicle body.

[0032] According to an embodiment, the outer component and the inner component respectively include a deformation portion, which is deformed by a collision load from the outside in the vehicle body width direction to absorb collision energy. The deformation portion is composed of a plate component whose plate surface extends along the vehicle body width direction. The outer component has a smaller dimension in the vehicle body width direction than the inner component.

[0033] According to an embodiment, the outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the vehicle body width direction to absorb collision energy, and the deformation portion of the outer member includes a reinforcement structure that reinforces the deformation strength against the collision load in the vehicle body width direction.

[0034] According to an embodiment, the outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the vehicle body width direction to absorb collision energy, and the deformation portion of the inner member includes a weakening structure that reduces deformation strength against the collision load in the vehicle body width direction.

[0035] According to an embodiment, the outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the vehicle body width direction to absorb collision energy, and the deformation portion of the outer member is made of a material with relatively strong deformation strength against the collision load in the vehicle body width direction relative to the inner member.

[0036] According to an embodiment, an intermediate member is provided between the outer member and the inner member in the vehicle body width direction. The outer member, the intermediate member, and the inner member are arranged so as to be able to mutually transmit the collision load in the vehicle body width direction between adjacent members. The relationship among the deformation strength of the outer member, the inner member, and the intermediate member with respect to the collision load from the outer side in the vehicle body width direction is that the outer member is stronger than the intermediate member, and the intermediate member is stronger than the inner member.

[0037] <Effects of implementation> Finally, the effects of the above-mentioned implementation methods are described.

[0038] In the above embodiment, when the door sill receives a collision load from a collision object on the outside in the width direction of the vehicle body, the inner part is deformed before the outer part. As a result, the outer part of the energy absorbing component transmits the collision load to the inner part in a larger range than the collision object in the front-rear direction of the vehicle body. Therefore, the inner part deforms in a larger range than the collision object to absorb the collision energy. Therefore, the energy absorbing component effectively absorbs the collision energy by making the most effective use of its performance. As a result, the energy absorbing component can be made lightweight.

[0039] According to the embodiment, the outer member has a larger number of deformation portions than the inner member, and thus has a higher deformation strength against a collision load than the inner member.

[0040] According to the embodiment, the outer member has a smaller dimension in the vehicle body width direction of the plate member constituting the deformation portion than the inner member. Thus, the outer member has a stronger deformation strength against the collision load than the inner member. That is, the outer member having a smaller dimension in the vehicle body width direction of the plate member is less likely to bend and deform when subjected to the collision load than the inner member having a larger dimension in the vehicle body width direction of the plate member.

[0041] According to the embodiment, the deformation portion of the outer member includes a reinforcement structure that reinforces the deformation strength against the collision load in the width direction of the vehicle body, thereby making the deformation strength against the collision load stronger than that of the inner member.

[0042] According to the embodiment, the deformation portion of the inner member has a weakened structure that weakens the deformation strength against the collision load in the width direction of the vehicle body. Thus, the deformation strength against the collision load is weaker than that of the outer member. The outer member has a relatively stronger deformation strength against the collision load than the inner member.

[0043] According to the embodiment, the outer member has a deformation portion made of a material having a relatively higher deformation strength against a collision load in the vehicle body width direction than the inner member, thereby having a higher deformation strength against a collision load than the inner member.

[0044] According to the embodiment, when the door sill receives a collision load from a collision object on the outside in the width direction of the vehicle body, the middle component is deformed before the outer component. As a result, the outer component of the energy absorbing component transfers the collision load to the middle component in a larger range than the collision object in the front-rear direction of the vehicle body. Similarly, the middle component transfers the collision load transmitted from the outer component to the inner component in a range of the size of the outer component receiving the collision load. Therefore, the inner component deforms in a larger range than the collision object to absorb the collision energy. Therefore, the energy absorbing component can effectively absorb the collision energy. As a result, the energy absorbing component can be made lightweight.

[0045] The various embodiments described in detail with reference to the drawings are representative of the present invention and do not limit the present invention. The detailed description is intended to teach those skilled in the art various ways to make, use and / or implement the present teachings and does not limit the scope of the present invention. In addition, the above-mentioned additional features and teachings can be applied and / or used alone or in combination with other features and teachings to provide an improved impact absorbing structure for a vehicle body and / or its manufacturing method and use method.

Claims

1. A vehicle body impact absorbing structure, wherein: have: A door sill extending in the longitudinal direction of the vehicle body and having a closed cross-sectional structure of a hollow structure connected in the longitudinal direction; and Energy absorbing components absorb the impact energy of a side collision from the outside of the vehicle in the width direction of the vehicle body. The energy absorbing member includes an outer member arranged on the outer side in the vehicle body width direction, and an inner member arranged on the inner side in the vehicle body width direction. The outer member and the inner member are arranged so as to be able to transmit a collision load in the width direction of the vehicle body therebetween. The outer member has a higher deformation strength against a collision load from the outer side in the vehicle body width direction than the inner member. The length of the outer member and the inner member in the front-rear direction of the vehicle body is set to be longer than the size of the collision object in the same direction.

2. The impact absorbing structure of a vehicle body according to claim 1, wherein: The outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The outer member has a larger number of the deformation portions than the inner member, and the plurality of deformation portions are arranged in parallel with each other in the vehicle body width direction.

3. The impact absorbing structure of a vehicle body according to claim 1, wherein: The outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The deformation portion is composed of a plate member whose plate surface extends in the width direction of the vehicle body. The outer member has a smaller dimension of the panel member in the vehicle body width direction than the inner member.

4. The impact absorbing structure of a vehicle body according to claim 1, wherein: The outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The deformation portion of the outer member includes a reinforcement structure that reinforces deformation strength against a collision load in a vehicle body width direction.

5. The impact absorbing structure of a vehicle body according to claim 1, wherein: The outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The deformation portion of the inner member includes a weakened structure that reduces deformation strength against a collision load in a vehicle body width direction.

6. The impact absorbing structure of a vehicle body according to claim 1, wherein: The outer member and the inner member each include a deformation portion that is deformed by a collision load from the outer side in the width direction of the vehicle body to absorb collision energy. The deformation portion of the outer member is formed of a material having a higher deformation strength with respect to a collision load in the width direction of the vehicle body than the inner member.

7. The impact absorbing structure of a vehicle body according to claim 1, wherein: An intermediate member is provided between the outer member and the inner member in the vehicle body width direction. The outer member, the middle member, and the inner member are arranged so as to be able to mutually transmit a collision load in the vehicle body width direction between adjacent members. The relationship among the deformation strengths of the outer member, the inner member, and the middle member with respect to a collision load from the outer side in the vehicle body width direction is such that the outer member is stronger than the middle member, and the middle member is stronger than the inner member.

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