Closed cross-section structural element with high performance in a collision and automotive body structure

Abstract

Structural element (1) with closed cross-section, with: a hollow element (10), wherein the hollow element (10) has in a cross-section normal to a longitudinal direction of the element a collision-side wall part (11), a wall part (12) opposite the collision side, a first side wall part (13), a second side wall part (14), a first inner wall part (15), a second inner wall part (16), a third inner wall part (17) and a fourth inner wall part (18), wherein: the collision-side wall part (11) is a wall part that is arranged on a collision side, the wall part (12) opposite the collision side is a wall part that is opposite the collision-side wall part (11) and is arranged on a side opposite the collision side, the first side wall part (13) and the second side wall part (14) are a pair of wall parts which are connected to end sections of the collision-side wall part (11) and end sections of the wall part (12) opposite the collision side, the first inner wall part (15) is a wall part that extends from the first side wall part (13) to an inner side of the hollow element (10), the second inner wall part (16) is a wall part that extends from the second side wall part (14) to the inside of the hollow element (10), the third inner wall part (17) is a wall part that is connected to the first inner wall part (15) and the collision-side wall part (11), and the fourth inner wall part (18) is a wall part that is connected to the second inner wall part (16) and the collision-side wall part (11), wherein a ratio (b / a) between a height b, which is a length from the first inner wall part (15) and the second inner wall part (16) to an inner surface side of the collision-side wall part (11), and a length a from the wall part (12) opposite the collision side to an upper surface of the collision-side wall part (11) is 0.15 to 0.35.

Description

[0001] The present invention relates to a structural element with a closed cross-section and an automobile body structure.

[0002] An example of a structure exhibiting high energy absorption capacity in a car collision is a bumper structure. The car's bumper structure consists of a bumper support and a crash box, also known as a crush or deformation box. In a frontal collision, particularly a minor one, the bumper support undergoes bending deformation, while the crash box undergoes crushing deformation, thus absorbing the impact and preventing the transfer of stress to the rear of the car. In this case, the bumper support acts as a collision energy absorption point.

[0003] In recent years, fuel consumption restrictions have become increasingly stringent worldwide, driving efforts to reduce vehicle body weight. At the same time, collision safety is also paramount, necessitating both improved crash performance and weight reduction. Automakers are therefore focusing on increasing body strength and thickness, as well as developing electric vehicles. Electric vehicles, in particular, require extended range, leading to the development of car bodies that accommodate high-capacity batteries mounted beneath the floor. This increases the wheelbase, requiring a short front overhang to absorb collision energy comparable to that of gasoline-powered vehicles.For this reason, the bumper support must have high buckling strength and high energy absorption efficiency. Furthermore, weight reduction of the vehicle body is also necessary for gasoline vehicles, so a lightweight bumper support with high buckling strength and high energy absorption capacity is required.

[0004] Examples of a conventional bumper support are described in patent documents JP 2010-120 581 A and JP 2015-193 383 A. JP 2010-120 581 A discloses a structure in which three closed cross-sections are formed within the bumper support by providing one hat-shaped element within another hat-shaped element. In the structure of JP 2010-120 581 A, a recess is formed in an upper surface of the hat-shaped element on the outside of the two hat-shaped elements, and the recess is located in a region at the center of the aforementioned three regions. JP 2015-193 383 A discloses an invention in which two closed-cross-section spaces are formed, which have two comb-line sections between side surfaces and a rear surface in the bumper support with the closed-cross-section structural element.

[0005] In JP 2010-120 581 A, applying the recessed shape suppresses the collapse of the inner side surfaces of the hat-shaped element when the bumper support undergoes bending deformation. However, it cannot suppress the collapse of the outer side surfaces of the hat-shaped element, which are the starting points for buckling of the bumper support itself. Therefore, there is room for improvement in mass efficiency with respect to the energy absorption capacity of the bumper support. Furthermore, in JP 2015-193 383 A, the increase in collision load is achieved gently by intentionally reducing the stiffness of a contact surface. Therefore, buckling is induced early in a collision, and there is room for improvement in mass efficiency with respect to energy absorption capacity.Furthermore, buckling in a minor collision leads to further displacement of the bumper support towards the rear of the car body, so that the bumper support may obstruct a radiator support core, significantly reducing the repairability of the car body.

[0006] The present invention was developed with regard to the problem of the prior art and has the objective of providing a structural element with a closed cross-section having a high yield strength (i.e. suppressing the penetration of an element into a vehicle interior side) and a high energy absorption capacity by suppressing cross-sectional collapse in a collision.

[0007] To solve the above problem, the present inventors carried out a simulation in which a rod was caused to collide with the top of a hat-shaped element in a closed-section structural element consisting of the hat-shaped element and a cover plate, in a direction extending vertically to a longitudinal element direction.As a result of an investigation into the relationship between the cross-sectional collapse behavior of the closed-section structural element and its energy absorption capacity under the following conditions, it was found that the closed-section structural element exhibits a high yield strength and high energy absorption capacity by (a) suppressing the collapse of a pair of sidewall sections of the closed-section structural element and (b) applying a bending stiffness to a collision-side wall section, which is a wall section on the collision side of the closed-section structural element. Based on this finding, the present invention was completed.

[0008] The present invention relates to a structural element with a closed cross-section, which contains a hollow element, wherein the hollow element, in a cross-section with a longitudinal direction of the element as a normal, comprises a collision-side wall part, a wall part opposite the collision side, a first side wall part, a second side wall part, a first inner wall part, a second inner wall part, a third inner wall part, and a fourth inner wall part, wherein: the collision-side wall part is a wall part arranged on a collision side, the wall part opposite the collision side is a wall part that is opposite the collision-side wall part and is arranged on a side opposite the collision side, and the first side wall part and the second side wall part are a pair of wall parts.which are connected to end sections of the collision-side wall section and to end sections of the wall section opposite the collision side, the first inner wall section is a wall section extending from the first side wall section to an inside of the hollow element, the second inner wall section is a wall section extending from the second side wall section to the inside of the hollow element, the third inner wall section is a wall section connected to the first inner wall section and the collision-side wall section, and the fourth inner wall section is a wall section connected to the second inner wall section and the collision-side wall section, wherein a ratio (b / a) between a height b, which is a length from the first inner wall section and the second inner wall section to an inside surface side of the collision-side wall section,and a length a from the wall section opposite the collision side to an upper surface of the wall section on the collision side is 0.15 to 0.35.

[0009] The present invention according to another point of view relates to an automobile body structure comprising the aforementioned structural element with a closed cross-section, wherein the collision-side wall part is arranged on an outside of the vehicle in relation to the wall part opposite the collision side.

[0010] According to the present invention, it is possible to provide a structural element with a closed cross-section having a high yield strength and a high energy absorption capacity by suppressing cross-sectional collapse during a collision.

