Body structural members and body structures

Abstract

To provide a vehicle body structure member using a fiber reinforced resin composite material, in which characteristics to absorb collision energy in the vehicle body structure member can be improved.SOLUTION: A vehicle body structure member formed from a fiber reinforced resin composite material comprises, on a load input surface in which input of collision load is assumed, a planned fracture part that divides the load input surface into a first region and a second region on both sides in a given first direction as a result of brittle fracture occurred at the time of inputting the collision load, and when the collision load is input, twisting is applied in the first and second regions on both sides of the planned fracture part.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The technology of the present disclosure relates to an automobile body structural member using a fiber-reinforced resin composite material. [Background technology]

[0002] In recent years, with the aim of reducing the weight of automobile bodies such as passenger cars, the use of fiber-reinforced resins, typified by carbon fiber reinforced plastics (hereinafter referred to as CFRP), to manufacture structural components of the body, such as center pillars, has been considered. Structural components made of fiber-reinforced resins have high rigidity, and demonstrate high strength, particularly against compressive or tensile stress acting in the direction of the fiber orientation. Even when constructing structural components of the body using fiber-reinforced resins, it is necessary to ensure rigidity against collisions and the strength of connections with other vehicle components. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-193637 Summary of the Invention [Problem to be solved by the invention]

[0004] However, fiber reinforced resin has extremely low ductility compared to members made of metal such as iron, and absorbs very little collision energy when a collision load is input.

[0005] Therefore, the technology of the present disclosure has been made in consideration of the above problems, and an object of the present disclosure is to provide a vehicle body structural member that can improve the collision energy absorption characteristics of a vehicle body structural member that uses a fiber-reinforced resin composite material. [Means for solving the problem]

[0006] In order to solve the above problems, according to one aspect of the technology of the present disclosure, there is provided a vehicle body structural member made of a fiber-reinforced resin composite material, which has a load input surface to which a collision load is expected to be input, and which has a planned fracture portion that undergoes brittle fracture when a collision load is input, dividing the load input surface into a first region and a second region on both sides in a predetermined first direction, and which is configured to cause torsion in the first region and the second region on both sides of the planned fracture portion when a collision load is input. [Effects of the Invention]

[0007] As described above, the technique of the present disclosure can improve the collision energy absorption characteristics of a vehicle body structural member made of a fiber-reinforced resin composite material. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic diagram showing the overall configuration of a vehicle body side structure according to an embodiment of the present invention; [Figure 2] 1 is an external view of a vehicle body structural member (center pillar) according to an embodiment of the present invention, as viewed from the vehicle exterior side. [Figure 3] 3 is a cross-sectional view of the center pillar shown in FIG. 2 taken along the arrow II. [Figure 4] 3 is a diagram schematically illustrating the periphery of a portion to be broken of the center pillar shown in FIG. 2.

[0023] FIG. [Figure 5] 4A and 4B are explanatory diagrams for explaining the operation of the vehicle body structural member according to the present embodiment. [Figure 6] 4 is an explanatory diagram showing the operation of the torsional deformation structure of the vehicle body structural member according to the present embodiment. FIG. [Figure 7] 5A and 5B are explanatory diagrams showing a first modified example of the torsional deformation structure according to the present embodiment. [Figure 8] 10A and 10B are explanatory diagrams showing a second modified example of the torsional deformation structure according to the present embodiment. [Figure 9] 9 is a cross-sectional view of the center pillar shown in FIG. 8 taken along the line II-II. DETAILED DESCRIPTION OF THE INVENTION

[0009] Preferred embodiments of the technology of the present disclosure will be described in detail below with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0010] <1. Outline of the body structure> First, an outline of a vehicle body structure including a vehicle body structural member according to this embodiment will be described. Fig. 1 is a schematic diagram showing the appearance of a vehicle body side structure 1. The vehicle body side structure 1 shown in Fig. 1 schematically shows a part of the structure of the left side of a vehicle. As shown in Fig. 1, in this specification, the vehicle width direction may be referred to as the X direction, the vehicle front-rear direction (vehicle length direction) as the Y direction, and the vehicle height direction as the Z direction.

