Vehicle side sills

Abstract

The present invention provides a vehicle side sill comprising an inner panel, an outer panel coupled to the inner panel in the width direction to form a hollow portion together with the inner panel, and a reinforcing frame arranged in the hollow portion, with a plurality of unit reinforcing bodies having corresponding shapes connected in the longitudinal direction.

Description

Technical Field

[0001] The present invention relates to a vehicle side sill.

Background Art

[0002] It should be clearly noted that the content described in this part only provides background information for the present invention and does not constitute the prior art.

[0003] Generally, when a vehicle collides on its side, due to the stress concentration phenomenon at the lower end of the vehicle body, that is, the side sill, this part undergoes severe deformation. As a result, the amount of inflow into the passenger compartment of the side sill increases, and it can be seen that the degree of injury to the pelvic part among the human body injury values of the passengers increases significantly.

[0004] Normally, since the side sill wraps around the entire passenger compartment of the vehicle body, it is very long in the longitudinal direction. Also, in order to improve the collision absorption ability of the side sill, ultra-high-strength materials or thick materials are applied to components such as reinforcing members.

[0005] When applying rigidity reinforcement elements such as concave and convex parts to ensure high rigidity for such large components, a high molding load is required for the production of such large components.

[0006] In the case of large component manufacturers, they have equipment such as large presses that can apply a high molding load. However, in small component manufacturers or in some countries where the industrial base is not developed, a high molding load cannot be applied, and the molding of such components is difficult.

Prior Art Documents

Patent Documents

[0007]

Patent Document 1

Summary of the Invention

[0008] One aspect of this invention is to provide a side sill that enables product molding even under small molding loads. One aspect of this invention is to provide a side sill that can reduce mold manufacturing costs by having the same pattern of cross-sections repeated in the longitudinal direction. [Means for solving the problem]

[0009] As one aspect of achieving the above-mentioned objectives, the present invention provides a vehicle side sill that includes an inner panel, an outer panel which is coupled to the inner panel in the width direction and together with the inner panel forms a hollow portion, and a reinforcing frame which is arranged in the hollow portion and in which a plurality of unit reinforcing bodies having corresponding shapes are connected in the longitudinal direction.

[0010] The vehicle side sill of the present invention has the advantage of enabling product molding even under small molding loads.

[0011] The above-mentioned unit reinforcing members can be joined to the above-mentioned inner panel to form a closed cross-section.

[0012] The above-mentioned unit reinforcement can be manufactured as a single unit by forming a single steel plate.

[0013] The above-mentioned unit reinforcement can be manufactured by forming a single steel plate having a tensile strength of 780 MPa or more.

[0014] The above-mentioned unit reinforcing member may include irregularities on its longitudinal cross-section.

[0015] The above-mentioned uneven portion has protruding surfaces and recessed surfaces formed alternately in the longitudinal direction, and an inclined surface can be formed between the protruding surfaces and the recessed surfaces.

[0016] In the above-mentioned reinforcing frame, at least one of the multiple unit reinforcing members connected in the longitudinal direction may have a different steel type or tensile strength.

[0017] The above-mentioned reinforcing frame can be formed by welding together two of the above-mentioned unit reinforcing bodies, which are connected in the longitudinal direction, with their longitudinal ends in contact with each other.

[0018] The above-mentioned reinforcing frame has an overlapping region where two of the above-mentioned unit reinforcing bodies, connected in the longitudinal direction, overlap each other in the thickness direction, and can be welded together in the overlapping region.

[0019] The above-mentioned unit reinforcing body includes a first unit reinforcing body whose one side is joined to the inner panel to form a first closed cross section, and a second unit reinforcing body whose one side is joined to the first unit reinforcing body to form a second closed cross section, and the reinforcing frame includes a first overlapping region in which two of the first unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, and a second overlapping region in which two of the second unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, and the first overlapping region and the second overlapping region can be arranged at positions corresponding to each other in the longitudinal direction.

[0020] In the portion where the first overlapping region and the second overlapping region overlap, the two first unit reinforcing members in the first overlapping region and the two second unit reinforcing members in the second overlapping region can be welded together in a quadruple overlapping state.

[0021] The above-mentioned unit reinforcing body includes a first unit reinforcing body whose one side is joined to the inner panel to form a first closed cross section, and a second unit reinforcing body whose one side is joined to the first unit reinforcing body to form a second closed cross section, and the reinforcing frame includes a first overlapping region in which two of the first unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, and a second overlapping region in which two of the second unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, and the first overlapping region and the second overlapping region can be arranged alternately in the longitudinal direction.

[0022] In a portion where the second unit reinforcing body overlaps with the first overlapping region, the two first unit reinforcing bodies and one second unit reinforcing body in the first overlapping region can be welded and joined in a triple overlapping state.

[0023] In a portion where the second overlapping region overlaps with the first unit reinforcing body, the two second unit reinforcing bodies and the first unit reinforcing body in the second overlapping region can be welded and joined in a triple overlapping state.

[0024] The unit reinforcing body can include a first unit reinforcing body whose one side is joined to the inner panel to form a first closed cross-section, and a second unit reinforcing body whose one side is joined to the first unit reinforcing body to form a second closed cross-section.

[0025] The first unit reinforcing body has a bending point protruding outward from the first closed cross-section, and the position of the bending point of the first unit reinforcing body can be formed at a position spaced apart from the first inner surface of the inner panel by about 30 to 70% of the installation width of the first unit reinforcing body.

[0026] The first unit reinforcing body includes a first section extending in the direction of the first inner surface of the inner panel with the bending point as a boundary, and a second section bent with the bending point as a boundary and extending in the direction of the second inner surface of the outer panel, and forming a bending angle with the first section inside the first closed cross-section. The first unit reinforcing body has the bending angle formed inside the first closed cross-section, and the bending angle can have a range of 165 to 175 degrees.