[0011] Embodiments of the present invention are explained below with reference to the drawings. It should be noted that components with substantially the same functional configurations are designated by the same reference numerals in the description and in the drawings to avoid repetition. Fig. Figure 1 shows a view illustrating an example of an automobile body structure; Fig. Figure 2 shows a view illustrating an example of the automobile body structure; Fig. Figure 3 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support according to a first embodiment of the present invention; Fig.Figure 4 shows a cross-sectional view with one element longitudinal direction as a normal to represent a schematic configuration of a conventional bumper support; Fig. Figure 5 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support according to a second embodiment of the present invention; Fig. Figure 6 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support according to a third embodiment of the present invention; Fig. Figure 7 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support according to a fourth embodiment of the present invention; Fig.Figure 8 shows a view illustrating an example of a bumper support for a case in which multiple protrusions are provided; Fig. 9 shows a view to illustrate an example of a form of reinforcement; Fig. Figure 10 shows a view illustrating an example of the shape of the reinforcement; Fig. Figure 11 shows a view illustrating an example of a structural element with a closed cross-section according to the present invention; Fig. Figure 12 shows a view illustrating an example of the structural element with a closed cross-section according to the present invention; Fig. Figure 13 shows a view illustrating an example of the structural element with a closed cross-section according to the present invention; Fig. Figure 14 shows a view illustrating an example of the structural element with a closed cross-section according to the present invention; Fig. Figure 15 shows a view illustrating an example of the structural element with a closed cross-section according to the present invention; Fig. Figure 16 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support in a comparative example; Fig. Figure 17 shows a cross-sectional view with an element longitudinal direction as a normal to represent a schematic configuration of a bumper support in a comparative example; Fig. Figure 18 shows a view for displaying collision analysis conditions; Fig. Figure 19 shows a load-stroke diagram in a simulation of a conventional structure and a structure according to the present invention; and Fig. Figure 20 shows a load-stroke diagram in a simulation of conventional structures and a structure according to the present invention.

[0012] Although a bumper support is presented in the following explanation as an example of a closed-section structural element, the deformation modes described in the embodiments, which increase the maximum load and absorbed energy in a collision, can also be obtained in a similar closed-section structural element. In other words, the closed-section structural element is not limited to the bumper support.

[0013] Fig. 1 and Fig. Figure 2 shows views illustrating examples of an automobile body structure 70, which includes a structural element with a closed cross-section. The structural element with a closed cross-section according to the invention is used, for example, as a front bumper support and as a side sill of a vehicle in Fig. 1 depicted automobile and as one in Fig.The rear bumper support shown in Figure 2 is used, although the application of the components is not limited to this. Furthermore, in connection with the present invention, the "collision side" is a side that comes into contact with another vehicle in a collision and refers to a vehicle exterior consisting of an exterior and an interior side of the automobile. For example, if the structural element with a closed cross-section is a front bumper support, the front side corresponds to the vehicle exterior in the longitudinal direction, so that the front side is the collision side. In this case, the rear side corresponds to the vehicle interior in the longitudinal direction, so that the rear side is the side opposite the collision side.Furthermore, for example, if the structural element with a closed cross-section is a rear bumper support, the rear side corresponds to the vehicle's exterior in the longitudinal direction, making the rear side the collision side. In this case, the front side corresponds to the vehicle's interior in the longitudinal direction, making the front side the side opposite the collision side. Similarly, if the structural element with a closed cross-section is a side sill, the vehicle's exterior side is the collision side in the vehicle's width direction, and the vehicle's interior side is the side opposite the collision side in the vehicle's width direction.

[0014] A in Fig.The structural element shown in Figure 3, with a closed cross-section, has a hollow element 10 which, in a cross-section with a longitudinal element direction Y as a normal, comprises a collision-side wall part 11, a wall part 12 opposite the collision side, a first side wall part 13, a second side wall part 14, a first inner wall part 15, a second inner wall part 16, a third inner wall part 17, and a fourth inner wall part 18. The collision-side wall part 11 is a wall part located on a collision side. The wall part 12 opposite the collision side is a wall part located opposite the collision-side wall part 11 and on the side opposite the collision side. The first side wall part 13 and the second side wall part 14 are a pair of wall parts which are connected to end sections of the collision-side wall part 11 and to end sections of the wall part 12 opposite the collision side.The first inner wall section 15 is a wall section that extends from the first side wall section 13 to the inside of the hollow element 10. The second inner wall section 16 is a wall section that extends from the second side wall section 14 to the inside of the hollow element 10. The third inner wall section 17 is a wall section that is connected to the first inner wall section 15 and the collision-side wall section 11. The fourth inner wall section 18 is a wall section that is connected to the second inner wall section 16 and the collision-side wall section 11.

[0015] In the first embodiment, a bumper support 1, as an example of the structural element with a closed cross-section, consists of an end plate 25, which forms an inner element 2, and a hat-shaped element 30 and a reinforcement 40, which forms an outer element 3. It should be noted that the end plate here means a plate that covers the opening side of the hat-shaped element.

[0016] The hat-shaped element 30 has, in a cross-section with the element's longitudinal direction Y as a normal (vehicle width direction in the case of the bumper support), two flanges 30a, 30b extending in a Z direction (vehicle height direction in the case of the bumper support), a pair of side surfaces 30c, 30d each extending in an X direction (vehicle length direction in the case of the bumper support) from one end of each of the flanges 30a, 30b to an outer surface of the vehicle, and an upper surface 30e connecting end sections of the pair of side surfaces 30c, 30d. A projection 50 is formed on the upper surface 30e of the hat-shaped element 30, projecting in the X direction towards the outer surface of the vehicle, with the projection 50 being arranged in a central section in the Z direction of the upper surface 30e of the hat-shaped element 30.The projection 50 further comprises a pair of side surfaces 50a, 50b which are connected to the upper surface 30e of the hat-shaped element 30, and an upper surface 50c which connects end sections of the pair of side surfaces 50a, 50b.

[0017] It should be noted that if the structural element with a closed cross-section is a bumper support, the X-direction is the vehicle's length direction, the Y-direction is the vehicle's width direction, and the Z-direction is the vehicle's height direction. Therefore, the vehicle's exterior in the X-direction corresponds to the vehicle's exterior in the longitudinal direction of the bumper support, i.e., the side facing the collision in the event of a collision. Similarly, the vehicle's interior in the X-direction corresponds to the vehicle's interior in the longitudinal direction of the bumper support, i.e., the side opposite the side facing the collision in the event of a collision. Furthermore, for example, if the structural element with a closed cross-section is a side sill, the X-direction is the vehicle's width direction, the Y-direction is the vehicle's length direction, and the Z-direction is the vehicle's height direction.Therefore, in a collision where the structural element with a closed cross-section is a side sill, the side of the vehicle impact is the outside in the X-direction, i.e., the outside of the vehicle in the width direction of the side sill. Similarly, in a collision where the structural element with a closed cross-section is the side sill, the side opposite the side of the vehicle impact is the inside in the X-direction, i.e., the inside of the vehicle in the width direction of the side sill.In view of the foregoing point, it can also be said that the side surfaces 30c, 30d of the hat-shaped element 30 in the structural element with closed cross-section, such as in the bumper support 1, in the side sill or the like, are designed such that in cross-section they extend with the element longitudinal direction Y as a normal in a collision from one end of the flanges 30a, 30b to the collision side.