[0011] The vehicle body side structure 1 is composed of a roof pillar 5, a rear pillar 4, a front pillar 2, a center pillar 3, a side sill 6, etc. The roof pillar 5 extends in the vehicle longitudinal direction in the upper part of the vehicle's interior space and forms the side portion of the vehicle roof. The side sill 6 extends in the vehicle longitudinal direction in the lower part of the side of the vehicle. The front pillar 2 has its lower end connected to the front end of the side sill 6 and its upper end connected to the front end of the roof pillar 5. The front pillar 2 forms the front part that constitutes the vehicle's interior space and is positioned to support the side of the windshield. The rear pillar 4 has its lower end connected to the rear end of the side sill 6 and its upper end connected to the rear end of the roof pillar 5. The center pillar 3 has its lower end connected to the center of the side sill 6 in the vehicle longitudinal direction and its upper end connected to the center of the roof pillar 5 in the vehicle longitudinal direction.

[0012] An opening for a front door is formed between the side sill 6, the roof pillar 5, the front pillar 2, and the center pillar 3. In addition, an opening for a rear door is formed between the side sill 6, the roof pillar 5, the rear pillar 4, and the center pillar 3. Each member constituting the vehicle body side structure 1 may be composed of a plurality of members. For example, each member may be formed by joining an outer panel on the outside in the vehicle width direction and an inner panel on the inside in the vehicle width direction.

[0013] In this vehicle body side structure 1, the center pillar 3 corresponds to the vehicle body structural member in this embodiment. The center pillar 3 has a longitudinal direction along the vehicle height direction and is formed in a generally cylindrical shape. The center pillar 3 has a roof pillar connection portion 16 provided at its upper end, a side sill connection portion 14 provided at its lower end, and a pillar main body portion 12 located between the roof pillar connection portion 16 and the side sill connection portion 14. In this embodiment, the center pillar 3 is molded using carbon fiber reinforced resin.

[0014] <2. Center pillar (body structural member)> Next, the configuration of the center pillar 3 according to this embodiment will be described in detail.

[0015] (2-1. Basic configuration) 2 and 3 are explanatory diagrams illustrating an example of the basic configuration of the center pillar 3 of this embodiment. The center pillar 3 shown in FIGS. 2 and 3 is a simplified version of the center pillar 3 of the vehicle body side structure 1 shown in FIG. 1. FIG. 2 shows an external view of the center pillar 3 as seen from the outside of the vehicle body. FIG. 3 shows a cross section of the center pillar 3 shown in FIG. 2 taken along line II.

[0016] The center pillar 3 according to this embodiment includes an inner member 21 located on the inside of the vehicle body, an outer member 31 located on the outside of the vehicle body, and a cylindrical body 41 located between the inner member 21 and the outer member 31. The inner member 21, the outer member 31, and the cylindrical body 41 are each made of CFRP.

[0017] The inner member 21 and the outer member 31 each have a portion at their upper ends that constitutes the roof pillar connection portion 16, and a portion at their lower ends that constitutes the side sill connection portion 14. The inner member 21 also has flange portions 21a, 21b on both sides in the vehicle length direction of the middle portion that constitutes the pillar main body portion 12. The outer member 31 also has flange portions 31a, 31b on both sides in the vehicle length direction of the middle portion that constitutes the pillar main body portion 12. The tubular body 41 is molded in a hollow cylindrical shape and has a three-dimensional shape that corresponds to the shape of the pillar main body portion 12.

[0018] The pillar main body 12 has a generally cylindrical shape with an axial direction extending along the vehicle height direction. The pillar main body 12 is configured as a molded body with a cylindrical closed cross section, in which a cylindrical body 41 is sandwiched between an inner member 21 and an outer member 31, the inner surfaces of the inner member 21 and the outer member 31 are joined to the outer surface of the cylindrical body 41, and the flange portions 21a, 21b of the inner member 21 are joined to the flange portions 31a, 31b of the outer member 31 (see FIG. 3). The joining of the inner member 21 and the outer member 31 to the cylindrical body 41, and the joining of the flange portions 21a, 21b of the inner member 21 to the flange portions 31a, 31b of the outer member 31 are performed using, for example, an adhesive. The joined flange portions 21a, 21b, 31a, 31b can be used, for example, as door stops for front and rear doors.