[0027] The inner panel can be integrally manufactured by forming one steel plate.

[0028] The outer panel can be integrally manufactured by forming one steel plate.

[0029] As one aspect of achieving the above-mentioned objectives, the present invention provides a method for manufacturing a vehicle side sill, which includes a parts preparation step of preparing an inner panel, a plurality of unit reinforcing members and an outer panel; a reinforcing frame manufacturing step of manufacturing a reinforcing frame by connecting the plurality of unit reinforcing members in the longitudinal direction; a reinforcing frame joining step of joining the reinforcing frame to the inner panel; and an outer panel joining step of joining the outer panel to the inner panel to form a hollow portion and arranging the reinforcing frame inside the hollow portion. [Effects of the Invention]

[0030] One embodiment of the present invention has the effect of enabling product molding even under small molding loads.

[0031] In one embodiment of the present invention, the cost of manufacturing the mold can be reduced because the same pattern of cross-section is repeated in the longitudinal direction. [Brief explanation of the drawing]

[0032] [Figure 1] This is a perspective view of a comparative vehicle side sill for use with the vehicle side sill of the present invention. [Figure 2] Figure 1 is a perspective view of the reinforcing frame of the vehicle side sill in a comparative example. [Figure 3] This is a perspective view of a vehicle side sill according to the first embodiment of the present invention. [Figure 4] Figure 3 is a perspective view of the reinforcing frame of the vehicle side sill according to the first embodiment. [Figure 5] This is a perspective view showing a magnified detail of section "A" in Figure 4. [Figure 6] This is a cross-sectional view taken along the line I-I' in Figure 3. [Figure 7] This diagram shows the location of the bending point of the vehicle side sill according to the first embodiment of Figure 3. [Figure 8] This is a perspective view of a vehicle side sill according to a second embodiment of the present invention. [Figure 9]Figure 8 is a perspective view of the reinforcing frame of the vehicle side sill according to the second embodiment. [Figure 10] This is a perspective view showing a magnified detail of section "B" in Figure 9. [Figure 11] This is a cross-sectional view in the II-II' direction in Figure 9. [Figure 12] This is a perspective view of a reinforcing frame for a vehicle side sill included in a third embodiment of the present invention. [Figure 13] This is a perspective view showing a magnified detail of section "C" in Figure 12. [Figure 14] This is a cross-sectional view taken along the line III-III' in Figure 13. [Figure 15] This is a perspective view showing a magnified detail of section "D" in Figure 12. [Figure 16] This is a cross-sectional view taken along the line IV-IV' in Figure 15. [Figure 17a] Figure 8 is a diagram showing the deformation analysis results of the vehicle side sill according to the second embodiment. [Figure 17b] Figure 8 is a diagram showing the deformation analysis results of the vehicle side sill according to the second embodiment. [Figure 17c] Figure 8 is a diagram showing the deformation analysis results of the vehicle side sill according to the second embodiment. [Figure 18a] This diagram shows the deformation analysis results of the vehicle side sill in the comparative example shown in Figure 1. [Figure 18b] This diagram shows the deformation analysis results of the vehicle side sill in the comparative example shown in Figure 1. [Figure 18c] This diagram shows the deformation analysis results of the vehicle side sill in the comparative example shown in Figure 1. [Figure 19] Figure 1 shows the load-displacement diagram of a vehicle side sill in a comparative example, and Figure 8 shows the load-displacement diagram of a vehicle side sill in a second embodiment. [Modes for carrying out the invention]

[0033] Preferred embodiments of the present invention will be described below with reference to the attached drawings. However, embodiments of the present invention can be modified into various other forms, and the scope of the present invention is not limited to the embodiments described below. Furthermore, embodiments of the present invention are provided to give a more complete explanation of the present invention to a person with average skill in the art. The shapes and sizes of elements in the drawings may be exaggerated for clarity.

[0034] Referring to the drawings, the vehicle side sill of the present invention is illustrated in the left-right, up-down, and front-rear directions, and the terms left-right, up-down, and front-rear directions are also used in the detailed description of the invention. However, this is for the convenience of explanation, and it should be made clear that the technical features of the vehicle side sill of the present invention are not limited to these directions.

[0035] In the attached diagram below, the X-axis represents the width direction of the vehicle side sill, the Y-axis represents the longitudinal direction of the vehicle side sill, and the Z-axis represents the height direction of the vehicle side sill.

[0036] Figure 1 is a perspective view of a comparative vehicle side sill for comparison with the vehicle side sill of the present invention, and Figure 2 is a perspective view of the reinforcing frame 30 of the comparative vehicle side sill in Figure 1.

[0037] In the comparative example, the inner panel 10' and outer panel 20' are identical to those in the first embodiment described later. However, unlike the first embodiment described later, the vehicle side sill of the comparative example differs in that a single reinforcing frame 30' is extended along the entire longitudinal direction Y.

[0038] When the material, thickness, and cross-sectional shape are the same, the molding load increases in proportion to the volume of the divided parts. As in the first embodiment described later, when the reinforcing frame 30 is manufactured by dividing it in the longitudinal direction Y, the molding load can be reduced by the number of divisions.

[0039] As an example, the reinforcing frame 30 can be divided into three units along the longitudinal direction Y to produce unit reinforcing bodies 30U. In this case, the molding load for forming each of the three divided unit reinforcing bodies 30U can be reduced to approximately 1 / 3 of the molding load when the entire undivided reinforcing frame 30' is molded as a single unit.

[0040] In the following, the components included in the vehicle side sill according to the first embodiment of the present invention will be specifically described with reference to Figures 3 to 6.

[0041] Figure 3 is a perspective view of a vehicle side sill according to the first embodiment of the present invention, and Figure 4 is a perspective view of the reinforcing frame 30 of the vehicle side sill of the first embodiment in Figure 3.