[0018] The reinforcement 40 has a U-shape in cross-section with the element's longitudinal direction Y as a normal and comprises a pair of side surfaces 40a, 40b that are in contact with the outer surface of the side surfaces 30c, 30d of the hat-shaped element 30, and a top surface 40c that connects the end sections of the pair of side surfaces 40a, 40b. The reinforcement 40 is positioned such that it covers the top surface 30e of the hat-shaped element 30 and the projection 50.

[0019] The end plate 25 and the hat-shaped element 30 are connected to each other by the flanges 30a, 30b of the hat-shaped element 30. The hat-shaped element 30 and the reinforcement 40 are connected to each other by the side surfaces 30c, 30d of the hat-shaped element 30 and the side surfaces 40a, 40b of the reinforcement 40. Furthermore, the upper surface 50c of the projection 50 of the hat-shaped element 30 is connected to the inner surface of the upper surface 40c of the reinforcement 40. In this embodiment, the inner element 2 and the outer element 3 are connected to each other in the above manner to form the hollow element 10.

[0020] In the first embodiment, the collision-side wall part 11 consists of the upper surface 40c of the reinforcement 40 and the upper surface 50c of the projection of the hat-shaped element 30; the wall part 12 opposite the collision side consists of the end plate 25 and the flanges 30a, 30b of the hat-shaped element 30; the first side wall part 13 consists of the side surface 40a of the reinforcement 40 and the side surface 30c of the hat-shaped element 30; and the second side wall part 14 consists of the side surface 40b of the reinforcement 40 and the side surface 30d of the hat-shaped element 30. Furthermore, in the first embodiment, the first inner wall part 15 and the second inner wall part 16 are the upper surface 30e of the hat-shaped element 30; the third inner wall part 17 is the side surface 50a of the projection 50 of the hat-shaped element 30; and the fourth inner wall part 16 is the upper surface 30e of the hat-shaped element 30. Wall section 18, the side surface 50b of the projection 50 of the hat-shaped element 30.It is noted that in this embodiment a length a in the X-direction of the hollow element 10 (a distance from the end plate 25 to the upper surface 40c of the reinforcement 40) is greater than a width c of the reinforcement 40 (a distance between the side surfaces 40a and 40b).

[0021] In the first embodiment, the hollow element 10 is formed in a closed cross-section A, which is formed by the end plate 25 and the hat-shaped element 30. In other words, a closed cross-section A is formed in an area enclosed by the wall part 12 opposite the collision side, a part of the first side wall part 13, the first inner wall part 15, the third inner wall part 17, a part of the collision-side wall part 11, the fourth inner wall part 18, the second inner wall part 16, and the second side wall part 14. In other words, the structural element with closed cross-section A is a structure in which only a projection 50 is provided on the upper surface 30e of the hat-shaped element 30. The bumper support 1 has a total of three closed cross-sections A to C, i.e.,In addition to the closed cross-section A, two closed cross-sections B and C are formed by dividing a space between the hat-shaped element 30 and the reinforcement 40 by the projection 50. It should be noted that, although the method for joining the elements is not particularly restricted, the elements can be joined, for example, by spot welding, laser welding, and arc welding. The bumper support 1 in the first embodiment is configured as described above.

[0022] In the case of a conventional bumper support 100, which consists of a cover plate 25 and a hat-shaped element 101, the effect is as follows: Fig.Figure 4 illustrates that when a collision causes a load to act on an upper surface 101e (collision surface) of the hat-shaped element 101, a compressive load acts on the upper surface 101e and the crest line sections 101f, 101g between the upper surface 101e and a pair of side surfaces 101c, 101d, such that the side surfaces 101c, 101d absorb moments that cause them to collapse outwards. Therefore, due to the collapse of the upper surface 101e and the crest line sections 101f, 101g of the hat-shaped element 101, the buckling strength decreases. Furthermore, due to the outward collapse of the side surfaces 101c, 101d of the hat-shaped element 101, the load acting on the side surfaces 101c, 101d decreases.

[0023] In the Fig.In contrast, the bumper support 1 of the first embodiment, as shown in Figure 3, exerts a compressive load on the upper surface 40c (collision surface) of the reinforcement 40 when a load is applied to the upper surface 40c (collision surface) during a collision. Furthermore, a load acts on the upper surface 50c of the projection 50, which is connected to the upper surface 40c of the reinforcement 40, so that a compressive load also acts on the upper surface 50c and the comb-line parts 50d, 50e between the upper surface 50c and the side surfaces 50a, 50b of the projection 50. Due to these pressure loads, the side surfaces 40a, 40b of the reinforcement receive 40 moments that cause them to collapse outwards, while the side surfaces 30c, 30d of the hat-shaped element receive 30 moments that cause them to collapse inwards.In particular, moments are generated in the side surfaces 30c, 30d of the hat-shaped element 30 and in the side surfaces 40a, 40b of the reinforcement 40, causing them to collapse towards opposite sides, with the side surfaces being less likely to collapse than the outer element 3. This makes it possible to withstand a high load over a long period and to increase the maximum load and the absorbed energy.

[0024] Furthermore, in the Fig. 4. In the conventional bumper support 1 shown, the end plate 25 is the inner element and the hat-shaped element 101 is the outer element. In the Fig.In the bumper support 1 of the first embodiment shown in Figure 3, the outer element 3 consists of the hat-shaped element 30 and the reinforcement 40. In other words, the side surface connected to the collision surface (the upper surface 40c of the reinforcement 40 in this embodiment), as the outer element 3 on which the load acts, consists of the side surfaces 30c, 30d of the hat-shaped element 30 and the side surfaces 40a, 40b of the reinforcement 40. Therefore, the bumper support 1 is configured such that, visually, the lengths of the side surfaces (lengths in the X-direction) as the outer element 3 are the same as the lengths of the conventional structure, but in reality, side surfaces with a shorter length in the X-direction are arranged next to each other. This increases the surface stiffness of the side surfaces as the outer element 3, making them less likely to collapse.This makes it possible to absorb a high load over a long period of time during a collision and to increase the maximum load and the absorbed energy.

[0025] Furthermore, by forming the closed cross-section described above using the projection 50, on which a compressive load acts in the event of a collision, the bending stiffness of the upper surface 40c of the reinforcement 40 is improved, thereby increasing the maximum load. This can suppress buckling.

[0026] (1) Suppressing the collapse of the side surfaces 30c, 30d of the hat-shaped element 30 and (2) applying the bending stiffness to the upper surface 40c of the reinforcement 40 in the mechanism for improving performance in a collision further effectively increase the maximum load and absorbed energy when the cross-sectional dimension of the bumper support 1 is within a specified range.

[0027] Under the condition that the length a in the X-direction of the hollow element 10 is constant, the surface stiffness of the side faces 50a, 50b of the projection 50 and the surface stiffness of the side faces 30c, 30d of the hat-shaped element 30 change depending on the height b of the projection 50 (the length in the X-direction from the upper face 30e of the hat-shaped element 30 to the upper face 50c of the projection 50). Based on examples explained later, a ratio (b / a) between the height b of the projection 50 and the length a in the X-direction of the hollow element 10 is 0.15 to 0.35. This can effectively increase the maximum load and absorbed energy in a collision. A preferred lower limit of b / a is 0.17. A preferred upper limit of b / a is 0.33.