[0019] The cylindrical body 41 is formed using a fiber-reinforced resin obtained by impregnating carbon fibers with a thermoplastic resin or a thermosetting resin. Examples of the thermoplastic resin include polyethylene resin, polypropylene resin, polyvinyl chloride resin, ABS resin (acrylonitrile-butadiene-styrene copolymer synthetic resin), polystyrene resin, AS resin (acrylonitrile-styrene copolymer synthetic resin), polyamide resin, polyacetal resin, polycarbonate resin, polyester resin, PPS (polyphenylene sulfide) resin, fluororesin, polyetherimide resin, polyetherketone resin, and polyimide resin.

[0020] The matrix resin may be one of these thermoplastic resins or a mixture of two or more of them. Alternatively, the matrix resin may be a copolymer of these thermoplastic resins. When the thermoplastic resin is a mixture, a compatibilizer may be used in combination. Furthermore, a flame retardant such as a bromine-based flame retardant, a silicon-based flame retardant, or red phosphorus may be added to the thermoplastic resin.

[0021] Examples of thermosetting resins include epoxy resins, unsaturated polyester resins, vinyl ester resins, phenolic resins, polyurethane resins, and silicone resins. One or a mixture of two or more of these thermosetting resins can be used as the matrix resin. When using these thermosetting resins, an appropriate curing agent or reaction accelerator may be added to the thermosetting resin.

[0022] The carbon fibers may contain an appropriate ratio of fibers oriented in the axial direction and fibers oriented in a direction transverse to the axial direction. The amount of fibers oriented in the axial direction adjusts the tensile stress generated when a collision load is input in a side collision. The amount of fibers oriented in a direction transverse to the axial direction adjusts the rigidity against the collision load in a side collision and adjusts the amount of collision energy absorption. Because the cylindrical body 41 is a molded body with a cylindrical closed cross section, fiber continuity can be maintained not only in the axial direction (vehicle length direction), but also in the circumferential direction around the axis, thereby increasing rigidity against the collision load in a side collision.

[0023] The cylindrical body 41 may be a laminate obtained by laminating CFRP sheets (prepregs) using a layup method, or may be a structure obtained by winding carbon fibers using a winding method and curing them together with a matrix resin. The cylindrical body 41 may be a hollow tubular member, or may be a solid member filled with resin or other appropriate material. The cylindrical body 41 may also contain short fibers in addition to continuous fibers, and may contain fibers other than carbon fibers as reinforcing fibers.

[0024] Like the cylindrical body 41, the inner member 21 and the outer member 31 are each formed using a fiber-reinforced resin in which carbon fiber is impregnated with a thermoplastic resin or a thermosetting resin. The carbon fiber may contain an appropriate ratio of fibers oriented in the axial direction and fibers oriented in a direction intersecting the axial direction. However, the orientation direction of the carbon fibers may be aligned in one direction or may be different. Furthermore, the inner member 21 and the outer member 31 may also contain short fibers in addition to continuous fibers, and may contain fibers other than carbon fibers as reinforcing fibers.

[0025] 3, the inner member 21 and the outer member 31 of the center pillar 3 of this embodiment are formed to have a hat-shaped cross section, and a cylindrical body 41 is disposed in the recessed region between the flange portions 21a, 21b, 31a, 31b at both ends in the vehicle longitudinal direction. At least the bottom surfaces of the recessed regions of the inner member 21 and the outer member 31 are joined to the outer surface of the cylindrical body 41.

[0026] The center pillar 3 is not limited to the example formed by the inner member 21, the outer member 31, and the cylindrical body 41, but may be formed by a single cylindrical body or may further include another member. Also, the center pillar 3 does not have to include the flange portions 21a, 21b, 31a, 31b.

[0027] (2-2. Torsional deformation structure) Next, a structure in which the center pillar 3 is twisted when a collision load is input in a side collision (hereinafter also referred to as a "torsional deformation structure") will be described in detail.

[0028] 2, the center pillar 3 is provided with a fracture-prone portion 35 on its surface facing the outer member 31, which serves as a load input surface to which a collision load is expected to be input, that undergoes brittle fracture upon input of the collision load and divides the load input surface into a first region and a second region on both sides in a predetermined first direction. Specifically, the center pillar 3 is provided with the fracture-prone portion 35 that divides the surface facing the outer member 31 (load input surface) into a first region 37 on the upper side in the vehicle height direction (Z direction) and a second region 39 on the lower side in the vehicle height direction upon input of a collision load in a side collision. The load input surface does not mean the outer surface of the outer member 31, but rather refers to the component parts of the center pillar 3 that are located on the outer side of the vehicle body, including the outer member 31 and the tubular body 41.