[0042] Figure 5 is a perspective view showing a magnified detail of section "A" in Figure 4, and Figure 6 is a cross-sectional view of Figure 3 in the XZ axis direction.

[0043] A vehicle side sill according to one embodiment of the present invention may include an inner panel 10, an outer panel 20, and a reinforcing frame 30.

[0044] The inner panel 10 can be positioned in the width direction X of the side sill in the X-axis direction.

[0045] The outer panel 20 is coupled to the inner panel 10 in the width direction X, and together with the inner panel 10, it can form a hollow section S. The outer panel 20 can be positioned outside the width direction X of the side sill in the X-axis direction.

[0046] The inner panel 10 and the outer panel 20 can be joined by welding, forming a welded joint W. For example, the inner panel 10 and the outer panel 20 can be joined by spot welding or the like.

[0047] The reinforcing frame 30 is positioned in the hollow section S, and multiple unit reinforcing bodies 30U having corresponding shapes can be connected in the longitudinal direction Y.

[0048] The reinforcing frame 30 can have multiple unit reinforcing members 30U having corresponding shapes. For example, two adjacent unit reinforcing members 30U that are connected can be welded together at their ends in the longitudinal direction Y.

[0049] In this specification, the reinforcing frame 30 is illustrated and described as having three unit reinforcing members 30U connected in the longitudinal direction Y, but it is not necessarily limited to this, and two or more unit reinforcing members 30U may be connected in the longitudinal direction Y.

[0050] Since the unit reinforcing body 30U is shorter in length than the reinforcing frame 30, the unit reinforcing body 30U can be manufactured under a small molding load.

[0051] Multiple unit reinforcing members 30U can have corresponding cross-sections on the XZ axis cross-section of the side sill, and a certain unit pattern can be repeated in the longitudinal direction Y. For example, the unit reinforcing members 30U can have a certain unit pattern in which the uneven portion P described later is repeated in the longitudinal direction Y.

[0052] For example, the unit reinforcement 30U can be made of steel. When steel is used to manufacture the unit reinforcement 30U, it has the advantage of superior collision energy absorption capacity, improved mechanical rigidity, and a dramatic reduction in material costs compared to when aluminum is used for the unit reinforcement 30U.

[0053] As an example, multiple unit reinforcing members 30U may have corresponding shapes while also having the same length in the longitudinal direction Y. As another example, multiple unit reinforcing members 30U may have corresponding shapes while also having different lengths in the longitudinal direction Y.

[0054] Multiple unit reinforcing members 30U can be welded together to form a welded joint W. The welded joint W can be formed by spot welding, laser welding, arc welding, or the like.

[0055] Of course, various joining methods such as welding or adhesive joining can be applied to the joints between members such as the inner panel 10, outer panel 20, and unit reinforcing body 30U.

[0056] At least one of the inner panel 10, outer panel 20, first unit reinforcement 100, and second unit reinforcement 200 can be made of steel. For example, the inner panel 10, outer panel 20, first unit reinforcement 100, and second unit reinforcement 200 can all be made of steel. This improves the mechanical rigidity of the vehicle side sill.

[0057] The reinforcing frame 30 is constructed by manufacturing multiple unit reinforcing bodies 30U in a form divided along the longitudinal direction Y, and connecting multiple unit reinforcing bodies 30U along the longitudinal direction Y to form the reinforcing frame 30. This has the effect of being able to manufacture the unit reinforcing bodies 30U and the reinforcing frame 30 with a smaller molding load.

[0058] Furthermore, the 30U unit reinforcing members for vehicle side sills can be molded even under small molding loads, enabling small-scale manufacturers to produce the product. This has the effect of ensuring diversification of sales channels and improving the marketability of the product.

[0059] Furthermore, it is possible to manufacture multiple identical unit reinforcing members 30U using a single mold, and because the length of the unit reinforcing members 30U is short, it has the effect of reducing the manufacturing costs of molds and other components.

[0060] The inner panel 10 can be manufactured as a single unit by forming it from a single steel plate. The inner panel 10 can be manufactured by forming it from a single steel plate over the entire longitudinal direction Y of the vehicle side sill.

[0061] The inner panel 10 is manufactured as a single unit by forming a single steel plate, which allows the inner panel 20, composed of a single steel plate, to behave as a single unit while improving the mechanical rigidity of the vehicle's side sill.

[0062] The outer panel 20 can be manufactured as a single unit by forming it from a single steel plate. The outer panel 20 can be manufactured by forming it from a single steel plate over the entire longitudinal direction Y of the vehicle side sill.

[0063] The outer panel 20 is manufactured as a single unit by forming it from a single steel plate, which allows the outer panel 20, composed of a single steel plate, to behave as a single unit while improving the mechanical rigidity of the vehicle's side sill.

[0064] For example, the inner panel 10 and the outer panel 20 can each be formed by bending a single steel plate in multiple stages.

[0065] The unit reinforcing member 30U can be joined to the inner panel 10 to form a closed cross-section.

[0066] The unit reinforcing member 30U is joined to the inner panel 10 to form a closed cross-section, thereby improving the collision absorption capacity and mechanical rigidity of the vehicle's side sill. Furthermore, even though the vehicle's side sill is constructed of steel, it is possible to easily form a closed cross-section, which is an advantage of the aluminum extrusion method.

[0067] As an example, the closed section formed when the first unit reinforcing member 100 of the unit reinforcing members 30U is joined to the inner panel 10 can be the first closed section M1 described later.

[0068] The unit reinforcement 30U can be manufactured as a single unit by forming a single steel plate.

[0069] Since the unit reinforcing body 30U is manufactured as a single unit by forming a single steel plate, the unit reinforcing body 30U, which is composed of a single steel plate, behaves as a single unit, thereby improving the mechanical rigidity of the vehicle's side sill.