[0028] Under the condition that the width c of the reinforcement 40 is constant, the surface stiffness of the upper surface 50c of the projection 50 changes depending on the width d of the projection 50 (a distance between the side surfaces 50a and 50b of the projection 50). Based on the examples explained later, a smaller width d of the projection 50 is preferred, but the width d of the projection 50 is preferably 10 mm or more to ensure sufficient weld edge retention during spot welding, laser welding, and arc welding.

[0029] As in Fig.As shown in Figure 5, a bumper support 1 in a second embodiment has an inclined wall section 19 between the collision-side wall section 11 and the first side wall section 13, and an inclined wall section 20 between the collision-side wall section 11 and the second side wall section 14. The inclined wall section 19 is a wall section with a flat surface that, in cross-section, extends with the longitudinal direction of the closed cross-sectional structure as a normal not parallel to the collision-side wall section 11 and the first side wall section 13. Similarly, the inclined wall section 20 is a wall section with a flat surface that, in cross-section, extends with the longitudinal direction of the closed cross-sectional structure as a normal not parallel to the collision-side wall section 11 and the second side wall section 14.The inclined wall sections 19, 20 of the bumper support 1 in the second embodiment correspond to inclined surfaces 40f, 40g provided between the upper surface 40c and the side surfaces 40a, 40b of the reinforcement 40. Providing the inclined surfaces 40f, 40g as examples of the inclined wall sections 19, 20 as in the second embodiment can increase the absorbed energy in a collision, as will be shown in the examples explained later.

[0030] In the bumper support 1 of the second embodiment, the deformation mode of the side surfaces 30c, 30d of the hat-shaped element 30 can be controlled by changing the height e1 and width e2 of the inclined wall sections 19, 20, namely the height e1 and width e2 of the inclined surfaces 40f, 40g of the reinforcement 40. It should be noted that the height e1 of the inclined wall section 19 (20) is a length in the X-direction from the collision-side wall section 11 to a boundary position between the inclined wall section 19 (20) and the side wall section 13 (14). Furthermore, the width e2 of the inclined wall part 19 (20) is here a length in the Z direction from the side wall part 13 (14) to a boundary position between the inclined wall part 19 (20) and the collision-side wall part 11.

[0031] For example, in the case where the height e1 of the inclined surfaces 40f, 40g is 0 (namely, in the case where the inclined wall sections 19, 20 are not provided), the side surfaces 30c, 30d of the hat-shaped element 30 are in a deformation mode in which they collapse inwards. This is because the loads acting on the side surfaces 40a, 40b of the reinforcement 40 cause the moments that cause the side surfaces 30c, 30d of the hat-shaped element 30 to collapse inwards, since the side surfaces 40a, 40b of the reinforcement 40 are offset in the Z-direction relative to the side surfaces 30c, 30d of the hat-shaped element 30. On the other hand, with increasing height e1 of the inclined surfaces 40f, 40g, a mode occurs in which the side surfaces 30c, 30d of the hat-shaped element 30 collapse outwards.This is because the loads acting on the inclined surfaces 40f, 40g cause the moments that cause the side surfaces 30c, 30d of the hat-shaped element 30 to collapse outwards, and a greater height e1 of the inclined surfaces 40f, 40g increases the moments.

[0032] By changing the height e1 of the inclined surfaces 40f, 40g in the manner described above, the side surfaces 30c, 30d of the hat-shaped element 30 can be shifted into a deformation mode in which they are less likely to collapse. Based on the examples explained later, in order to achieve high levels of both load-bearing efficiency and energy absorption efficiency, a ratio (e1 / a) between the height e1 of the inclined surfaces 40f, 40g and the length a of the hollow element 10 in the X-direction is preferably 0.05 to 0.20. A more preferred lower limit of e1 / a is 0.08. A more preferred upper limit of e1 / a is 0.17. Furthermore, the ratio (e1 / e2) between the height e1 and the width e2 of the inclined surfaces 40f, 40g is preferably 0.6 to 1.5 and more preferably 0.9 to 1.1.

[0033] As in Fig.As shown in Figure 6, a bumper support 1 in a third embodiment has an inner inclined wall section 21, which is an inclined wall section formed between the first inner wall section 15 and the third inner wall section 17, and an inner inclined wall section 22, which is an inclined wall section formed between the second inner wall section 16 and the fourth inner wall section 18. The inner inclined wall section 21 is a wall section with a flat surface which, in cross-section, extends as a normal to the element longitudinal direction of the closed cross-sectional structure, not parallel to the first inner wall section 15 and the third inner wall section 17.Similarly, the inner inclined wall section 22 is a wall section with a flat surface which, in cross-section, extends with the element longitudinal direction of the closed cross-sectional structure as a normal not parallel to the second inner wall section 16 and the fourth inner wall section 18. The inner inclined wall sections 21, 22 in the third embodiment correspond to inclined surfaces 50h, 50i provided between the upper surface 30e of the hat-shaped element 30 and the side surfaces 50a, 50b of the projection 50. It is noted that a height f1 of the inner inclined wall section 21 (22) is a length in the X-direction from the inner wall section 15 (16) to a boundary position between the inner inclined wall section 21 (22) and the inner wall section 17 (18).Furthermore, a width f2 of the inner inclined wall part 21 (22) is here a length in the Z direction from the inner wall part 17 (18) to a boundary position between the inner inclined wall part 21 (22) and the inner wall part 15 (16).

[0034] In the bumper support 1 of the third embodiment, the deformation mode of the side surfaces 30c, 30d of the hat-shaped element 30 can be controlled by changing the height f1 and the width f2 of the inclined surfaces 50h, 50i. For example, in the case where the height f1 of the inclined surfaces 50h, 50i is 0 (namely, in the case where the inner inclined wall parts 21, 22 are not provided), the side surfaces 30c, 30d of the hat-shaped element 30 are brought into a deformation mode in which they collapse inwards. This is because the loads acting on the side surfaces 50a, 50b of the projection 50 cause the moments that cause the side surfaces 30c, 30d of the hat-shaped element 30 to collapse inwards, because the side surfaces 50a, 50b of the projection 50 are offset in the Z-direction with respect to the side surfaces 30c, 30d of the hat-shaped element 30.On the other hand, with increasing height f1 of the inclined surfaces 50h, 50i, a mode occurs which causes the side surfaces 30c, 30d of the hat-shaped element 30 to collapse outwards. This is because the loads acting on the inclined surfaces 50h, 50i cause the moments that lead to the side surfaces 30c, 30d of the hat-shaped element 30 collapsing outwards, and a greater height f1 of the inclined surfaces 50h, 50i increases these moments.