[0029] The rupture portion 35 is provided near a height where a collision load in a side collision is input, for example, based on the height of a bumper of a passenger vehicle. The rupture portion 35 is formed by making some or all of the reinforcing fibers discontinuous between the first region 37 and the second region 39. More specifically, the outer member 31 and the tubular body 41 each contain continuous fibers, but some or all of the continuous fibers are discontinuous between the first region 37 and the second region 39 in the rupture portion 35. This makes the rupture portion 35 a weak portion, allowing the rupture portion 35 to undergo brittle fracture when a collision load in a side collision is input. Therefore, stress acting on the first region 37 and stress acting on the second region 39 are less likely to be transmitted to each other, and the first region 37 and the second region 39 can deform in different directions.

[0030] However, because structural members made of fiber-reinforced resin exhibit high strength against compressive stress or tensile stress acting in the orientation direction of the continuous fibers, it is preferable to arrange some of the continuous fibers across the first region 37 and the second region 39, and to make other continuous fibers discontinuous between the first region 37 and the second region 39, so as to ensure a predetermined level of strength for the center pillar 3. To make some of the continuous fibers on the load input surface of the center pillar 3 where a collision load is applied discontinuous, for example, when molding at least one of the outer member 31 and the tubular body 41, some CFRP sheets may be laminated in a section corresponding to the planned fracture portion 35, but the method for making the continuous fibers discontinuous is not particularly limited.

[0031] Furthermore, in the center pillar 3 according to this embodiment, the first region 37 and the second region 39 are each configured so that the proportion of continuous fibers oriented in a second direction inclined at a predetermined angle with respect to the axial direction of the center pillar 3, which corresponds to the vehicle height direction (first direction), is greatest among the fibers contained therein.

[0032] Fig. 4 is a schematic diagram illustrating the periphery of the planned rupture portion 35 of the center pillar 3 shown in Fig. 2. As shown in Fig. 4, the first region 37 and the second region 39 are configured so that the proportion of continuous fibers oriented in second directions D1 and D2, respectively, which are inclined at a predetermined angle θ with respect to the vehicle height direction (Z direction), is greatest. The second direction D1 of the continuous fibers in the first region 37 and the second direction D2 of the continuous fibers in the second region 39 are inclined in the same direction with respect to the axial direction of the center pillar 3. Because the continuous fibers contained in the first region 37 and the second region 39 are predominantly continuous fibers inclined at the predetermined angle θ with respect to the vehicle height direction, torsional deformation can be generated in the first region 37 and the second region 39 on both sides of the planned rupture portion 35 when a collision load is input in a side collision. Specifically, as shown in Figure 5, by utilizing the collision load input during a side collision, shear stresses F1 and F2 in the vehicle length direction that are opposite to each other are generated in the first region 37 and the second region 39 on the load input surface, thereby causing torsional deformation in the center pillar 3.

[0033] "The proportion of continuous fibers oriented in the second directions D1, D2 inclined at a predetermined angle θ is greatest" means that, among the continuous fibers constituting each of the first region 37 and the second region 39, the proportion of continuous fibers oriented with an inclination in the same direction with respect to the axial direction of the center pillar 3 is greatest. In other words, as long as the continuous fibers are oriented with an inclination in the same direction with respect to the axial direction of the center pillar 3, they do not all have to be oriented parallel, and the inclination angles may be different. This makes it possible to generate the same degree of torsional deformation in each of the first region 37 and the second region 39 when a collision load is input.

[0034] In this case, the predetermined angle θ is preferably within a range of 40 to 50 degrees. In other words, by aligning the orientation direction of the continuous fibers with the highest content at approximately 45 degrees with respect to the axial direction of the center pillar 3, it is possible to increase the reliability of generating torsional deformation when a collision load is input. Note that the tilt direction of the orientation direction of the continuous fibers with the highest content may be opposite to the tilt direction shown in Figure 4. In this case, the direction of the generated torsion will be opposite.

[0035] FIG. 6 is an explanatory diagram showing the function of the torsional deformation structure of the center pillar 3. When a collision load Fc in a side collision is applied to the load input surface of the center pillar 3 near the planned rupture portion 35, the center pillar 3 bends around the planned rupture portion 35, causing compressive stress in both the first region 37 and the second region 39 in a direction toward the planned rupture portion 35. At the same time, shear stress generated by the inclination of the continuous fibers contained in each of the first region 37 and the second region 39 causes torsional deformation in the first region 37 and the second region 39 on both sides of the planned rupture portion 35. This causes the planned rupture portion 35 to rupture.