[0070] For example, the unit reinforcement 30U can be manufactured using molding methods such as form forming or crush forming. Applying low-cost molding methods such as form forming or crush forming has the effect of reducing the production cost of the product.

[0071] The unit reinforcement 30U can be manufactured by forming a single steel plate having a tensile strength of 780 MPa or more.

[0072] Therefore, when the reinforcing frame 30 included in the vehicle side sill is manufactured as a single unit over the entire longitudinal direction Y using high-strength material, a high molding load is required for the production of the reinforcing frame 30, which presents a problem as it may become impossible for small-scale manufacturers such as small parts manufacturers to produce the product.

[0073] This invention provides a vehicle side sill that improves mechanical rigidity by utilizing high-strength steel material with a tensile strength of 780 MPa or more in the production of the reinforcing frame 30, and enables the production of unit reinforcing bodies 30U with a low forming load. As a result, even small-scale manufacturers can produce the product, ensuring diversity in sales channels and improving the marketability of the product.

[0074] More preferably, the unit reinforcing body 30U can be manufactured by forming a single steel plate having a tensile strength of 980 MPa or more.

[0075] The unit reinforcing body 30U may include uneven portions P on its cross-section in the longitudinal direction Y. The unit reinforcing body 30U may have repeating uneven portions P in the longitudinal direction Y.

[0076] By including the uneven portion P, the unit reinforcing body 30U can have its rigidity improved without increasing the thickness of the steel material or other components that make up the unit reinforcing body 30U.

[0077] The unit reinforcing body 30U can have a repeating pattern of a certain shape, such as the uneven portion P described later, in the longitudinal direction Y. Multiple unit reinforcing bodies 30U can have a repeating pattern in the longitudinal direction Y, while each having a corresponding cross-section on the XZ axis cross-section.

[0078] The uneven portion P has protruding surfaces P1 and inward-facing surfaces P2 formed alternately in the longitudinal direction Y, and an inclined surface P3 can be formed between the protruding surfaces P1 and the inward-facing surfaces P2.

[0079] The reinforcing frame 30 can have at least one of its multiple unit reinforcing members 30U, which are connected in the longitudinal direction Y, made of a different type of steel or have different tensile strengths.

[0080] For example, a unit reinforcing member 30U located in the central region in the longitudinal direction Y may be made of a different type of steel than the unit reinforcing members 30U located in the end regions on both sides of the longitudinal direction Y.

[0081] For example, a unit reinforcing member 30U located in the central region in the longitudinal direction Y can have a greater tensile strength than unit reinforcing members 30U located in the end regions on both sides of the longitudinal direction Y.

[0082] The reinforcing frame 30 can be formed by welding together two adjacent unit reinforcing members 30U such that their ends in the longitudinal direction Y are in contact with each other. The two adjacent unit reinforcing members 30U can have correspondingly shaped cross-sections at both ends in the longitudinal direction Y. The unit reinforcing members 30U can be welded together to form a welded joint W. The welded joint W can be formed by laser welding, arc welding, or the like.

[0083] The unit reinforcement 30U may include a first unit reinforcement 100 and a second unit reinforcement 200.

[0084] The first unit reinforcing member 100 can be joined to the inner panel 10 on one side to form the first closed section M1. This improves the mechanical rigidity of the vehicle side sill.

[0085] The first unit reinforcing member 100 may include a first upper flange 110, a pair of first web members 130, and a pair of first lower flanges 150 on the XZ axis cross section of the side sill.

[0086] In the first upper flange 110, first web members 130 can be connected to both ends in the height direction Z. The first upper flange 110 can be positioned at the boundary between the first closed section M1 and the second closed section M2, while the second lower flange 250 is joined to the first web member 130.

[0087] As an example, the first unit reinforcing body 100 and the inner panel 10 can be joined by welding, forming a welded joint W. The welded joint W can be formed by spot welding or the like.

[0088] The second unit reinforcing member 200 can be joined to the first unit reinforcing member 100 on one side to form a second closed section M2. This improves the mechanical rigidity of the vehicle side sill.

[0089] The second unit reinforcement 200 may include a second upper flange 210, a pair of second web members 230, and a pair of second lower flanges 250 on the XZ axis cross section of the side sill.

[0090] The second lower flange 250 of the second unit reinforcing member 200 can be joined to the first web member 130 of the first unit reinforcing member 100.

[0091] The second lower flange 250 can have a step formed between it and the second web member 230, and the distance between the pair of second lower flanges 250 in the Z-axis direction can be wider than the distance between the pair of second web members 230 in the Z-axis direction.

[0092] As an example, the second unit reinforcing body 200 of the reinforcing frame 30 and the outer panel 20 can be joined together, forming a welded joint W. The welded joint W can be formed by spot welding or laser welding.

[0093] As another example, the second unit reinforcing body 200 of the reinforcing frame 30 and the outer panel 20 can be joined together, forming an adhesive joint V. The adhesive joint V can be formed with an adhesive.

[0094] As another example, the second unit reinforcing member 200 of the reinforcing frame 30 and the outer panel 20 do not need to be joined together.

[0095] As an example, the first unit reinforcement 100 and the second unit reinforcement 200 can be joined by welding, forming a welded joint W. The welded joint W can be formed by spot welding or laser welding.

[0096] The protruding surface P1 of the first unit reinforcement 100 can overlap with the protruding surface P1 of the second unit reinforcement 200, and the inward surface P2 of the first unit reinforcement 100 can overlap with the inward surface P2 of the second unit reinforcement 200.

[0097] The protruding surfaces P1 of the first unit reinforcing body 100 and the second unit reinforcing body 200 overlap with each other, and the inward surfaces P2 of the first unit reinforcing body 100 and the second unit reinforcing body 200 overlap with each other. This improves the bonding strength between the first unit reinforcing body 100 and the second unit reinforcing body 200, and the bonding position of the first unit reinforcing body 100 and the second unit reinforcing body 200 can be naturally guided, thus improving the work efficiency of the worker.