[0035] By changing the height f1 of the inclined surfaces 50h, 50i in the manner described above, the side surfaces 30c, 30d of the hat-shaped element 30 can be shifted into a deformation mode in which they are less likely to collapse. Based on the examples explained later, in order to achieve a high level of both loading efficiency and energy absorption efficiency, the ratio (f1 / a) between the height f1 of the inclined surfaces 50h, 50i and the length a of the hollow element 10 in the X-direction is preferably 0.05 to 0.20. A more preferred lower limit of f1 / a is 0.08. A more preferred upper limit of f1 / a is 0.17. Furthermore, in order to achieve a high level of both loading efficiency and energy absorption efficiency, the height f1 is preferably less than the height b of the projection 50.Furthermore, the ratio (f1 / f2) between the height f1 and the width f2 of the inclined surfaces 50h, 50i is preferably 0.6 to 1.5 and more preferably 0.9 to 1.1.

[0036] As in Fig. As shown in Figure 7, in a fourth embodiment a bumper support 1 has a structure which is formed by combining the in Fig. 5 shown bumper support 1 of the second embodiment and of the one in Fig.The bumper support 1 of the third embodiment is produced as shown in Figure 6, wherein the reinforcement 40 is formed with the inclined surfaces 40f, 40g and the projection 50 with the inclined surfaces 50h, 50i. In other words, the bumper support 1 of the fourth embodiment has the inclined wall section 19 between the collision-side wall section 11 and the first side wall section 13, the inclined wall section 20 between the collision-side wall section 11 and the second side wall section 14, the inner inclined wall section 21 between the first inner wall section 15 and the third inner wall section 17, and the inner inclined wall section 22 between the second inner wall section 16 and the fourth inner wall section 18. The bumper support 1 with the aforementioned structure can further increase the absorbed energy in a collision.

[0037] The embodiments of the present invention have been described above, but the present invention is not limited to these embodiments. Within the technical scope defined in the claims, various changes and modifications are apparent to the person skilled in the art, which are also intended to be covered by the technical scope of the present invention.

[0038] For example, as in Fig. As shown in Figure 8, several projections 50 are provided, and in this case the energy absorbed in a collision can be further increased. In a Fig. In the example shown in Figure 8, two projections 50 are provided, and in this case, the hollow element 10 consists of four closed cross-sections. In other words, depending on the number of projections 50, the hollow element 10 consists of three or more closed cross-sections. It should be noted that in the Fig.In the example shown in Figure 8, two closed cross-sections are formed in an area enclosed by the wall section 12 opposite the collision side, a part of the first side wall section 13, the first inner wall section 15, the third inner wall section 17, a part of the collision-side wall section 11, the fourth inner wall section 18, the second inner wall section 16, and the second side wall section 14. With regard to achieving a high level of both improving the energy absorbed during the collision and reducing weight, it is preferred that only one projection 50 is formed.In other words, it is preferred that a space with a closed cross-section is formed in the area enclosed by the wall part 12 opposite the collision side, a part of the first side wall part 13, the first inner wall part 15, the third inner wall part 17, a part of the collision-side wall part 11, the fourth inner wall part 18, the second inner wall part 16 and the second side wall part 14.

[0039] Furthermore, the reinforcement 40 can be provided along the entire length of the hat-shaped element 30 in the longitudinal direction, as shown in Fig. 9 is shown, or can only be partially provided at an input section of the collision load and at its periphery, as shown in Fig.Figure 10 shows that the input section of the collision load can be specified to some extent based on the shape, mounting position, or the like of the bumper support 1. In the case where the reinforcement 40 is partially provided in the manner described above, the energy absorbed in a collision can be sufficiently increased and the weight reduction can be achieved.

[0040] Furthermore, in the preceding embodiments, the bumper support 1 consists of three components, such as the end plate 25, the hat-shaped element 30, and the reinforcement 40. However, the structural element with a closed cross-section according to the invention is not limited to the elements shown in the embodiments. For example, the structural element with a closed cross-section can be an element that is present in each of the Fig.Figures 11 to 15 show the structural element with a closed cross-section, which is present in each of the Fig. The part shown in 11 to 15 can, for example, be formed in one piece by extrusion or can be produced by joining several elements together by welding or the like.

[0041] In the aforementioned structural element with a closed cross-section, the hollow element 10 also has the collision-side wall part 11, the wall part 12 opposite the collision side, which is opposite the collision-side wall part 11, and a pair of side walls consisting of the first side wall part 13 and a second side wall part 14, which are connected to the end sections of the collision-side wall part 11 and the end sections of the wall part 12 opposite the collision side, as explained in the preceding embodiments.Furthermore, the hollow element 10 has the first inner wall part 15, which extends from the first side wall part 13 to the inside of the hollow element 10, the second inner wall part 16, which extends from the second side wall part 14 to the inside of the hollow element 10, the third inner wall part 17, which is connected to the first inner wall part 15 and the collision-side wall part 11, and the fourth inner wall part 18, which is connected to the second inner wall part 16 and the collision-side wall part 11.

[0042] In a Fig. In the example shown in Figure 11, the first inner wall section 15 extends parallel to the collision-side wall section 11, the second inner wall section 16 extends parallel to the collision-side wall section 11, and the positions of the first inner wall section 15 and the second inner wall section 16 are the same in the X-direction. In the example shown in Fig.In the example shown in Figure 11, the third inner wall section 17 extends vertically to the collision-side wall section 11, and the fourth inner wall section 18 extends vertically to the collision-side wall section 11. Furthermore, in the example shown in Fig.In the example shown in Figure 11, a closed cross-section A is formed in an area enclosed by the wall section 12 opposite the collision side, a part of the first side wall section 13, the first inner wall section 15, the third inner wall section 17, a part of the collision-side wall section 11, the fourth inner wall section 18, the second inner wall section 16, and the second side wall section 14. Furthermore, since the closed cross-section A is formed in the hollow element 10, the hollow element 10 has a closed cross-section B enclosed by the first side wall section 13, the collision-side wall section 11, the third inner wall section 17, and the first inner wall section 15. Similarly, the hollow element 10 has a closed cross-section C enclosed by the second side wall section 14, the collision-side wall section 11, the fourth inner wall section 18, and the second inner wall section 16.

[0043] In the case of the structural element with a closed cross-section in which in Fig.In the example shown in Figure 11, when a load acts on the collision-side wall section 11, a compressive load acts on the collision-side wall section 11, a crest line section 10a between the collision-side wall section 11 and the first side wall section 13, and a crest line section 10b between the collision-side wall section 11 and the second side wall section 14. In this case, a moment acts on a section 13b (a section located closer to the collision side than the first inner wall section 15) of the first side wall section 13, and the moment causes section 13b to collapse outwards, since the first inner wall section 15 is in a state where it is connected to the first side wall section 13, and the third inner wall section 17 is in a state where it is connected to the collision-side wall section 11.Similarly, a moment acts on section 14b (a section located closer to the collision side than the second inner wall section 16) of the second side wall section 14, causing section 14b to collapse outwards because the second inner wall section 16 is in a state where it is connected to the second side wall section 14, and the fourth inner wall section 18 is in a state where it is connected to the collision-side wall section 11. On the other hand, a moment acts on section 13a, which is located closer to the side opposite the collision side than to the first inner wall section 15 of the first side wall section 13, causing section 13a to collapse inwards.Similarly, a moment acts on a section 14a that is located closer to the side opposite the collision side than the second inner wall part 16 of the second side wall part 14, causing the section 14a to collapse inwards.