[0036] Because the continuity of the continuous fibers is low at a broken portion 36 where the intended break portion 35 breaks, the first region 37 and the second region 39 intersect at the broken portion 36. Specifically, at the broken portion 36, the outer surface of the first region 37 of the center pillar 3 twists toward the rear in the vehicle length direction, and the outer surface of the second region 39 twists toward the front in the vehicle length direction, so that the end of the first region 37 and the end of the second region 39 intersect at the broken portion 36.

[0037] Then, as the collision load continues to be input, the crushing progresses as the first region 37 and the second region 39 bite into each other at the breaking portion 36. Therefore, the load receiving surface of the center pillar 3 can absorb the collision energy through the breaking and crushing.

[0038] If the structure is not such that torsional deformation occurs when a collision load is input to the load input surface, the collision energy is absorbed only by fracture or buckling fracture. Therefore, the structure of the center pillar 3 according to this embodiment can improve the collision energy absorption characteristics.

[0039] <3. Other configuration examples> The structure for generating torsional deformation when a collision load is input is not limited to the example of the above embodiment, and various modifications are possible. Some modifications of the torsional deformation structure will be described below.

[0040] (3-1. First Modified Example) Fig. 7 is an explanatory diagram showing a first modified example of the torsional deformation structure. Fig. 7 corresponds to Fig. 4 of the above embodiment and shows a schematic view of the area around the intended rupture portion 35 of the center pillar 3 as seen from outside the vehicle body. The first modified example is designed to cause torsional deformation in the center pillar 3 by controlling the contact point, i.e., the load input point, when a collision load is input in a side collision.

[0041] Specifically, in the center pillar 3 according to the first modification, the first region 37 and the second region 39 each have convex surfaces 37a, 39a that protrude toward the input side of the collision load, i.e., toward the outside of the vehicle body, at diagonal positions sandwiching the fracture portion 35. Therefore, during a side collision, the collision load from another vehicle or the like is first input through the convex surfaces 37a, 39a. As a result, when the collision load is input, the diagonal positions sandwiching the fracture portion 35 receive the load, causing torsional deformation in the first region 37 and the second region 39. Therefore, similar to the action described with reference to FIG. 6 , the first region 37 and the second region 39 bite into each other at the fracture portion 36, and the crushing progresses. Therefore, the load input surface of the center pillar 3 can absorb the collision energy through fracture and crushing.

[0042] 7, the first region 37 and the second region 39 are provided with convex surfaces 37a, 39a that protrude toward the input side of the collision load, i.e., toward the outside of the vehicle body, at diagonal positions sandwiching the planned rupture portion 35, thereby controlling the load input location. However, the first modified example is not limited to this example. The first region 37 and the second region 39 can also be provided with receding surfaces that recede toward the inside of the vehicle body, at diagonal positions sandwiching the planned rupture portion 35, on the opposite side of the input side of the collision load, to control the input location of the collision load at the diagonal positions sandwiching the planned rupture portion 35.

[0043] (3-2. Second Modification) 8 and 9 are explanatory diagrams showing a second modified example of the torsional deformation structure. Fig. 8 corresponds to Fig. 4 of the above embodiment and shows a schematic view of the periphery of the planned fracture portion 35 of the center pillar 3 as seen from outside the vehicle body. Fig. 9 shows a cross-sectional view of the center pillar 3 shown in Fig. 8 taken along the line II-II. In the second modified example, the joint strength of the joints between the inner member 21 and the outer member 31, which are located at diagonal positions sandwiching the planned fracture portion 35, is increased compared to the joint strength of the other joints, thereby causing torsional deformation in the center pillar 3.

[0044] Specifically, in the center pillar 3 according to the second modification, the inner member 21 and the outer member 31 are joined using flanges 21a, 21b, 31a, and 31b, respectively, provided on both sides in the vehicle length direction. The joints are joined using an adhesive, and the joints diagonally positioned across the fracture portion 35 are further firmly joined using fastening bolts 38, providing stronger joint strength than the other joints. Therefore, when a collision load is applied during a side collision, the joints, whose joint strength is enhanced by the fastening bolts 38, remain joined, while the other joints are more susceptible to fracture due to peeling or other reasons. This causes torsional deformation in the first region 37 and the second region 39, similar to the action described with reference to FIG. 6 , and crushing progresses as the fracture portion 36 bites in. Therefore, the load-receiving surface of the center pillar 3 can absorb the collision energy through fracture and crushing.