[0098] Figure 7 is a diagram showing the position U of the bending point 170 of the vehicle side sill according to the first embodiment of Figure 3.

[0099] The first unit reinforcement 100 may have a bending point 170 that protrudes outward from the first closed section M1.

[0100] The first unit reinforcement 100 can be formed at a position where the bending point 170 U is located approximately 30-70% of the installation width T of the first unit reinforcement 100, away from the first inner surface 11 of the inner panel 10.

[0101] By forming the first unit reinforcement 100 at a distance of approximately 30-70% of the installation width T, bending can be effectively guided at the bending point 170, resulting in normal crushing and enabling the material to exhibit sufficient load-bearing capacity.

[0102] On the other hand, if the bending point 170 is less than 30% or more than 70% of the installation width T of the first unit reinforcement 100 on the first inner surface 11 of the inner panel 10, bending guidance may not be properly performed at the bending point 170 of the first unit reinforcement 100, and normal crushing may not occur.

[0103] If normal crushing does not occur in the first unit reinforcement 100, a problem may arise in which the first unit reinforcement 100 deforms in a tilting manner and is unable to exhibit sufficient load performance. Furthermore, this may pose a significant risk to the vehicle side sill's ability to exhibit stable collision energy absorption performance under various collision environments.

[0104] The first unit reinforcement 100 may include a first section 131 and a second section 133.

[0105] The first section 131 can be extended in the direction of the first inner surface 11 of the inner panel 10, with the bending point 170 as the boundary.

[0106] The second section 133 is bent at the bending point 170 as its boundary and extends toward the second inner surface 21 of the outer panel 20, forming a bending angle 190 with the first section 131 inside the first closed section M1.

[0107] A bending point 170 can be provided at the boundary between the first section 131 and the second section 133.

[0108] The first unit reinforcement 100 can be bent in two sections, the first section 131 and the second section 133, with the bending point 170 as the boundary.

[0109] The bending angle 190 is formed inside the first closed section M1 and can be set to less than 180 degrees.

[0110] The first unit reinforcement 100 has a bending angle 190 formed inside the first closed section M1, and the bending angle 190 can be in the range of 165 to 175 degrees. The angle θ between the extension of the first section 131 and the extension of the second section 133 can be in the range of 5 to 15 degrees.

[0111] With the bending point 170 as a reference, the first section 131 and the second section 133 are bent, and a bending angle 190 can be formed inside the first closed section M1.

[0112] The first unit reinforcement 100 has a bending angle 190 in the range of 165 to 175 degrees, which allows for stable bending at the bending point 170 while ensuring sufficient rigidity of the first unit reinforcement 100.

[0113] If the bending angle 190 of the first unit reinforcement 100 is less than 165 degrees, bending can be successfully guided at the bending point 170. However, this may lead to a problem where bending becomes excessively easy at the bending point 170 of the first unit reinforcement 100, potentially causing the load-bearing capacity to decrease as the first unit reinforcement 100 is bent at the bending point 170 before it can achieve its designed load-bearing capacity.

[0114] A problem may arise where the first unit reinforcement 100 does not undergo normal crushing, resulting in tilting deformation and an inability to exhibit sufficient load-bearing capacity. Furthermore, this could be a major concern for vehicle side sills in exhibiting stable collision energy absorption performance under various collision environments.

[0115] If the bending angle exceeds 175 degrees (190°), bending may not be properly guided at the bending point (170°), potentially resulting in improper crushing.

[0116] A problem may arise in which the first unit reinforcement 100 does not undergo normal crushing, and instead experiences tilting deformation, preventing it from achieving the designed load performance.

[0117] In the following, the components included in the vehicle side sill according to the second and third embodiments of the present invention will be specifically described with reference to Figures 8 to 16.

[0118] Figure 8 is a perspective view of a vehicle side sill according to a second embodiment of the present invention, and Figure 9 is a perspective view of the reinforcing frame of the vehicle side sill of the second embodiment of Figure 8.

[0119] Figure 10 is a perspective view showing a magnified detail of section "B" in Figure 9, and Figure 11 is a cross-sectional view of Figure 9 in the direction of II-II'.

[0120] Figure 12 is a perspective view of a reinforcing frame for a vehicle side sill included in a third embodiment of the present invention, Figure 13 is a perspective view showing enlarged detail of portion "C" in Figure 12, and Figure 14 is a cross-sectional view of Figure 13 in the direction III-III'.

[0121] Figure 15 is a perspective view showing a magnified detail of section "D" in Figure 12, and Figure 16 is a cross-sectional view of Figure 15 in the direction of IV-IV'.

[0122] In the first embodiment of the present invention, two unit reinforcing members 30U connected in the longitudinal direction of a vehicle side sill are welded together with their longitudinal ends in contact with each other.

[0123] On the other hand, the vehicle side sill according to the second and third embodiments of the present invention differs only in that it is configured to apply an overlap welding method, which will be described later, instead of the contact welding method of the first embodiment, and the remaining components can be the same as those of the vehicle side sill of the first embodiment described above.

[0124] Therefore, in order to avoid duplication of content, related explanations will be omitted. However, it goes without saying that various embodiments of components common to the first embodiment described above are applicable to the second and third embodiments.

[0125] The reinforcing frame has an overlapping region where two unit reinforcing members 30U connected in the longitudinal direction overlap each other in the thickness direction, and these overlapping regions can be welded together.

[0126] The overlapping unit reinforcing members 30U can be manufactured with their cross-sectional dimensions partially adjusted to facilitate overlapping in the overlapping region. This allows two of the above-mentioned unit reinforcing members 30U connected in the longitudinal direction to overlap each other in the thickness direction.