[0044] Therefore, the moments act on section 13a and section 13b of the first side wall section 13, causing them to collapse towards opposite sides, thus making the first side wall section 13 less likely to collapse. Similarly, the moments act on section 14a and section 14b of the second side wall section 14, causing them to collapse towards opposite sides, thus making the second side wall section 14 less likely to collapse. This makes it possible to withstand a high load over a longer period of time during a collision and increases the maximum load and absorbed energy.

[0045] Under the condition that the length a from the wall section 12 opposite the collision side to the wall section 11 on the collision side is constant, the ratio (b / a) between the height b of the third inner wall section 17 and the fourth inner wall section 18 and the length a is preferably 0.15 to 0.35. This can effectively increase the maximum load and the absorbed energy in a collision. A more preferred lower limit of b / a is 0.17. A more preferred upper limit of b / a is 0.33.

[0046] In a Fig. In the example shown in Figure 12, the inclined wall section 19 is formed between the collision-side wall section 11 and the first side wall section 13, and the inclined wall section 20 is formed between the collision-side wall section 11 and the second side wall section 14. In this case, similar to the example shown in Figure 12, the angle is... Fig.In the example shown in Figure 5, the ratio (e1 / a) between the height e1 of the inclined wall sections 19, 20 and the length a of the wall section 12 opposite the collision side to the collision-side wall section 11 is preferably 0.05 to 0.20. A more preferred lower limit of e1 / a is 0.08. A more preferred upper limit of e1 / a is 0.17. Furthermore, the ratio (el / e2) between the height e1 and the width e2 of the inclined wall sections 19, 20 is preferably 0.6 to 1.5 and more preferably 0.9 to 1.1.

[0047] In a Fig. In the example shown in Figure 13, the inner inclined wall section 21 is formed between the first inner wall section 15 and the third inner wall section 17, and the inner inclined wall section 22 is formed between the second inner wall section 16 and the fourth inner wall section 18. In this case, similar to the example shown in Figure 13, the angle is... Fig.In the example shown in Figure 6, the ratio (fl / a) between the height f1 of the inner inclined wall sections 21, 22 and the length a of the wall section 12 opposite the collision side to the collision-side wall section 11 is preferably 0.05 to 0.20. A more preferred lower limit of f1 / a is 0.08. A more preferred upper limit of f1 / a is 0.17. Furthermore, the ratio (f1 / f2) between the height f1 and the width f2 of the inner inclined wall sections 21, 22 is preferably 0.6 to 1.5 and more preferably 0.9 to 1.1.

[0048] Furthermore, the structural element with a closed cross-section can be produced by the in Fig. 12 structure shown with the inclined wall section 19 and the inclined wall section 20 and the in Fig. The structure shown in 13 can be combined with the inner inclined wall section 21 and the inner inclined wall section 22.

[0049] In a Fig.In the example shown in Figure 14, the collision-side wall section 11 has a first collision-side wall section 11a, which is connected to a collision-side end section of the first side wall section 13 and a collision-side end section of the second side wall section 14, and a second collision-side wall section 11b, which is connected to the third inner wall section 17 and the fourth inner wall section 18. The first collision-side wall section 11a and the second collision-side wall section 11b are in a state in which they are joined to each other, for example, by welding or integral forming. Providing the second collision-side wall section 11b can improve the bending stiffness of the first collision-side wall section 11a in a collision and further increase the energy absorbed in a collision. It is noted that the second collision-side wall section 11b in the example shown in Figure 14 has a first collision-side wall section 11a, which is connected to the third inner wall section 17 and the fourth inner wall section 18. Fig.3 shows the example of the upper surface 50c of the projection of the hat-shaped element 30.

[0050] In a Fig. In the example shown in Figure 15, in cross-section with the element longitudinal direction Y as a normal, an end section 12a of the wall part 12 opposite the collision side protrudes from the first side wall part 13 to the outside of the hollow element 10, and another end section 12b protrudes from the second side wall part 14 to the outside of the hollow element 10.

[0051] Also in the Fig. 14 and Fig. The 15 illustrated examples show that the inclined wall sections 19, 20 can be constructed as in Fig. 12 shown, provided, or the inner inclined wall sections 21, 22 can be as shown in Fig. 13 shown. Furthermore, all inclined wall sections 19 to 22 can be provided.

[0052] Analysis models of the conventional bumper supports and the bumper supports according to the invention were produced, and a load absorption evaluation simulation of the bumper supports was carried out under the assumption of a front collision with a post.

[0053] The analysis models of conventional bumper carriers are those in Fig. 4 depicted structure 100 (comparative example 1), one in Fig. 16 depicted structure 200 (comparative example 2) and one in Fig.17. Structure 300 shown (Comparison Example 3). The analysis model in Comparison Example 1 is a structure consisting of the end plate 25 and the hat-shaped element 101. The analysis model in Comparison Example 2 is produced by correcting the closed-section structural element in JP 2010-120 581 A into a structure obtained taking productivity into account, and is a structure in which a depression is provided in the center of an upper surface 201e of a hat-shaped element 201 and a reinforcement 202 is provided in the depression.The analysis model in comparative example 3 is produced by correcting the closed-section structural element in JP 2015-193 383 A into a structure obtained taking productivity into account, and is a structure in which a section of a hat-shaped element 301 is narrowed in width between a pair of side faces 301c, 301d thereof and reinforcements 302 are provided such that the section narrowed in width is covered.

[0054] The analysis models of the bumper carriers according to the invention are structures (Examples 1 to 6) that are described in Fig. 3 correspond to the first embodiment shown, structures (examples 7 to 9) which are the one described in Fig. The second embodiment shown in section 5 corresponds to structures (examples 10 to 12) that are described in Fig. 6 correspond to the third embodiment shown, and structures (Examples 13 to 15) that correspond to the one in Fig.The fourth embodiment shown in Figure 7 corresponds to the length a of the hollow element in the X-direction, and the width c is 60 mm, these dimensions being common to the analysis models in Examples 1 to 16. The aforementioned ratio b / a is in the range of 1 / 2 or less, and d / c is in the range of 5 / 6 or less, as shown in Table 1 below. Furthermore, in the analysis models where the inclined wall sections are provided, both the ratio (height e1 of the inclined wall section) / a and the ratio (height f1 of the inclined wall section) / a are 1 / 4 or less. The length of each of the bumper supports in the longitudinal direction of the element has been set to 1000 mm.

[0055] In the load absorption evaluation simulation, support rods 60 with a diameter of 30 mm are arranged at positions within 100 mm of both end sections of the bumper support 1 in the direction towards the center in the vehicle width direction Y, as shown in Fig. Figure 18 illustrates this. Furthermore, a rod 61 with a diameter of 254 mm is positioned centrally in the vehicle's width direction Y and moved 200 mm parallel to the vehicle's length direction X. The rod's indentation (stroke) and an input load at this time were recorded, and the maximum load, namely the yield strength, and the absorbed energy were measured. It should be noted that the energy absorbed by the bumper during the period when the rod's indentation is between 0 and 100 mm is considered absorbed energy.