[0045] The method of increasing the joint strength of the joints located diagonally across the planned fracture portion 35 is not limited to the method using fastening bolts. The joint strength at the relevant positions may be increased by using other joining members, or by varying the adhesive strength of the adhesive. Even when fastening bolts are used, the joint strength at the relevant positions may be increased by, for example, varying the number (arrangement density) of fastening bolts or varying the diameter of the fastening bolts depending on the joint. Furthermore, the joint strength at the relevant positions may be increased by combining two or more of the joining methods exemplified above.

[0046] As described above, the center pillar 3 as a vehicle body structural member according to this embodiment has a torsional deformation structure in which a load input surface to which a collision load is expected to be input is provided with a fracture portion 35 that undergoes brittle fracture upon input of a collision load and divides the load input surface into a first region 37 and a second region 39 on both sides in the vehicle height direction, and in which torsion occurs in the first region 37 and the second region 39 on both sides of the fracture portion 35 upon input of a collision load. Therefore, upon input of a collision load due to a side collision, crushing progresses as the first region 37 and the second region 39 bite into each other at the fracture portion 36. This allows the load input surface of the center pillar 3 to absorb collision energy through fracture and crushing.

[0047] Furthermore, in the center pillar 3 according to this embodiment, some or all of the fibers are discontinuous between the first region 37 and the second region 39 in the planned rupture portion 35. This makes it difficult for the stress acting on the first region 37 and the stress acting on the second region 39 to be transmitted to each other, allowing the first region 37 and the second region 39 to deform in different directions. This increases the reliability of causing torsional deformation in the first region 37 and the second region.

[0048] Although the preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, the present invention is not limited to these examples. It is clear that a person skilled in the art to which the present invention pertains can conceive of various modifications and alterations within the scope of the technical ideas set forth in the claims, and it is understood that these also fall within the technical scope of the present invention. Furthermore, combinations of the above-described embodiments and modifications also fall within the technical scope of the present invention.

[0049] For example, in the above embodiment, the center pillar 3 was used as an example of a vehicle body structural member, but the vehicle body structural member to which the technology of the present disclosure can be applied is not limited to the center pillar. The technology of the present disclosure can be applied to any structural member that constitutes the vehicle body structure and is required to absorb collision energy upon receiving a collision load, as long as there is no contradiction in function. [Explanation of symbols]

[0050] 1: vehicle body side structure, 3: center pillar, 5: roof pillar, 6: side sill, 12: pillar main body, 14: side sill connection portion, 16: roof pillar connection portion, 21: inner member, 21a: flange portion, 21b: flange portion, 31: outer member, 31a: flange portion, 31b: flange portion, 41: cylindrical body

Claims

1. In a vehicle body structural member made of a fiber-reinforced resin composite material, a load input surface to which a collision load is expected to be input is provided with a fracture-prone portion that undergoes brittle fracture when the collision load is input and divides the load input surface into a first region and a second region on both sides in a predetermined first direction, A vehicle body structural member in which some or all of the fibers in the planned fracture portion of the load input surface are discontinuous between the first region and the second region, and when the collision load is input, torsion occurs in the first region and the second region on both sides of the planned fracture portion.

2. 2. The vehicle body structural member according to claim 1, wherein the first region and the second region are each configured so that the proportion of continuous fibers oriented in a second direction inclined at a predetermined angle with respect to the predetermined first direction is greatest among the fibers contained therein.

3. 2. The vehicle body structural member according to claim 1, wherein the first region and the second region have, at diagonal positions sandwiching the planned fracture portion, convex surfaces that protrude toward the input side of the collision load or receding surfaces that recede to the side opposite the input side of the collision load.

4. the vehicle body structural member is configured by joining an outer member that includes the planned rupture portion and is located on the input side of the collision load, and an inner member that is located on the opposite side of the input side of the collision load, 2. The vehicle body structural member according to claim 1, wherein the joint strength of the joints located at diagonal positions sandwiching the planned fracture portion is higher or lower than the joint strength of the other joints.

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