[0127] Two unit reinforcing members 30U connected in the longitudinal direction can form an overlapping region as one unit reinforcing member 30U is inserted longitudinally into the other unit reinforcing member 30U. The cross-section of the unit reinforcing member 30U inserted inward within the overlapping region can be manufactured to be smaller in dimensions than the cross-section of the other unit reinforcing member 30U positioned on the outside.

[0128] Therefore, two adjacent unit reinforcing members 30U can overlap each other in the thickness direction in the overlapping region, and the two adjacent unit reinforcing members 30U can be joined in the overlapping region by an overlap welding method. The unit reinforcing members 30U can be welded together to form a welded joint W. The welded joint W can be formed by spot welding or laser welding.

[0129] Referring to Figures 8 to 11, in the vehicle side sill according to the second embodiment of the present invention, the unit reinforcing member 30U may include the first unit reinforcing member 100 and the second unit reinforcing member 200 described above. The reinforcing frame may include the first overlapping region N1 and the second overlapping region N2.

[0130] In the first overlapping region N1, two of the first unit reinforcing members 100 connected in the longitudinal direction can overlap in the thickness direction. In the second overlapping region N2, two of the second unit reinforcing members 200 connected in the longitudinal direction can overlap in the thickness direction.

[0131] The first overlapping region N1 and the second overlapping region N2 can be positioned at locations corresponding to each other in the longitudinal direction.

[0132] The first overlapping region N1 and the second overlapping region N2 can overlap each other in at least a portion of their respective areas.

[0133] In the portion where the first overlapping region N1 and the second overlapping region N2 overlap, the two first unit reinforcing members 100 in the first overlapping region N1 and the two second unit reinforcing members 200 in the second overlapping region N2 can be welded together in a quadruple overlapping state.

[0134] In the portion where the first overlapping region N1 and the second overlapping region N2 do not overlap, the first overlapping region N1 can be welded together in a state where two of the first unit reinforcing bodies 100 connected in the longitudinal direction are overlapping in a double layer.

[0135] In the portion where the first overlapping region N1 and the second overlapping region N2 do not overlap, the second overlapping region N2 can be welded together in a state where two of the second unit reinforcing bodies 200 connected in the longitudinal direction are overlapping in a double layer.

[0136] Referring to Figures 12 to 16, in the vehicle side sill according to the third embodiment of the present invention, the unit reinforcing body 30U may include the first unit reinforcing body 100 and the second unit reinforcing body 200 described above. The reinforcing frame may include the first overlapping region N1 and the second overlapping region N2 described above. The first overlapping region N1 and the second overlapping region N2 may be arranged alternately in the longitudinal direction.

[0137] The second unit reinforcement 200 can be installed overlapping the first overlapping region N1 so as to cover at least a portion of it.

[0138] In the portion where the second unit reinforcing body 200 overlaps with the first overlapping region N1, the two first unit reinforcing bodies 100 and the one second unit reinforcing body 200 of the first overlapping region N1 can be welded together in a triple-layered state.

[0139] The second overlapping region N2 can be installed so as to cover a part of the first unit reinforcement 100. In the portion where the second overlapping region N2 overlaps with the first unit reinforcement 100, the two second unit reinforcements 200 of the second overlapping region N2 and the first unit reinforcement 100 can be welded together in a triple-layered state.

[0140] In the following, the deformation analysis results of the vehicle side sill of the second embodiment and the vehicle side sill of the comparative example will be explained with reference to Figures 17a to 18c, and the collision performance of the vehicle side sill of the second embodiment and the vehicle side sill of the comparative example will be compared and explained with reference to Figure 19.

[0141] Among the vehicle side sills according to the first to third embodiments of the present invention, the second embodiment and a comparative example were compared as representative examples.

[0142] The vehicle side sill of the second embodiment is formed by connecting a plurality of unit reinforcing bodies 30U having corresponding shapes in the longitudinal direction Y, while the vehicle side sill of the comparative example differs in that a single reinforcing frame 30' is extended in the longitudinal direction Y.

[0143] This is to confirm whether there are differences in deformation analysis results or collision performance compared to the vehicle side sill of the comparative example when the vehicle side sill of the second embodiment is constructed by connecting multiple unit reinforcing members 30U in the longitudinal direction Y to form a reinforcing frame 30.

[0144] First, with reference to Figures 17a to 18c, the deformation analysis results of the vehicle side sill of the second embodiment and the vehicle side sill of the comparative example will be explained.

[0145] Figures 17a to 17c are diagrams showing the deformation analysis results of the vehicle side sill according to the second embodiment.

[0146] Figure 17a shows the deformation analysis results for the initial stage of the collision in the second embodiment, Figure 17b shows the deformation analysis results for the mid-stage of the collision in the second embodiment, and Figure 17c shows the deformation analysis results for the late-stage of the collision in the second embodiment.

[0147] Figures 18a to 18c show the deformation analysis results of a vehicle side sill in a comparative example.

[0148] Figure 18a shows the deformation analysis results for the comparative example during the initial stages of the collision, Figure 18b shows the deformation analysis results for the comparative example during the mid-stage of the collision, and Figure 18c shows the deformation analysis results for the comparative example during the late-stage of the collision.

[0149] Referring to Figures 17a and 18c, it was confirmed that the second embodiment and comparative example exhibited nearly identical and stable collision deformation during the initial, mid, and late stages of the collision.

[0150] Next, with reference to Figure 19, the collision performance of the vehicle side sill of the comparative example and the vehicle side sill of the second embodiment will be compared and explained.

[0151] Figure 19 shows the load-displacement diagrams for the vehicle side sill of the comparative example in Figure 1 and the vehicle side sill of the second embodiment in Figure 8.