[0056] Table 1 lists the material strength, plate thickness, and dimensional parameters (b / a, d / c, e1 / a, e2 / a, f1 / a, f2 / a) of the components in comparative examples 1 to 3 and examples 1 to 16, the load efficiency obtained by dividing the maximum load on the bumper in the simulation by its mass, and the energy absorption efficiency obtained by dividing the absorbed energy by its mass. It should be noted that the plate thicknesses and strengths of the components comprising the bumper supports are all the same. Table 1 form Material strength (MPa) Panel thickness (mm) b / a d / c e1 / a e2 / a e1 / e2 f1 / a f2 / a f1 / f2 Maximum load / mass (kN / kg) Absorbed energy / mass (J / kg) Comparative example 1 1180 1,6 - 7,37 422,80 Comparative example 2 1180 1,6 - - 12,51 877,76 Comparative example 3 1180 1,6 - - - - - - - - 7,83 534,04 Example 1 1180 1,6 0,33 0,33 - - - - - - 15,19 826,19 Example 2 1180 1,6 0,17 0,33 - - - - - - 16,01 799,62 Example 3 1180 1,6 0,50 0,33 - - - - - - 13,00 707,05 Example 4 1180 1,6 0,33 0,17 - - - - - - 14,91 870,13 Example 5 1180 1,6 0,33 0,50 - - - - - - 14,42 781,87 Example 6 1180 1,6 0,33 0,67 - - - - - - 14,26 777,61 Example 7 1180 1,6 0,33 0,33 0,08 0,08 1,0 - - - 15,41 920,68 Example 8 1180 1,6 0,33 0,33 0,17 0,17 1,0 - - - 14,49 979,17 Example 9 1180 1,6 0,33 0,33 0,25 0,25 1,0 - - - 13,77 863,91 Example 10 1180 1,6 0,33 0,33 - - - 0,08 0,08 1,0 15,44 841 27 Example 11 1180 1,6 0,33 0,33 - - - 0,17 0,17 1,0 15,70 889,18 Example 12 1180 1,6 0,33 0,33 - - - 0,25 0,25 1,0 14,77 748,73 Example 13 1180 1,6 0,33 0,33 0,08 0,08 1,0 0,08 0,08 1,0 15,43 926,76 Example 14 1180 1,6 0,33 0,33 0,08 0,08 1,0 0,17 0,17 1,0 14,56 1000,18 Example 15 1180 1,6 0,33 0,33 0,08 0,08 1,0 0,25 0,25 1,0 13,85 987,57 Example 16 1180 1,6 0,33 0,33 0,17 0,25 0,68 - - - 13,20 539,00

[0057] Fig.Figure 19 shows a load-lift diagram of Comparison Example 1 and Example 1. Under both conditions, the initial load increases, the maximum load is reached, and then the load decreases and remains at low levels. In Comparison Example 1, at the time the initial load increases, the top surface (collision surface) of the hat-shaped element bends inwards, and the pair of side surfaces begins to bend outwards. After the maximum load is reached, buckling begins in the vehicle's vertical direction, and the pair of side surfaces of the hat-shaped element begins to collapse outwards. On the other hand, in Example 1, at the time the initial load increases, only the reinforcement deforms, and after the maximum load is reached, buckling begins in the vehicle's vertical direction, and the pair of side surfaces of the hat-shaped element begins to collapse inwards. Fig.Figure 19 further shows that the maximum load and absorbed energy in Example 1 are higher than in Comparative Example 1. These results showed that the bumper support according to the invention has a higher yield strength and a higher energy absorption capacity than the conventional bumper support.

[0058] Next, the influence of the cross-sectional dimension of the bumper support according to the invention on its performance in a collision was investigated. First, the desired dimension of the height b of the projection was examined by comparing Examples 1 to 3. The load-bearing efficiency is best when b / a is 0.17 (Example 2), and the energy absorption efficiency is highest when b / a is 0.33 (Example 1). These results showed that b / a is preferably between 0.15 and 0.35.

[0059] Next, the desired dimension of the width d of the projection was investigated by comparing Examples 1, 4 to 6. It was shown that the loading efficiency and the energy absorption efficiency continue to increase with a smaller d / c ratio. In this simulation, a result was obtained showing that, with regard to achieving high levels of both loading efficiency and energy absorption efficiency, a d / c ratio of 0.20 or less is preferred, but the desired d / c ratio varies according to a change in the width c of the reinforcement.

[0060] Next, the effect of the presence or absence of the inclined wall sections of the reinforcement was confirmed by comparing Examples 1, 7 to 9. The comparison of Examples 1, 7 to 9 in Table 1 shows that the energy absorption efficiency is higher in Examples 7 to 9. These results demonstrated that the performance in a collision is improved by providing the inclined wall sections to the reinforcement. Furthermore, the loading efficiency is best when e1 / a is 0.08 (Example 7), and the energy absorption efficiency is highest when e1 / a is 0.17 (Example 8). These results showed that e1 / a is preferably between 0.05 and 0.20 with regard to achieving high levels of both loading efficiency and energy absorption efficiency.

[0061] Next, the effect of the presence or absence of the inclined wall sections between the pair of side faces of the projection and the upper surface of the hat-shaped element was confirmed by comparing Examples 1, 10 to 12. A comparison of Examples 1, 10 to 12 in Table 1 showed that there was a cross-sectional dimension that provided high loading efficiency and high energy absorption efficiency, depending on the height of the inclined wall sections. Furthermore, when f1 / a is between 0.08 (Example 10) and 0.17 (Example 11), the effects of improved loading efficiency and energy absorption efficiency are achieved. These results showed that f1 / a is preferably between 0.05 and 0.20 with respect to achieving high levels of both loading efficiency and energy absorption efficiency.

[0062] Next, the synergistic effect of the inclined wall sections of the reinforcement and the inclined wall sections between the pair of side faces of the projection and the upper surface of the hat-shaped element was confirmed by comparing Examples 1, 13 to 15. The influence exerted by f1 / a was confirmed with a ratio e1 / a fixed at 0.08. The energy absorption efficiency exceeded that of Example 1 under all conditions, and the maximum value was obtained when f1 / a was 0.17 (Example 14). These results showed that a synergistic effect by the inclined wall sections of the reinforcement and the inclined wall sections between the pair of side faces of the projection and the upper surface of the hat-shaped element, as described in Fig. 7 is shown, which further improves performance in a collision.

[0063] It should be noted that the analysis model in Example 16 is a model of a structure where the height e1 and the width e2 of the inner inclined wall section of the reinforcement are different, and the width e2 is greater than the height e1. As shown in Table 1, the loading efficiency and the energy absorption efficiency are also improved in Example 16 compared to the comparison example 1.

[0064] Fig. Figure 20 shows a load-lift diagram of comparison examples 2, 3 and example 14. Fig. Figure 20 shows that the maximum load and absorbed energy in Example 14 are higher than in comparative examples 2 and 3. These results showed that the bumper support according to the invention has a higher yield strength and a higher energy absorption capacity than the bumper supports of JP 2010-120 581 A and JP 2015-193 383 A.