[0152] The load-displacement value of the vehicle side sill in the comparative example in Figure 1 is shown as the first value L1, and the load-displacement value of the vehicle side sill in the second embodiment in Figure 8 is shown as the second value L2.

[0153] Referring to the first value L1 and the second value L2, it can be seen that the vehicle side sill of the second embodiment in Figure 8 and the vehicle side sill of the comparative example in Figure 1 exhibit almost similar displacements under the same load.

[0154] Comparing the first value L1 with the second value L2, it can be seen that the second embodiment and the comparison example absorb the impact stably and in a nearly similar manner even in the later stages of the collision.

[0155] Specifically, the internal energy of the comparative example's vehicle side sill was 51.2 kJ, and the weight of the comparative example's vehicle side sill was 18.8 kg. The internal energy of the second embodiment's vehicle side sill was 51.9 kJ, and the weight of the second embodiment's vehicle side sill was 19.0 kg.

[0156] In other words, the vehicle side sill of the comparative example has an internal energy ratio of 2.72 (kJ / kg) per kilogram, while the vehicle side sill of the second embodiment has an internal energy ratio of 2.73 (kJ / kg) per kilogram. Therefore, the second embodiment and the comparative example have almost similar internal energy ratios per kilogram, and thus their energy absorption performance per unit weight is almost similar.

[0157] Therefore, the vehicle side sill of the second embodiment of the present invention has the effect of being able to be molded even under a small molding load while still being able to stably ensure collision performance.

[0158] Furthermore, although not specifically shown in the drawings, it was confirmed that the vehicle side sills according to the first and third embodiments of the present invention also provide performance similar to that of the vehicle side sill according to the second embodiment of the present invention.

[0159] Next, we will specifically describe the steps included in the manufacturing method for a vehicle side sill according to one embodiment of the present invention.

[0160] A method for manufacturing a vehicle side sill according to one embodiment of the present invention may include a parts preparation step, a reinforcing frame 30 manufacturing step, a reinforcing frame 30 joining step, and an outer panel 20 joining step.

[0161] In the parts preparation stage, the inner panel 10, multiple unit reinforcing members 30U, and the outer panel 20 can be prepared.

[0162] The reinforcing frame 30 can be manufactured by connecting multiple unit reinforcing bodies 30U in the longitudinal direction Y. The reinforcing frame 30 can be made by connecting multiple unit reinforcing bodies 30U having corresponding shapes in the longitudinal direction Y. Multiple unit reinforcing bodies 30U can be welded together to form welded joints W.

[0163] The reinforcing frame 30 can have multiple unit reinforcing members 30U having corresponding shapes. For example, in the reinforcing frame 30, two adjacent unit reinforcing members 30U can be welded together so that their ends in the longitudinal direction Y abut each other. Two adjacent unit reinforcing members 30U can have corresponding cross-sections at both ends in the longitudinal direction Y. A welded joint W can be formed as the unit reinforcing members 30U are welded together. The welded joint W can be formed by laser welding, arc welding, or the like.

[0164] As an example, the first unit reinforcement 100 and the second unit reinforcement 200 can be joined by welding, forming a welded joint W. The welded joint W can be formed by spot welding or laser welding.

[0165] The joining stage of the reinforcing frame 30 allows the reinforcing frame 30 to be joined to the inner panel 10. The reinforcing frame 30 and the unit reinforcing body 30U can be joined to the inner panel 10 to form a closed cross section.

[0166] The reinforcing frame 30 and the inner panel 10 can be joined by welding, forming a welded joint W. The welded joint W can be formed by spot welding or the like. Specifically, the first unit reinforcing body 100 of the reinforcing frame 30 and the inner panel 10 can be joined by welding, forming a welded joint W.

[0167] In the joining stage of the outer panel 20, the outer panel 20 is joined to the inner panel 10 to form a hollow section S, and the reinforcing frame 30 can be placed inside the hollow section S.

[0168] The inner panel 10 and the outer panel 20 can be joined by welding, forming a welded joint W. For example, the inner panel 10 and the outer panel 20 can be joined by spot welding or the like.

[0169] The outer panel 20 may or may not be joined to the second unit reinforcing member 200 of the reinforcing frame 30.

[0170] As an example, the second unit reinforcing body 200 of the reinforcing frame 30 and the outer panel 20 can be joined together, forming a welded joint W. The welded joint W can be formed by spot welding or laser welding.

[0171] As another example, the second unit reinforcing body 200 of the reinforcing frame 30 and the outer panel 20 can be joined together, forming an adhesive joint V. The adhesive joint V can be formed with an adhesive.

[0172] As another example, the second unit reinforcement 200 and the outer panel 20 do not need to be joined together.

[0173] Furthermore, it goes without saying that the various embodiments of the vehicle side sill having the various embodiments described above can be applied to the method for manufacturing the vehicle side sill of the present invention.

[0174] Therefore, the configuration of the inner panel 10, outer panel 20, reinforcing frame 30, and unit reinforcing body 30U used in the vehicle side sill manufacturing method is the same as that of the vehicle side sill as already explained, so a detailed explanation of this will be omitted to avoid redundancy.

[0175] The method for manufacturing a vehicle side sill is provided as an example of a preferred manufacturing method so that a person with ordinary skill in the art of the present invention can easily implement the present invention. The method may be modified and implemented in a different order depending on the specific site conditions, or other incidental steps may be added.

[0176] Although embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and it will be obvious to those with ordinary skill in the art that various modifications and variations are possible without departing from the technical idea of ​​the present invention as described in the claims. [Explanation of Symbols]

[0177] 10, 10': Inner panel 11: First inner surface 20, 20': Outer panel 21: Second inner surface 30, 30': Reinforcement frame; 30U: Unit reinforcement. 31': First reinforcement frame 32': Second reinforcement frame 100: First unit reinforcement 110: First upper flange 130: First web component 131: First section 133: Second section 150: First lower flange 170: Bending point 190: Bending angle 200: Second unit reinforcement 210: Second upper flange 230: Second web member 250: Second lower flange N1: First overlapping region N2: Second overlapping region M1: 1st closed section M2: 2nd closed section P: Uneven part P1: Protruding surface P2: Inset surface P3: Inclined surface S: Hollow section T: Installation width of the first unit reinforcement U: Bending point location V: Bonding area W: Welded area X: Width direction Y: Longitudinal direction Z: Height direction

Claims

1. Inner panel and An outer panel which is coupled to the inner panel in the width direction and together with the inner panel forms a hollow portion, A vehicle side sill, comprising a reinforcing frame arranged in the hollow portion and having a plurality of unit reinforcing bodies having corresponding shapes connected in the longitudinal direction.

2. The vehicle side sill according to claim 1, wherein the unit reinforcing member is joined to the inner panel to form a closed cross section.

3. The vehicle side sill according to claim 1, wherein the unit reinforcing body is manufactured as a single unit by forming a single steel plate.

4. The vehicle side sill according to claim 1, wherein the unit reinforcing member is manufactured by forming a single steel plate having a tensile strength of 780 MPa or more.

5. The vehicle side sill according to claim 1, wherein the unit reinforcing member includes an uneven portion on its longitudinal cross-section.

6. The aforementioned uneven portion is The vehicle side sill according to claim 5, wherein protruding surfaces and indented surfaces are alternately formed in the longitudinal direction, and an inclined surface is formed between the protruding surfaces and the indented surfaces.

7. The aforementioned reinforcing frame is The vehicle side sill according to claim 1, wherein at least one of the plurality of unit reinforcing members connected in the longitudinal direction has a different steel type or tensile strength.

8. The aforementioned reinforcing frame is The vehicle side sill according to claim 1, wherein two unit reinforcing members connected in the longitudinal direction are welded together with their longitudinal ends in contact with each other.

9. The aforementioned reinforcing frame is The vehicle side sill according to claim 1, wherein two unit reinforcing bodies connected in the longitudinal direction have overlapping regions that overlap each other in the thickness direction, and are welded together in the overlapping regions.

10. The aforementioned unit reinforcing body is A first unit reinforcing body, one side of which is joined to the inner panel to form a first closed cross-section, It includes a second unit reinforcing member, one side of which is joined to the first unit reinforcing member to form a second closed cross section, The aforementioned reinforcing frame is A first overlapping region in which two first unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, The second unit reinforcing body, which is connected in the longitudinal direction, includes a second overlapping region in the thickness direction, The vehicle side sill according to claim 9, wherein the first overlapping region and the second overlapping region are arranged at positions corresponding to each other in the longitudinal direction.

11. In the portion where the first overlapping region and the second overlapping region overlap, The vehicle side sill according to claim 10, wherein the two first unit reinforcing members of the first overlapping region and the two second unit reinforcing members of the second overlapping region are welded together in a quadruple overlapping state.

12. The aforementioned unit reinforcing body is A first unit reinforcing body, one side of which is joined to the inner panel to form a first closed cross-section, It includes a second unit reinforcing member, one side of which is joined to the first unit reinforcing member to form a second closed cross section, The aforementioned reinforcing frame is A first overlapping region in which two first unit reinforcing bodies connected in the longitudinal direction overlap in the thickness direction, The second unit reinforcing body, which is connected in the longitudinal direction, includes a second overlapping region in the thickness direction, The vehicle side sill according to claim 9, wherein the first overlapping region and the second overlapping region are arranged alternately in the longitudinal direction.

13. In the portion where the second unit reinforcement overlaps with the first overlapping region, The vehicle side sill according to claim 12, wherein two of the first unit reinforcing members and one of the second unit reinforcing members in the first overlapping region are welded together in a triple-overlapping state.

14. In the portion where the second overlapping region overlaps with the first unit reinforcement, The vehicle side sill according to claim 12, wherein the two second unit reinforcing members and the first unit reinforcing members of the second overlapping region are welded together in a triple-overlapping state.

15. The aforementioned unit reinforcing body is A first unit reinforcing body, one side of which is joined to the inner panel to form a first closed cross-section, It includes a second unit reinforcing member, one side of which is joined to the first unit reinforcing member to form a second closed cross section, The first unit reinforcement is The vehicle side sill according to claim 1, having a bending point that protrudes outward from the first closed cross section.

16. The first unit reinforcement is The vehicle side sill according to claim 15, wherein the position of the bending point is formed at a distance of approximately 30 to 70% of the installation width of the first unit reinforcing body from the first inner surface of the inner panel.

17. The first unit reinforcement is A first section is formed extending in the direction of the first inner surface of the inner panel, with the aforementioned bending point as the boundary, The bending point is bent as a boundary and extends in the direction of the second inner surface of the outer panel, and includes a second section that forms a bending angle with the first section within the first closed cross section, The first unit reinforcement is The vehicle side sill according to claim 15, wherein the bending angle is formed inside the first closed cross section, and the bending angle is in the range of 165 to 175 degrees.

18. The vehicle side sill according to claim 1, wherein the inner panel is manufactured as a single piece by forming a single steel plate.

19. The vehicle side sill according to claim 1, wherein the outer panel is manufactured as a single piece by forming a single steel plate.

20. The component preparation stage involves preparing the inner panel, multiple unit reinforcing members, and the outer panel. A reinforcing frame manufacturing step involves connecting multiple unit reinforcing bodies in the longitudinal direction to produce a reinforcing frame, A reinforcing frame joining step in which the reinforcing frame is joined to the inner panel, A method for manufacturing a vehicle side sill, comprising the steps of joining the outer panel to the inner panel to form a hollow portion and arranging the reinforcing frame inside the hollow portion.

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