[0065] The present invention can be used as a structural element with a closed cross-section that accommodates bending deformation, such as a front bumper support, a rear bumper support and a side sill attached to a vehicle such as an automobile. Reference symbol list 1 bumper support 2 inner element 3 outer element 10 hollow elements 11. Collision-side wall section 11a first wall section on the collision side 11b second collision-side wall section 12. Wall section opposite the collision side 13 first side wall section 14 second side wall part 15 first inner wall section 16 second inner wall section 17 third inner wall section 18 fourth inner wall section 19 inclined wall section 20 inclined wall section 21 inner inclined wall section 22 inner inclined wall section 25 End plate 30 hat-shaped element 30a, 30b Flange of the hat-shaped element 30c, 30d Side surface of the hat-shaped element 30e upper surface of the hat-shaped element 40 reinforcement 40a, 40b Side surface of the reinforcement 40c upper surface of the reinforcement 40d, 40e Ridge line section between the upper surface and the side surface of the reinforcement 40f, 40g inclined surface of the reinforcement 50 lead 50a, 50b Side surface of the projection 50c upper surface of the projection 50d, 50e Ridge line section between the upper surface and the side surface of the projection 50f, 50g Ridge line section between the side surface of the projection and the upper surface of the hat-shaped element 50h, 50i inclined surface between the side surface of the projection and the upper surface of the hat-shaped element 60 support pole 61 bars 70 Automotive body structure 100 conventional bumper supports 101 hat-shaped element 101a, 101b Flange of the hat-shaped element 101c, 101d Side surface of the hat-shaped element 101e upper surface of the hat-shaped element 101f, 101g Ridge line section between the upper surface and the side surface of the hat-shaped element 200 conventional bumper supports 201 hat-shaped element 201a, 201b Flange of the hat-shaped element 201c, 201d Side surface of the hat-shaped element 201e upper surface of the hat-shaped element 202 Reinforcement 300 conventional bumper supports 301 hat-shaped element 301a, 301b Flange of the hat-shaped element 301c, 301d Side surface of the hat-shaped element 301e upper surface of the hat-shaped element 302 Reinforcement A to C closed cross-section a height of the outer element b Height of the ledge c Width of the outer element d width of the lead e1 Height of the inclined surface e2 Width of the inclined surface f1 Height of the inclined surface f2 Width of the inclined surface

Claims

[1] Structural element (1) with closed cross-section, with: a hollow element (10), wherein the hollow element (10) has in a cross-section normal to a longitudinal direction of the element a collision-side wall part (11), a wall part (12) opposite the collision side, a first side wall part (13), a second side wall part (14), a first inner wall part (15), a second inner wall part (16), a third inner wall part (17) and a fourth inner wall part (18), wherein: the collision-side wall part (11) is a wall part that is arranged on a collision side, the wall part (12) opposite the collision side is a wall part that is opposite the collision-side wall part (11) and is arranged on a side opposite the collision side, the first side wall part (13) and the second side wall part (14) are a pair of wall parts which are connected to end sections of the collision-side wall part (11) and end sections of the wall part (12) opposite the collision side, the first inner wall part (15) is a wall part that extends from the first side wall part (13) to an inner side of the hollow element (10), the second inner wall part (16) is a wall part that extends from the second side wall part (14) to the inside of the hollow element (10), the third inner wall part (17) is a wall part that is connected to the first inner wall part (15) and the collision-side wall part (11), and the fourth inner wall part (18) is a wall part that is connected to the second inner wall part (16) and the collision-side wall part (11), wherein a ratio (b / a) between a height b, which is a length from the first inner wall part (15) and the second inner wall part (16) to an inner surface side of the collision-side wall part (11), and a length a from the wall part (12) opposite the collision side to an upper surface of the collision-side wall part (11) is 0.15 to 0.

35. [2] Structural element (1) with closed cross-section according to claim 1, wherein: the collision-side wall part (11) has a first collision-side wall part (11a) and a second collision-side wall part (11b), the first collision-side wall section (11a) is connected to a collision-side end section of the first side wall section (13) and a collision-side end section of the second side wall section (14), the second collision-side wall part (11b) is connected to a collision-side end section of the third inner wall part (17) and a collision-side end section of the fourth inner wall part (18), and the first collision-side wall section (11a) and the second collision-side wall section (11b) are connected to each other. [3] Structural element (1) with closed cross-section according to claim 1 or 2, wherein a space (A) with closed cross-section is formed in an area enclosed by the wall part (12) opposite the collision side, a part of the first side wall part (13), the first inner wall part (15), the third inner wall part (17), a part of the collision-side wall part (11), the fourth inner wall part (18), the second inner wall part (16) and a part of the second side wall part (14). [4] Structural element (1) with closed cross-section according to one of claims 1 to 3, further comprising: inclined wall sections (19, 20) which are formed between the collision-side wall section (11) and the first side wall section (13) or between the collision-side wall section (11) and the second side wall section (14). [5] Structural element (1) with closed cross-section according to claim 4, wherein the ratio between the height e1 of the inclined wall part (19) and the length a is 0.05 to 0.

20. [6] Structural element (1) with closed cross-section according to one of claims 1 to 5, further comprising inner inclined wall parts (21, 22) formed between the first inner wall part (15) and the third inner wall part (17) and between the second inner wall part (16) and the fourth inner wall part (18). [7] Structural element (1) with closed cross-section according to claim 6, wherein the ratio between a height f1 of the inner inclined wall part (21) and the length a is 0.05 to 0.

20. [8] Structural element (1) with closed cross-section according to one of claims 1 to 7, wherein in the cross-section normal to the longitudinal direction of the element an end section of the wall part (12) opposite the collision side projects from the first side wall part (13) to an outside of the hollow element (10) and another end section of the wall part (12) opposite the collision side projects from the second side wall part (14) to the outside of the hollow element (10). [9] Structural element (1) with closed cross-section according to any one of claims 1 to 8, further comprising: a cover plate (25), a hat-shaped element (30) and a reinforcement (40), wherein: the end plate (25) is arranged on one side opposite the collision side, the hat-shaped element (30) comprises two flanges (30a, 30b) connected to the end plate (25), a pair of side surfaces (30c, 30d) extending from the flanges (30a, 30b) to a collision side, an upper surface (30e) connected to the pair of side surfaces (30c, 30d), and a projection (50) formed on the upper surface (30e) and projecting towards the collision side. the reinforcement (40) has a pair of side surfaces (40a, 40b) connected to the hat-shaped element (30) and a top surface (40c) connected to the pair of side surfaces (40a, 40b), the wall part (12) opposite the collision side consists of the end plate (25) and the flanges (30a, 30b) of the hat-shaped element (30), the first side wall part (13) and the second side wall part (14) consist of the pair of side surfaces (30c, 30d) of the hat-shaped element (30) and the pair of side surfaces (40a, 40b) of the reinforcement (40); and the collision-side wall part (11) consists of the upper surface of the projection (50c) of the hat-shaped element (30) and the upper surface (40c) of the reinforcement (40). [10] Automobile body structure (70) with the structural element (1) with closed cross-section according to one of claims 1 to 9, wherein the collision-side wall part (11) is arranged on the outside of the vehicle in relation to the wall part (12) opposite the collision side.

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